71-00-42
ALL ú ú C02 Page 132 ú Nov 15/92
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
PMC "INOP" LIGHT ON
NO
1 DO A CHECK OF THE ELEC-
TRICAL CONNECTIONS AT THE PMC,
MEC AND SENSORS.
ARE ALL CONNECTIONS TIGHT?
YES
NO
3 DO THE PMC AND RELATEDCOMPONENTS TEST (AMM 73-21-00/
501).
IS THE PMC OPERATION COR-RECT?
YES
NO
4 EXAMINE THE N2 ALTERNATOR
(AMM 73-21-08/601).
IS THE N2 ALTERNATOR
SERVICEABLE?
YES
NO
5 REPLACE THE P5-68 ENGINE MODULE ON P5 AFT OVERHEAD
PANEL (AMM 73-21-12/401).
START AND OPERATE THE ENGINE
AT IDLE FOR ONE MINUTE
(AMM 71-00-00/201).
DOES THE PMC INOP LIGHT COME ON?
YES
PMC INOP Light On
Figure 115
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71-00-42
ALL ú
ú C01 Page 133
ú Jul 15/93
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
PREREQUISITES
MAKE SURE THE AIRPLANE IS IN THIS CONFIGURATION: ELECTRICAL POWER IS ON (AMM 24-22-00/201)
BECAUSE THE TROUBLESHOOTING TREES FOR THROTTLE STAGGER AT TAKE-OFF AND FOR "N1 IS GREATER OR LESS THAN TARGET AT THROTTLE HOLD DURING TAKE-OFF" HAVE THE SAME STEPSIN THE TROUBLESHOOTING PROCESS, THEY ARE COMBINED INTO ONE TROUBLESHOOTING TREE WITH THE IMPORTANT NOTES BELOW:
NOTES ON THROTTLE STAGGER:
1.
THROTTLE STAGGER WITH "PMC ON" SHOULD NOT USUALLY BE MORE THAN ONE KNOB WITH STABILIZED EQUAL %N1.
2.
THROTTLE STAGGER WITH "PMC OFF" OR "INOPERATIVE" CAN BE MORE THAN ONE KNOB AS THE THRUST IS CONTROLLED TO %N2 (NOT %N1). BECAUSE OF ENGINE TO ENGINE SPEED (%N1) - SPEED (%N2) RELATIONSHIPS, DIFFERENT "PLA" SETTINGS CAN OCCUR FOR A GIVEN INDICATED %N1.
3.
IF THE AIRPLANE IS WITH ENGINE INTERMIX, THE STAGGER LIMITS IN NOTES "1." AND "2." ARE INCREASED BY ONE-HALF KNOB.
IF UNSATISFACTORY ENGINE IS NOT KNOWN, IT IS RECOM-MENDED THAT YOU DO TROUBLESHOOTING ON THE TWO ENGINES.
NOTES FOR THE CASE: N1 IS GREATER OR LESS THAN TARGET FOR "THROTTLE HOLD" DURING TAKE OFF:
1.
A MOMENTARY TARGET OVERSHOOT OF AS MUCH AS 4% CAN OCCUR WITH "PMC" ON DUE TO "PMC" TORQUE MOTOR CURRENT MODULATION.
2.
TAKING OFF WITH A HEADWIND IN EXCESS OF 20 KNOTS MAY CAUSE THE AUTOTHROTTLE "THROTTLE HOLD" TO OCCUR BEFORE THE POWER SET IS COMPLETE.
3.
A COLD ENGINE, FOR EXAMPLE ON THE FIRST FLIGHT OF THE DAY, MIGHT ACCELERATE SLOWER THAN USUAL. EXCESSIVE THRUST LEVER MOTION FOR THAT ENGINE MAY POSSIBLY CAUSE THE THRUST LEVER TO BE FULLY ADVANCED.
4.
SLOWER THAN AVERAGE ENGINE ACCELERATION AS THE TARGET IS APPROACHED, (TOP END ACCELERATION) MAY CAUSE THRUST LEVER OSCILLATON, (APPROX. 1 KNOB), AND OVERSHOOT OR UNDERSHOOT, (APPROX. |2%N1), AT "THROTTLE HOLD".
FOR THESE CASES, IT IS NOT NECESSARY TO DO THIS PROCEDURE.
Throttle Stagger or N1 Is Not at Target for Throttle Hold during Take-off
Figure 116 (Sheet 1)
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71-00-42
ALL ú
ú C01 Page 134
ú Jul 15/98
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
////////////////////////A / /
CFM56 ENGINES
737-300/400/500/ /MAINTENANCE MANUAL ////////////////////////
THROTTLE STAGGER OR N1 IS NOT AT TARGET FOR THROTTLE HOLD DURING TAKE-OFF
NO
NO
1 LOOK AT THE ENGINE INLET
21 IF FOD IS FOUND, DO THE
AND EXHAUST AREAS FOR OBVIOUS BIRDSTRIKE/FOD TROUBLESHOOTING
SIGNS OF DAMAGE. (AMM 71-00-47/101).
DID YOU FIND FOREIGN IS THE FOD IN LIMITS?
SEE SHEET 3 (BLOCK 5)
Throttle Stagger or N1 Is Not at Target for Throttle Hold during Take-off
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