B777

Engines&APU
DONOTUSEFORFLIGHT
7.20 Engines, APU-Engine System Description
Engine System Introduction
The following optional engines may be installed on 777 airplanes. General
Electric (GE), Pratt and Whitney (PW), and Rolls Royce Trent (RR) model
engines are shown. The rated takeoff thrust in pounds for each engine is shown in
(parentheses).
[PW, GE Engines]
The engines are dual rotor axial flow turbofans of high compression and bypass
ratio. The N1 rotor consists of a fan, a low pressure compressor section, and a low
pressure turbine section on a common shaft. The N2 rotor consists of a high
pressure compressor section and a high pressure turbine section on a common
shaft. The N1 and N2 rotors are mechanically independent. The N2 rotor drives
the engine accessory gearbox.
[RR Engines]
The engines are threerotor axial flow turbofans of high compression and bypass
ratio. The N1 rotor consists of the fan and a low pressure turbine section on a
common shaft. The N2 rotor consists of an intermediate pressure compressor
section and an intermediate pressure turbine section on a common shaft. The N3
rotor consists of a high pressure compressor section and a high pressure turbine
section on common shaft. The N1, N2, and N3 rotors are mechanically
independent. The N3 rotor drives the engine accessory gearbox.
Each engine is controlled by an electronic engine controller (EEC). The EECs
monitor autothrottle and flight crew inputs through the thrust levers to
automatically control the engines.
Each engine has individual flight deck controls. Thrust is set by positioning the
thrust levers. The thrust levers are positioned automatically by the autothrottle
system or manually by the flight crew. See Chapter 11, Flight Management,
Navigation, Section 32, for a description of FMC thrust management functions.
PW4074 (74,500)
PW4077 (77,200)
PW4084 (84,000)
PW4090 (90,000)
PW4098 (98,000)
GE9076B (76,400)
GE9077B (77,400)
GE90-85B (85,000)
GE9090B (90,000)
GE9094B (94,000)
GE90110B1 (110,000)
GE90115B (115,000)
RR Trent 875 (73,400)
RR Trent 877 (76,900)
RR Trent 884 (84,000)
RR Trent 892 (90,000)
RR Trent 895 (93,400)
Engine indications are displayed on the engine indication and crew alerting
system (EICAS) display.
Boeing B777 - Systems Summary [Engines & APU]
Page 1
Takeoff Bump Thrust Reference Mode
[Option]
Takeoff bump (when use is approved) can be selected on the CDU THRUST LIM
page. When selected, TO B is displayed as the EICAS thrust reference mode.
Takeoff bump thrust is also available whenever the airplane is in the takeoff bump
region (altitude and ambient temperature range). If the thrust levers are manually
positioned full forward while in the takeoff bump region, the EECs will allow
thrust to increase up to the takeoff bump rating even though another thrust limit is
selected on the CDU THRUST LIM page.
Engine Indications
Primary and secondary engine indications are provided. Engine indications are
displayed on the EICAS display and any selected multifunction display (MFD).
Primary Engine Indications
[PW, RR Engines]
EPR, N1, and EGT are the primary engine indications. The primary engine
indications are always displayed on the EICAS display. Normally the EICAS is on
the upper center display unit. If that unit fails the EICAS display automatically
moves to the lower center display unit.

[GE Engines]
N1 and EGT are the primary engine indications.
The primary engine indications are always displayed on the EICAS display.
Normally the EICAS is on the upper center display unit. If that unit fails, the EICAS
display automatically moves to the lower center display unit.
Engine Intermix
[GE Engines]
Both engines are set to operate at the same thrust rating. Replacement engine
thrust rating is increased or decreased to match the thrust rating of the installed
engine configuration. An EGT amber band (maximum continuous limit)
difference between engines may be indicated, but these indications are normal.
[PW Engines]
Both engines are set to operate at the same thrust rating. Replacement engine
thrust rating is increased or decreased to match the thrust rating of the installed
engine configuration. An EGT red line (maximum takeoff EGT limit) difference
between the engines may be indicated, but these indications are normal.
Boeing B777 - Systems Summary [Engines & APU]
Page 2
Secondary Engine Indications
[PW, GE Engines]
N2, fuel flow, oil pressure, oil temperature, oil quantity, and engine vibration are
secondary engine indications. Secondary engine indications are displayed on the
selected MFD. The secondary engine indications can be displayed by pushing the
secondary engine display switch (the ENG switch on the display select panel). The
secondary engine indications are automatically displayed when:
the displays initially receive electrical power
a FUEL CONTROL switch is moved to CUTOFF in flight
an engine fire switch is pulled in flight
a secondary engine parameter is exceeded, or
engine N2 RPM is below idle in flight.
[RR Engines]
N2, N3, fuel flow, oil pressure, oil temperature, oil quantity, and engine vibration
are secondary engine indications. Secondary engine indications are displayed on
the selected MFD. The secondary engine indications can be displayed by pushing
the secondary engine display switch (the ENG switch on the display select panel).
The secondary engine indications are automatically displayed when:
the displays initially receive electrical power
a FUEL CONTROL switch is moved to CUTOFF in flight
an engine fire switch is pulled in flight
a secondary engine parameter is exceeded, or
engine N3 RPM is below idle in flight.
When the secondary engine parameters are automatically displayed (on the lower
MFD, if available) due to any of the above conditions, they cannot be cleared until
the condition is no longer present. Once the condition is no longer present, the
secondary engine parameters can be cleared by pushing the secondary engine
display switch.
Normal Display Format
[PW, GE Engines]
Primary engine indications and the N2 indications are both digital readouts and
round dial/moving pointer indications. The digital readouts display numerical
values while the moving pointers indicate relative value.
Boeing B777 - Systems Summary [Engines & APU]
Page 3
[RR Engines]
Primary engine indications and the N3 indication are digital readouts and round
dial/moving pointer indications. The digital readouts display numerical values
while the moving pointers indicate relative value.
[PW, GE Engines]
Oil pressure, oil temperature, and vibration indications are both digital readouts
and vertical indication/moving pointers. Fuel flow and oil quantity are digital
readouts only. All digital readouts are enclosed by boxes. The dial and vertical
indications display the normal operating range, caution range, and operating limits
(as applicable).
[RR Engines]
Oil pressure, oil temperature, and vibration indications are both digital readouts
and vertical indication/moving pointers. Fuel flow, N2, and oil quantity are digital
readouts only. All digital readouts are enclosed by boxes. The dial and vertical
indications display the normal operating range, caution range, and operating limits
(as applicable).
Normal operating range is displayed on a dial or vertical indication in white.
[PW Engines]
The oil temperature vertical indication has caution ranges displayed by amber
bands. If oil temperature reaches the caution range, the digital readout, digital
readout box, and pointer all change color to amber.
[GE, RR Engines]
The oil temperature and oil pressure vertical indication has caution ranges
displayed by amber bands. If oil temperature or oil pressure reaches the caution
range, the digital readout, digital readout box, and pointer all change color to
amber.
[PW, GE Engines]
N1, N2, EGT, oil pressure, and oil temperature indications have operating limits
indicated by red lines. If one of these indications reaches the red line, the digital
readout, box, and pointer change color to red for that indication.
[RR Engines]
N1, EGT, N3, oil pressure, and oil temperature indications have operating limits
indicated by red lines. If one of these indications reaches the red line, the digital
readout, box, and pointer change color to red for that indication.
Boeing B777 - Systems Summary [Engines & APU]
Page 4
[Option 5 Minute Takeoff Inhibit]
The EGT indication has a maximum continuous limit represented by an amber
band. The maximum continuous limit does not apply during takeoff or goaround.
If EGT reaches the maximum continuous limit, the digital indication, box, pointer,
and dial all change color to amber. EGT indications are inhibited from changing
to amber during takeoff or goaround for five minutes. The EGT indication is
often in the amber band during takeoff; this is acceptable. The EGT indication has
a maximum takeoff limit displayed by a red line. If EGT reaches the maximum
takeoff limit, the digital indication, box, pointer and dial, all change color to red.
[Option 10 Minute Takeoff Inhibit]
The EGT indication has a maximum continuous limit represented by an amber
band. The maximum continuous limit does not apply during takeoff or goaround.
If EGT reaches the maximum continuous limit, the digital indication, box, pointer,
and dial all change color to amber. EGT indications are inhibited from changing
to amber during takeoff or goaround for five minutes. The EGT indication is
often in the amber band during takeoff; this is acceptable. The inhibit is extended
to ten minutes for singleengine operation. The EGT indication has a maximum
takeoff limit displayed by a red line. If EGT reaches the maximum takeoff limit,
the digital indication, box, pointer and dial, all change color to red.
[PW, GE Engines]
If an N1, N2, or EGT red line is exceeded, the box enclosing the digital readout
remains red after the exceeded limit returns to the normal range. The red box color
can be canceled to white or recalled to red by pushing the cancel/recall switch on
the display select panel. An indication changes color back to white when it returns
to the normal operating range.
[RR Engines]
If an N1, N3, or EGT red line is exceeded, the box enclosing the digital readout
remains red after the exceeded limit returns to the normal range. The red box color
can be canceled to white or recalled to red by pushing the cancel/recall switch on
the display select panel. An indication changes color back to white when it returns
to the normal operating range.
For low oil quantity, the oil quantity digital readout changes to black text on a
white background. The white text LO is displayed adjacent to the readout.
For high engine vibration, the vibration digital readout changes to black text on a
white background.
[PW, RR Engines]
The maximum EPR limit is indicated by an amber line at the top of the EPR dial.
The EPR indication does not change color when maximum EPR is reached. The
reference/target EPR indication displays the FMS reference or target EPR. The
commanded EPR indication displays the EEC calculated EPR commanded by
thrust lever position.
Boeing B777 - Systems Summary [Engines & APU]
Page 5
Compact Display Format
[PW Engines]
In compact format, primary and secondary engine indications are combined on the
same display. The EPR and N1 displays are the same as the normal displays. All
other indications change to digital readouts only. If an amber or red line parameter
for a digital indication is exceeded, the digital indication changes color to amber
or red (as does the box that appears around an EGT, or N2 indication for a red line
exceedance). If the EGT or N2 red line is exceeded, the red color of the box around
the digital indication can be returned to white (if the exceeded parameter has
returned to normal) by pushing the display select panel CANCEL/RECALL
switch.
[GE Engines]
In compact format, primary and secondary engine indications are combined on the
same display. The N1 and EGT indications are displayed as they are normally
(moving pointer/round dial and digital indications). All other indications change
to digital readouts only, with the exception that the N2 digital readout is boxed if
a parameter is exceeded. If an amber or red line parameter for a digital indication
is exceeded, the digital indication changes color to amber or red (as does the box
that appears around the N2 indication for a red line exceedance). If the N2 red line
is exceeded, the red color of the box around the digital indication can be returned
to white (if the exceeded parameter has returned to normal) by pushing the display
select panel CANCEL/RECALL switch.
[RR Engines]
In compact format, primary and secondary engine indications are combined on the
same display. The EPR and N1 displays are the same as the normal displays. All
other indications change to digital readouts only. If an amber or red line parameter
for a digital indication is exceeded, the digital indication changes color to amber
or red (as does the box that appears around an EGT, N2, or N3 indication). If the
N1, N2, N3, or EGT red line is exceeded, the red color of the box around the digital
indication can be returned to white (if the exceeded parameter has returned to
normal) by pushing the display select panel CANCEL/RECALL switch.
Primary and secondary engine indications are displayed on EICAS in compact
format whenever:
secondary engine display is automatically selected, and the lower
multifunction display is failed, unpowered, or is occupied, or
secondary engine display is manually selected to the lower center MFD
and the lower MFD is failed, unpowered, or occupied with EICAS.
Boeing B777 - Systems Summary [Engines & APU]
Page 6
Electronic Engine Control (EEC)
[PW, RR Engines]
Each EEC has full authority over engine operation. The EEC uses thrust lever
inputs to automatically control forward thrust and reverse thrust. The EEC has two
control modes: normal and alternate. In the normal mode, the EEC uses EPR as
the parameter for setting thrust. In the alternate mode, the EEC uses N1 RPM as
the controlling parameter.
[PW Engines]
At altitudes of 17,000 feet and above, compressor stall protection logic causes the
engines to accelerate slowly if the acceleration is initiated shortly after a
deceleration. The engines may accelerate at slightly different rates. Thrust
asymmetry compensation (TAC) may activate.
[GE Engines]
Each EEC has full authority over engine operation. The EEC uses thrust lever
inputs to automatically control forward thrust and reverse thrust. The EEC has two
control modes: normal and alternate. In both normal and alternate modes, the EEC
uses N1 RPM as the parameter for setting thrust.
EEC Normal Mode
[PW, RR Engines]
In the normal mode, the EEC sets thrust by controlling EPR based on thrust lever
position. EPR is commanded by positioning the thrust levers either automatically
with the autothrottles, or manually by the flight crew.
[GE Engines]
In the normal mode, the EEC sets thrust by controlling N1 based on thrust lever
position. N1 is commanded by positioning the thrust levers either automatically
with the autothrottles, or manually by the flight crew.
[PW, RR Engines]
Maximum EPR represents the maximum rated thrust available from the engine.
The EEC continuously computes maximum EPR.
[GE Engines]
Maximum N1 represents the maximum rated thrust available from the engine. The
EEC continuously computes maximum N1.
Maximum rated thrust is available in any phase of flight by moving the thrust
levers to the full forward positions.
Boeing B777 - Systems Summary [Engines & APU]
Page 7
EEC Alternate Mode
If the required signals are not available to operate in the normal mode, the EEC
automatically uses the alternate mode. In the alternate mode, the EEC schedules
N1 as a function of thrust lever position. The alternate mode provides soft and
hard levels of control:
Soft When the EEC automatically switches an engine to the alternate
mode and the EEC mode switch remains in NORM, the EEC is in the soft
alternate mode (the switch position is NORM, the EEC mode is alternate).
At a fixed thrust lever position, thrust does not change.
Hard When ALTN is manually selected on an EEC mode switch, that
engine is switched to the hard alternate mode (the switch position is
ALTN, the EEC mode is alternate). Reference and target N1, and
maximum and commanded N1 values are displayed on the N1 indication
during the hard alternate mode. Thrust may change to set the commanded
N1 when ALTN is manually selected.
[PW, RR Engines]
For the normal, soft alternate, and hard alternate modes, the following EPR and
N1 information is displayed:
[GE Engines]
For the normal, soft alternate, and hard alternate modes, actual, command,
reference/target, maximum, and red line N1 information is displayed.
Automatic reversion or manual selection to the alternate mode is indicated by the
EICAS advisory message ENG EEC MODE (L, R) and illumination of the EEC
alternate (ALTN) light on the associated EEC mode switch. Selecting the alternate
mode on both engines eliminates thrust lever stagger at equal thrust settings, or
asymmetric thrust when the thrust levers are operated together.
The autothrottles remain engaged whenever the EEC automatically switches to
the alternate mode. The alternate mode N1 reference/target values are computed
by the FMC.
Note: Autothrottles remains engaged in the soft or hard alternate mode.
EEC mode switch
NORM
EEC mode Normal
EEC mode switch
NORM
EEC mode Soft
Alternate
EEC mode switch
ALTN
EEC mode Hard
Alternate
EPR: actual,
command,
reference/target,
maximum
N1: actual, red
line.
EPR: blank
N1: actual, red
line.
EPR: blank
N1: actual,
command,
reference/target,
maximum, red
line.
Boeing B777 - Systems Summary [Engines & APU]
Page 8
The alternate mode schedule (N1 schedule) provides equal or greater thrust than
the normal mode for the same thrust lever position.
Thrust protection is not provided in the alternate mode and maximum rated thrust
is reached at a thrust lever position less than full forward. As a result, thrust
overboost can occur at full forward thrust lever positions. The EICAS caution
message ENG LIMIT PROT (L, R) is displayed if the thrust lever position
commands an N1 greater than the maximum rated thrust (maximum N1). N1 and
N2 red line protection is still available in the alternate control mode.
Overspeed Protection
[Option PW, GE Engines]
The EEC also provides N1 and N2 red line overspeed protection. If N1 or N2
approaches overspeed, the EEC commands reduced fuel flow. The EICAS
advisory message ENG RPM LIMITED (L or R) is provided when overspeed
protection is provided.
[Option RR Engines]
The EEC also provides N1, N2, and N3 red line overspeed protection. If N1, N2,
or N3 approaches overspeed, the EEC commands reduced fuel flow. The EICAS
advisory message ENG RPM LIMITED (L or R) is provided when overspeed
protection is provided.
If the EECs are in alternate mode, advancing the thrust levers full forward
provides some overboost and should be considered only during emergency
situations when all other available actions have been taken and terrain contact is
imminent.
EEC Idle Selection
The EEC selects minimum idle or approach idle automatically. Minimum idle is a
lower thrust than approach idle. Approach idle is selected in flight if:
engine antiice is operating
the flaps are commanded to 25 or greater
one hydraulic system airdriven demand pump is inoperative, and the
flaps are out of the UP position
the opposite engine bleed air valve is closed
Approach idle decreases acceleration time for goaround. Approach idle is
maintained until after touchdown, when minimum idle is selected.
Engine Start and Ignition System
The engines can be started using the autostart system or manually. Autostart is the
normal starting mode. Selecting OFF on the AUTOSTART switch disables
autostart and allows manual, pilotmonitored, starting.
Boeing B777 - Systems Summary [Engines & APU]
Page 9
[PW, GE Engines]
Bleed air powers the starter motor, which is connected to the N2 rotor. The starter
air source is normally the APU, but air from ground carts or another running
engine can be used.
[RR Engines]
Bleed air powers the starter motor, which is connected to the N3 rotor. The starter
air source is normally the APU, but air from ground carts or another running
engine can be used.
[Option - PW, GE Engines with CON IGN position]
The START/IGNITION selectors control the starter air valves and provide
continuous ignition capability. Ignition and fuel flow are controlled through the
FUEL CONTROL switches.
[Option - RR Engines, GE Engines without CON IGN position]
The START selectors control the starter air valves. Ignition and fuel flow are
controlled through the FUEL CONTROL switches.
[PW Engines]
The EEC monitors the start to determine the optimum N2 RPM for starter cutout.
At that RPM, the EEC commands starter cutout, and the START/IGNITION
selector releases to the NORM position.
[GE Engines with CON IGN position]
At approximately idle N2 RPM, the EEC commands starter cutout, and the
START/IGNITION selector releases to the NORM position.
[RR Engines]
The EEC monitors the start and commands starter cutout at 50 percent N3 RPM.
The START selector releases to the NORM position.
[PW, GE Engines]
A maximum start limit line (red) is displayed on the EGT indication when the
FUEL CONTROL switch is moved to CUTOFF or engine N2 RPM is below idle.
It remains displayed after the FUEL CONTROL switch is moved to RUN until the
engine is stabilized at idle. The EGT indication changes color to red if the EGT
start limit is reached during starting.
[RR Engines]
A maximum start limit line (red) is displayed on the EGT indication when the
FUEL CONTROL switch is moved to CUTOFF or engine N3 RPM is below idle.
It remains displayed after the FUEL CONTROL switch is moved to RUN until the
engine is stabilized at idle. The EGT indication changes color to red if the EGT
start limit is reached during starting.
Boeing B777 - Systems Summary [Engines & APU]
Page 10
Autostart
[PW Engines]
Autostart allows the EEC to control fuel and ignition. With the AUTOSTART
switch ON, the autostart sequence is initiated by rotating the START/IGNITION
selector to START and moving the FUEL CONTROL switch to RUN. For
in-flight windmill starts the autostart sequence is initiated by moving the FUEL
CONTROL switch to RUN.
The START/IGNITION selector opens the starter air valve to begin dry motoring
the engine. Moving the FUEL CONTROL switch to RUN opens the spar fuel
valve, but not the engine fuel valve. The proper sequencing of fuel and ignition is
controlled by the autostart system. With the FUEL CONTROL switch positioned
to RUN, the EEC opens engine fuel metering valve and energizes the igniter(s) at
the appropriate N2 RPM.
During autostart, the EEC monitors EGT, N2 RPM, and other engine parameters
until the engine reaches idle. During ground start, the autostart system monitors
engine parameters and will abort the start for any of the following:
Note: The autostart system does not monitor oil pressure and temperature.
If a hot start, hung start/stall, or no light condition is detected, and N2 RPM is less
than the starter cutout speed, the EEC turns off fuel and ignition and motors the
engine for approximately 30 seconds before making a second attempt. The second
attempt uses both igniters. On the ground, if the second attempt fails, the EEC
aborts the start. Fuel and ignition are shut off, and the engine is motored for 30
seconds to clear residual fuel. The starter air valve then closes and the
START/IGNITION selector releases to the NORM position. The EICAS caution
message ENG AUTOSTART (L or R) is displayed.
hot start
hung start
no EGT rise
compressor stall
starter shaft failure
no N1 rotation
insufficient air pressure for
starter operation
start time exceeds the starter
duty cycle timer.
Boeing B777 - Systems Summary [Engines & APU]
Page 11
On the ground, autostart does not attempt a second start if there is no N1 rotation,
insufficient air pressure, the starter shaft fails, the start time exceeds the starter
duty cycle, or the start is aborted above starter cutout speed and the EICAS caution
message ENG AUTOSTART (L or R) is displayed.
Note: For some conditions, the EEC may rapidly cycle fuel off and on in an
attempt to clear the condition.
Note: For inflight starts, the autostart system discontinues the start temporarily
only if the takeoff EGT limit is exceeded. Autostart takes corrective action
if some start problems are detected, but does not abort the start.
Whenever the AUTOSTART switch is selected OFF, the EICAS advisory
message ENG AUTOSTART OFF is displayed and the AUTOSTART switch OFF
light illuminates.
Autostart
[GE Engines with CON IGN position]
Autostart allows the EEC to control fuel and ignition. With the AUTOSTART
switch ON, the autostart sequence is initiated by rotating the START/IGNITION
selector to START and moving the FUEL CONTROL switch to RUN. For
in-flight windmill starts the autostart sequence is initiated by moving the FUEL
CONTROL switch to RUN.
The START/IGNITION selector opens the starter air valve to begin dry motoring
the engine. Moving the FUEL CONTROL switch to RUN opens the spar fuel
valve, but not the engine fuel valve. The proper sequencing of fuel and ignition is
controlled by the autostart system. With the FUEL CONTROL switch positioned
to RUN, the EEC opens engine fuel valve and energizes the igniter(s) at the
appropriate N2 RPM.
During autostart, the EEC monitors EGT, N2 RPM, and other engine parameters
until the engine reaches idle. During ground start, the autostart system monitors
engine parameters and will abort the start for any of the following:
Note: The autostart system does not monitor oil pressure and temperature.
hot start
hung start
no EGT rise
compressor stall
starter shaft failure
no N1 rotation
insufficient air pressure for
starter operation
start time exceeds the starter
duty cycle timer.
Boeing B777 - Systems Summary [Engines & APU]
Page 12
If a hot start, hung start/stall, or no light condition is detected, and N2 is less than
starter cutout speed, the EEC turns off fuel and ignition and motors the engine for
6 or 30 seconds (depending on the detected condition) before making a second
attempt. The second attempt uses both igniters. If the second attempt fails, a third
attempt is made. If N2 is greater than starter cutout speed, the EEC turns off fuel
and ignition, closes the starter air valve and allows the engine to spool down below
30 percent N2. It then reopens the starter air valve and motors the engine before
re-introducing fuel and ignition for subsequent attempt(s).
On the ground, if all attempts fail, the EEC aborts the start. Fuel and ignition are
shut off and the engine is motored to clear residual fuel. The starter air valve then
closes and the START/IGNITION selector releases to the NORM position. The
EICAS caution message ENG AUTOSTART (L or R) is displayed.
On the ground, autostart does not attempt a second start if there is no N1 rotation,
insufficient air pressure, the starter shaft fails, the start time exceeds the starter
duty cycle, or the start is aborted above starter cutout speed. The EICAS caution
message ENG AUTOSTART (L or R) is displayed.
Note: For inflight starts, the autostart system temporarily discontinues the start
by cutting fuel if a preset EGT between the start and takeoff EGT redline
limits is reached, or a hung start is detected. Autostart takes corrective
action if some start problems are detected, but does not abort the start.
Whenever the AUTOSTART switch is selected OFF, the EICAS advisory
message ENG AUTOSTART OFF is displayed and the AUTOSTART switch OFF
light illuminates.
Autostart
[RR Engines]
Autostart allows the EEC to control fuel and ignition. With the AUTOSTART
switch ON, the autostart sequence is initiated by rotating the START selector to
START and moving the FUEL CONTROL switch to RUN. For in-flight windmill
starts the autostart sequence is initiated by moving the FUEL CONTROL switch
to RUN.
The START selector opens the starter air valve to begin dry motoring the engine.
Moving the FUEL CONTROL switch to RUN opens the spar fuel valve, but not
the engine fuel valve. The proper sequencing of fuel and ignition is controlled by
the autostart system. With the FUEL CONTROL switch positioned to RUN, the
EEC opens engine fuel valve and energizes the igniter(s) above the appropriate N2
and N3 RPM.
During autostart, the EEC monitors EGT, N3 RPM, and other engine parameters
until idle N3 RPM is achieved. During ground start, the autostart system monitors
engine parameters and will abort the start for any of the following:
Boeing B777 - Systems Summary [Engines & APU]
Page 13
Note: The autostart system does not monitor oil pressure and temperature.
If a hot start, hung start/stall , or no light condition is detected and N3 RPM is less
than starter cutout speed, the EEC turns off fuel and ignition and motors the engine
for 20 to 30 seconds (depending on the detected condition). Following motoring
and after EGT falls below 100 degrees C, the EEC re-introduces fuel and ignition
using both igniters. If the second attempt fails and N3 is less than starter cutout
speed, the EEC turns off fuel and ignition and motors the engine for 30 seconds
and until the EGT is below 100 degrees C. The starter air valve then closes and the
START selector releases to the NORM position. The EICAS caution message
ENG AUTOSTART (L or R) is displayed.
If no N1 rotation, low starter air pressure, starter shaft failed condition is detected,
if the starter duty cycle timer expires, or the start is aborted above starter cutout
speed, the EEC aborts the autostart sequence without motoring and will not make
a second attempt. The starter air valve then closes and the START selector releases
to the NORM position. The EICAS caution message ENG AUTOSTART (L or R)
is displayed.
Note: For inflight starts, the autostart system temporarily discontinues the start
by cutting fuel if the takeoff EGT redline limit is reached, or if a no
lightoff or a hung start is detected. If one of these conditions is detected,
autostart will windmill the engine for 30 seconds before making another
attempt. For starter assisted inflight starts, autostart does not motor the
engine with the starter between attempts. Instead, windmill motoring is
used and the starter is reengaged on the following start attempt. Autostart
takes corrective action if some start problems are detected, but does not
abort the start. During the second or subsequent start attempts autostart
reintroduces fuel and ignition when the EGT falls below 200 degrees C.
Whenever the AUTOSTART switch is selected OFF, the EICAS advisory
message ENG AUTOSTART OFF is displayed and the AUTOSTART switch OFF
light illuminates.
hot start
hung start
no EGT rise
compressor stall
starter shaft failure
no N1 rotation
insufficient air pressure for
starter operation
start time exceeds the starter
duty cycle timer.
Boeing B777 - Systems Summary [Engines & APU]
Page 14
Manual Start
The AUTOSTART switch must be OFF to accomplish a manual start. The start is
accomplished in accordance with the Manual Engine Start procedure
Ignition and fuel are provided as soon as the FUEL CONTROL
switch is positioned to RUN. The start must be monitored until the engine
stabilizes at idle.
[RR Engines]
For ground starts, the FUEL CONTROL switch should not be moved to RUN until
EGT is below 100 degrees C.
InFlight Start
[PW, GE Engines]
Inflight start envelope information is displayed on the EICAS display when an
engine is not running in flight (N2 RPM below idle RPM) or when an engine is
shut down in flight and the respective engine fire switch is not pulled. The
inflight start envelope indicates the airspeed range necessary to ensure an
inflight start at the current flight level. If the current flight level is above the
maximum start altitude, the maximum start altitude and respective airspeed range
are displayed.
Secondary engine indications are displayed automatically when a FUEL
CONTROL switch is moved to CUTOFF in flight or if N2 RPM goes below idle
RPM while in flight. A crossbleed start indication is displayed next to the N2
indication if airspeed is below that recommended for a windmilling start.
For inflight starts, autostart makes continuous start attempts until the engine
either starts or the pilot aborts the start attempt by positioning the FUEL
CONTROL switch to CUTOFF (and positioning the start switch to NORM if it
was a starter assisted attempt).
InFlight Start
[RR Engines]
Inflight start envelope information is displayed on the EICAS display when an
engine is not running in flight (N3 RPM below idle RPM) or when an engine is
shut down in flight and the respective engine fire switch is not pulled. The
inflight start envelope indicates the airspeed range necessary to ensure an
inflight start at the current flight level. If the current flight level is above the
maximum start altitude, the maximum start altitude and respective airspeed range
are displayed.
Boeing B777 - Systems Summary [Engines & APU]
Page 15
Secondary engine indications are displayed automatically when a FUEL
CONTROL switch is moved to CUTOFF in flight or if N3 RPM goes below idle
RPM while in flight. A crossbleed start indication is displayed next to the N3
indication if airspeed is below that recommended for a windmilling start.
For inflight starts, autostart makes continuous start attempts until the engine
either starts or the pilot aborts the start attempt by positioning the FUEL
CONTROL switch to CUTOFF (and positioning the START switch to NORM if
it was a starter assisted attempt).
During a windmilling inflight start, the EEC monitors engine parameters to
provide the best fuel schedule to ensure the shortest possible start time.
Engine Ignition
Each engine has two ignitors. The EEC automatically selects the appropriate
ignitor(s). The EEC alternates ignitors for successive engine ground starts. Dual
ignitors are always used for inflight starts.
Main AC power is the normal power source for ignition. Standby AC power
provides a backup source.
[PW Engines]
By positioning the START/IGNITION selector to CON, continuous ignition is
selected. Both ignitors operate continuously when the respective FUEL
CONTROL switch is placed to RUN. The ignitors are turned off when the FUEL
CONTROL switch is placed to CUTOFF. When the START/IGNITION selector
is in the NORM position, continuous ignition is automatically provided whenever:
the flap lever is out of the UP position, or
engine antiice is on.
[GE Engines with CON IGN position]
By positioning the START/IGNITION selector to CON, continuous ignition is
selected. Both ignitors operate continuously when the respective FUEL
CONTROL switch is placed to RUN. The ignitors are turned off when the FUEL
CONTROL switch is placed to CUTOFF.
AutoRelight
[PW Engines]
An autorelight capability is provided for flameout protection. Whenever the EEC
detects an engine flameout, both ignitors are activated. A flameout is detected
when a rapid decrease in N2 occurs, or N2 is less than idle RPM.
Boeing B777 - Systems Summary [Engines & APU]
Page 16
[GE Engines]
An autorelight capability is provided for flameout protection and subidle stall
recovery. If the EEC detects an engine flameout, both ignitors activate. A flameout
is detected when a rapid decrease in N2 occurs, or N2 is less than idle RPM. If a
subidle stall is detected, fuel is shut off for one second in an attempt to clear the
stall.
[RR Engines]
There is no manual continuous ignition selection or automatic continuous ignition
function. Engine flameout protection is provided for an autorelight and rain/hail
ingestion. The autorelight function is activated whenever an engine is at or below
idle with the FUEL CONTROL switch in RUN. When the EEC detects an engine
flameout, the respective engine ignitors are activated. If the engine does not
recover and continues to run down below 35% N3, the EEC shuts off fuel and
ignition and disables the autorelight function.
The EEC also provides protection against flameout during periods of excessive
rain/hail ingestion. When a flameout is detected, the EEC energizes both ignitors.
Boeing B777 - Systems Summary [Engines & APU]
Page 17
Engine Start and Ignition System Schematic
VALVE
FUEL
ENGINE
VALVE
START
IGNITOR IGNITOR
SPAR
VALVE
FUEL
STARTER
BLEED AIR
EEC
R L FUEL CONTROL
RUN
CUTOFF
R L
AUTOSTART
START/IGNITION
NORM
START CON
NORM
START CON
ON
FUEL
Boeing B777 - Systems Summary [Engines & APU]
Page 18
Engine Fuel System
[PW, RR Engines]
Fuel is supplied by fuel pumps located in the fuel tanks. The fuel flows through a
spar fuel valve located in the main tank. It then passes through the first stage
engine fuel pump where additional pressure is added. It flows through a fuel/oil
heat exchanger where it is preheated. A fuel filter removes contaminants. The
second stage of the engine fuel pump adds more pressure before the fuel reaches
the fuel metering unit. The fuel metering unit adjusts fuel flow to meet thrust
requirements. The fuel then flows through the engine fuel valve into the engine.
[GE Engines]
Fuel is supplied by fuel pumps located in the fuel tanks. The fuel flows through a
spar fuel valve located in the main tank. It then passes through the first stage
engine fuel pump where additional pressure is added. The second stage of the
engine fuel pump adds more pressure. It flows through a fuel/oil heat exchanger
where it is preheated. A fuel filter removes contaminants. The fuel then reaches
the fuel metering unit. The fuel metering unit adjusts fuel flow to meet thrust
requirements. The fuel then flows through the engine fuel valve into the engine.
The spar and engine fuel valves allow fuel flow to the engine when both valves
are open. The valves open when the engine fire switch is IN and the FUEL
CONTROL switch is in RUN. Both valves close when either the FUEL
CONTROL switch is in CUTOFF or the engine fire switch is OUT.
Fuel flow is measured after passing through the engine fuel valve. Fuel flow is
displayed on the secondary engine display. Fuel flow information is also provided
to the FMS.
Boeing B777 - Systems Summary [Engines & APU]
Page 19
Engine Fuel System Schematic
[PW, RR Engines]
SPAR FUEL
VALVE
CUTOFF
RUN
FUEL CONTROL L R
B
FUEL
METERING
UNIT
STAGE
SECOND
EXCHANGER
FUEL/OIL HEAT
FUEL
FILTER
FIRST
STAGE
OIL
FUEL
VALVE
FUEL
EEC
ENGINE
ENGINE FIRE
SWITCH
DISCH
1 2
R
I
G
H
T
Boeing B777 - Systems Summary [Engines & APU]
Page 20
[GE Engines]
SPAR FUEL
VALVE
ENGINE
B
FUEL
METERING
UNIT
FUEL
FILTER
FIRST
STAGE
OIL
FUEL
VALVE
FUEL
EEC
STAGE
SECOND
ENGINE FIRE
SWITCH
DISCH
1 2
R
I
G
H
T
CUTOFF
RUN
FUEL CONTROL L R
EXCHANGER
FUEL/OIL HEAT
Boeing B777 - Systems Summary [Engines & APU]
Page 21
Engine Oil System
The oil system provides pressurized oil to lubricate and cool the engine main
bearings, gears and accessory drives. The oil system also provides automatic fuel
heating for fuel system icing protection.
[PW Engines]
Oil is pressurized by an enginedriven oil pump. From the pump, the oil flows
through a dual oil filter. The oil flows through the air/oil heat exchanger, and
fuel/oil heat exchangers and is then delivered to the engine main bearings, gears,
and accessory drives. A scavenge pump returns the oil to the reservoir.
[GE Engines]
Oil is pressurized by an enginedriven oil pump. From the pump, the oil flows
through the oil filter. If the oil filter becomes clogged, then oil bypasses the oil
filter and the EICAS advisory message ENG OIL FILTER (L, R) is displayed.The
oil flows through the fuel/oil heat exchangers and then through the backup
generator oil/oil heat exchanger, and is then delivered to the engine main bearings,
gears, and accessory drives. A scavenge pump returns the oil to the reservoir.
[RR Engines]
Oil is pressurized by an enginedriven oil pump. From the pump, the oil flows
through the high pressure oil filter. The oil flows through the air/oil heat
exchanger, and fuel/oil heat exchangers and is then delivered to the engine main
bearings, gears, and accessory drives. A scavenge pump returns the oil to the
reservoir. Prior to the reservoir, the oil flows through a scavenge oil filter. If the
scavenge oil filter becomes clogged, then oil bypasses the filter.
[GE Engines]
Oil pressure, temperature, and quantity are displayed on the secondary engine
display. Oil pressure and oil temperature are measured prior to entering the engine.
[PW, RR Engines]
Oil pressure, temperature, and quantity are displayed on the secondary engine
display. Oil pressure is measured prior to entering the engine. Oil temperature is
measured after leaving the engine, prior to entering the reservoir.
There is no minimum oil quantity limit (no amber or red line limit); however, a
low oil quantity causes automatic display of the secondary engine display and
reverses the display indication to show black numbers on a white background.
There are no operating limitations for the engine oil quantity; therefore, there are
no flight crew procedures based solely on a response to low oil quantity.
Boeing B777 - Systems Summary [Engines & APU]
Page 22
Engine Oil System Schematic
[PW Engines]
[GE Engines]
ACCESSORY DRIVES
GEARS
MAIN BEARINGS
AIR/OIL
HEAT EXCHANGER
FUEL/OIL
HEAT EXCHANGER
AIR
FUEL
OIL
FILTER
OIL
PUMP
OIL
SCAVENGE
PUMP
B
DUAL
ACCESSORY DRIVES
GEARS
MAIN BEARINGS
FUEL/OIL
HEAT EXCHANGER
BACKUP GEN OIL/OIL
HEAT EXCHANGER
FUEL
BACKUP
OIL
FILTER
OIL
PUMP
OIL
SCAVENGE
PUMP
OIL
GEN
Boeing B777 - Systems Summary [Engines & APU]
Page 23
[RR Engines]
Thrust Reverser System
Each engine has an hydraulically actuated fan air thrust reverser. Reverse thrust is
available only on the ground.
The reverse thrust levers can be raised only when the forward thrust levers are in
the idle position. When the reverse thrust levers are raised, the EEC opens the
reverser isolation valve. The EEC inhibits reverser isolation valve actuation and
reverser deployment unless the airplane is on the ground with the engine running.
The EECs also control thrust limits during reverser operation.
When the reverse thrust levers are pulled aft to the interlock position:
the autothrottle disengages
the auto speedbrakes deploy.
[PW, RR Engines]
When the reverser system is activated:
the reverser translating sleeves hydraulically move aft
the fan flow blocker doors rotate into place to direct fan air through
stationary cascade guide vanes
the reverser indication (REV) is displayed above each digital EPR
indication (REV is displayed in amber when the reverser is in transit).
ACCESSORY DRIVES
GEARS
MAIN BEARINGS
AIR/OIL
HEAT EXCHANGER
FUEL/OIL
HEAT EXCHANGER
AIR
FUEL
OIL
PUMP
OIL
SCAVENGE
PUMP
B
OIL
HIGH
PRESSURE
OIL FILTER
SCAVENGE
OIL FILTER
Boeing B777 - Systems Summary [Engines & APU]
Page 24
[GE Engines]
When the reverser system is activated:
the reverser translating sleeves hydraulically move aft
the fan flow blocker doors rotate into place to direct fan air through
stationary cascade guide vanes
the reverser indication (REV) is displayed above each digital N1
indication (REV is displayed in amber when the reverser is in transit).
When the interlock releases:
the reverse thrust levers can be raised to the maximum reverse thrust
position
the REV indication changes to green when the reverser is fully deployed.
Pushing the reverse thrust levers to the full down position retracts the reversers to
the stowed and locked position. The thrust levers cannot be moved forward until
the reverse thrust levers are fully down.
The EICAS advisory message ENG REV LIMITED (L or R) is displayed if the
reverser cannot deploy when commanded, or can deploy only with reverse thrust
limited to idle. Not all conditions limiting or preventing reverse thrust can be
detected before reverse thrust selection. For these conditions, the reverse thrust
levers cannot be moved beyond the interlock position.
The EICAS advisory message ENG REVERSER (L or R) is displayed on the
ground to indicate a reverser system fault.
Boeing B777 - Systems Summary [Engines & APU]
Page 25
Thrust Reverser Schematic
REV
REV
FIXED CASCADE VANES
DRAG LINK
STOWED
UNLOCKED
(AMBER)
(GREEN)
REVERSE
AIRFLOW TRANSLATING
SLEEVE
BLOCKER DOOR
Boeing B777 - Systems Summary [Engines & APU]
Page 26
Airborne Vibration Monitoring System
[PW, GE Engines]
The airborne vibration monitoring system monitors engine vibration levels. The
vibration indications are displayed on the secondary engine display. The vibration
source indication is also displayed. If the vibration monitoring system cannot
determine the source (N1 or N2), broadband (BB) is displayed for the affected
engine. Broadband vibration is the average vibration detected.
[PW, GE Engines]
The airborne vibration monitoring system is primarily intended for engine
condition monitoring, but it is also a useful tool for isolating and determining
corrective action for engine anomalies. There is no certified vibration limit, but
when a high vibration level is reached, the secondary engine parameters are
automatically displayed. Since there are no operating limitations for the airborne
vibration monitoring system, there are no specific flight crew actions (or
procedures) based solely on vibration indication. High N1 vibration indication
would most likely be accompanied by tactile vibration. This is not the case with
high N2 vibration indication. Both N1 and N2 high vibrations may be
accompanied by anomalies in other engine parameters and will usually respond to
thrust lever adjustment.
[RR Engines]
The airborne vibration monitoring system monitors engine vibration levels. The
vibration indications are displayed on the secondary engine display. The vibration
source indication is also displayed. If the vibration monitoring system cannot
determine the source (N1, N2 or N3), broadband (BB) is displayed for the affected
engine. Broadband vibration is the average vibration detected.
[RR Engines]
The airborne vibration monitoring system is primarily intended for engine
condition monitoring, but it is also a useful tool for isolating and determining
corrective action for engine anomalies. There is no certified vibration limit, but
when a high vibration level is reached, the secondary engine parameters are
automatically displayed. Since there are no operating limitations for the airborne
vibration monitoring system, there are no specific flight crew actions (or
procedures) based solely on vibration indication. High N1 vibration indication
would most likely be accompanied by tactile vibration. This is not the case with
high N2 or N3 vibration indication. N1, N2, and N3 high vibrations may be
accompanied by anomalies in other engine parameters and will usually respond to
thrust lever adjustment.
Boeing B777 - Systems Summary [Engines & APU]
Page 27
[All Engines]
Certain engine malfunctions can result in airframe vibrations from the
windmilling engine. As the airplane transitions from cruise to landing, there can
be multiple, narrow regions of altitudes and airspeeds where the vibration level
can become severe. In general, airframe vibrations can best be reduced by
descending and reducing airspeed. However, if after descending and reducing
airspeed, the existing vibration level is unacceptable, and if it is impractical to
further reduce airspeed, the vibration level may be reduced to a previous, lower
level by a slight increase in airspeed.
Engine Failure Alert System
The engine failure alert system provides alerts when actual engine performance is
less than commanded engine performance during a part of the takeoff and for other
phases of flight.
A red ENG FAIL is displayed on the PFD if actual thrust is less than commanded
thrust during takeoff with airspeed between 65 knots and 6 knots prior to V1. The
PFD display is accompanied by the voice annunciation ENGINE FAIL and the
Master WARNING lights illuminating.
The EICAS caution message ENG FAIL (L or R) is displayed if an engine
unexpectedly decelerates to less than idle speed. The message remains displayed
until the engine recovers or the fuel control switch is moved to CUTOFF.
The EICAS caution message ENG THRUST (L or R) is displayed if:
actual thrust is significantly less than commanded thrust
actual thrust is not increasing to commanded thrust, and
airspeed is V1 or greater
Boeing B777 - Systems Summary [Engines & APU]
Page 28
7.30 Engines, APU-APU System Description
APU Introduction
The auxiliary power unit (APU) is a selfcontained gas turbine engine located in
the airplane tail cone.
The APU can be started and operated to the airplane maximum certified altitude.
The APU supplies bleed air and electrical power. Electrical power has priority
over bleed air. Electrical power is available throughout the airplane operating
envelope. Bleed air is available at or below 22,000 feet.
APU Operation
APU Start
The APU is started either by an electric start motor or an air turbine starter.
The electric starter is powered by the APU battery. The main airplane battery
powers the inlet door, fuel valve, and fire detection system.
The air turbine starter uses engine bleed air or ground cart air to start the APU.
Starter selection is automatic. The air turbine starter has priority over the electric
start motor when there is sufficient bleed air duct pressure.
Rotating the APU selector to START begins the automatic start sequence.
APU fuel is supplied from the left fuel manifold by any operating AC fuel pump
or the DC fuel pump. With AC power available and the APU selector in the ON
position, the left forward fuel pump operates automatically.
If AC power is not available or no AC pump pressurizes the left fuel manifold, the
DC pump in the left main tank provides APU fuel. On the ground, the APU can
be started with no pumps operating.
When the APU air inlet door reaches the full open position the starter engages.
After the APU reaches the proper speed, ignition and fuel are provided. When the
APU reaches approximately 50 percent, the starter disengages and ignition is
turned off.
Boeing B777 - Systems Summary [Engines & APU]
Page 29
If the start fails, the APU shuts down automatically. The EICAS message APU
SHUTDOWN is displayed.
APU Automatic Start
In flight, if both AC transfer busses lose power, the APU automatically starts,
regardless of APU selector position. The APU can be shut down by positioning
the selector to ON, then OFF.
APU Run
The EICAS memo message APU RUNNING is displayed when the APU is
operating normally.
APU Shutdown
Rotating the APU selector to OFF begins the shutdown cycle by closing the APU
bleed air valve. The APU continues running for a cooldown period. The EICAS
memo message APU COOLDOWN is displayed during the cooldown period.
When the cooldown period finishes, the APU shuts down.
APU Operating Modes
The APU has attended and unattended operating modes. The attended mode
operates when either engine is running or starting, or when the airplane is in flight.
The unattended mode operates at all other times on the ground.
APU Attended Mode
In the attended mode, any of the following faults cause the APU to shut down
immediately:
APU fire/inlet overtemperature
overspeed/loss of overspeed protection
APU controller failure
speed droop.
There is no cool down period. The EICAS advisory message, APU SHUTDOWN,
displays.
For the following faults, the APU continues to operate and the EICAS message
APU LIMIT displays:
high EGT
high oil temperature
low oil pressure.
There is no cooldown period when the APU is shut down after the APU LIMIT
message is displayed.
Boeing B777 - Systems Summary [Engines & APU]
Page 30
APU Unattended Mode
In the unattended mode, any of the following faults cause the APU to shutdown
immediately:
APU fire/inlet overtemperature
overspeed/loss of overspeed protection
high EGT
low oil pressure
high oil temperature
generator oil filter approaching bypass
intake door failure
APU controller failure
speed droop
no combustion on start
no acceleration on start.
There is no cooldown period.
Boeing B777 - Systems Summary [Engines & APU]
Page 31
7.40 Engines, APU-EICAS Messages
Engines, APU EICAS Messages
The following EICAS messages can be displayed.
APU
Engine
Control
[Option GE Engines except 115B]
Message Level Aural Condition
APU
COOLDOWN
Memo APU is in cooldown mode.
APU LIMIT Caution Beeper APU operation has exceeded a limit.
APU RUNNING Memo APU running, and not in cooldown mode.
APU
SHUTDOWN
Advisory APU has automatically shut down.
Message Level Aural Condition
ENG ANTIICE
AIR L, R
Advisory Engine antiice capability is degraded.
ENG CONTROL
L, R
Advisory Fault is detected in the affected engine
control system.
ENG EEC MODE
L, R
Advisory Control for the affected engine is operating
in alternate mode.
ENG FAIL L, R Caution Beeper Engine speed is below idle.
ENG IDLE
DISAGREE
Advisory One engine is at approach idle and the
other engine is at minimum idle.
ENG LIMIT PROT
L, R
Caution Beeper Engine control is operating in the alternate
mode and commanded N1 exceeds
maximum N1.
Boeing B777 - Systems Summary [Engines & APU]
Page 32
[Option GE or PW Engines]
[Option RR Engines]
Start
ENG REV
LIMITED L, R
Advisory Engine thrust reverser will not deploy or
reverse thrust will be limited to idle on
landing.
ENG REVERSER
L, R
Advisory Fault is detected in the affected engine
reverser system.
ENG RPM
LIMITED L, R
Advisory Engine control is limiting affected engine
thrust to prevent N1 or N2 from exceeding
the RPM operating limit.
ENG RPM
LIMITED L, R
Advisory Engine control is limiting affected engine
thrust to prevent N1, N2, or N3 from
exceeding the RPM operating limit.
ENG
SHUTDOWN
Caution Both engines were shutdown on the
ground by the fuel control switches or fire
switches.
ENG
SHUTDOWN L, R
Caution Engine was shutdown by the fuel control
switch or fire switch.
ENG THRUST
L, R
Caution Beeper Engine is not producing commanded
thrust.
Message Level Aural Condition
ENG
AUTOSTART L, R
Caution Beeper During a ground start, any of the following
conditions occurs:
autostart did not start the
engine
fuel control switch is in RUN
at low engine RPM with the
autostart switch off.
ENG
AUTOSTART OFF
Advisory Engine autostart switch is OFF.
ENG START
VALVE L, R
Advisory Engine start valve is not in commanded
position.
ENG STARTER
CUTOUT L, R
Caution Beeper Start/ignition selector remains in START
or engine start valve is open when
commanded close.
Boeing B777 - Systems Summary [Engines & APU]
Page 33
Ignition
[Options GE Engines with CON IGN position, PW Engines]
Fuel
Oil
[Option GE Engines]
[Option PW, RR Engines (with PW optional ENG OIL FILTER message)]
Message Level Aural Condition
CON IGNITION
ON L, L+R, R
Memo Indicates respective engine
START/IGNITION selector CON position
selected.
Message Level Aural Condition
ENG FUEL
FILTER L, R
Advisory An impending fuel filter bypass condition
exists on the affected engine.
ENG FUEL
VALVE L, R
Advisory Engine fuel or spar valve position
disagrees with commanded position.
Message Level Aural Condition
ENG OIL FILTER
L, R
Advisory Affected engine oil filter contamination
has caused filter bypass.
ENG OIL FILTER
L, R
Advisory Primary engine oil filter contamination
approaching a bypass condition, oil will be
filtered through the secondary filter.
ENG OIL PRESS
L, R
Caution Beeper Engine oil pressure is low.
ENG OIL TEMP
L, R
Advisory Engine oil temperature is high.
Boeing B777 - Systems Summary [Engines & APU]
Page 34
7.10 Engines, APU-Controls and Indicators
EICAS Display
[Options PW, RR Engines, English Units]
TEMP
TOTAL FUEL 207.7
+10c
LBS X
1000
1.320
1.222 1.222
1.320
77.3 77.3
407 407
TAT +13c +30c D-TO
EPR
N
1
EGT
DOWN
GEAR
F
L
A
P
S
15
UPPER CENTER DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 35
[Options GE Engines, Metric Units]
1 Primary Engine Indications
[PW, RR Engines]
Displayed full time on the EICAS display:
EPR
N1
EGT.
1 Primary Engine Indications
[GE Engines]
Displayed full time on the EICAS display:
N1
EGT.
TEMP
TOTAL FUEL 94.3
+10c
KGS X
1000
81.3
75.6 75.6
81.3
587
TAT +13c +30c D-TO
N
1
EGT
DOWN
GEAR
F
L
A
P
S
15
587
UPPER CENTER DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 36
Mode Indications
1 Total Air Temperature (TAT)
Displayed (white) TAT (degrees C).
2 Thrust Reference Mode
[Option Takeoff Derates]
Displayed (green) selected FMS thrust reference mode:
TO maximum rated takeoff thrust
TO 1 derate one takeoff thrust
TO 2 derate two takeoff thrust
DTO assumed temperature derated takeoff thrust
DTO 1 derate one assumed temperature derated takeoff thrust
DTO 2 derate two assumed temperature derated takeoff thrust
CLB maximum rated climb thrust
CLB 1 derate one climb thrust
CLB 2 derate two climb thrust
CON maximum rated continuous thrust
CRZ maximum rated cruise thrust
G/A maximum go-around thrust.
[Option]
TO B provides additional takeoff thrust. Refer to the Airplane Flight
Manual (AFM) for the performance limitations and data required to use
this feature.
[Option]
ATO, ATO 1, ATO 2, ATO B APU-to-Pack or APU-to-Pack
derated or APU-to-Pack takeoff bump thrust
3 Assumed Temperature
Displayed (green) selected assumed temperature (degrees C) for reduced thrust
takeoff.
D-TO
REV
+30c +13c TAT
REV
EICAS DISPLAY (TOP)
4
1
2 3
Boeing B777 - Systems Summary [Engines & APU]
Page 37
4 Thrust Reverser Indication
Displayed REV (amber) reverser in transit.
Displayed REV (green) reverser fully deployed.
EPR Indications
[PW, RR Engines]
Note: During tailwind conditions, slight EPR fluctuations may occur prior to 5
knots forward airspeed.
Note: When reverse thrust is activated, the following indications are not
displayed:
1 Maximum EPR Line
Displayed (amber).
2 Reference/Target EPR indication
Displayed (green) reference EPR limit.
Displayed magenta target FMC commanded EPR when VNAV is engaged and:
the autothrottle is engaged in THR or THR REF mode, or
the autothrottle is not engaged.
3 Commanded EPR
Displayed (white).
maximum EPR line
commanded EPR
reference/target EPR
indication
reference EPR.
EPR
1.222
1.320
1.222
1.320
EICAS DISPLAY
7
6
5
4
1
2
3
Boeing B777 - Systems Summary [Engines & APU]
Page 38
4 Commanded EPR Sector
Displays momentary difference between engine EPR and EPR commanded by
thrust lever position.
5 Reference EPR
Displayed (green).
6 Actual EPR
Displayed (white).
7 Actual EPR indication
Displayed (white).
EPR Indications (Alternate Mode)
[PW, RR Engines]
1 EPR Indication
Displayed (blank).
2 Actual EPR Indication
Displayed (blank).
EPR
EICAS DISPLAY
1
2
Boeing B777 - Systems Summary [Engines & APU]
Page 39
N1 Indications
[PW, RR Engines]
1 N1 Red Line
Displayed (red) N1 RPM operating limit.
2 N1
Digital N1 RPM (%), displayed:
(white) normal operating range
displayed (red) operating limit reached.
3 N1 Indication
N1 RPM, displayed:
(white) normal operating range
displayed (red) operating limit reached.
N1 Indications (Hard Alternate Mode)
[PW, RR Engines]
Note: When reverse thrust is activated, the following indications are not
displayed:
maximum N1 line
commanded N1
reference/target N1 indication
reference N1.
77.3 77.3
N
1
EICAS DISPLAY
1
2
3
Boeing B777 - Systems Summary [Engines & APU]
Page 40
1 N1 Red Line
Displayed (red).
2 Reference/Target N1 Indication
Displayed (green) reference N1 limit.
Displayed (magenta) target FMC commanded N1 when VNAV is engaged and:
the autothrottle is engaged in THR or THR REF mode, or
the autothrottle is not engaged.
3 Commanded N1 Sector
Displays momentary difference between engine N1 and N1 commanded by thrust
lever position.
4 Maximum N1 Line
Displayed (amber).
5 Reference N1
Displayed (green) thrust reference calibrated for N1.
N1 Indications (All Modes)
[GE Engines]
Note: When reverse thrust is activated, the following indications are not
displayed:
maximum N1 line
commanded N1
75.6 75.6
N
1
86.3
86.3
EICAS DISPLAY
5
4
1
2
3
reference/target N1 indication
reference N1.
Boeing B777 - Systems Summary [Engines & APU]
Page 41
1 N1 Red Line
Displayed (red) N1 RPM operating limit.
2 Reference/Target N1
Displayed (green) reference N1 limit.
Displayed (magenta) target FMC commanded N1 when VNAV is engaged and:
the autothrottle is engaged in THR or THR REF mode, or
the autothrottle is not engaged.
3 Commanded N1
Displayed (white).
4 Commanded N1 Sector
Displays momentary difference between engine N1 and N1 commanded by thrust
lever position.
5 Maximum N1 Line
Displayed (amber).
6 Reference N1
Displayed (digital, green).
N
1
75.6
81.3
75.6
81.3
EICAS DISPLAY
8
7 N1
Digital N1% RPM, displayed:
(white) normal operating range
displayed (red) operating limit reached.
Boeing B777 - Systems Summary [Engines & APU]
Page 42
8 N1 Indication
N1 RPM, displayed:
(white) normal operating range
displayed (red) operating limit reached.
EGT Indications
1 EGT Red Line
[GE, RR Engines]
Displayed (red) maximum takeoff EGT limit.
1 EGT Red Line
[PW Engines]
Displayed (red) maximum takeoff/in-flight start EGT limit.
2 EGT Amber Band
Displayed (amber) maximum continuous EGT limit.
3 EGT Start Limit Line
[GE, RR Engines]
Displayed (red):
with the FUEL CONTROL switch in CUTOFF, or
[GE Engines]
with the N2 RPM below idle.
EGT
480 480
EICAS DISPLAY
5
4
1
2
3
[RR Engines]
with the N3 RPM below idle.
Boeing B777 - Systems Summary [Engines & APU]
Page 43
3 EGT Start Limit Line
[PW Engines]
Displayed (red):
on the ground
with the FUEL CONTROL switch in CUTOFF, or
with the N2 RPM below idle.
4 EGT
EGT (degrees C), displayed:
(white) normal operating range
(amber) maximum continuous limit reached
(red) maximum start or takeoff limit reached.
5 EGT Indication
Displayed:
(white) normal operating range
(amber) maximum continuous limit reached
(red) maximum start or takeoff limit reached.
AntiIce Indications
WAI WAI
EGT
N
1
EAI EAI
407
75.6 75.6
407
EICAS DISPLAY
1
2
1 Engine Anti-ice Indication
Displayed (green) engine anti-ice is on.
2 Wing Anti-Ice Indication
Displayed (green) wing anti-ice is on.
he primary engine indications. The primary engine indications are always displayed on the EICAS display. Normally the EICAS is on the upper center display unit. If that unit fails, the EICAS display automatically moves to the lower center display unit.[GE Engines]N1 and EGT are the primary engine indications. The primary engine indications are always displayed on the EICAS display. Normally the EICAS is on the upper center display unit. If that unit fails, the EICAS display automatically moves to the lower center display unit.
[PW engines]
Boeing B777 - Systems Summary [Engines & APU]
Page 44
EGT
N
1
FL 300 240-330 KTS
15.2
97
EICAS DISPLAY
1
EGT
N
1
FL 300 240-330 KTS
15.2
97
EICAS DISPLAY
1
2 Wing Anti-Ice Indication
Displayed (green) wing anti-ice is on.
InFlight Start Envelope
[RR Engines]
[PW engines]
Boeing B777 - Systems Summary [Engines & APU]
Page 45
[GE Engines]
1 In-Flight Start Envelope
Displayed (magenta) airspeed range for an in-flight start at the current flight
level or maximum flight level (whichever is less) when the respective engine fire
switch is in and:
a FUEL CONTROL switch is in CUTOFF, or
[PW, GE Engines]
engine N2 RPM is below idle.
[RR Engines]
engine N3 RPM is below idle.
Crossbleed Start Indications
[PW, GE Engines]
EGT
N
1
FL 300 270-330 KTS
15.2
81.3
97
EICAS DISPLAY
1
N
2
91.1
X-BLD
10.0
30
34 DUCT PRESS
SECONDARY ENGINE DISPLAY
1 2
Boeing B777 - Systems Summary [Engines & APU]
Page 46
[RR Engines]
1 CROSSBLEED START Indication
Indicates crossbleed air is recommended for an in-flight start.
Displayed (magenta):
the in-flight start envelope is displayed, and
airspeed is lower than that for a windmilling start.
2 DUCT PRESSURE
Displayed (white numbers) pressure in the left and right bleed air ducts in psi
when the respective engine fire switch is in and:
a FUEL CONTROL switch is in CUTOFF, and
[PW, GE Engines]
engine N2 RPM is below idle.
[RR Engines]
engine N3 RPM is below idle.
N
3
96.4
X-BLD
10.0
30
34 DUCT PRESS
SECONDARY ENGINE DISPLAY
1 2
Boeing B777 - Systems Summary [Engines & APU]
Page 47
Secondary Engine Display
[Options PW Engines, English Units]
[Options GE Engines, Metric Units]
120 120
30 30
7.9 7.9
81.1 81.1
120 120
1.2 1.2
N
2
FF
OIL
PRESS
OIL
TEMP
OIL QTY
VIB
N
2
N
1
MULTIFUNCTION DISPLAY
1
45 45
15 15
3.6 3.6
81.1 81.1
N
2
FF
OIL
PRESS
OIL
TEMP
OIL QTY
VIB
N
2
N
1
120 120
1.2 1.2
MULTIFUNCTION DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 48
[Options RR Engines, Metric Units]
1 Secondary Engine Display
[PW, GE Engines]
Displays:
1 Secondary Engine Display
[RR Engines]
Displays:
N2 RPM
fuel flow (FF)
oil pressure
oil temperature
oil quantity
vibration.
N2 RPM
N3 RPM
fuel flow (FF)
oil pressure
oil temperature
oil quantity
vibration.
65 65
19 19
5.4 5.4
N
2
87.9
87.9
96.4 96.4
120 120
1.2 1.2 VIB
OIL QTY
OIL
TEMP
OIL
PRESS
N
3
FF
N
3
N
2
MULTIFUNCTION DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 49
N2 Indications
[PW, GE Engines]
[RR Engines]
1 N2
N2 RPM (%), displayed:
(white) normal operating range
(red) operating limit reached.
2 N2 Red Line
N2 RPM operating limit, displayed (red).
3 N2 Indication
N2 RPM, displayed:
(white) normal operating range
(red) operating limit reached.
81.1 81.1
N
2
SECONDARY ENGINE DISPLAY
1 2
3
87.9 87.9
N
2
SECONDARY ENGINE DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 50
N3 Indications
[RR Engines]
1 N3
N3 RPM (%), displayed:
(white) normal operating range
(red) operating limit reached.
2 N3 Red Line
N3 RPM operating limit, displayed (red).
3 N3 Indication
N3 RPM, displayed:
(white) normal operating range
(red) operating limit reached.
Fuel Flow Indications
[Option English Units]
N
3
92.1 92.1
SECONDARY ENGINE DISPLAY
1 2
3
7.9 7.9
FF
SECONDARY ENGINE DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 51
[Option Metric Units]
1 Fuel Flow
[English Units]
Displayed (white) fuel flow to the engine (pounds per hour x 1000).
[Metric Units]
Displayed (white) fuel flow to the engine (kilograms per hour x 1000).
Oil Pressure Indications
[PW Engines]
[GE, RR Engines]
3.6 3.6
FF
SECONDARY ENGINE DISPLAY
1
120 120
OIL
PRESS
SECONDARY ENGINE DISPLAY
1
2
3
65 65
OIL
PRESS
SECONDARY ENGINE DISPLAY
4
1
2
3
Boeing B777 - Systems Summary [Engines & APU]
Page 52
1 Oil Pressure
[PW Engines]
Engine oil pressure (psi), displayed:
(white) normal operating range
(red) operating limit reached.
1 Oil Pressure
[GE, RR Engines]
Engine oil pressure (psi), displayed:
(white) normal operating range
(amber) caution range reached
(red) operating limit reached.
2 Oil Pressure Pointer
[PW Engines]
Engine oil pressure, displayed:
(white) normal operating range
(red) operating limit reached.
2 Oil Pressure Pointer
[GE, RR Engines]
Engine oil pressure, displayed:
(white) normal operating range
(amber) caution range reached
(red) operating limit reached.
3 Oil Pressure Red Line
Displayed (red) oil pressure operating limit.
4 Oil Pressure Amber Band
[GE, RR Engines]
Displayed (amber) oil pressure caution range.
Boeing B777 - Systems Summary [Engines & APU]
Page 53
Oil Temperature Indications
[PW Engines]
[GE Engines]
[RR Engines]
1 Oil Temperature
Engine oil temperature (degrees C), displayed:
(white) normal operating range
(amber) caution range reached
(red) operating limit reached.
120 120
OIL
TEMP
SECONDARY ENGINE DISPLAY
4
2
3
1
120 120
OIL
TEMP
SECONDARY ENGINE DISPLAY
4
2 3
1
120 120
OIL
TEMP
SECONDARY ENGINE DISPLAY
4
2
3
1
Boeing B777 - Systems Summary [Engines & APU]
Page 54
2 Oil Temperature Pointer
Engine oil temperature, displayed:
(white) normal operating range
(amber) caution range reached
(red) operating limit reached.
3 Oil Temperature Red Line
Displayed (red) oil temperature operating limit.
4 Oil Temperature Amber Band
Displayed (amber) oil temperature caution range.
Oil Quantity Indications
[English Units]
[Metric Units]
1 Oil Quantity
[English Units]
Usable oil quantity (quarts).
[Metric Units]
Usable oil quantity (liters).
Displayed:
(white) normal quantity
(reverses the display to show black numbers on white background) low
quantity.
Note: LO displayed (white) when quantity is low.
2 LO 15
OIL QTY
SECONDARY ENGINE DISPLAY
1
LO
19
OIL QTY 3
SECONDARY ENGINE DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 55
Engine Vibration Indications
1 Engine Vibration
Engine vibration, displayed:
(white) normal operating range
(black numbers, white background) high vibration.
2 Engine Vibration High Band
Displayed (white) vibration level at which automatic display of secondary
engine indications occurs.
3 Vibration Source
Identifies the vibration source being displayed.
Displayed (white) vibration source with the highest vibration:
N1 rotor vibration
N2 rotor vibration.
[RR Engines]
N3 rotor vibration.
If the vibration source BB (broad band vibration) is displayed, the source is
unknown and average vibration is displayed.
4 Engine Vibration Pointer
Displayed (white) engine vibration.
N
1
N
2
1.2 1.2
VIB
SECONDARY ENGINE DISPLAY
2
3
1
4
Boeing B777 - Systems Summary [Engines & APU]
Page 56
Compact Engine Indications
[Options PW Engines, English Units]
CRZ
1.320
N
1
+13c TAT
EPR
EAI EAI
15.2 77.3
1.222
BB
LO
N
2
1.0
3
97
105
20
0.0 FF
EGT
OIL PRESS
OIL TEMP
OIL QTY
VIB
15
120
120
407
1.2
6.8
XB
625
WAI WAI
81.6 N
2
10.6
1.320
.071 0
EICAS DISPLAY
2
3
1
Boeing B777 - Systems Summary [Engines & APU]
Page 57
[Options GE Engines, Metric Units]
CRZ
81.3
N
1
+13c TAT
EAI
75.6
BB
LO
N
2
1.0
2
105
20
0.0
10.6 N
2
FF
EGT
OIL PRESS
OIL TEMP
OIL QTY
VIB
15
120
120
1.2
3.1
81.6
XB
WAI
WAI
587
110
81.3
12.3
EAI
EICAS DISPLAY
2
1
Boeing B777 - Systems Summary [Engines & APU]
Page 58
[Options RR Engines, Metric Units]
1 Compact Engine Indications
The following changes to EICAS and the normal secondary engine display occur:
[GE Engines]
N2 changes from round dial displays to a digital display. The digital
display is framed by an amber or red box if limits are exceeded.
[PW Engines]
EGT and N2 change from round dial displays to digital displays. The
digital displays are framed by an amber or red box if limits are exceeded.
[RR Engines]
EGT and N3 change from round dial displays to digital displays. The
digital displays are framed by an amber or red box if limits are exceeded.
CRZ
1.320
N
1
+13c TAT
EPR
EAI EAI
15.2 77.3
1.222
BB
LO
N
3
1.0
3
97
105
20
0.0 FF
EGT
OIL PRESS
OIL TEMP
OIL QTY
VIB
19
120
65
407
1.2
5.4
XB
700
WAI WAI
87.9 N
2
10.6
1.320
.071 0
96.4 N
3
20.6
EICAS DISPLAY
2
1
3
Boeing B777 - Systems Summary [Engines & APU]
Page 59
FF, OIL PRESS, OIL TEMP are displayed as digital readouts only. The
digital displays turn amber or red if limits are exceeded.
OIL QTY and VIB are displayed as digital readouts only. Low oil
quantity and high vibrations are displayed the same as in the normal
format.
2 Crossbleed start indication
Displayed (magenta).
3 EGT start limit
[PW, RR Engines]
Displayed (red).
Engine Controls
Thrust Levers
1 Reverse Thrust Levers
Control engine reverse thrust.
Reverse thrust can only be selected when the forward thrust levers are closed.
Actuates automatic speedbrakes
CONTROL STAND
2
1
Boeing B777 - Systems Summary [Engines & APU]
Page 60
2 Forward Thrust Levers
Controls engine forward thrust.
The thrust levers can only be advanced if the reverse thrust levers are down.
Fuel Control Switches
1 FUEL CONTROL Switch
RUN (AUTOSTART ON)
Opens the spar fuel valve
arms the engine fuel valve (the EEC opens the valve when required)
arms the selected ignitors(s) (the EEC turns the ignitors on when
required).
RUN (AUTOSTART OFF)
opens the spar fuel valve
opens the engine fuel valve
turns ignitors on.
CUTOFF
closes the fuel valves
removes ignitor power
unlocks the engine fire switch.
L FUEL CONTROL R
RUN
CUTOFF
CONTROL STAND
1
Boeing B777 - Systems Summary [Engines & APU]
Page 61
Engine Control Panel
[PW, GE Engines with CON IGN position]
[RR Engines, GE Engines without CON IGN position]
R L EEC
ENGINE
R L
AUTOSTART
START/IGNITION
MODE
NORM
NORM
START CON
ALTN
NORM
NORM
START CON
ALTN
ON
OFF
OVERHEAD PANEL
5
4
2
3
1
R L EEC
ENGINE
R L
AUTOSTART
START
MODE
NORM
NORM
START
ALTN
NORM
NORM
START
ALTN
ON
OFF
OVERHEAD PANEL
5
4
2
3
1
Boeing B777 - Systems Summary [Engines & APU]
Page 62
1 Electronic Engine Control (EEC) Mode Switch
NORM
selects the normal engine control mode for engine control
[GE Engines]
the EEC sets thrust using N1 RPM as the controlling parameter.
[PW, RR Engines]
the EEC sets thrust using EPR as the controlling parameter.
Off (ALTN visible)
selects the alternate engine control mode for engine control
thrust is set using N1 RPM as the controlling parameter.
2 Electronic Engine Control (EEC) Alternate (ALTN) Light
Illuminated (amber) the alternate engine control mode is either automatically or
manually selected.
3 START/IGNITION Selector
[PW Engines]
START
initiates engine start by opening the start valve
releases to NORM at start valve cutout.
NORM
the start valve closes
automatic ignition is provided for both ignitors (if the FUEL CONTROL
switch is in RUN)
automatic ignition operates both ignitors continuously for the following
conditions:
the flap lever is out of the up position, or
engine antiice is on.
CON both ignitors operate continuously (if the FUEL CONTROL switch is in
RUN).
3 START/IGNITION Selector
[GE Engines with CON IGN position]
START
initiates engine start by opening the start valve
releases to NORM at start valve cutout.
Boeing B777 - Systems Summary [Engines & APU]
Page 63
NORM
the start valve closes
ignition is automatically provided during engine start-up or if engine
flameout occurs (if the FUEL CONTROL switch is in RUN).
CON both ignitors operate continuously (if the FUEL CONTROL switch is in
RUN).
3 START Selector
[RR Engines]
START
initiates engine start by opening the start valve
releases to NORM at start valve cutout.
NORM the start valve closes.
4 AUTOSTART Switch
ON arms the autostart system.
OFF
the autostart system is disabled
the start is manually controlled.
5 AUTOSTART OFF Light
Illuminated (amber) the AUTOSTART switch is OFF.
Auxiliary Power Unit (APU)
APU Controls
APU
ON
OFF
FAULT
START
OVERHEAD PANEL
2
1
Boeing B777 - Systems Summary [Engines & APU]
Page 64
1 APU Selector
OFF
closes the APU bleed air isolation valve
initiates normal shutdown
resets auto shutdown fault logic.
ON (APU operating position
opens the APU fuel valve and inlet door
activates AC or DC fuel pump
powers the APU controller.
START (momentary position, springloaded to ON) initiates automatic start
sequence.
2 APU FAULT Light
Illuminated (amber):
APU fault and/or fire is detected
APU shutdown due to fault and/or fire
momentarily during APU controller selftest.
APU Indications
1 APU Status Display
RPM APU rotation speed in percent RPM.
EGT APU exhaust gas temperature.
OIL PRESS APU oil pressure in PSI.
OIL TEMP APU oil temperature.
[English Units]
OIL QTY APU oil quantity (quarts).
[Metric Units]
OIL QTY APU oil quantity (liters).
EGT C
PSI C OIL QTY OIL TEMP
RPM
OIL PRESS 7.4
100.1 350
65 75
APU
MFD STATUS DISPLAY
1
Boeing B777 - Systems Summary [Engines & APU]
Page 65