COURSE CODE DGM12CBXX3BNCF

BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL ISSUE 01 DATE 08 Jul 2022

REVISION DATE

CHAPTER
ATA 75
ENGINE AIR
THIS MANUAL IS INTENDED FOR TRAINING PURPOSE ONLY

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 ENGINEERING TRAINING CENTRE Contents BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

Contents
Contents ..................................................................................................................................................................................................................................... 2
ENGINE AIR – INTRODUCTION ................................................................................................................................................................................................... 3
ENGINE AIR - GENERAL DESCRIPTION ........................................................................................................................................................................................ 5
ENGINE AIR - FUNCTIONAL DESCRIPTION .................................................................................................................................................................................. 7
ENGINE AIR - TURBINE CLEARANCE CONTROL – INTRODUCTION ............................................................................................................................................. 9
ENGINE AIR - HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC) - GENERAL DESCRIPTION ........................................................................ 11
ENGINE AIR - HPTACC - COMPONENT LOCATIONS .................................................................................................................................................................. 13
ENGINE AIR - HPTACC – VALVE................................................................................................................................................................................................. 15
ENGINE AIR - HPTACC - FUNCTIONAL DESCRIPTION ................................................................................................................................................................ 17
ENGINE AIR - LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC) - GENERAL DESCRIPTION ......................................................................... 20
ENGINE AIR - LPTACC - COMPONENT LOCATIONS ................................................................................................................................................................... 22
ENGINE AIR - LPTACC – VALVE ................................................................................................................................................................................................. 24
ENGINE AIR - LPTACC - FUNCTIONAL DESCRIPTION................................................................................................................................................................. 26
ENGINE AIR - TRANSIENT BLEED VALVE (TBV) - GENERAL DESCRIPTION ................................................................................................................................ 28
ENGINE AIR - TBV - COMPONENT LOCATIONS ......................................................................................................................................................................... 30
ENGINE AIR - TBV - TRANSIENT BLEED VALVE.......................................................................................................................................................................... 32
ENGINE AIR - TBV - FUNCTIONAL DESCRIPTION ...................................................................................................................................................................... 34
ENGINE AIR - VARIABLE STATOR VANE (VSV) SYSTEM - GENERAL DESCRIPTION .................................................................................................................... 36
ENGINE AIR - VSV SYSTEM - COMPONENT LOCATIONS ........................................................................................................................................................... 38
ENGINE AIR - VSV SYSTEM – ACTUATOR .................................................................................................................................................................................. 40
ENGINE AIR - VBV SYSTEM – DOORS ........................................................................................................................................................................................ 42
ENGINE AIR - VBV SYSTEM - FUNCTIONAL DESCRIPTION ........................................................................................................................................................ 44

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 ENGINEERING TRAINING CENTRE ENGINE AIR – INTRODUCTION BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

ENGINE AIR – INTRODUCTION

Purpose Abbreviations and Acronyms
The engine air system has these control functions:  ADIRU - air data inertial reference unit
 Turbine clearance  DEU - display electronic unit
 Compressor airflow.  EC - electronic engine control
 EGT - exhaust gas temperature
Turbine Clearance Control  HMU - hydromechanical unit
The engine air system adjusts the clearances between the High  HPC - high pressure compressor
Pressure Turbine (HPT) blades and shroud and the Low Pressure  HPT - high pressure turbine
Turbine (LPT) blades and shroud. Usually, the engine air system  HPTACC - high pressure turbine active clearance control
decreases the clearance between the rotors and the turbine case. This  LPC - low pressure compressor
helps the engine use less fuel. The engine air system also increases the  LPT - low pressure turbine
clearance between the high pressure turbine blades and shroud during  LPTACC - low pressure turbine active clearance control
some power conditions. This makes sure the HPT blades tips do not rub
 LVDT - linear variable differential transformer
against the case.
 P0 - aircraft static air pressure
 PT - aircraft total air pressure
Compressor Airflow Control
 RVDT - rotary variable differential transformer
The engine air system adjusts the Low Pressure Compressor (LPC) and
the High Pressure Compressor (HPC) air flows for all power conditions.  TAT - aircraft total air temperature
These adjustments prevent an engine stall.  TBV - transient bleed valve
 TRA - thrust lever resolver angle
 T3 - compressor discharge air temperature
 T25 - HPC inlet air temperature
 VBV - variable bleed valve
 VSV - variable stator vane
 TCC - turbine clearance control.

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ENGINE AIR - INTRODUCTION

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 ENGINEERING TRAINING CENTRE ENGINE AIR - GENERAL DESCRIPTION BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

ENGINE AIR - GENERAL DESCRIPTION

General Compressor Airflow Control
The electronic engine control (EEC) receives airplane system data from These are the compressor airflow control subsystems:
the display electronic units (DEUs). The EEC uses this data to control  Variable stator vanes (VSVs)
the engine air system. The EEC changes the bleed airflows to change  Variable bleed valves (VBVs).
the turbine blade tips clearances. The EEC also controls compressor
airflows to prevent stall. The EEC operates the air valves and the The VSV system controls the high pressure compressor (HPC) airflow.
actuators through the hydromechanical unit (HMU). HMU servo fuel The VSV system makes sure the correct quantity of air flows through to
pressure moves the valves and the actuators. the HPC which prevents HPC stall. The VSV system controls the HPC
inlet guide vanes and the variable stator vanes of the HPC. The first
The engine air system has these subsystems: three stages of the HPC have variable stator vanes.
 Turbine clearance control
 Compressor airflow control. The VBV system controls the low pressure compressor (LPC) discharge
airflow. There are 12 variable bleed valves that let some LPC discharge
Turbine Clearance Control air bypass the engine and mix with the fan discharge air. This airflow
The engine air system controls turbine tip clearance when it controls prevents LPC stall during fast deceleration. The VBVs also keep water
the amount of cooling air that goes onto the turbine case. Turbine out of the HPC and prevent foreign object damage (FOD) during low
blade tip clearances decrease when the turbine case is cooled. speed operation and during reverse thrust operation.

These are the turbine clearance control sub-systems: Transient Bleed Valve (TBV)
 High pressure turbine active clearance control (HPTACC) The TBV sends HPC 9th stage air to the low pressure turbine stage 1
 Low pressure turbine active clearance control (LPTACC) nozzles for these two conditions:
 Engine start
The HPTACC system sends HPC 4th-stage and 9th-stage air to the high  Engine acceleration.
pressure turbine (HPT) shroud support. The air flows through an
HPTACC valve. The TBV prevents the HPC stall during tart and acceleration.

The LPTACC system sends fan discharge air to the low pressure turbine
(LPT) case. The air flows through the LPTACC valve.

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ENGINE AIR - GENERAL DESCRIPTION

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ENGINE AIR - FUNCTIONAL DESCRIPTION

High Pressure Turbine Active Clearance Control (HPTACC) Variable Bleed Valves (VBVs)
The EEC calculates commanded high pressure turbine clearance as a The EEC calculates the commanded VBV position as a function of
function of engine and P0 (altitude) data. P0 is the ambient pressure. engine speed and airplane data. The airplane data usually comes from
P0 data usually comes from the ADIRUs through the display electronic the ADIRUs through the DEUs. The VBVs control the amount of LPC
units (DEUs). The HPTACC valve controls the amount of HPC 9th stage discharge air that goes into the fan discharge airflow. The EEC sends a
and 4th stage air that goes to the HPT shroud support. The EEC sends a command signal to the HMU. The HMU sends servo fuel pressure to
command signal to the HMU. The HMU sends servo fuel pressure to move the two actuators. The actuators mechanically connect with the
move the actuator in the HPTACC valve. Two linear variable differential bleed valves. Two LVDTs send the position of the actuators to the EEC
transducers (LVDTs) send the actuator position data to the EEC for for closed-loop control.
closed-loop control.
Transient Bleed Valve (TBV)
The EEC calculates the commanded TBV position as a function of N2
Low Pressure Turbine Active Clearance Control (LPTACC) and if the engine is in start or acceleration. The TBV discharges HPC 9th
The EEC calculates the commanded low pressure turbine blade tip stage air to the LPT stage 1 nozzles. The EEC sends a command signal
clearance as a function of engine and airplane data. The airplane data to the HMU. The HMU sends servo fuel pressure to move the actuator.
usually comes from the ADIRUs through the DEUs. The LPTACC valve Two LVDTs send the valve position data to the EEC for closed-loop
controls the amount of fan discharge air that goes to the LPT case. The control.
EEC sends a command signal to the HMU. The HMU sends servo fuel
pressure to move the actuator in the LPTACC valve. Two rotary variable
differential transducers (RVDTs) send the valve position data to the EEC
for closed-loop control.

Variable Stator Vanes (VSVs)

The EEC calculates the commanded VSV position as a function of the
engine and airplane data. The airplane data usually comes from the
ADIRUs through the DEUs. The EEC controls the two VSV actuators to
modulate the amount of air that goes through the HPC. The EEC sends
a command signal to the HMU. The HMU sends servo fuel pressure to
move the two actuators. The actuators mechanically connect with the
stator vanes. Two LVDTs send the position data of the actuators to the
EEC for closed-loop control.
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ENGINE AIR - FUNCTIONAL DESCRIPTION

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 ENGINE AIR - TURBINE CLEARANCE CONTROL
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
– INTRODUCTION
ENGINE AIR - TURBINE CLEARANCE CONTROL – INTRODUCTION
Purpose
The turbine clearance control system has these subsystems:
 • High Pressure Turbine Active Clearance Control (HPTACC)
 • Low Pressure Turbine Active Clearance Control (LPTACC)

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 ENGINE AIR - TURBINE CLEARANCE CONTROL
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
– INTRODUCTION

ENGINE AIR - TURBINE CLEARANCE CONTROL - INTRODUCTION

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 ENGINE AIR - HIGH PRESSURE TURBINE
ENGINEERING TRAINING CENTRE ACTIVE CLEARANCE CONTROL (HPTACC) - BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
GENERAL DESCRIPTION
ENGINE AIR - HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC) - GENERAL DESCRIPTION
General Description
The high pressure turbine active clearance control (HPTACC) system
controls air from these two sources:
 HPC 9th stage bleed air
 HPC 4th stage bleed air.

The HPTACC valve mixes the air to control the thermal expansion of the
HPT shroud support. Usually, the HPTACC system keeps the clearance
between the HPT blade tips and the HPT shroud support to a minimum.
This increases the fuel efficiency. But when the engine internal
temperature is not stable, or at high power conditions, the HPTACC
system increases the turbine clearance. The HPTACC system increases
the clearance to make sure that the HPT blades do not touch the
shrouds.

The HPTACC system has these parts:

 HPTACC valve (includes the 4th stage bleed air duct)
 9th stage bleed air duct
 HPTACC manifold.

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 ENGINE AIR - HIGH PRESSURE TURBINE
ENGINEERING TRAINING CENTRE ACTIVE CLEARANCE CONTROL (HPTACC) - BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
GENERAL DESCRIPTION

ENGINE AIR - HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC) - GENERAL DESCRIPTION
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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
LOCATIONS
ENGINE AIR - HPTACC - COMPONENT LOCATIONS
Component Locations
The HPTACC system components are on the right side of the engine HPT
case. These are the HPTACC system components:
 HPTACC valve (3:00 position)
 9th stage bleed air duct (2:00 position)
 HPTACC manifold.

The HPTACC manifold starts aft of the HPTACC valve, and goes around
the HPT case. The HPTACC manifold connects to the HPT shroud
support through ports at the 6:00 position and the 12:00 position.

You open the right fan cowl and thrust reverser to get access to the
HPTACC system components.

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LOCATIONS

ENGINE AIR - HPTACC - COMPONENT LOCATIONS

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ENGINE AIR - HPTACC – VALVE

Purpose Training Information Point
The HPTACC valve controls the quantity and the ratio of HPC 9th stage You remove the HPTACC valve as an assembly.
and 4th stage bleed air that goes to the HPT shroud support. The
HPTACC manifold sends the air mixture to the HPT shroud support. The HPTACC has a drain port to drain fuel that leaks from the shaft seal.

Physical Description
The HPTACC valve has a 4th stage valve and a 9th stage valve with one
actuator that moves both valves. The actuator is a piston type actuator.
The HMU sends servo fuel to either the head or rod side of the piston.
A shaft with gear teeth on both sides connect to the piston. The teeth
on the shaft connect to a gear for the 9th stage valve on one side and
to a gear for the 4th stage valve on the other side. The butterfly shaft
for each valve connects to the correct gear. When the piston moves,
the shaft also moves. This causes the gears and butterfly valves for each
valve to turn which causes the valves to open and close. These are the
components of HPTACC valve that you can see from the outside of the
valve:
 9th stage air valve body
 4th stage air valve body
 One actuator for both valves
 Two LVDT connectors
 Fuel manifold mount flange
 4th stage air inlet duct.

There are two LVDTs in the HPTACC valve. The LVDTs give the HPTACC
valve position signals to the EEC. One LVDT gives valve position to
channel A and the other gives valve position to channel B.

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ENGINE AIR - HPTACC - VALVE

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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
DESCRIPTION
ENGINE AIR - HPTACC - FUNCTIONAL DESCRIPTION
General Modes of Operation
The EEC uses these data to control the HPTACC valve: These are the five HPTACC modes:
 Ambient pressure (P0)  No air - The actuator fully retracts. The HPC 4th stage and the 9th
 N2 stage valves are closed. This is the actuator position when the
 Compressor discharge air temperature (T3) engine is off. This is the fail-safe position. The EEC commands the
 HPT shroud support temperature (TCC sensor). HPTACC valve to this position if there is a malfunction of the EEC
or the HMU. The HPT blade tip clearance is maximum when the
The EEC usually receives P0 from the ADIRUs through the display HPTACC is in this position
electronic units (DEUs). The other data comes from engine sensors.  Low flow 9th stage - The EEC sets the actuator to 8 percent of
extension. The 9th stage valve lets a low flow of 9th stage air go
Control to the HPT shroud support. The 4th stage butterfly valve is fully
The HPTACC system operates automatically. The EEC uses aircraft and closed. This cools the support shroud a small amount
engine data to control HPC 9th stage/4th stage bleed air ratio used to  High flow 9th stage - The EEC sets the actuator to 37 percent of
cool the HPT shroud support. The EEC uses the P0 sensors in the EEC if extension. The 9th stage valve fully opens. The 4th stage butterfly
the ADIRU data becomes invalid. The EEC sends a HPTACC command valve is fully closed. This cools the shroud support more
signal to the HMU. The HMU sends the correct servo fuel pressure to  Mixed - The EEC calculates an actuator position between 38
the rod and head sides of the HPTACC valve. This moves the valves in percent and 99 percent. This sets the 9th stage and 4th stage air
the HPTACC valve. The valve controls the flow of HPC 9th stage and 4th ratio to accurately adjust the HPT clearance. This cools the shroud
stage air. This controls the temperature of the air that goes to the HPT support even more
shroud support.  Full 4th stage - The actuator fully extends (100 percent). The 9th
stage valve is fully closed. The 4th stage valve is fully open. This
The EEC calculates the demand HPT case support temperature (TCC) gives the maximum shroud support cooling which provides the
from N2 speed, T3 and altitude (P0). If TCC is too high the EEC sends a minimum HPT clearance.
signal to the HMU to cool the HPT shroud support. If TCC is too low the
EEC sends a signal to the HMU to cool the shroud support less.

The actuator has two LVDTs. The EEC uses the LVDTs to monitor the
position of the HPTACC actuator. One LVDT sends an electrical signal to
channel A of the EEC. The other LVDT sends an electrical signal to
channel B.
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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
DESCRIPTION
The typical HPTACC modes and the airplane condition are listed in this
table.

Engine Condition HPTACC MODEs

Cold Start Initially full 4th stage, then
transition through mixed mode
to high flow 9th stage
Warm Start High flow 9th stage to minimize
HPT rubs.
Take Off and Climb Initially full 4th stage to
minimize peak EGT, then
transition to mixed mode
Cruise Full 4th stage to minimize fuel
consumption
Descent Low flow 9th stage to protect
against rubs

Training Information Point

You can see the HPTACC position in percent on the engine maintenance
pages of the control display units (CDUs).

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DESCRIPTION

ENGINE AIR - HPTACC - FUNCTIONAL DESCRIPTION

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 ENGINE AIR - LOW PRESSURE TURBINE ACTIVE
ENGINEERING TRAINING CENTRE CLEARANCE CONTROL (LPTACC) - GENERAL BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
DESCRIPTION
ENGINE AIR - LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC) - GENERAL DESCRIPTION
General Description
The low pressure turbine active clearance control (LPTACC) system
controls the low pressure turbine (LPT) blade tip clearance. The LPTACC
increases or decreases the amount of fan discharge air that goes to the
LPT case. This air cools the LPT case. Cooling the LPT case controls
thermal expansion which keeps the clearance with the LPT blade tips
to a minimum. This increases fuel efficiency.

The LPTACC system has these parts:

 LPTACC valve
 LPTACC air duct
 LPTACC manifold.

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ENGINEERING TRAINING CENTRE CLEARANCE CONTROL (LPTACC) - GENERAL BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
DESCRIPTION

ENGINE AIR - LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC) - GENERAL DESCRIPTION
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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
LOCATIONS
ENGINE AIR - LPTACC - COMPONENT LOCATIONS
Component Locations
These components of the LPTACC system are on the right side of the
engine high pressure compressor (HPC) case:
 LPTACC valve (4:00 position)
 LPTACC air duct (4:00 position).

Air enters the LPTACC intake port in the fan duct. The intake port is at
the 4:00 position on the inner wall of the fan duct aft of the fan. the
LPTACC valve connects to the intake port. The LPTACC air duct connects
the LPTACC valve to the LPTACC manifolds. The LPTACC manifolds
surround the low pressure turbine (LPT) case.

You open the right fan cowl and thrust reverser to get access to the
LPTACC system components.

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ENGINE AIR - LPTACC - COMPONENT LOCATIONS

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ENGINE AIR - LPTACC – VALVE

Physical Description
The LPTACC valve controls the quantity of fan discharge air that goes to
the LPT case. The LPTACC manifold sends the fan air to spray tubes
around the LPT case. Holes in the spray tubes direct the fan air onto the
LPT case. The LPTACC air duct connects the valve and the manifold.

The LPTACC valve is a modulating valve that operates with fuel

pressure. It has these parts:
 Valve body
 Rotary variable differential transformer (RVDT) housing
 RVDT connectors (2)
 Fuel manifold mount flange
 Fuel drain line connection
 Actuator
 Butterfly valve.

The actuator and the butterfly valve (not shown) is in the valve body.
The LPTACC valve has a fuel-operated piston valve. The HMU sends
servo fuel to either the rod side or head side of the piston in the
actuator. The actuator controls the position of the a butterfly valve. The
butterfly valve controls fan air flow to the LPTACC manifold. Two RVDTs
send butterfly position signals to the EEC. The LPTACC has a drain port
to drain fuel that leaks from the actuator shaft seal.

Training Information Point

You remove the LPTACC valve as an assembly.

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ENGINE AIR - LPTACC - VALVE

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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
DESCRIPTION
ENGINE AIR - LPTACC - FUNCTIONAL DESCRIPTION
General
The EEC uses these data to schedule the LPTACC valve:
 Total air pressure (PT)
 Ambient pressure (P0)
 Total air temperature (TAT)
 N1
 Exhaust gas temperature (EGT).

The EEC calculates the LPT tip clearance based on the airplane and
engine data listed above. In general, the LPTACC airflow increases when
the parameters above increase.

Control
The LPTACC system operates automatically. The EEC normally gets P0,
PT and TAT from the ADIRUs through the display electronic units
(DEUs). The EEC gets N1 and EGT from engine sensors. The EEC uses
these data to schedule the quantity of fan discharge air that goes to the
LPT case. The EEC sends a signal to the HMU. The HMU sends servo fuel
pressure to move the piston in the LPTACC valve actuator. The piston
connects with the fan discharge air butterfly valve.

The LPTACC valve has two RVDTs. The EEC uses the RVDTs to monitor
the position of the LPTACC actuator. One RVDT sends the signal to
channel A of the EEC. The other RVDT sends the signal to channel B.

Training Information Point

You can see the LPTACC position in percent on the engine maintenance
pages of the control display units (CDUs).

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DESCRIPTION

ENGINE AIR - LPTACC - FUNCTIONAL DESCRIPTION

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 ENGINE AIR - TRANSIENT BLEED VALVE (TBV) -
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
GENERAL DESCRIPTION
ENGINE AIR - TRANSIENT BLEED VALVE (TBV) - GENERAL DESCRIPTION
General Description
The transient bleed valve (TBV) system controls the quantity of the high
pressure compressor (HPC) 9th stage bleed air that goes into the stage
1 low pressure turbine (LPT) nozzles. The TBV system increases the HPC
stall margin during engine start and during engine acceleration.

The TBV system has these parts:

 TBV valve
 TBV manifold.

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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
GENERAL DESCRIPTION

ENGINE AIR - TRANSIENT BLEED VALVE (TBV) - GENERAL DESCRIPTION

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ENGINE AIR - TBV - COMPONENT LOCATIONS

Component Locations
These transient bleed valve (TBV) system components are on the high
pressure turbine (HPT) case:
 Transient bleed valve (6:00 position)
 TBV manifold (5:00 position).

You open the two fan duct cowls and thrust reverser cowls to get access
to the TBV system components.

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ENGINE AIR - TBV - COMPONENT LOCATIONS

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 ENGINEERING TRAINING CENTRE ENGINE AIR - TBV - TRANSIENT BLEED VALVE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

ENGINE AIR - TBV - TRANSIENT BLEED VALVE

Physical Description
The TBV controls the quantity of 9th stage bleed air that goes to the
stage 1 LPT nozzles. The air flows from the TBV valve through the TBV
manifold to the LPT case. The air then goes through holes in the LPT
nozzles and mixes with the exhaust.

The TBV system has a piston type actuator. The HMU sends servo fuel
pressure to the rod side and the head side of the piston in the actuator.
The TBV valve has two positions, open and closed. The servo fuel
pressure causes the piston to move. The piston moves the butterfly
valve to the open or closed positions. The TBV actuator has a drain port
to drain fuel that leaks past the rod seal.

The TBV has a dual wound LVDT. This LVDT sends TBV position signals
to the EEC channels A and B.

The TBV valve has these parts:

 Actuator body
 9th stage air valve body
 LVDT connectors (2)
 Thermal shield
 Fuel manifold mount flange.

Training Information Point

You remove the TBV valve as an assembly.

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ENGINE AIR - TBV - TRANSIENT BLEED VALVE

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 ENGINEERING TRAINING CENTRE ENGINE AIR - TBV - FUNCTIONAL DESCRIPTION BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

ENGINE AIR - TBV - FUNCTIONAL DESCRIPTION

General
The EEC uses these parameters to control the transient bleed valve
(TBV) position:
 N2 speed
 T25.

Operation
The EEC uses N2 speed and T25 to calculate a corrected N2 speed.

During a start sequence, the TBV opens. It closes when corrected N2

speed gets to idle.

During an engine acceleration, the TBV opens when corrected N2 speed

is between idle and approximately 76 percent speed. The TBV closes
when corrected N2 speed is 76 to 80 percent speed depending on T25.
When corrected N2 speed is more than 80 percent, the TBV is closed
during engine acceleration.

Training Information Point

You can see the TBV position in the engine maintenance pages of the
control display units (CDUs).

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ENGINE AIR - TBV - FUNCTIONAL DESCRIPTION

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 ENGINE AIR - VARIABLE STATOR VANE (VSV)
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
SYSTEM - GENERAL DESCRIPTION
ENGINE AIR - VARIABLE STATOR VANE (VSV) SYSTEM - GENERAL DESCRIPTION
General Description
The variable stator vane (VSV) system controls the angular position of
these variable stator vanes:
 HPC Inlet guide vanes (IGV)
 HPC stator vane stage 1
 HPC stator vane stage 2
 HPC stator vane stage 3.

The VSV system adjusts the air flow in the HPC. This increases the
compressor efficiency and stall margin.
The VSV system has these parts:
 Two VSV actuators
 Two bellcrank assemblies
 Four actuation rings (not shown)
 Variable stator vanes.

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 ENGINE AIR - VARIABLE STATOR VANE (VSV)
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
SYSTEM - GENERAL DESCRIPTION

ENGINE AIR - VARIABLE STATOR VANE (VSV) SYSTEM - GENERAL DESCRIPTION

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 ENGINE AIR - VSV SYSTEM - COMPONENT
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
LOCATIONS
ENGINE AIR - VSV SYSTEM - COMPONENT LOCATIONS
Component Locations
These components of the variable stator vane (VSV) system are on the
right side of the engine on the high pressure compressor (HPC) case at
the 2:00 position:
 VSV actuator
 Bellcrank assembly.

These components of the VSV system are on the left side of the engine
on the HPC case at the 8:00 position:
 VSV actuator
 Bellcrank assembly.

These components of the VSV system are around and inside the HPC
case:
 Actuation rings (4)
 HPC inlet guide vanes (not shown)
 HPC stator vanes stage 1 (not shown)
 HPC stator vanes stage 2 (not shown)
 HPC stator vanes stage 3 (not shown).

You open the fan cowls and thrust reversers to get access to the VSV
system components.

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ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
LOCATIONS

ENGINE AIR - VSV SYSTEM - COMPONENT LOCATIONS

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 ENGINEERING TRAINING CENTRE ENGINE AIR - VSV SYSTEM – ACTUATOR BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

ENGINE AIR - VSV SYSTEM – ACTUATOR

Physical Description
The VSV actuators move the IGVs and the first three stages of HPC
stators.

The VSV system has a piston type actuator. The HMU sends servo fuel
pressure to the rod side and the head side of the piston in the actuator.
The servo fuel pressure causes the piston to move. The piston moves
the bellcrank. The bellcrank moves actuation rings and the actuation
rings move the stator vanes. The VSV actuator has a drain port to drain
fuel that leaks past the rod seal.

The LVDT of the left actuator connects to the EEC channel B. The LVDT
of the right actuator connects to the EEC channel A.

Training Information Point

You can replace one actuator or both actuators. Each actuator connects
to one bellcrank assembly. You disconnect the VSV actuator from the
bellcrank assembly to remove it.

The VSV actuators are interchangeable.

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ENGINE AIR - VSV SYSTEM - ACTUATOR

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 ENGINEERING TRAINING CENTRE ENGINE AIR - VBV SYSTEM – DOORS BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL

ENGINE AIR - VBV SYSTEM – DOORS

General Description
The VBV doors control the quantity of low pressure compressor (LPC)
air that mixes with the fan discharge air flow.

Physical Description
There are twelve VBV doors. Each door connects to the actuation ring
through a bellcrank. Two of the doors are called master doors. The VBV
actuators connect to the bell cranks for the master doors. The VBV
doors operate when the two VBV actuators move the master door
bellcranks. The master doors bellcranks then move the actuation ring
and the other VBV doors.

Training Information Point

You can replace one or more VBV doors. You remove a fan duct panel
to get access to a VBV door.

The two master VBV doors with a longer bellcrank are interchangeable.

The ten other VBV doors are interchangeable.

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ENGINE AIR - VBV SYSTEM - DOORS

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 ENGINE AIR - VBV SYSTEM - FUNCTIONAL
ENGINEERING TRAINING CENTRE BOEING 737-700/800/900/900ER B1 & B2 TRAINING MANUAL
DESCRIPTION
ENGINE AIR - VBV SYSTEM - FUNCTIONAL DESCRIPTION
General Operation
The EEC uses these data to schedule the variable bleed valves (VBVs) In general, during steady state operation, the VBVs go more closed as
position: N1 speed increases. The VBVs are closed above about 80 percent N1
 P0 speed.
 PT
 TAT The EEC commands the VBV doors to be more open during these
 T25 conditions:
 VSV position  Rapid engine deceleration
 N1 speed  Thrust reverser operation
 N2 speed  Potential icing conditions.
 Thrust lever resolver angle (TRA).
Training Information Point
Control You can see VBV door position in the engine maintenance pages of the
The VBV system operates automatically. The EEC normally gets P0, PT control display unit (CDU).
and TAT from the ADIRUs through the DEUs. The EEC gets N1, N2, T25
and VSV position from engine sensors and TRA from the thrust lever
resolver. The EEC uses this data to schedule an angular position for the
VBV doors. The EEC sends a command signal to the HMU. The HMU
sends servo fuel pressure to move the pistons in the two VBV actuators.
The actuators connect with the twelve VBV doors through an actuation
ring. The VBVs control the amount of LPC discharge air that goes to the
secondary airflow.

Each actuator has a LVDT. The EEC uses the LVDTs to monitor the
position of the actuators. One LVDT sends an electrical signal to channel
A of the EEC. The other LVDT sends an electrical signal to channel B.

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DESCRIPTION

ENGINE AIR - VBV SYSTEM - FUNCTIONAL DESCRIPTION

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