Engine General.docx

ENGINE - SERVICING (OIL REPLENISHING) 1. General A. This procedure contains scheduled maintenance task data. B. This procedure gives instructions to add oil to the engine oil tank. TASK 12-13-01-130-803-002 2. Engine Oil Replenishing (Figure 301) A. General (1) This task is the replenishing procedure for the engine oil system. (2) The oil tank filler cap is at the top of the oil tank. The oil tank is on the left side of the fan case at approximately the 9:00 o’clock position. (3) You must open the oil tank access door on the left fan cowl panel to get access to the oil tank filler cap. B. References Reference Title 12-22-01-170-803-002 Flush the Engine Oil System (P/B 301) 79-00-00-200-807-H01 Engine Oil System (Fluids and Solids Contamination) Inspection (P/B 601) 79-21-01-000-803-H00 Main Fuel/Oil Heat Exchanger Removal (P/B 401) 79-21-01-400-801-H01 Main Fuel/Oil Heat Exchanger Installation (P/B 401) C. Consumable Materials Reference Description Specification D00520 Oil - Engine - Mobil Jet Oil II MIL-PR~ F-23699F-Class STD (Standard) D00552 [C02-019] Oil - Engine Lubricating GE Spec. D50TF1 D00554 [C02-021] Oil - Jet Engine Lubricating Oil MIL-PRF-6081, Grade 1010 G00034 Cotton Wiper - Process Cleaning Absorbent Wiper (Cheesecloth, Gauze) BMS15-5, Class A D. Prepare for the Engine Oil Servicing (Normal Operation) SUBTASK 12-13-01-610-028-002

(1) Do the steps that follow to determine if engine oil servicing is necessary. NOTE: Examine the engine oil quantity between 5 and 60 minutes after engine shutdown. If more than 60 minutes has passed since engine shutdown, you must dry motor the engine for 4 minutes before you examine the engine oil quantity. This will permit you to determine a more accurate engine oil quantity. (a) Determine if the airplane will fly for more or less than 6 flight hours on the next flight. (b) If the airplane will fly for 6 or more flight hours on the next flight:

1) Fully fill the engine oil tank with clean engine oil, D00552 [C02-019] or Mobil Jet Oil II, D00520 up to the scupper base. NOTE: Since full oil quantity is verified at the engine, this task does not require reference to the EICAS secondary engine display. However, at full capacity at least 21.0 quarts (20.0 liters) will be displayed on the EICAS. NOTE: The Mobil Jet Oil II, D00520 is an alternate brand of oil type. (c) If the airplane will fly for less than 6 flight hours on the next flight, then examine the oil quantity indicator on the multi-function display, secondary engine parameter display. 1) If the oil quantity indicator indicates that there is less than 18.0 quarts (17.0 liters) of oil in the engine, oil servicing is necessary. 2) If the oil quantity indicator indicates that there is 18.0 quarts (17.0 liters) equal or more

of oil in the engine, then oil servicing is not necessary. SUBTASK 12-13-01-610-029-002

CAUTION: USE ONLY OIL APPROVED BY GE SERVICE BULLETIN 79-001. THERE ARE NO INCOMPATIBILITIES AMONG APPROVED BRANDS. HOWEVER, YOU SHOULD NOT MIX DIFFERENT OIL BRANDS INTERMITTENTLY. FLEET CHANGEOVER FROM ONE APPROVED BRAND TO ANOTHER APPROVED BRAND CAN BE DONE BY ADDITIONS OF THE NEW BRAND WHEN THE ENGINE IS SERVICED (TOPPING UP). IN CASES OF INADVERTENT MIXING OF NON-APPROVED OIL BRANDS, IT IS RECOMMENDED THAT THE ENTIRE LUBRICATION SYSTEM BE DRAINED, FLUSHED, AND SERVICED AGAIN WITH THE CORRECT OIL WITHOUT DELAY. (2) Use an oil from this list of approved engine oil, D00552 [C02-019] or oil, D00554 [C02-021] or Mobil Jet Oil II, D00520: NOTE: This is the list of the approved oils from GE Service Bulletin 79-001. NOTE: It is recommended that the same oil is used every time that the engine oil system is filled. If there is no oil of the same kind available it is permitted to use one off the list below. (a) Aeroshell Turbine Oil 560 (Royco Turbine Oil 560) (b) BP (Exxon/Esso) Turbo Oil 2380 (c) BP (Exxon/Esso) Turbo Oil 2197 NOTE: Make sure of compliance with Service Bulletins GE90-100 SB 72-0015 and GE90100 SB 80-0001 before use of BP2197 HTS oil. When you change from a non-HTS oil to an HTS oil in service, remove and clean the oil supply and scavenge tubes associated with the C-sump before you install them. Make sure there is no oil coking in these tubes that could be loosened by the HTS oil during operation of the engine. (d) Mobil Jet Oil II (e) Mobil Jet Oil 254. SUBTASK 12-13-01-010-015-002

(3) Open the oil tank access door on the left fan cowl panel.

CAUTION: MAKE SURE THAT THE OIL TANK SCUPPER IS CLEAN. IF THE SCUPPER IS NOT CLEAN, IT CAN CAUSE CONTAMINATION OF THE OIL SYSTEM. THIS CAN CAUSE DAMAGE TO THE ENGINE. (4) Clean the oil tank scupper with a clean cotton wiper, G00034 before you remove the oil tank filler cap. SUBTASK 12-13-01-010-017-002

WARNING: DO NOT TOUCH THE COMPONENTS OF THE OIL SYSTEM IF THE ENGINE IS HOT. THESE COMPONENTS STAY HOTTER THAN OTHER COMPONENTS. HOT COMPONENTS CAN BURN YOU. WARNING: DO NOT OPEN THE OIL SYSTEM UNTIL THE PRESSURE GOES TO ZERO. THE PRESSURE GOES TO ZERO APPROXIMATELY FIVE MINUTES AFTER AN ENGINE IS STOPPED. A PRESSURIZED OIL SYSTEM CAN RELEASE A SPRAY OF HOT OIL THAT CAN BURN YOU. WARNING: DO NOT LET HOT OIL GET ON YOU. PUT ON CLOTHES, GOGGLES, AND EQUIPMENT FOR PROTECTION OR LET THE ENGINE BECOME COOL. HOT OIL CAN BURN YOU. WARNING: DO NOT LET OIL STAY ON YOUR SKIN. YOU CAN ABSORB POISONOUS MATERIALS FROM THE OIL THROUGH YOUR SKIN. CAUTION: DO NOT LET OIL GET ON THE ENGINE OR OTHER COMPONENTS. IMMEDIATELY CLEAN THE OIL WHEN IT FALLS ON THEM. OIL CAN CAUSE DAMAGE TO EQUIPMENT. (5) Open the oil tank filler cap:

(a) Put the locking lever on the oil tank filler cap in the not locked position. NOTE: The locking lever will be vertical to the top of the oil tank filler cap when it is not locked. (b) Turn the lever on the oil tank filler cap to the OPEN position. (c) Pull the oil tank filler cap straight up until the dipstick is above the edge of the oil tank cap assembly. NOTE: The dipstick is attached to the bottom of the oil tank filler cap and has a lanyard that is attached to the inside of the manual gravity filling cap assembly. E. Engine Oil Servicing SUBTASK 12-13-01-200-003-002

(1) When you open the oil tank filler cap, do a check for fuel in the oil: (a) Do a sniff check for fuel at the fill port of the engine oil tank. (b) If you smell fuel, or if you suspect there is fuel in the oil, you may do these steps: NOTE: This step is optional. However, you must take an oil sample and do a check of the flash point limit of the oil sample (TASK 79-00-00-200-807-H01). This will determine if there is fuel in the oil. 1) Do a visual check of the hydromechanical unit (HMU) and main fuel pump (MFP) overboard drains.

a) If you see an overboard drain that is capped, replace the applicable component(s) and carbon seal at the gearbox. NOTE: Capped overboard drains indicate a service limit extension was in place for that component. b) If you do not see an overboard drain that is capped, then continue. (c) If you confirm that there is fuel in the oil, do these steps: 1) Replace the main fuel/oil heat exchanger (TASK 79-21-01-000-803-H00 and TASK 79-21-01-400-801-H01). 2) Do this task: Flush the Engine Oil System, TASK 12-22-01-170-803-002. SUBTASK 12-13-01-610-030-002

CAUTION: DO NOT USE OILS OF DIFFERENT TYPES OR BRAND NAMES THAT ARE NOT ON THE APPROVED LIST PER GE SERVICE BULLETIN 79-001. SOME OILS WILL CHEMICALLY CHANGE WHEN YOU MIX THEM. THIS CAN CAUSE DAMAGE TO THE ENGINE. CAUTION: IF YOU ACCIDENTALLY SERVICE THE ENGINE OIL TANK WITH A DIFFERENT TYPE OR NAME BRAND OIL THAT IS NOT ON THE APPROVED LIST, DO NOT OPERATE THE ENGINE UNTIL A COMPREHENSIVE EVALUATION OF THE EFFECTS ON THE OIL SYSTEM AND ENGINE IS DONE AND A CORRECTIVE ACTION IS COMPLETED. (2) Fully fill the engine oil tank with clean engine oil, D00552 [C02-019] or Mobil Jet Oil II, D00520 up to the scupper base. NOTE: The scupper base is the same level as the bottom of the filler port neck. NOTE: When you fill the engine oil tank, make sure you add the oil slowly. If you fill the tank too quickly, oil can spill over the side of the tank from the fill port, and may also incorrectly cause you to believe the tank is full. SUBTASK 12-13-01-210-011-002

(3) Do a visual check of the packing [1] on the oil tank filler cap for damage. (a) If you see damage, replace the packing [1]. SUBTASK 12-13-01-410-022-002

(4) Do a visual check of the area around the oil tank filler cap at the top of the oil tank for evidence of oil leakage from the oil tank filler cap. (a) If you see evidence of oil leakage, replace the preformed packing [1] on the oil tank filler cap. SUBTASK 12-13-01-410-023-002

(5) Install the oil tank filler cap into the manual gravity filling cap assembly. (a) Align the oil tank filler cap and dipstick with the manual gravity filling cap assembly.

(b) Carefully insert the dipstick and cap straight into the oil tank cap assembly. NOTE: Make sure the lanyard is not outside the manual gravity filling cap assembly. (c) Turn the locking lever on the oil tank filler cap clockwise to the closed position. (d) Put the locking lever in the locked position. NOTE: The locking lever will be flat with the oil tank filler cap when it is in the locked position. (e) Do a check of the oil tank filler cap to make sure it is closed tightly and is locked.

F. Put the Airplane Back to its Usual Condition SUBTASK 12-13-01-410-024-002

(1) Close the oil tank access door on the left fan cowl panel.

ENGINE – INTRODUCTION General This chapter gives general information about the modules and internal components of the GE90-115B engine. The bypass ratio is a ratio of the mass of air going through the fan duct to the mass of air going through the engine core. The engine weight includes the engine build up (EBU) equipment that Boeing installs. The engine driven hydraulic pump (EDP), the integrated drive generator (IDG), and the inlet cowl are examples of EBU equipment. Data Plate The engine data plate is on the aft face of the fan hub frame at the 9:00 position. It is below the configuration box. The data plate shows this information about the engine. * Type certificate number * Model number * Serial number * Engine configuration * Take off (TO) thrust * Maximum continuous thrust * Service bulletin number that sets engine configuration * Date of manufacture * Emissions compliance * Manufacturing location. Type certificate is issued by the applicable regulatory agency. The certificate shows that the agency approves the engine as airworthy. The production certificate number is issued by the applicable regulatory agency. The space shows the current Production Certificate number, PC - 108. The CONFIG field shows engine rating and configuration information. TO THRUST is the takeoff thrust (in pounds) at the specified rating. The T0 thrust is the approved maximum thrust level at which the engine can operate. The TO thrust on the data plate is different than the TO thrust that Boeing uses, called Boeing equivalent thrust (BET). The thrust on the data plate is measured on a test stand and is equivalent to the static thrust at sea level. Boeing equivalent thrust (BET) is a calculated number. It is equivalent to the thrust at 165 knots at sea level. BET is defined so that engines with the same BET will have approximately the same TO performance at sea level. MAX CONT is the maximum continuous thrust (in pounds) at specified rating. Maximum continuous thrust is measured on a test stand. It is the approved maximum thrust level at which the engine can operate with no time limit. The SERV BUL field shows the service bulletin number that goes with a change in the engine configuration. You install different EEC rating and configuration plugs to change the engine configuration.

The emissions field shows that the engine complies with emissions standards. Abbreviations and Acronyms * AGB - accessory gearbox * BET - Boeing equivalent thrust * cont - continuous * EEC - electronic engine control * GE - General Electric * HPC - high pressure compressor * HPT - high pressure turbine * IDG - integrated drive generator * IGV - inlet guide vane * LPC - low pressure compressor * LPT - low pressure turbine * max - maximum * OGV - outlet guide vane * TCF - turbine center frame * TO - takeoff * TRF - turbine rear frame

ENGINE - GENERAL DESCRIPTION – 1 General The GE90 is a high-bypass, two shaft, turbofan engine. * It has a low pressure (LP) rotor system (N1) and a high pressure (HP) rotor system (N2). * The engine has station numbers to identify locations along its axis. Airflow The engine has primary (core) airflow and secondary (bypass)

airflow. * The bypass ratio of this engine is 9:1. * This means that 9 times more secondary air goes through the engine than primary air. * The primary airflow goes through the compressors, combustion section, and turbines. * The combustion section also gets fuel from the fuel nozzles. * This mixture of air and fuel burns to make high pressure exhaust gas. * The exhaust gas goes out of the combustion section to turn the turbines. * The exhaust gas from the primary airflow makes approximately 17 percent of the forward thrust. * The secondary airflow goes around (bypasses) the core of the engine. * The secondary airflow makes approximately 83 percent of the forward thrust. * The thrust reverser system also uses secondary airflow for reverse thrust. Low Pressure Rotor System (N1) The LP rotor system includes the fan and a four-stage low pressure compressor (LPC) connected to a six-stage low pressure turbine (LPT). * A coupling connects the LPT drive shaft to the LPC. High Pressure System The HP rotor system is an nine-stage high pressure compressor (HPC) connected to a two-stage high pressure turbine (HPT). * A coupling connects the HPT drive shaft to the HPC. * The HPC has variable stator vanes in the first four stages.

ENGINE - GENERAL DESCRIPTION – 2 Main Engine Bearings Six main engine bearings hold the N1 shaft and the N2 shaft. * Numbers identify the engine bearings. * The main engine bearings are in three dry-sump cavities. * The letters A, B, and C identify the sumps. * The lube and scavenge pump supplies lubricating oil to the bearings and draws oil out of the bearing sumps. * The number 1 and number 2 bearings hold the front of the N1 shaft. * The number 1 bearing is a roller bearing and holds only radial loads. * The number 2 bearing is a ball bearing and is the thrust bearing for the N1 shaft. * There are two number 3 bearings: One is a ball bearing and one is a roller bearing The two of them hold the front of the N2 shaft. * The ball bearing is the thrust bearing for N2 shaft. * The roller bearing holds only radial loads. * The number 1, 2, and 3 bearings are in the A sump: The number 4 roller bearing holds the rear of the N2 shaft The number 4 roller bearing is in the B sump The number 5 roller bearing holds the rear of the N1 shaft The number 5 roller bearing is in the C sump. Accessory Drives There are three gearboxes on the engine:

Inlet gearbox Transfer gearbox * Accessory gearbox. * The inlet and transfer gearboxes transfer energy from the N2 shaft to the accessory gearbox. The accessory gearbox holds and turns the engine accessories. * The N2 shaft turns the radial drive shaft through the inlet gearbox: The radial drive shaft turns the horizontal drive shaft through the transfer gearbox The horizontal drive shaft turns the accessory gearbox. * *