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1) If the part power N2 speeds are not in the permitted limits, adjust the power trim screw to correct N2 speed.
2) If the N2 speeds are still not within limits, do the steps that follow and record the results on the engine run data sheet: a) Do the test for the T2 signal (Test No. 11). b) Do the trouble-shooting procedure for the PS12 signal
(AMM 71-00-59/101). c) Do the PMC PLA RVDT differential voltage test (AMM 73-21-00/501). 3) If the N2 speeds are still not within limits, replace the MEC (AMM 73-21-01/401) and do this test again.
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71-00-00
ALL ú ú C11 Page 580F ú Jul 12/01
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
TEST NO. 12 - ENGINE DIAGNOSTIC RUN
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(b) When N2 speeds for each engine do match, do a check of the N1 speeds on both engines.
NOTE: VSV systems that have been dynamically rigged can
____ have a change in the N1/N2 speed relationship that will prevent you from finding the correct variable geometry condition.
1) The difference in N1 speeds from one engine to the other is usually not more than +/- 2%, although stackup tolerances can be more. Do the steps that follow to look for a possible fault: a) Do the procedure to rig the variable stator vanes
(AMM 75-31-00/501). b) Do the procedure to adjust the variable bleed valve feedback cable (AMM 75-32-05/501). c) Do the test of the CIT sensor (Test No. 11).
S 715-038-C00
(3) On each engine, do the part power trim test with the PMC ON (Test No. 6); record the actual N1 speed and target N1 speed on the engine run data sheet.
(a) Compare the part power N1 speeds for each engine.
1) If the part power N1 speeds are not in the permitted limits, do the steps that follow and record the results on the engine run data sheet: a) Do the PLA gain test and trouble-shoot the PMC system
(AMM 73-21-00/501). b) Do the PMC PLA RVDT differential voltage test (AMM 73-21-00/501).
(b) Do a check of the thrust lever alignments against the part power stops and record the alignment on the engine run data sheet. 1) If the thrust levers are not correctly aligned, do the
thrust control adjustment (AMM 76-11-00/501) and continue with this test.
S 715-036-C00
(4) Do an acceleration test on each engine (Test No. 8), and record the acceleration times on the engine run data sheet.
(a) Compare the engine acceleration for each engine.
1) If the engine acceleration for either engine is not in the permitted limits, do the applicable troubleshooting procedure (AMM 71-00-42/101).
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71-00-00
ALL ú ú C08 Page 580G ú Jul 12/01
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
////////////////////////A / /
CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
TEST NO. 12 - ENGINE DIAGNOSTIC RUN
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S 715-039-C00
(5)
On each engine, do the maximum power assurance test (Test No. 5) with the PMC ON; record the test results on the engine run data sheet.
(a)
With N1 set at target speed, do a check of the N2 speeds and EGT. 1) If the N2 speeds and EGT are above the maximum limits,
compare the N2 speeds for both engines.
2) The difference in N2 speeds from one engine to the other is usually not more more than +/- 1%, although stackup tolerances can be more. Do the steps that follow to look for a possible fault:
NOTE: If the N2 speeds are significantly different,
____ this can indicate a problem in the VBV system, which can cause high EGT and N2 speeds. Engine deterioration can also be a cause of high EGT and N2 speeds.
a) Do the procedure to rig the variable stator vanes (AMM 75-31-00/501). b) Do the procedure to adjust the variable bleed valve
feedback cable (AMM 75-32-05/501). c) Do a test of the CIT sensor (Test No. 11). d) Use a borescope and examine the booster, HPC 3rd, 5th,
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