TEMPORARY REVISION 3-336

Filing InstructionsThis is a DC-10 Systems Description Temporary Revision (TR). Place this TR in front ofthe Table of Contents in the Engines Chapter of Volume III. Please retain this TR untilnotified to remove it.

EffectivityAll

Description and ReasonNOTE: Important Safety Information.

This TR adds a description of the modification that revises the thrust reverserindications on the center instrument panel per DC-10 Service Bulletin DC10 78-060. In addition, information is added to this functional description regarding theoperation of the thrust reverser indication system with Synchronous shaft (SYNC)locks added per DC-10 Service Bulletins DC10-78-063 and DC10-78-064. Thismodification retains the REVERSER UNLOCK and REVERSE THRUSTfunctions but changes the nomenclature to REV U/L and REV THR and adds aREV PRES light for each engine.

The REV PRES light illuminates when the thrust reverser actuation system ispressurized or if a SYNC Lock is unlocked. The light will normally illuminateevery time the thrust reversers are in transition to the deployed position and whilethe thrust reverser is in transition to the stowed position and should extinguishwithin 5 seconds of the REV U/L light extinguishing. If the light illuminates duringor after takeoff, it indicates that a failure in the system has taken place. If thisoccurs the pilot is required to take specific actions, including disconnectingautothrottle. In this case maintenance is required before the next flight.

If the REV PRES light is illuminated prior to takeoff, maintenance is requiredbefore flight. If the light is inoperative the crew will not know that the thrustreverser actuation system is pressurized.

During normal T/R deployment, the flight engineer monitors the thrust reverserindications on the center instrument panel, to notify the pilot that he has allreversers deployed. If any Reverser Indicator Light does NOT illuminate when itis supposed to, it must be logged for maintenance before the next flight.

Vol. IllJul 26/01 Temporary Revision 3-336, Page 1 of 2

THRUST REVERSER INDICATION ENHANCEMENT

SOME AIRPLANES

SOME AIRPLANES

Without T/R Indication Enhancement

With T/R Indication Enhancement

Temporary Revision 3-336, Page 2 of 2Vol. Ill

Jul 26/01

CHAPTER 17

POWERPLANT

Page

TABLE OF CONTENTS 17-00-01/02

DESCRIPTION

General 17-10-01

Description 17-10-01

Controls and Indicators 17-10-04

COMPONENTS

Exhaust Velocities 17-20-01

Exhaust Wake Velocities 17-20-02

CONTROLS AND INDICATORS 17-30-01

FUNCTIONAL SCHEMATICS

Ignition System 17-40-01/02

Engine Oil System 17-40-03

Engine Fuel/Heat Control System 17-40-04

JLNov 1/79 17-00-01/02

POWERPLANT

GENERAL

The aircraft is equipped with three Pratt &Whitney JT9D engines. Each engine has dualrotors; a low pressure compressor (N1) incor-porating a high bypass ratio fan, and a highpressure compressor (N2). A multiple stage(low and high pressure) turbine drives thecompressors and fan. The fan exhaust cowlcontains fan thrust reversers. Thrust reversersfor all three engines are identical.

DESCRIPTION

IGNITION SYSTEM

A dual ignition system is provided for eachengine. Each system is controlled by anengine ignition selector switch and an overrideand airstart switch. Ignition system A ispowered by the left emergency ac bus andsystem B is powered by the right emergencyac bus. Each system has an individual startingignition system and a continuous ignition sys-tem control mode. To energize the igniterplugs in a selected engine when using theSTART A or B positions, the applicable starterbutton must be pushed and the applicableengine fuel lever must be moved out of theOFF position. Moving the lever towardENRICH START or ON will energize the igni-tion system prior to initiating fuel flow. Thelever is moved to ENRICH START or ONposition at 16% N2 rotor speed depending ontemperature conditions. As the N2 rotor ac-celerates to approximately 45% N2 rpm thestart switch holding circuit is deenergized andthe engine starter switch pops out, discontinu-ing starting and ignition. The CONT A or Bpositions require only that the engine fuellever be ON. A single override and airstartswitch is provided for all three engines. Theoverride and airstart switch bypasses the fuellever switch, start switch, and the engine igni-tion selector switch to provide dual ignition to

all engines simultaneously. It also providespower to the start switch, should starter assistbe required for a restart.

On airplanes with Service Bulletin 74-2 incor-porated or production equivalent, the ignitionexciter power transfer switches enhanceairplane dispatch reliability. The switchesallow the power source for the B ignitors onengines 1 and 3 to be transferred from theright emergency ac bus to the left emergencyac bus and the power source for the A ignitorson engines 1 and 3 to be transferred from theleft emergency ac bus to the right emergencyac bus. The switches are intended for use onthe ground prior to engine start if system Aignition is inoperative.

STARTING SYSTEM

The engines can be started by pneumatic powerfrom an external source, the on-board APU, orany operating main engine. During engine startusing the APU, the APU will operate, automat-ically at N1 speeds up to 100% in normal controlto provide higher starting pressure. Startingpressure from any source is indicated by anapplicable pneumatic system pressure gage,depending upon source and the positions of theisolation valves. Each individual start switch,when pushed, is magnetically held if the engineignition selector is in one of two starting posi-tions provided, or if the override and air startswitch is at OVRD & AIR START position.When pushed and held, a light in the switch willcome on to indicate the associated engine startvalve is open. As engine N2 rotor crankingspeed reaches approximately 45% rpm, thestarter switch should pop out automatically andthe light will go off, indicating the start valve hasclosed. The start sequence may be terminatedat any time by manually disengaging the startswitch. For air start requirements, the starterscan be engaged at any engine speed up to 20%N2 rpm.

JLJun 1/96 17-10-01

FUEL CONTROL SYSTEM

Fuel from the applicable wing tank enters thetwo stage engine-driven pump, then passesthrough the fuel heater, the fuel filter, the fuelcontrol unit, the fuel flow transmitter, fuel/oilcooler and the fuel manifold. The fuel controlunit contains a shutoff valve controlled by afuel lever on the pedestal. Fuel movingthrough the fuel heater is heated to preventfuel system icing. A pressure differentialswitch is provided across the main fuel filterwhich will activate an ICING light indicatingimpending clogging of the filter. If the filterclogs to a predetermined degree, fuel willbypass the filter to maintain flow to the engine.A fuel temperature selector switch is providedto indicate the fuel temperature at either ofthe three engines or at number 3 fuel tank. Aswitch is provided for each engine fuel heatsystem and a light is provided to indicate whenthe fuel heat valves are on.

A dual idle speed feature is incorporated in thefuel control. The ground/flight idle systemautomatically provides a low or high engineN2 idle rpm. Ground (low rpm) idle is theminimum operating rpm of the N2 and isintended to minimize thrust, fuel burn, noiseand jet blast. Flight (high rpm) idle providesan increased rpm which permits rapidresponse to throttle lever advancement,reducing the time required to attain highthrust. The ground and flight idle modes arecontrolled by the ground control relays, theground shift reverts to flight idle at liftoff andreturns to ground idle upon nose gear contactafter landing.

Ground idle is automatically provided in flightduring descent when the throttles are posi-tioned to forward idle. All engines will auto-

matically revert to flight idle when any one ofthe following occurs:

• One or more engine pneumatic sup-ply selectors are rotated to OFF.

• Engine 1 and/or 3 anti-ice switch(es)are moved to ON.

• One or more pack function selectorsare rotated to PACK OFF.

• Flaps are extended.

• Slats are extended.

• Gear handle is moved to DOWN.

• Main gear alternate gear extensionlever is raised.

The engine requires a relatively long time toaccelerate from ground idle to flight idle. Aninterlock prevents overboost in the autothrot-tle mode of operation by halting autothrottlelever advance at partial throttle, momentarily,before continuing to advance. In the event ofa rapid autothrottle advance out of the idleposition, the pause at partial throttle providestime for the engines to accelerate to an rpmlevel where the engines are rapidly responsive

to throttle position thus providing positiveautothrottle control of engine N1 levels.

On aircraft with Performance ManagementSystem (PMS) installed, when performancemode is selected, the PMS computer unitdetermines top of descent (TOD) point atwhich time the descent from cruise to holdingaltitude is initiated. With ground idle descentlogic satisfied prior to TOD, the PMS com-putes a later descent point to take advantageof fuel savings provided by ground idle

descent.

17-10-02JL

Jun 1/96

OIL SYSTEM

Each engine oil system is completelyself-contained. Oil for enginelubrication is supplied by an oiltank mounted on the engine accessorysection. Oil is pumped under pres-sure to the engine and is maintainedat proper pressure by a pressureregulator. Temperature is controlledautomatically by the fuel/oil coolerprior to engine entry. Oil returnsthrough oil scavenge pump and filterto tank. Oil quantity/ pressure/ andtemperature gages are provided toindicate conditions of the oil sys-tem. Oil pressure and oil strainerclog warning lights indicate impend-ing oil problems. If the filterclogs to a predetermined degree/ theoil will bypass the filter to main-tain flow to the engine.

VIBRATION INDICATING SYSTEM

Engine vibration is sensed by twovibration pickups mounted on eachengine. Diffuser case and turbinerear flange are monitored for vibra-tion velocity.

ENGINE FAILURE DETECTOR SYSTEM

A N1 difference detector alerts theflight crew of engine thrust loss onany of the three engines during take-off ground roll by turning on theENG FAIL lights. |

THRUST REVERSING SYSTEM

The thrust reverser system/ for eachengine/ is powered by regulatedpneumatic pressure from the engine.Each system is operated by the move-ment of the associated thrustreverser lever. The reverser levers/

mounted on the throttles, cannot bemoved (raised to the reverse thrustposition) unless the applicablethrottle is in the idle position. Todeploy the thrust reverser, thereverser lever is raised to thereverse thrust interlock (idle detent)position, where a mechanical stop atthe reverse idle detent position pre-vents any increase in thrust untilthe reverser is fully deployed.With all reversers deployed/ reversethrust can be increased symmetricallyafter reverser lever interlocks arereleased.

On aircraft with Service Bulletin78-40 incorporated or productionequivalent, an in-flight reversethrust interlock prevents deploymentof the thrust reversers unless thelanding gear is down.

Initial reverser lever movementunlocks the respective system/ startsreverser deployment which is indi-cated by the REVERSER UNLOCK andREVERSER VALVE OPEN lights caning on.The reverser system, when fullydeployed, will release the reverserlever interlocks for engine 1 and 3.For engine 2 reverser lever interlockrelease, full reverser deployment andnose gear ground shift mechanismactuation is required.

With interlock release, the REVERSETHRUST light comes on the REVERSERUNLOCK and REVERSER VALVE OPEN lightsgo off and the reverser lever canthen be raised past reverse idledetent into the reverse thrust powerrange.

When reducing reverse thrust, thereverser lever can be returned to thereverse idle detent position. Thisposition is felt as a slight increasein resistance to lever movement.There are no interlocks at any

JLNov 1/82 17-10-03

intermediate position when coming outof reverse thrust. To stow thereversed, the reverser lever is movedthrough the reverse idle detent posi-tion to the forward idle position.As the reverser starts to stow, theREVERSE THRUST light goes off andstays off. The REVERSER UNLOCK andREVERSER VALVE OPEN lights come onand stay on during the stow transitand go off when the reverser is fullystowed.

Mechanically, reverse thrust isaccomplished by aft movement ofsections of the outer nacelle nozzleswhich exposes fixed cascades and bysealing off the fan exhaust ductswhich causes fan exhaust to dischargethrough the cascades producingdecelerating thrust vectors.

If a failure occurs, aerodynamicforces and mechanical loads on thereverser tend to hold the reverser inthe last selected position. If thereverser is deployed, and controlsystem failures start the stow cycle,the reverser lever will return to thereverse idle detent position.

THRUST COMPUTER INDICATOR

The thrust conputer indicator pre-sents digital displays of total airtemperature (TAT) and thrust ratingparameters (EPR LIM), provides ameans of manually selecting anoperational flight mode, indicates(by .thrust select switch-lights) theactive mode, and displays failureannunciation (by flags, by digitalreadout, and by thrust select switch-light going off).

The thrust computer utilizes inputfrom the central air data computer(CADC), total air temperature (TAT)

sensing, pressure altitude data,bleed air sensing, and EPR trans-ducers (to determine the fastestengine and/or an engine out condi-tion) to compute the respective EPRlimit for the selected flight mode.The EPR limit is updated continuouslyas the aircraft environment changes.

The following controls which directengine bleed air affect the thrustcomputer computation:

1. ENG PNEU SUPPLY selectors.

2. The 1-2 and/or 1-3 ISOL VALVEswitches.

3. WING & ANT ANTI-ICE switch.

4. Air conditioning PACK functionselectors.

5. ENG ANTI-ICE switches.

A monitor circuit performs an inter-nal self-test twice a second toverify the reliability of the compu-tations. Failure of the thrustcomputer indicator, CADC, or thrustcomputer is indicated by the activethrust select switch-light going off.Failure flags partially obscure theEPR LIM and/or TAT readout but thereadout may still be read for systemanalysis as follows:

1. Failure of TAT informationcauses display to read -50°CTAT and flag to appear.

2. Failure of CADC input to thethrust computer causes displayto read 1.55 EPR LIM and flagto appear.

3. Failure of thrust computercauses display to read 1.99EPR LIM and flag to appear.

17-10-04JL

Nbv 1/82

Absence of input to the thrustcomputer indicator for morethan 3 seconds causes the EPRLIM flag to appear as is thecase when there is a differ-ence in the mode selected andthe mode that the thrustcomputer is in.

CONTROLS AND INDICATORS

Controls, indicators, and annuncia-tor lights are on the Pilot'sPedestal, Center Instrument Panel,Overhead Panel, and Flight Engi-neer's Lower Panel. Illustrationsof these panels are in Chapter1. Individual controls and indicatorsare illustrated and described inanother section of this chapter.

JLNov 1/82 17-10-05/06

EXHAUST VELOCITIESJT9D-59A ENGINES

2 WING ENGINESONLY OPERATINGALL THREE ENGINESOPERATING

2 WING ENGINESONLY OPERATING

ALL THREE ENGINESOPERATING

NOTES1. THESE CONTOURS ARE TO BE USED

AS GUIDELINES ONLY SINCEOPERATIONAL ENVIRONMENTVARIES GREATLY - OPERATIONALSAFETY ASPECTS ARE THERESPONSIBIL ITY OF THEUSER/PLANNER.

2. ALL VELOCITY VALUES ARESTATUTE MILES/HOUR.

3 .CROSSWINDS WILL HAVECONSIDERABLE EFFECT ONCONTOURS.

4. RAMP GRADIENT WILL AFFECTREQUIRED TAXI AND BREAKAWAYTHRUST.

5. SEA LEVEL STATIC - STANDARDDAY.

6. ALL ENGINES AT SAME THRUST.

DISTANCE (FEET) REQUIRED BEHINDAIRPLANE TO PREVENT EXCEEDING

THE WAKE VELOCITIESBREAKAWAY POWER

INTAKE RESTRICTED AREAAVOID SHADED AREA

PLAN VIEW

PROFILE

TAKEOFF POWER (WET)

JLAug 1/81 17-20-01

EXHAUST WAKE VELOCITIESJT9D-59A ENGINES

17-20-02JL

Aug 1/81

POWERPLANT - Controls and Indicators

EPR LIM FlagAppears when EPR limit data are un-usable.

EPR LIM (Limit) ReadoutDisplays digital readout of the currentEPR limitation which is the upperlimit for autothrottles engaged inSPEED mode, and is the value towhich thrust is controlled when autothrottles are engaged in the EPRmode.

ALTN T.O. (Alternate Takeoff)Thrust Select SwitchSame as T.O. Thrust with a lowerEPR takeoff limit.

T.O. (Takeoff) Thrust SelectSwitch

When pushed, will cause EPR takeofflimit to be displayed in EPR LIMreadout and automatically positionEPR command bug on each EPRgage.

NOTEAfter reaching 30 knots, thrust com-puter will stop computing a change inEPR setting. Computer will begincomputing again when a new thrustmode is selected.

MCT (Max Continuous) ThrustSelect Switch

When pushed, will cause EPR maxcontinuous thrust to be displayed inEPR LIM readout and automaticallyposition EPR command bug on eachEPR gage.

NOTEWhen a thrust select switch ispushed, an integral light in the switchcomes on indicating which selectionhas been made and is being com-puted by the thrust computer. Lightwill not come on or may be delayed iffor some reason computer cannotaccept commanded mode.

TAT FlagAppears when total air temperaturedata are unusable.

TAT ReadoutDisplays total air temperature (am-bient plus compressibility rise).

GA (Go Around) Thrust SelectSwitchWhen pushed, will cause EPR goaround limit to be displayed in EPRLIM readout and automatically posi-tion EPR command bug on each EPRgage. This limit can also be remotelyselected in flight by pressing TO/GAbutton on center throttle. When onthe ground, pressing TO/GA buttonhas no effect on selection of EPRlimit.

ALTN CL (Alternate Climb)Thrust Select SwitchWhen pushed, will cause EPR alter-nate climb thrust (reduced climb) tobe displayed in EPR LIM readout andautomatically position EPR commandbug on each EPR gage.

CL (Max Climb) Thrust SelectSwitchWhen pushed, will cause EPR maxclimb thrust to be displayed in EPRLIM readout and automatically posi-tion EPR command bug on each EPRgage.

THRUST COMPUTER INDICATORReceives temperature from the airdata computer which, in turn, hasreceived this data from the TAT sen-sor. The indicator will display TATplus computed EPR limit which isbased on flight mode, TAT, pressurealtitude, and bleed air conditions.

CENTER INSTRUMENT PANEL

JLFeb 1/82 17-30-01

POWERPLANT - Controls and Indicators

N2 Gage (3)

Indicates % rpm of high pressurecompressor on dial scale and N2digital readout. N2 max pointerremains at highest overlimit value N2pointer has indicated since N2 maxpointer was previously reset.

EPR (Engine Pressure Ratio)Gage (3)Indicates ratio of low pressure turbinedischarge pressure to engine inletpressure on dial scale and EPR digitalreadout. EPR command bug can bemanually set to any desired referenceEPR by pulling out CMD knob androtating it. When CMD knob is pushedin to normal auto mode, EPR com-mand bug is automatically programedby thrust rating computer.

Warning FlagLoss of input power or failure of EPRequipment will cause a warning flagto cover digital readout.

N1 Gage (3)

Indicates % rpm of low pressure com-pressor on dial scale and N1 digitalreadout. N1 max pointer remains athighest overlimit value N1 pointerhas indicated since N1 max pointerwas previously reset.

Warning Flag

Loss of input power or failure of N1equipment will cause a warning flagto cover digital readout.

(FLIGHT ENGINEER'S LOWER PANEL)

CENTER INSTRUMENT PANEL

Warning Flag

Loss of input power or failure of N2equipment will cause a warning flagto cover digital readout.

ENG IND MAX POINTERRESET ButtonPush to reset maximum indicationpointers for N1I, N2 and EGT gages,to maximum limit mark.

EPR Command Readout

When CMD knob is pushed in to nor-mal auto mode, a mask covers digitalreadout. Mask is removed when CMDknob is pulled out for manual opera-tion and EPR limit selected isprovided to autothrottle system forspeed mode of operation.

EGT (Exhaust Gas Temperature)Gage (3)Indicates temperature of exhaustgases down stream of low pressureturbine on dial scale and EGT digitalreadout. An amber light on lower rightcorner of each EGT gage comes on toadvise of impending overtemperaturecondition when EGT rises into cautionrange. Light will go off when EGTdecreases below caution range. EGTmax pointer remains at highestoverlimit value EGT pointer has in-dicated since EGT max pointer waspreviously reset.

Warning Flag

Loss of input power or failure of EGTequipment will cause a warning flagto cover digital readout.

FUEL FLOW Gage (3)Indicates fuel flow rate on dial scaleand digital readout. With power losspointer goes to zero and digitalreadout remains at last position.

17-30-02JL

Feb 1/82

POWERPLANT - Controls and Indicators

ICING Light (3)Senses fuel pressure differential andindicates an impending fuel filter clogging Continued operation with thislight on may allow a bypass valve toopen which will then permit any contaminants to pass further into the fuelcontrol system No indication of thisbypassing is provided

FUEL HEAT Switch (1 2 3)Momentary ON position activates atimer that opens the respective fuelheat shutoff valve

FUEL HEAT ON Light (3)Indicates when respective fuel heatshutoff valve is open

FUEL TEMP SwitchSelects indication at FUEL TEMP indicator of the fuel temperature at eitherof the three engines or at number threefuel tank

FUEL TEMP IndicatorIndicates in degrees centigrade the fueltemperature at the location selected bythe FUEL TEMP switch

FUEL USED Indicator (3)Indicates total fuel consumed by theassociated engine since the last timeit was reset to zero No 2 fuel usedindicator does not indicate APU fuelused

FUEL USED RESET ButtonPushed to reset fuel used indicationsButton must be held in until all counterdrums on the fuel used indicators havereturned to zero and come to a complete stop

FUEL PRESS Gage (3)With engines operating indicates thesum of fuel tank pumps and enginedriven boost pump pressure

NOTEWill indicate tank pumps pressurewhen the associated engine is not running (approximately 20 psi)

FLIGHT ENGINEER SLOWER PANEL

JLMay 1/75 17-30-03

POWERPLANT - Controls and Indicators

ENG OIL PRESS LO Light (1, 2, 3)Light comes on when the pressure inthe engine system is below the mini-mum range for operation (OVERHEAD PANEL)

ENG OIL STRAINER CLOGLight (1, 2, 3)When the light comes on it indicates animpending clogging of the engine oilstrainer. Continued operation with thelight on may allow a bypass valve toopen which will then permit any con-taminants to re-enter the engine oil sys-tem. No indication of this bypassing isprovided

OIL PRESS Gage (3)Indicates engine oil pressure in psi, nor-mal operating range, caution range,and limit

OIL TEMP Gage (3)Indicates caution range, limit, and tem-perature of engine oil in degrees centi-grade after oil passes through the oilpump and fuel/oil cooler

OIL QTY Gage (3)Indicates the quantity of oil in engineoil tank A movable index on the periphery of the instrument is used as areference marker

ENG VIB IN/SEC Scale (1, 2, 3)Will indicate engine vibration in, in /secIndicator will display engine vibrationof the low speed rotor or high speedrotor selectively

ENG VIB TEST ButtonWhen pressed, the engine vibrationscale indicators will move from theirrespective positions to the predeter-mined setting of 2 0 in /sec Whenreleased, they should return to theiroriginal positions

ENG VIB PICKUP SwitchSelects either forward or aft vibrationpickups on all three engines for displayon the vibration scales

FILTER SwitchHI -Selects high frequency vi

brations caused by highspeed rotor unbalance fordisplay on the vibration in-dicator.

BOTH -Selects high and low fre-quency vibrations causedby both high speed and lowspeed rotor unbalance fordisplay on the vibration in-dicator.

LO — Selects low frequency vibra-tions caused by low speedrotor unbalance for displayon the vibration indicator.

FLIGHT ENGINEER'S LOWER PANEL

17-30-04JL

May 1/75

POWERPLANT - Controls and Indicators

ENG FAIL Light (2)

Comes on to indicate engine power losswhen any engine's N1 rpm differs by 11%rpm or more with either of other engine'sN1I rpm. Ground sensing relay will dis-able engine failure detector system inflight. Engine failure detector logic willprevent ENG FAIL light from coming onduring reverse thrust operation. Enginefailure detector system will automati-cally arm when any engine N1 fan speedis 85% rpm or higher. Light does notcause MASTER WARNING or MASTERCAUTION lights to come on.

(GLARESHIELD) ENG FUEL VAPOR VENTSwitch (1, 2, 3)

NOTE

The system is deactivated.

ENG IGNITION Selector

OFF - Deenergizes engine ignitionand prevents normal startervalve operation.

STARTA or 6 - Arms engine start switches

and provides ignition whenengine start switch ispushed and fuel lever is po-sitioned to ENRICH STARTor ON.

CONTA or B - Provides continuous igni-

tion after starter cutout hasdisengaged starter, pro-vided fuel lever is at EN-RICH START or ON.

When Start A or B is selected, with APUcontrol switch in NORM, APU N1 rpmwill automatically increase to providegreater pneumatic capability for enginestarting.

ENG START Switch (1, 2, 3)

When pushed, is magnetically held andopens respective start valve if engineignition selector is in either START A orB or if override and air start switch is inOVRD & AIR START. Light comes on inengine start switch indicating start valveis open. Starter switch pops out auto-matically when starter reaches approx-imately 45% N2 rpm and light goes offwhen start valve is closed.

(OVERHEAD PANEL)

OVRD & AIR START Switch

OVRD&AIRSTART - Bypasses engine ignition

switch, fuel lever switchand provides dual ignitionto all three engines si-multaneously. Also armsengine start switches.

IGNITION EXCITER POWERTRANSFER Switch (1, 3)

NORMAL - Engine ignitors A andB are powered by theirnormal power sources,i.e., A ignitors arepowered by left emer-gency ac bus and Bignitors are poweredby right emergency acbus.

TRANSFER - Normal ignitor powersources are reversed,i.e., A ignitors are nowpowered by rightemergency ac bus andB ignitors are nowpowered by left emer-gency ac bus.

FLIGHT ENGINEER'SEQUIPMENT PANEL

IGNITION EXCITERPOWER TRANSFER

Ignition exciter power transfer switches effective on airplaneswith SB 74-2 incorporated or production equivalent.

JLJun 1/96 17-30-05

POWERPLANT-Controls and Indicators

ENG FIRE Handle (1, 2, 3)If normal fuel shutoff malfunctions,pulling engine fire handle full downwill mechanically shutoff fuel andhydraulic supply to associated engine,deenergize associated generatorfield, turn off fire bell, and locks fuellever light on if FUEL lever is not atOFF.

NOTETwisting engine fire handle whilepulling handle may result inpremature firing of extinguishingagent.

Reverser Lever (3)

NOTEOn airplanes with SB78-40 orproduction equivalent, an in-flightreverse thrust interlock preventsdeployment of thrust reversers unlesslanding gear is down.Initial reverser lever movementsstarts reverser deployment. Forengines 1 and 3 reverser lever cannotbe raised past reverse idle detent un-til reverser is fully deployed. Forengine 2 reverser lever cannot beraised past reverse idle detent untilreverser is fully deployed and nosegear ground shift mechanism ac-tuates.

(OVERHEADPANEL)

TO/GA Button

For description refer to AutomaticFlight Chapter.

ATS Disengage Button (2)For description refer to AutomaticFlight Chapter.

Throttle (3)Positions engine fuel control to obtaina desired thrust.FUEL Lever (3)

ON - Permits initiation of igni-tion if engine ignitionswitch is in START A or Band start switch ispushed, and opensrespective fuel valve. Fuellever will initiate ignition ifengine ignition switch is inCONT A or B, and willopen respective fuel valveregardless of start switchposition.

ENRICHSTART - Improves engine starting

with cold fuel or cold am-bient temperatures andpermits initiation of igni-tion same as at ON posi-tion.

OFF - Closes fuel shutoff valveat respective engine anddeenergizes respectivestarting or continuous ig-nition circuit.

FUEL Lever Lock Release Button (3)

When pushed, unlocks fuel lever ineither ON or OFF position.

(PEDESTAL)

REVERSER UNLOCK Light (3)Comes on to indicate respectivereverser is out of stowed position butis not in full reverse thrust position.

REVERSE THRUST Light (3)Comes on to indicate respectivethrust reverser is in full reverse thrustposition and is ready for reversethrust modulation.

CENTER INSTRUMENT PANEL

17-30-06JL

May 1/82

IGNITION SYSTEM

Effective for airplanes - without - ignition exciterpower transfer switches installed.

JLNov 1/79 17-40-01/02

IGNITION SYSTEM

JLNov 1/79 17-40-02A/02B

ENGINE OIL SYSTEM

JLAug 1/76

17-40-03

ENGINE FUEL/HEAT CONTROL SYSTEM

17-40-04JL

May 1/75