737NGX Engines

Although the 737NG isn’t as large as some of today’s long-haul, globetrotting monsters, it is still plenty capable and reliable.

When it comes to powering the machine upward and onward, it’s engines are dwarfed by larger, modern engines.

That said, the 737 has impressive engines that not only get you from here to there, but power many other important components. This lesson will teach you about the engines on the 737NGX.

 

Download these Extras. We have provided a great set of documents in this section to accompany the video. Many of the diagrams and layouts seen in the video will be helpful in your reference to these systems:

Download Handout Extras




Download the video transcript in different Languages. This should be easier for non-native english speaking trainees to follow along:

Download English Transcript

If you want to submit a translation of this document, that’d be very much appreciated! Help out non-english members with your skills and submit your translation with the support function at the top of this page.




Join the Conversation!
Did you enjoy the engines lesson? Did you learn something new you hadn’t before? Are you surprised with the overall simplistic operation of the engines?


  • ESSONO Fritz

    Oh YEAH! Nice! Thank you guys !

  • Vincent_lherbier

    oh man I am DL’ing it now looks like I will be glued to the tv tonight lol

  • None

    Great, another lesson! I’m taking this video with me on my flight to africa next monday ;-) ;-)

    • http://www.flyaoamedia.com Chris Palmer

      Right on! Sounds like an appropriate place for it.

  • Rajah074

    So nice, that I hesitate to have comments….

    - Name of the transcript file is wrong.

    - File of the mp4 with an extra extension .crdownload. Does not work immediately of course.

    - “We will not be discussing Autothrust in this lesson, as we have comprehensively explained it in the Autoflight lesson.”
    Which lesson do you mean?

    Frans

    • http://www.flyaoamedia.com Chris Palmer

      Not quite sure on the Autothurst lesson, but we’ll be teaching how it fits in at some point in the Autoflight section. It’ll also be extensively taught through the FlightWork training.

    • Rajah074

      - File of the mp4 with an extra extension .crdownload. Does not work immediately of course.

      Sorry, my fault. Was not completely downloaded.

      Frans

  • Jean Paul

    Well, with all those excellent videos I have learned a good lesson!
    Next time I will purchase a new car, first I will not start immediately to run the engine and drive it around but rather store it in my garage untouched for some 5-6 months. I will require my salesman to provide me with very detailed manuals about the engine, the carburator, the braking circuit, all the fluids on board, the tyres, the body and all parts moving as doors, trunk etc… the lightning equipment and more items.
    This will help me in a great deal to prepare myself for the first day I will insert the key and start the engine in order to enjoy my new purchase and do my first short trip around the block!:-)
    Jean Paul

  • Eli Jiang

    Where can i get the AOA 737-700 no-winglet repaint in this lesson ?

  • Ceri Hurlow

    Fantastic lesson and really informative especiallt the section on reignition during flight. I really enjoyed the use of plenty of inflight and on the ground videos of the NGX in action and use of AES and third party scenery. I am really curious to know though, how did you get the shot of the two NGXs facing each other? That is really baffling me

    Ceri

  • http://www.facebook.com/people/Francesco-Venturelli/100002629927237 Francesco Venturelli

    At 35:08 it’s said that thrust reversers reduce the landing distance roll. I thought that the landing distance was affected only by the braking force applied, and the thrust reversers only reduce the workload of the braking system; the deceleration rates are the same with or without thrust reversers… am I wrong?

    • Les

      I cannot see how you could be right. The deceleration of the aircraft is a function of the total forces applied to bring it to a stop. Each force is in addition to any others. However I did read somewhere that you should be able to come to a stop in the available runway length without the assistance of reverse thrust.

      • Moises

        Actually Francesco is right. When we are using the autobrake system during the landing roll the reverse thrust is only used to reduce the force applied by the braking system. The only condition that we have the total deceleration forces applied is when we are using the reverse thrust with manual braking.

  • Scott Sinclair

    WOW! The most thorough description of a jet engine I have ever seen! Well done guys! I had one question: during thrust reversal, is various power settings of the engine modeled in FSX? Can you vary the amount of thrust reversal? I usually just hit the “F2″ key and take what it gives me. This is really getting good, keep up the good work!!

    • http://www.flyaoamedia.com Chris Palmer

      I talked to PMDG about this a while ago, and from what I understand, FSX does NOT allow you adjust the amount of reverse thrust. You basically get IDLE and MAX reverse, and that’s it. Kind of a bummer. This may be limited by hardware, I have no idea. Cockpit builders would have a better idea.

  • Les

    Yep! I did enjoy that.

    There is a little typo re fuel type in the pdf on page 8-7 and the Engine Oil System diagram could do with some more annotation.

    At the end you say the next lesson will be on the APU. I already have this lesson.

    Any idea what the initials CFM stand for; If anything? I’ll use Continous Forward Motion in the meantime lol.

    Les

    • http://www.flyaoamedia.com Henry Wallace

      The lesson release order got tweaked a little bit. On paper APU does follow engines, but the videos were produced in a slightly different order. Next lesson will be Bleed Air.

      I am fairly certain that CFM is just the joint manufacturer of the engines, and the acronym is nothing more than a company name. I will look into it though, as now you have me curious!

      • LDGregoryPE

        CFM is not an acronym, so it doesn’t stand for anything. The company (CFM), and product line (CFM56), got their names by a combination of the two parent companies’ commercial engine designations: GE’s CF6 and Snecma’s M56.

    • LDGregoryPE

      See comments below. Extracts from the CFM56-3 Specific Operating Instructions manual can be found at: http://www.b737.org.uk/cfm56_soi.htm#Section 2

  • LDGregoryPE

    At the start of the lesson it says = Autothrust is comprehensively explained in the Autoflight lesson.
    Have I missed that one or is it in a future release?

    • http://www.flyaoamedia.com Thomas Crowell

      You haven’t missed anything, the Autoflight lesson has yet to be released.

  • Andrew

    Whats up? Cant Download or View Video?

  • Les

    As far as I can gather there are no other starting procedures for a hot or wet start. The EEC will stop the process if it detects either. What do you do if you are in India during the monsoon and the EEC stops the startup?

    • http://www.facebook.com/Roshbhojwani Rosh Bhojwani

      Les, the video does clearly point out that abnormal starts are not covered in this lesson.

      In any case: Being in India during a monsoon is not a necessary condition for a HOT or WET start to occur. HOT starts are generally a signaled by a rapid rise in EGT, WET starts occur when there is no EGT rise after moving the start lever to IDLE.

      In both cases the EEC turns of the igniters and shuts off fuel to the related engine. In a HOT start, you must wait for the EGT to ‘cool down’ and in a WET start… I’m not yet sure but I’ll find out and let you know soon ;)

      • Les

        Rosh, In the video, you did invite a discussion of abnormal starts in the comments section.

        I havn’t found any explanation of what a wet start is yet. I am assuming that it is due to rainwater penetrating into the combustion chamber and preventing ignition. If this is the case I can’t see how you could prevent this apart from waiting for the rain to stop, which might be a problem during the monsoon:)

        • http://www.facebook.com/Roshbhojwani Rosh Bhojwani

          Les,

          I did invite a discussion, which is why we’re here discussing :D

          An engine that would allow water to seep into the combustion chamber would be very unreliable. As I explained above, a WET start occurs when there is no EGT rise after sending the start lever to IDLE. I yet have to find out exactly what is the exact procedure to correct this condition, so stay tuned!

          FlightWork may deal with one or two of these abnormal starts. We’ll have to wait and see!

          • Les

            I agree that it would be unlikely for rain to penetrate through the low pressure and high pressure compressors although there has been an example of a flameout while flying through heavy hail.

            If the WET fluid is water then a more likely source in in the fuel itself if it is contaminated with water.

            Staying tuned;)

      • LDGregoryPE

        Take a look at :
        http://www.boeing.com/commercial/aeromagazine/aero_02/textonly/sy01txt.html

        See section PROPULSION-CONTROL OPERATIONS.

  • as355

    Hi, just signed up for the captains pack.
    Firstly there is a typo error at the end of this lesson where “Thrust Reversers” is spelt as Thurst Reversers”.
    No big deal but it’s there.
    My knowledge of gas turbines is around small helicopters, mainly Allison/RR C20′s and C30′s not the monsters hanging off these machines. A wet start is when you fail to attain light-off and the consequences are an engine full of unburnt fuel and naturally it would be folly to attempt to ignite it. The procedure with helos is to switch off fuel to the offending engine and then cycle the starter for the appropriate amount of time for that engine. This causes the airflow to blow the unburnt fuel out the back, this is usually followed by a time restriction before the next start attempt can be made. I have no idea what the procedure is for this machine but my guess would be it’s similar.

    • Moises

      I fly the real B737NG and your explanation is exactly what happens to CFM engines during a wet start and the procedure to clean the combustion chamber is to put the start switch in the ground position for 60 seconds to allow the air flow to remove the unburnt fuel from it.

      After that the best course of action is to ask for the maintenance guys to check what happened before trying to start again.

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