power plant table of contents chapter 18 · 2012. 6. 27. · gf1810_005 xbleed auto clsd open l eng...

DESCRIPTION

General 18−10−1

Engine Assembly and Airflow 18−10−2

Engine Modules 18−10−3

Engine Bleed Air System 18−10−4

Engine Oil System 18−10−5Engine Oil Heat Management System 18−10−6Oil Replenishment System 18−10−7Oil Replenishment Panel 18−10−8Oil Replenishment Schematic 18−10−9Operation 18−10−9

Engine Fuel System 18−10−10Fuel System Schematic 18−10−11

Full Authority Digital Engine Control (FADEC) 18−10−12

Engine Electronic Controller (EEC) 18−10−13

Engine Indications 18−10−15Engine Pressure Ratio (EPR) 18−10−16EPR Control 18−10−17EPR Indication 18−10−17EPR Rating Mode Selection 18−10−18SYNC Mode Selection 18−10−18FMS Selection (EPR) 18−10−19N1 (Fan) 18−10−20N1 Control 18−10−21N1 Indication 18−10−21Inter Turbine Temperature (ITT) 18−10−22ITT Indication 18−10−23N2 (HP Compressor) 18−10−24N2 Indication 18−10−25Fuel Flow 18−10−25Fuel Flow Indication 18−10−26Oil Temperature 18−10−26Oil Temperature Indication 18−10−26Oil Pressure 18−10−26Oil Pressure Indication 18−10−26

Engine Vibration Monitoring System (EVMS) 18−10−27EVMS Indication 18−10−27

POWER PLANT

TABLE OF CONTENTS

CHAPTER 18

18−00−1

Rev 2A, Apr 11, 2005 Flight Crew Operating Manual

CSP 700−5000−6

Volume 218−00−1

Page

TABLE OF CONTENTS

DESCRIPTION

Thrust Management 18−10−28

Thrust Levers 18−10−30

Autothrottle System 18−10−32Autothrottle Data Sources 18−10−33Limiting 18−10−33Monitoring 18−10−33A/T 1 or 2 Select 18−10−34A/T Engagement/Disengagement 18−10−34A/T Mode Operation 18−10−37Take-off Thrust Control Mode 18−10−38Take-off Thrust Hold Control Mode 18−10−38Flight Level Change Thrust Control Mode 18−10−39Airspeed Control Mode 18−10−40Retard Mode 18−10−41Go Around Thrust Control Mode 18−10−41Electronic Thrust Trim System (ETTS) 18−10−42N1 SYNC ON 18−10−42N2 SYNC ON 18−10−43EPR CMD SYNC ON 18−10−43N1, N2, EPR CMD SYNC OFF 18−10−44SYNC Annunciation 18−10−44

Thrust Reverser System 18−10−45Thrust Reverser 18−10−46Reverse Thrust Operation 18−10−47Reverser Components 18−10−48Isolation Control Unit 18−10−48Directional Control Unit 18−10−48Reverse Thrust Levers 18−10−50Reverser System Lock-Out 18−10−51

Starting and Ignition 18−10−52Starter Air Valve (SAV) 18−10−54Air Turbine Starter (ATS) 18−10−54Ignition System 18−10−55Engine Run Switches 18−10−56Engine Starting 18−10−58Engine Shutdown 18−10−63Dry Cranking 18−10−64Wet Cranking 18−10−64Starting Anomalies 18−10−65Auto-Relight 18−10−66Quick Relight 18−10−66

POWER PLANT

TABLE OF CONTENTS

Rev 2A, Apr 11, 2005Flight Crew Operating Manual

CSP 700−5000−6

Volume 218−00−2

Page

DESCRIPTION

Engine Fire Detection System 18−10−67

Engine Limit Exceedance Display 18−10−68

Power Plant EICAS Messages 18−10−69

EMS CIRCUIT PROTECTION

CB − Engine System 18−20−1

CB − Oil System 18−20−2

CB − Thrust Rev System 18−20−3

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TABLE OF CONTENTS


CSP 700−5000−6

Volume 218−00−3

Page

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TABLE OF CONTENTS


CSP 700−5000−6

Volume 218−00−4

THIS PAGE INTENTIONALLY LEFT BLANK

GENERAL

The Global 5000 airplane is powered by two BMW−Rolls Royce BR 700−710A2−20 engines, eachmounted on a pylon on either side of the rear fuselage.

The engine is an axial flow, dual shaft turbofan, with a 4.0:1 bypass ratio, rated at 14,750 lbs of thrustat sea level to ISA +20.

The BR 700−710A2−20 engine contains two main rotating assemblies (spools), a single stage lowpressure (LP) fan driven by a two stage turbine and a ten stage high pressure (HP) compressor,driven by a two stage turbine. The HP spool provides an external drive for the accessories mountedon the accessory gearbox.

The engine is made up of eight modules as follows:

• Fan assembly.• Fan case.• Intermediate case.• HP Compressor.• HP Turbine and combustion chamber.• LP Turbine and shaft.• Accessory Gearbox (AGB).• Bypass duct.

Each engine provides bleed air extraction, from either the 5th stage or the 8th stage of compression,for Air Conditioning and Pressurization, Cowl and Wing anti-icing and/or engine starts.

The engine oil system consists of a lubrication system, a heat management system and an oilreplenishment system.

The fuel system consists of a low pressure system and a high pressure system. Fuel is supplied fromthe airplane fuel system via AC and/or DC fuel pumps and engine driven fuel pumps.

Thrust management is controlled throughout all phases of operation by the Full Authority DigitalElectronic Control (FADEC). An Electronic Engine Controller (EEC) is the major part of the FADEC,interfacing between the airplane and the engine.

Primary engine indications are displayed on EICAS and secondary indications on the STATUS page.

Autothrottle is controlled by the autothrottle computer, located in the IAC and sends signals toFADEC via the throttle, for thrust commands.

Starting is initiated through the FADEC, to provide normal ground/air starts, alternate ground/airstarts, wet and dry motoring and continuous ignition. Starting can also be performed manually.

The thrust reverser system is operated by the airplane hydraulic system and is controlled by theEEC.

Vibration monitoring system provides signals indicating N1 (Fan) and N2 (HP compressor) vibrationlevels on each engine.

Fire detection is provided by dual element sensor assemblies connected in series to provide twoindependent sensing loops. Two fire bottles are located at the rear of the airplane.

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Rev 3, Apr 25, 2005 Flight Crew Operating Manual

CSP 700−5000−6

Volume 218−10−1

ENGINE ASSEMBLY AND AIRFLOW

The BR 700−710A2−20 engine contains two main rotating assemblies (spools), a single stage lowpressure (LP) fan driven by a two stage turbine and a ten stage high pressure (HP) compressor,driven by a two stage turbine. The HP spool provides an external drive for the accessories mountedon the accessory gearbox.

GF

1810

_001

HP TURBINE

LP TURBINEHP COMPRESSORLP COMPRESSOR (FAN)

ACCESSORY GEARBOX

All air entering the engine air intake passes through the LP compressor and is divided into two mainflows, the bypass and core airflows. The core airflow passes through the HP compressor to theannular combustion chamber, which supplies the engine with its fuel requirements. The core airflowthen flows through two stages of HP turbines and two stages of LP turbines into the forced mixer tomix with bypass air.

The Bypass air passes through the fan outlet guide vanes along the bypass duct to meet with thecore airflow. The combined airstream is exhausted to atmosphere.

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_002

LP COMPRESSOR

HP COMPRESSOR

INTAKE COWL

ACCESSORY

BYPASS DUCTEXHAUST CONE

EXHAUST NOZZLE

HOT STREAM(CORE GAS)

COLD STREAM(BYPASS AIR)

FORCED MIXER

LP TURBINE

HP TURBINE

COMBUSTIONCHAMBER

AIR INLET

ANNULAR

GEARBOX

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CSP 700−5000−6

Volume 218−10−2

ENGINE MODULES

The engine is made up of eight modules as follows:

FAN CASE

INTERMEDIATE CASE

HP COMPRESSOR

HP TURBINE AND COMBUSTOR

FAN ASSEMBLY

ACCESSORY GEARBOX

BYPASS DUCT LP TURBINEAND SHAFT

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1810

_003

• Fan assembly − Compresses the air entering the engine inlet cowl and feeds a percentage of itto the core, while the bypass air provides a major portion of the engine’s thrust.

• Fan case − Provides containment in the event of fan blade failure and noise attenuation.• Intermediate case − Provides a fixed structure for rotating systems and houses the drive for

the AGB.• HP Compressor − Provides a pressurized airflow to the combustion chamber for combustion

and cooling purposes and pressurized air for ECS and Wing and Cowl anti-icing.• HP Turbine and combustion chamber − The two stage HP turbine drives the HP compressor .

The combustion chamber mixes fuel and air, for an optimum mixture, for maximum efficiency.• LP Turbine and shaft − Provides the LP turbine shaft which drives a two stage LP turbine that

drives the LP compressor (fan).• Accessory Gearbox (AGB) − Transmits the motoring force from the engine to the accessories

mounted on the AGB. The AGB also transmits motoring from the air starter to the engineduring start/crank procedures. The AGB also houses the integral oil tank.

• Bypass duct − Provides a streamlined path for the fan bypass airflow and supports the thrustreverser unit.

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Volume 218−10−3

ENGINE BLEED AIR SYSTEM

The pneumatic system supplies compressed air for Air Conditioning and Pressurization, Ice and RainProtection and Engine starting. The pneumatic air supply normally comes from the engines (inflight)and the APU or a high pressure ground air supply unit (on the ground).

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APU

ENGINES

GROUNDSOURCE

BLEEDAIR

SYSTEM

BLEEDMANAGEMENTCONTROLLER

AIRCONDITIONING

SYSTEM

ENGINESTARTING

ANTI-ICINGSYSTEM

EICASDISTRIBUTION

INDICATING

The engine bleed air system is controlled during all phases of operation by two Bleed ManagementControllers (BMC).

The BMC selects air from either the low pressure port (5th stage) or the high pressure port (8thstage) depending on the demand. Under normal operation (inflight), the air is selected from the 5thstage of compression. When the airflow is insufficient, the BMC will select the 8th stage ofcompression.

L and R ENG BLEED AIR selection, AUTO or ON, is accomplished via the BLEED/AIRCOND/ANTI-ICE panel on the overhead panel. A crossbleed valve (CBV) is installed between the leftand right pneumatic ducts, which can be opened, automatically by the BMC or manually, to providebleed air for engine starting. The APU is normal source of bleed air used for engine starting.

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_005

XBLEEDAUTO

CLSD OPEN

L ENG BLEEDAUTO

OFF ON

R ENG BLEEDAUTO

OFF ON

APU BLEEDAUTO

OFF ON

For more information on ECS, see Chapter 2 AIR CONDITIONING AND PRESSURIZATION. Formore information on cowl and wing anti-icing, see Chapter 14 ICE AND RAIN PROTECTION.

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Volume 218−10−4

ENGINE OIL SYSTEM

The function of the oil system is to lubricate and cool the engine bearings and gears. The system is afull flow recirculating type.

The oil for the engine is stored in a tank, which is an integral part of the accessory gearbox. An oilpump takes the oil from the tank to supply the front bearing chamber, the rear bearing chamber andthe accessory gearbox, via an oil pressure filter and a fuel cooled oil cooler (FCOC). An oilreplenishment tank is located in the aft equipment bay.

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1810

_006

MCDMCDMCD

R

PRVPRV

PRESSURE FILTER

OILREPLEN TANK

DE-AERATOR

PRVVENT

PRESSURE PUMP

DIFFERENTIAL PRESSURE TRANSDUCERS

AIR OVERBOARD REAR BEARING CHAMBER

FRONTBEARINGCHAMBER

ACCESSORY GEARBOX

VENTVENT VENT

SCAVENGE PUMPOIL TEMPERATURE

BULB

R

DIFFERENTIAL PRESSURE SWITCH

QUANTITY TRANSMITTER

POP-OUTINDICATOR

MAGNETIC CHIP DETECTOR

FLOWRESTRICTOR

PRESSURE RELIEF VALVE

STRAINER

FCOC

BREATHER

T

The oil quantity transmitter provides indication to the STATUS page ENG0.8 12.3 and willdisplay an OIL LO QTY message if the oil quantity is low.

The pump supplies pressure to move the oil to the bearings and drive gear and to return it to thetank. The oil pressure transducer provides an indication of the pressure between the oil feed and

scavenge lines and displays it on EICAS. OIL PRESS 81 81

If the oil pressure is low, while the engine is running, an OIL LO PRESS message is displayed on

EICAS. OIL PRESS 23 81

Oil is fed to the pressure filter. The filter removes debris prior to delivery to the bearing/gears. Apressure relief bypass valve allows oil to bypass the filter in the event of filter blockage and anOIL FILTER message will be displayed on EICAS, indicating an impending bypass.

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Volume 218−10−5

ENGINE OIL SYSTEM (CONT'D)

The oil temperature bulbs provide oil temperature to the EEC. This data is used by the Heat

Management System and is also sent to EICAS. OIL TEMP 115 115

Engine Oil Heat Management System

Oil cooling is achieved by the Fuel Cooled Oil Cooler (FCOC). The oil cooler dissipates the engineoil system heat by exchanging heat between engine lubricating oil and low pressure fuel. It alsowarms the low temperature fuel to prevent the formation of ice particles in the fuel entering theFuel Metering Unit (FMU).

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_011

FUEL FLOW TX

HP FILTER

LPPUMP FMU

LPFILTER

ENGINEGEARBOX

T T

HP OIL FEED

AIRPLANE FUEL SUPPLY

TO SCAVENGE TO FUEL

NOZZLES

TEMPERATURE PROBE

FCOC HP PUMP

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CSP 700−5000−6

Volume 218−10−6

ENGINE OIL SYSTEM (CONT'D)Oil Replenishment System

Each engine oil tank capacity is 13.6 US qts (12.86 liters). Engine oil level is measured using asensor (oil probe) which is located in the engine oil tank and provides quantity information on theSTATUS display.

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_012

ENGINE OIL TANK

ENGINE OIL TANK

OIL QTY (QTS)ENGAPURES

10.44.55.0

10.4

An oil replenishment tank is located in the aft equipment bay and contains an electrical pump andsensor probe for quantity level. The oil replenishment tank volume contains 6 US quarts (5.7liters). The oil replenishment system is designed for ground use only and serves both mainengines and the APU.

The system can be operated using the battery or external electrical power. Oil level monitoring isrequired during servicing the engine(s) to verify that the system stops when the full level isreached. It is recommended to stop replenshment manually when gauge reads 11.0 quarts.

The oil filling system is operated through the oil replenishment panel located on bulkhead 280 (leftside behind the pilot’s seat) in the flight compartment. The panel will display all lights for a periodof three seconds when the panel is powered up.

Each engine may be replenished individually if:

• The engine has been shut down for a minimum of 15 minutes and to a maximun of 30minutes.

• The engine to be replenished is not already full.• The aircraft has Weight on Wheels (WOW).• One of the other engines or APU is not currently being replenished.

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Volume 218−10−7

ENGINE OIL SYSTEM (CONT'D)Oil Replenishment Panel

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_013

SYSTEM ON Selecting the POWER switch to ON does the following: The SYSTEM ON lamp will come on. A three second lamp test will be carried out on all annunciators. Provides power to all switches on the oil replenishment panel.

TANK LOThe reservoir TANK LO legend comes on to indicate that the reservoir is low in quantity.

VLV OPEN RH (left engine similar)Selecting the switch will illuminate the VLV OPEN switch legend indicating valve operation. Oil will be pumped from the reservoir (through the valve) to the engine until full is achieved.

The VLV OPEN and LO OIL switch legends will go out when the correct level is reached.

PUMP ONSelecting the PUMP ON switch does the following:

The reservoir pump will operate and the PUMP ON lamp will come on to indicate operation. The legend will remain on until the correct level of the system to be topped up is achieved.

LO OIL LH ENG (right engine similar)The LO OIL comes on to indicate that the engine is low in oil quantity and will remain on until the engine oil tank is replenished.

OIL REPLENISHMENTPOWER

RESERVOIR LH ENG APU RH ENG

SYSTEMON

TANKLO

PUMPON

LOOILVLV

OPEN

LOOILVLV

OPEN

LOOILVLV

OPEN

Oil is to be added to the engine(s) when an OIL LO QTY message is displayed on EICAS and

whenLOOIL is displayed on the oil replenishment panel with the replenishment system

powered.

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CSP 700−5000−6

Volume 218−10−8

ENGINE OIL SYSTEM (CONT'D)Oil Replenishment Schematic

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_015

O

OIL REPLENISHMENTPOWER

RESERVOIR LH ENG APU RH ENG

SYSTEMON

TANKLO

PUMPON

LOOILVLV

OPEN

LOOILVLV

OPEN

LOOILVLV

OPEN

AIRFRAME-MOUNTED

AIRFRAME-MOUNTED

Operation

The following procedural steps outlined are to be used only as a guide to replenish the engine oilsystem. The Airplane Maintenance Manual takes precedence over all servicing procedures.

• Select the “POWER” switch on the oil replenishment panel, “SYSTEM ON” legend on.• Confirm that the “LO OIL” lamp on the oil replenishment panel corresponds to the condition

indicated on EICAS “L (R) OIL LO QTY” caution message (if message present).• Select the switch labeled “LH or RH ENG” on the oil replenishment panel.• Confirm that the “PUMP ON” (below reservoir label) and “VLV OPEN” (below the engine to

be filled) legends are displayed on the oil replenishment panel.• Monitor the oil level on EICAS for both the engine and reservoir (example: if approximately 1

US quart is added to the engine, the oil replenishment tank level should have reduced by thesame amount).

• When the engine reaches maximum level confirm that the “PUMP ON” legend on the oilreplenishment panel goes out (indicating pump stops). Also confirm that the “VLV OPEN”legend on the oil replenishment panel goes out (indicating valve closed).

• It is recommended to manually stop replenishment when the gauge reads 11.0 quarts toavoidoverservicing.

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CSP 700−5000−6

Volume 218−10−9

ENGINE FUEL SYSTEM

The fuel system provides engine fuel for combustion, HP compressor Variable Stator Vanes (VSV)actuation and engine oil cooling.

The main components that are contained in the fuel system are as follows:

• Fuel Pump Unit − The fuel pump unit contains both the LP and HP pumps. Fuel supplied fromthe airplane fuel system passes through the (centrifugal type) LP pump, is pressurized and isdelivered to the Fuel Cooled Oil Cooler (FCOC).

• LP Filter − Fuel from the FCOC enters the LP fuel filter, where any debris is trapped beforeproceeding on to the HP pump. The fuel filter contains a combined ∆P switch /indicator. Thecombined unit provides indications on EICAS of low pressure fuel or an impending LP fuel filterblockage. A FUEL FILTER (single) or L−R FUEL FILTER (both) message is displayed onEICAS. If a fuel low pressure switch is also provide to alert the crew of low fuel pressure in thesupply line to the HP pump. A FUEL LO PRESS message will be displayed on EICAS.

• HP Fuel Pump − The HP fuel pump increase the pressure of the fuel for delivery to the FuelMetering Unit (FMU).

• The FMU meters the fuel required by the engine in response to the Electronic EngineController (EEC) and provides pressure which is used as a motive force for the VSVs. Thevariable inlet guide vanes and the first three stages of stators of the HP compressor adjust theairflow entering the compressor to assist during engine starts, help prevent compressor surgesand maintain best specific fuel consumption. The FMU also prevents fuel flowing to the fuelspray nozzles in the event of an engine overspeed and drains the fuel manifold into the drainstank on engine shut down. The desired fuel flow is maintained by controlling the position of thefuel metering valve. A constant pressure drop is maintained across the fuel metering valve bythe spill valve, which diverts unused fuel back to the fuel pump. The spill diverter valve allowsspill return fuel to the FCOC at low engine speeds to prevent fuel from recirculating around theHP pump, which could cause excessive fuel temperatures. The high pressure shutoff valve(HPSOV) allows the fuel to enter the HP fuel filter and is controlled by the FMU and the enginerun switches.

• Fuel Flow Transmitter − Provides an indication of fuel flow to the EEC and to EICAS.

FF (PPH)5750 5750 Can be displayed in Pounds/Hour (PPH) or Kilograms/Hour (KPH).FF (PPH) NOTE:

• HP Filter − Prevents debris from entering the fuel manifold and causing possible blockage ofthe fuel spray nozzles.

• Fuel Temperature Transducers − Fuel enters the fuel filter and passes over the temperaturetransducers which relay the information to the EEC for the heat management system anddisplays the temperature on the FUEL synoptic.

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_017

°C32

• Overspeed and Splitter Unit (OSU) − Splits the fuel flow equally between the lower and upperfuel manifolds. In the event of LP shaft breakage detection, the OSU has a fuel shut-offmechanism that will open an overspeed valve to allow fuel pressure to close the splitter valve.

• Fuel Spray Nozzles − Deliver the metered fuel into the combustion chamber. The combinationof HP air and narrow fuel orifice in the nozzle causes the fuel to be forced into a fine spray formaximum efficiency combustion.

• Fuel Drain Tank − The fuel is drained from the fuel manifold after engine shut down and ispassed through a drain valve in the FMU to the drains tank. The drains tank delivers the fuel tothe LP pump during the next engine run. The tank has an integral injector which uses LP pumpdelivery fuel as a motive force to empty the tank.

POWER PLANT


CSP 700−5000−6

Volume 218−10−10

ENGINE FUEL SYSTEM (CONT'D)Fuel System Schematic

FG

F18

10_0

01

FUEL-COOLEDOIL COOLER

(FCOC)

HP FUEL PUMP

RELIEF VALVE

FUEL METERINGUNIT (FMU)

T

FUEL FLOWTRANSMITTER

VARIABLESTATOR-VANE

(VSV) ACTUATOR

DRAINS TANKAND EJECTOR

UPPERLOWER

AIRCRAFTTANK

BA

FROM

DV

CONTROLLERVSVSDV

SPILLVALVE

TODRAINSTANK

EECTO

TO

METERINGVALVE

COCKPIT

EJECTOR

LP FILTERDIFFERENTIAL

PRESSURESWITCH

ENGINETO

HPSOV

FUELBYPASSVALVE

EECTO

EECTO

EECTO

OVERSPEEDSPLITTER UNIT

(ELECTRICAL)

(OSU)

ENGINERUNL R

OFF OFF

WING FEEDINHIBIT

AUX PUMP

PRI PUMP

R

OFF

OFF

R RECIRC

ON

INHIBIT

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CSP 700−5000−6

Volume 218−10−11

FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)

Thrust management is controlled throughout all phases of operation by the Full Authority DigitalEngine Control (FADEC). An Electronic Engine Controller (EEC) is the major part of the FADEC,interfacing between the airplane systems and the engine.

The EEC provides the following control functions:

• Fuel metering through the FMU for:− Automatic start and relight.− Idle Speed Control.− Acceleration and deceleration.− Engine power setting.− Limit protection for N1 and N2 speeds.− Limit protection for temperature.− Independent overspeed protection of N1 and N2.

• Compressor airflow control via the VSV and HP compressor bleed valves, to ensure:− Surge free acceleration and deceleration.− Surge recovery.− Stable operation.

• Control of oil and fuel temperature.• Control of the ignitors and start air valve.• Partial control of the thrust reverser system functions.• Control of the engine power in reverse thrust.• Control of system electrical supply, either 28VDC or dedicated generator output to the EEC

and through to the FADEC.

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_019

THROTTLE MODULE

EEC

28 VDC

DEDICATED GEN

FMU

HP 5 & 8 BLEED VALVES

STATOR VANE SYSTEM

STARTER AIR VALVE

IGNITION SYSTEM

FUEL COOLED OIL COOLER

THRUST REVERSER

RA

VIO

NIC

SS

YS

TE

MS

OT

HE

ENGINE INPUTS

DAU 1

DAU 2

DAU 3

IAC 1

IAC 2

IAC 3

ADC 1

ADC 2

ADC 3

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CSP 700−5000−6

Volume 218−10−12

ENGINE ELECTRONIC CONTROLLER (EEC)

The EEC is the controlling unit of the FADEC system and is located on the top of the engine in afireproof trough.

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ENGINE ELECTRONICCONTROLLER(EEC)

The EEC is an electronic control unit containing two channels A and B. Each channel is comprised ofa Central Processor Unit (CPU), Power Supply Unit (PSU) and two Independent OverspeedProtection (IOP) units.

The PSU controls the power supplies to the FADEC system and to the EECs, CPU and IOP.

The PSU will control the switch over from the airplane 28VDC supply to power supplied by theDedicated Generator (DG). Normally the FADEC is powered by the DG when the engine isoperating. If DG power fails, the PSU will revert to the airplane power supply, to continue operation ofthe engine. The DG is mounted on the front of the accessory gearbox.

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DEDICATED GENERATOR AIR STARTER

HYDRAULIC PUMP

DRY DRAINS OUTLET

VARIABLE FREQUENCY GENERATOR No.1

OIL TANKFRONT VIEW

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CSP 700−5000−6

Volume 218−10−13

ENGINE ELECTRONIC CONTROLLER (EEC) (CONT'D)

The CPU receives and processes all input signals and calculates the output signals. Control of theengine automatically alternates between channel A and channel B. If channel A is in control, channelB is the backup for the duration of that flight. On the next engine start channel B is in control andchannel A is backup. The change command is triggered by the engine shut down on the ground. Aninterlock prevents both channels from being in control at the same time. Each CPU operation ismonitored by a “watchdog timer”. If the watchdog timer senses a CPU malfunction within a set timescale, then it will momentarily pass control to the other channel, while the faulty CPU resets. Afterfour CPU resets the watchdog will impose a freeze and control will pass to the other channel for theremainder of the flight.

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CPU CPUVALIDATION

PROCESSING

OUTPUT SIGNALCALCULATION

VALIDATION

PROCESSING

OUTPUT SIGNALCALCULATION

OUTPUT DRIVER OUTPUT DRIVER

LANE CHANGE RELAY LANE CHANGE RELAY

SYSTEM CONTROLLER

SYSTEMACTUATOR

POSITIONACTUATOR

ENGINE

TIM

ER

WA

TC

HD

OG

WA

TC

HD

OG

TIM

ER

OUTPUTS INPUTS OUTPUTSINPUTS INPUTS INPUTSAIRFRAME SIGNALS AIRFRAME SIGNALSENGINE ENGINE

SYSTEM FEEDBACK TO CHANNEL A & BOF EEC AS "ENGINE INPUTS"

ENGINE PARAMETER FEEDBACK TO BOTHCHANNELS OF THE EEC (AS ABOVE) AND DIRECTTO AIRFRAME SYSTEMS, IE: VIBRATION.

CROSSLINK

The IOP will automatically shut off fuel in the event of N1 or N2 reaching the overspeed triggervalues. When either N1 or N2 speed signal has exceeded a preset value, one of the IOPs will “vote”to close the HPSOV, located in the FMU and indicate this to the other channel via the cross link. Theengine will not shut down unless both IOPs detect an overspeed. The overspeed function is checkedduring normal engine shut down, by resetting the overspeed trip points to a sub-idle value. When thespeed drops below the reset values, the IOP overspeed detection trip points logic resets.

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CSP 700−5000−6

Volume 218−10−14

ENGINE INDICATIONS

Primary engine parameters are displayed on EICAS. Secondary engine parameters are displayed onthe STAT page.

FG

F18

10_0

07

OIL QTY (QTS)ENGAPURES

RPM

10.4

20

1300

90

0.0022

650100

0303 03 03

4.55.0

10.4

CKPT ( C)

OXYGEN

CAB ALT

CAB RATE

P

AFTCABIN (°C)

APU

%

CABIN (°C)22

19 20 20

EGT

BRAKE TEMP

LDG ELEV

500

1000

FWD

TOTAL FUEL (LBS) 41550

1.541.54

73.373.3

789789

14600 1460010000 NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2

N2FF (PPH)OIL TEMPOIL PRESS

93.45750 115 81

93.45750 115 81

EPR

N1

ITT

AIL

Engine Pressure Ratio (EPR) Used to display thrust and is the primary thrust setting indicator.

1.651.65

EICAS

STAT page

N1 (FAN)Used to display the LP compressor (fan) speed and as Secondary thrust setting indicator and is measured in %.

Inter Turbine Temperature (ITT) Used to display engine operating temperatures in °C.

N2 (HP compressor)Used to display HP compressor speed and is measured in %.

Fuel Flow (FF)Used to display the amount of fuel being used, in pounds per hour (PPH) or kilograms per hour (KPH).

Oil Temperature (OIL TEMP)Used to display the oil

Oil Pressure (OIL PRESS)Used to display the oil

Engine Oil Quantity (ENG)Used to display the oil quantity in the engine and is measured in U.S. quarts.

Oil Reservoir Quantity (RES)Used to display the amount of oil in the replenishment tank and is measured in U.S. quarts.

CRZ

SYNC

temperature in °C.

pressure in psi.

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Volume 218−10−15

ENGINE INDICATIONS (CONT'D)Engine Pressure Ratio (EPR)

EPR is the primary control mode for thrust setting.

Raw EPR is calculated as a ratio of engine inlet total pressure and engine exhaust total pressure(P20 and P50) and then trims are applied to generate a fully trimmed EPR for engine control anddisplay.

The engine inlet total pressure and temperature are sampled at the fan inlet. Engine inlet totalpressure (P20/T20) is used by the EEC. P20 is used by the EEC for control functions and in thecalculation of EPR and Mach number. Temperature sensor (T20 )is used by the EEC for controlfunction and for various EPR related functions.

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1810

_024

INTAKE COWL LEADING EDGE

P20/T20 PROBE

SPINNER

FAN BLADES

OUTLET GUIDE VANE CASING

P50 PRESSURE PROBE

The core engine exhaust total pressure (P50), in combination with P20/T20, is also used by theEEC for EPR calculation. P50 air is sensed by four pressure probes, located on the outlet guidevane assembly. The pressure transducer within the EEC provides a signal to both channels of theEEC and is temperature compensated. The data entry plug ensures that both engines display thesame EPR for the same actual engine thrust level.

GF

1810

_025

P20 P50

AIRFRAMEENGINE

EECCHANNEL

A

EECCHANNEL

BDATA

ENTRYPLUG

P201.54

EPR

1.65

CRZ

SYNC

1.541.65

POWER PLANT


CSP 700−5000−6

Volume 218−10−16

ENGINE INDICATIONS (CONT'D)EPR Control

EPR control mode is selected on the engine control panel, located on the pedestal. Both EPR orN1 switches should be the same selection.

GF

1810

_026Engine Switches

Used to select engine control mode: N1 − selects engine control in alternate mode. EPR − selects engine control in primary mode.

ENGINE

LN1

EPR

RN1

EPR

EPR Indication

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1810

_027

Note: When the EPR readout and the EPR rating match, the bugs will blend.

EPR Rating Mode Displays thrust rating which are selected automatically or manually. The following rating modes are available:

Take-off ( ) mode

NOTE All indications will be magenta except when MAN or FLEX is selected, in which case

SYNC Mode Displays synchronized mode as selected by the FMS. If autothrottle is engaged SYNC will appear under N1 and N2 whichever is controlling.

EPR Rating Readout Displays the EPR numerical target for the mode selected.

EPR Rating "V" Bug Displays the target EPR for the mode selected.

EPR Readout Displays the current EPR value.

EPR "T" Readout Bug Displays the current EPR command.

Engine Control Mode Box Displayed when in EPR control mode.

EPR Sweep Arm Displays the current EPR readout.

the indications will be cyan.

1.54

EPR

1.65

CRZ

SYNC

1.54

1.65

Reduced Thrust Take-off Mode ( )

POWER PLANT


CSP 700−5000−6

Volume 218−10−17

ENGINE INDICATIONS (CONT'D)EPR Rating Mode Selection

EPR rating mode is automatically or manually set through the FMS PERF pages on the FMS.

The following modes are available:

• TAKE-OFF (TO) Rating − This rating is always set whenever the airplane is on the groundand the thrust is advanced towards take-off. Operation at TO rating is limited to a maximumof 5 minutes. The TO rating will remain until all of the following conditions are met:− The airplane is ≥ 400 feet above the runway.− The flaps/slats are retracted.− The pilot retards the thrust lever (Throttle Lever Angle (TLA) < 37°). This condition does

not apply when autothrottle is engaged.− If AFCS mode is go-around or windshear, the rating is automatically set to TO− If in descent and the flaps/slats or landing gear are extended, the rating will transition

from cruise (CRZ) to TO.

• Reduced Thrust Take-off (FLX) Rating − The FLX mode is permissible when airplane weightand runway conditions are such that full TO rating is not required. FLX thrust isimplemented by the use of an assumed temperature higher than ambient day temperatureand is subject to the following:− The use of FLX thrust is at the pilot’s discretion.− When carrying out a FLEX take-off, the pilot can select TO if required.− Flex thrust does not result in any loss of function, failure warnings or take-off

configuration warnings.− 75% of full rated thrust is used on all take-offs.

• Climb (CLB ) Rating − After transition from TO or FLX to climb, the engine rating will stay inCLB until reaching the cruise altitude. After reaching initial cruise altitude, the rating will goback to CLB if a new climb is performed (step climb).

• Cruise (CRZ) Rating − The rating will transition from CLB to CRZ after reaching within 200 ftof the Top Of Climb (TOC) altitude and the throttles have been retarded to an anglecorresponding to maximum CRZ thrust. The rating will remain in CRZ as the airplanedescends, until flaps/slats or gear are selected down, at which point the rating will return toTO.

• Maximum Continuous Thrust (MCT) − This rating is valid when an engine is failed, the ratingmode will transition out of TO and into MCT. The rating will remain at MCT in the engine outcondition, as long as the twin engine rating would have been CLB or CRZ.

• Manual Engine Rating (MAN) − Any rating but FLX can be selected on the FMS RATINGSelect page. This freezes the rating type.

SYNC Mode Selection

The engine synchronization (SYNC) function is selected automatically by the autothrottle system(if engaged), or manually via the FMS. SYNC system will compare engine speeds and compute atrim value to match the two engine speeds. SYNC mode may be manually selected by the crew fortake-off below 400 feet, but is inhibited in the automatic mode below 400 feet. N1 shaft speed, N2shaft speed or EPR mode can be synchronized.

POWER PLANT


CSP 700−5000−6

Volume 218−10−18

ENGINE INDICATIONS (CONT'D)FMS Selection (EPR)

To select EPR ratings on the FMS proceed as follows:

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1 Select PERF function key and go to page 2/2 of the PERF INDEX..

2 Select THRUST MGT line select key..

3 Select applicable OR line select key on RATING line and set as required.

4 To select SYNC mode, select OR line select key on SYNC line and set as required.

FPL

KICT 998/02 + 47ORIGIN DIST/ETE GS

MEM 01 + 06 104° 392NM

VUZ 00 + 29 115° 174NM

PATTERN FPL SEL

K I CT − K O R L

@ 359

PERF INDEX 2/2

INIT<− − WHAT − − IF − − > DATA

INIT <− STORED FPL − − >DATA

THRUST MGT

PERF INDEX 2/2

INIT< − − WHAT − − IF− − > DATA

INIT < − STORED FPL − > DATA

THRUST MGT

THRUST MGT 1/1

OR

OR

AUTO 1.65 (TO)

N1

RATING

SYNC

FUEL MGT S . E. RANGE

THRUST MGT 1/1

OR

OR

AUTO 1.65 (TO)

EPR

RATING

SYNC

RATING MODE 1/1

AUTO 1.60 (TO) RETURN

TO 1.65 1.58 MCT

CLB 1.60 1.55 CRZ

− . −− EPR < − − − MAN − − − > N1 − − −

THRUST MGT 1/1

OR

OR

AUTO ( 1.60 )

EPR

RATING

SYNC

SYNC MODE 1/1

N 1 RETURN

N2 OFF

EPR (ACT)

1/3

FUEL MGT S. E. RANGE

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ENGINE INDICATIONS (CONT'D)N1 (Fan)

The N1 LP compressor (fan) speed is used as the alternate engine control. The N1 signals areused by the EEC for engine control functions and are used by the Engine Vibration Monitor Unit(EVMU).

N1 is measured by four speed probes per engine, mounted on the front bearing housing.

Three speed probes are used by the EEC for the following:

• N1 EICAS indication.• N1 redline limiting.• N1 Rating control• Thrust control (reverse thrust).• Independent Overspeed Protection (IOP) at 111.0 % N1 speed.

The fourth probe is used by the EVM system for engine vibration indication.

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_029

AIRFRAMEENGINE

73.373.3

N1

N1 SPEEDPROBE

N1SPEEDPROBE

N1 SPEEDPROBE

N1 SPEEDPROBE

ENGINEVIBRATIONMONITOR

UNIT

EECCHANNEL

A

EECCHANNEL

BIOP

CHANNELA

IOPCHANNEL

B

POWER PLANT


CSP 700−5000−6

Volume 218−10−20

ENGINE INDICATIONS (CONT'D)N1 Control

N1 control mode is selected on the engine control panel, located on the pedestal. Both switchesmust be in the same position. N1 can also be selected automatically by the EEC in the event of anEPR control mode failure. This is known as a soft reversion and both switches should then beselected to N1, hard reversion, until the EPR failure is cleared. An amber EICAS message will bedisplayed when a failure is detected and a status message will be displayed, when the controlswitches have been selected to N1 control.

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1810

_030

NOTE Before manually reverting to N1 control, the thrust levers should be retarded to avoid thrust "bumps".

Hard Reversion

L−R FADEC N1 CTLL−R FADEC N1 CTL

N1 Indication

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1810

_031

NOTE When the N1 readout and the N1 rating match, the bugs will blend.

SYNC Mode Displays synchronized mode as selected by the autothrottle or manually through the FMS.

N1 Rating Readout Displays the N1 numerical target.

N1 Rating "V" Bug Displays the target N1 bug for MAN mode.

N1 Readout

N1 value.

N1 "T" Readout Bug Displays the current N1 command bug.

73.373.3

N1MAN

SYNC

85.4 85.4

N1 Speed Redline Displays the maximum N1 speed allowed and is set at 101.0%. Should the N1 limits be exceeded, the sweep arm and N1 readout will be red.

Engine Control Mode Box Displays when in N1 control mode.

N1 Rating Mode Displays mode as selected manually via the FMS THRUST MGT page.

101.4

N1 Sweep Arm Displays the current N1 value.

Displays the current

POWER PLANT


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ENGINE INDICATIONS (CONT'D)Inter Turbine Temperature (ITT)

ITT measures engine operating temperatures and is used by the EEC during engine start andrelight.

Seven dual element (dissimilar metals) thermocouples located in the LP turbine entry area areconnected in parallel and provide an average ITT to each lane of the EEC.

A data entry plug ensures that all engines have the same ITT redline. The redline will changevalue depending on the start configuration, ground or inflight.

GF

1810

_032

AIRFRAMEENGINE

CHANNEL CHANNELA B

EEC

DATAENTRYPLUG

DAUs

DUAL ELEMENTTHERMOCOUPLE

789789

ITT

POWER PLANT


CSP 700−5000−6

Volume 218−10−22

ENGINE INDICATIONS (CONT'D)ITT Indication

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ITT Readout Displays the current ITT value.

ITT Speed Redline Displays the maximum ITT allowed and is set at 900°C, for engine operation (except engine start). Should the ITT limits be exceeded, the sweep arm and ITT readout will be red and will flash.

906

ITT Sweep Arm Displays the current ITT value.

789789

ITT

25

ITT

ITT Redline (ground start) The redline is reset for ground start to 700°C. It will revert back to 900°C once the engine is at idle.

125

ITT

ITT Redline (in flight start) The redline is reset for inflight start to 850°C. It will revert back to 900°C once the engine is at idle.

POWER PLANT


CSP 700−5000−6

Volume 218−10−23

ENGINE INDICATIONS (CONT'D)N2 (HP Compressor)

The N2 signals are used by the EEC for engine control functions and are used by the EngineVibration Monitor Unit (EVMU).

N2 is measured by four speed probes per engine, mounted in the accessory gearbox.

Three speed probes are used by the EEC for the following:

• Variable stator vane control• Bleed valve control• Start/relight• Redline limiting• Idle control• Surge protection/recovery• Overspeed protection• N2 EICAS indication

The fourth probe, is used by the EVM system for engine vibration indication.

GF

1810

_034

AIRFRAMEENGINE

N2SPEEDPROBE

N2SPEEDPROBE

N2SPEEDPROBE

N2SPEEDPROBE

ENGINEVIBRATIONMONITOR

UNIT

EECCHANNEL

A

EECCHANNEL

BIOP

CHANNELA

IOPCHANNEL

B


93.45750 115 81

93.45750 115 81

POWER PLANT


CSP 700−5000−6

Volume 218−10−24

ENGINE INDICATIONS (CONT'D)N2 Indication

GF

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_035

N2 Readout Displays the current N2 value.


93.45750 115 81

93.45750 115 81

SYNC Mode Displays synchronized mode as selected by the autothrottle or manually through the FMS.

SYNC


99.05750 115 81


99.8 5750 115 81

N2 Amberline If the N2 speed limit is exceeded the N2 readout will turn amber. The amberline range is 98.9% N2, or greater.

N2 Redline If the N2 speed exceeds the amberline limits, the N2 readout will turn red and will flash. The redline range is 99.6% N2, or greater.


75.8 3750 100 70

N2 Readout withWing Anti−Ice Active If N2 RPM is < 76% N2 with WAI active (AUTO or ON) the N2 readout will turn white.

If N2 RPM is > 76% N2 then the N2 readout will turn green.


77.0 3800 105 72

Fuel Flow

The fuel flow transmitters will send a signal of engine consumed fuel flow to the EEC. Fuel flow iseither displayed in pounds/hour (PPH) or kilograms/hour (KPH) depending on customerspecifications.

POWER PLANT


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Volume 218−10−25

ENGINE INDICATIONS (CONT'D)Fuel Flow Indication

FF (PPH or (KPH) Readout Displays the current fuel flow.

FF (PPH)5700 5750

Oil Temperature

Oil cooling is achieved by the Fuel Cooled Oil Cooler (FCOC). The oil temperature bulbs providetemperature to the EEC.

Oil Temperature Indication

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1810

_037

OIL TEMP Readout Displays the current oil temperature.

OIL TEMP115 115

Low Temperature Redline If the oil temperature is lower than − 30°C the OIL TEMP will turn red and will flash.

High Temperature Redline If the oil temperature exceeds 160°C the OIL TEMP will turn red and will flash (engine operating).

OIL TEMP175

OIL TEMP − 40

LOW Temperature Amberline If the oil temperature is 20°C or less but higher than − 30°C the OIL TEMP will turn amber.

OIL TEMP 10

Oil Pressure

The oil pressure transducer provides an indication of the pressure between the oil feed andscavenge lines.

Oil Pressure Indication

GF

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_038

50% 35 psi 25 psi 72.3% 35 psi 25 psi

90% 45 psi 35 psi

OIL PRESS Readout Displays the current oil pressure value.

Low Pressure Redline If the oil pressure is 25 psi or lower, OIL PRESS readout will turn red.

Low Pressure Amberline The minimum low press amberline is N2 dependent as follows:

Minimum Oil Pressure − N2 DependentN2 Ground Flight

seconds10

time delay

OIL PRESS 81 81

25 OIL PRESS

33 OIL PRESS

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Volume 218−10−26

ENGINE VIBRATION MONITORING SYSTEM (EVMS)

The EVMS provides the crew with a means of continuously monitoring any imbalance of the rotatingassemblies, N1 and N2. the EVMS is a stand alone system, independent of FADEC.

The system comprises one airframe mounted Engine Vibration Monitoring Unit (EVMU) thatprocesses signals from dedicated N1 and N2 speed probes and vibration transducers. The EVMUprovides indication of engine vibration on EICAS.

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_039

AIRFRAMELEFT ENGINE RIGHT ENGINE

N2SPEEDPROBE

VIBRATIONTRANSDUCER

N1SPEEDPROBE

N2

SPEEDPROBE

VIBRATIONTRANSDUCER

N1SPEEDPROBE

ENGINE VIBRATIONMONITORING UNIT

LOW NOISE CABLESTANDARD WIRING

EICAS

EVMS Indication

GF

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_040

N2 VIB Indication If the N2 vibration monitor readings are greater than 1.2 in/sec then the icon is displayed.

N1 VIB Indication If the N1 vibration monitor readings are less 1.0 in/sec, then the N1 is displayed green. If N1 is greater than 1.0 in/sec then the readout is displayed amber.NOTE

N1 VIB is not displayed unless: Core VIB is displayed or,

L or R N1 VIB is >1.0 in/sec.

VIB N2FF (PPH)OIL TEMPOIL PRESS

93.45750 115 81

93.45750 115 81

VIB


N1 VIB

93.45750 115 81 0.2

93.45750 115 81 1.2

POWER PLANT


CSP 700−5000−6

Volume 218−10−27

THRUST MANAGEMENT

The EEC uses one of two modes to set steady state power above idle, EPR or N1 mode. Althoughidle is controlled to a RPM value, an equivalent EPR is also calculated so that the EEC can establisha Throttle RVDT Angle (TRA) to EPR relationship throughout the operating range.

The EEC will control idle to prevent the engine from operating below minimum limits to:

• Ensure that cabin bleed and anti-ice demands are met.• Prevent ice accumulation on the fan, on the ground or inflight.• Ensure that the variable frequency generators stay on line.• Ensure cowl anti-ice demands are met on the ground or inflight• Protect against inclement weather by opening bleed valves to aid rejection of water and

maintain the surge margin, commanding continuous ignition to maintain combustion, as well asincreasing engine speed by an appropriate margin.

Low idle range is commanded when in the forward idle position and the airplane is not in anapproach configuration.

High idle is commanded when in the forward idle position and the airplane is in an approachconfiguration.

If the EEC cannot determine whether or not an approach configuration has been set up, then theEEC will default to high idle.

Forward thrust is set by positioning the thrust levers (manually or automatically). Between idle andmaximum thrust are various thrust levels such as:

• Maximum Take-off (MTO)• Maximum Climb (CLB)• Flexible Climb (Flex CL)

• Maximum Continuous (MCT)• Flexible Take-off (Flex TO)

Reverse thrust is a manual selection only.

Each thrust lever drives a dual channel RVDT. Each channel in the RVDT is dedicated to an EECchannel.

POWER PLANT

Rev 3, Apr 25, 2005Flight Crew Operating Manual

CSP 700−5000−6

Volume 218−10−28

THRUST MANAGEMENT (CONT'D)

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_041

#1 RVDT #2 RVDT

CHA CHBCHA CHB

CHA CHBCHA CHB

FORWARD

EEC

DEDICATEDAIRCRAFT

ENGINESGENERATORDEDICATEDGENERATOR

EEC

POWER PLANT


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THRUST LEVERS

The thrust lever quadrant consists of a main lever for setting forward thrust and reverse thrust, with afinger lift lever for thrust reverser operation, Take-off/Go Around (TOGA) switches, autothrottleengage and disengage switches, quick disconnect and engine run switches.

Pressing the TOGA switches will change the pitch and roll on the command bars on the PFD. Formore information, see Chapter 4, AFCS.

The autothrottle is engaged by pressing the left and/or right engage/disengage switch(es). It isdisengaged by a second press of either engage/disengage switch or by pressing either autothrottlequick disconnect button or by moving the thrust lever manually.

Selecting the ENGINE RUN switches to ON activates fuel pumps, opens the HPSOV in the fuelmanagement unit and initiates the start sequence. Selecting the ENGINE RUN switches to OFFde-activates fuel pumps, closes the HPSOV and shuts down the engine.

Thrust lever movement transmits a signal to a dual channel RVDT. Each channel in the RVDT isdedicated to an EEC channel. The dedicated generator provides (through the EEC) the electricalpower required for the RVDT to function. The EEC interprets the RVDT signal as a power demandand adjusts engine parameters accordingly. There is no mechanical likage between thrust lever andengine.

POWER PLANT


CSP 700−5000−6

Volume 218−10−30

THRUST LEVERS (CONT'D)

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TAKE-OFF/GO AROUND (TO/GA) SWITCH

AUTOTHROTTLEQUICK DISCONNECT

ENGINE RUN SWITCHES

REVERSE THRUST LEVER

REVERSE THRUST LEVER

AUTOTHROTTLEQUICK DISCONNECT

TOGA SWITCH

AUTOTHROTTLE

SWITCH

IDLE Idle Forward Thrust

MAX THRUST Maximum Forward Thrust

REV Idle Reverse Thrust

MAX REV Maximum Reverse Thrust

ENGAGE/DISENGAGE

IDLE

REV

MAX REV

MAXTHRUST

ENGINERUNL R

OFF OFF

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AUTOTHROTTLE SYSTEM

The dual Autothrottle (A/T) system provides, full flight regime, thrust management via automaticpositioning of the thrust levers. The A/T system modulates thrust, through dual throttle servo controls,to provide thrust control and speed control. The A/T system can only be used when in EPR controlmode.

The PFD displays A/T engage status, operating mode and faults. All A/T faults are annunciated onEICAS.

The dual Electronic Thrust Trim System (ETTS) provides limited authority thrust trimming, over thefull flight regime, via electronic trim commands to the FADEC.

The ETTS provides EPR trim, N1 synchronization, N2 synchronization, engage status as well as faultannunciation on EICAS.

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The A/T − ETTS system contains the following :

• AT/ETTS software which co-resides and co-executes with the FMS software, on the processorof the FMS card, in Integrated Avionics Computers’ (IACs) #1 and #2.

• Interface with the Throttle Quadrant Assembly (TQA).• Interface with both FADECs (output via Fault Warning Computers (FWC), input via Data

Acquisition Units’ (DAUs) #1 and #2 for the left and DAUs #3 and #4 for the right engine).• Two servos located in the TQA.• Two engage/disengage switches and two quick disconnect switches, located on the thrust

levers.• An A/T source selection on the MFD menu.• An EPR rating and a EPR CMD/N1/N2 SYNC selection on the FMS menu.

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AUTOTHROTTLE SYSTEM (CONT'D)Autothrottle Data Sources

The A/T system is compatible with the active pitch mode, as determined by the AFCS or FMS.Thrust control is maintained when speed is controlled via pitch control.

The A/T uses sensor data from the coupled PFD, to ensure consistent and compatible operationwith the AFCS. Data received from the AFCS and FMS is selected from the active AFCS and FMSto ensure A/T control is compatible with the pitch control.

The A/T selects the ADC displayed on the coupled PFD as the ADC source during non-dualcoupled Autopilot/Flight Director (AP/FD) operation. During dual coupled AP/FD operation, the A/Tselects the ADC displayed on each PFD and averages the data.

The A/T selects the IRS displayed on the coupled PFD as IRS source during non-dual coupledAP/FD operation. During dual coupled AP/FD operation, the A/T selects the IRS displayed on eachPFD and averages the data.

The A/T selects the coupled side PFD during single coupled AP/FD operation. During dual coupledAP/FD operation the A/T continues to use the PFD it was using prior to coupled operation.

The A/T selects and uses status information and data from the active AFCS and the active FMS.

The A/T identifies the active DAU channel via data received from the Fault Warning Computer(FWC).

The A/T indicates the DAU selected source for the FADEC data and uses status information anddata from the FWC. The FWC monitors the channel in control status, to assess FADEC integrity.

The A/T identifies the active radio altimeter via selection data received from the FWC. The radioaltimeter data is obtained via the EFIS.

Limiting

The A/T system provides speed and thrust envelope limiting. Thrust envelope limiting is based onthe active EPR rating, while speed envelope limiting is based on minimum speed limits as well asplacard and structural speed limits.

Monitoring

Monitoring is incorporated in the A/T system to ensure control integrity. The monitoring consists ofvalidity, servo response and pilot override monitoring. Validity monitoring ensures that allparameters required for A/T control, during a specific phase of flight, are present and valid anddetects engine out, engine reversion, thrust reverser deployment and internal faults. The servoresponse monitor compares the servo response with the commanded response to ensure theintegrity of the servo control system. The pilot override monitor detects pilot movement of thethrust levers while the A/T system is engaged, to provide automatic disconnect of the A/T system.

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AUTOTHROTTLE SYSTEM (CONT'D)A/T 1 or 2 Select

To select an A/T, select MENU twice on the MFD control Panel, then select AUTOTHROTTLE 1 or2 by toggling and select ENT.

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ETE1+36

12.5KDVT

NM

WX

SYSTEM 2/3

FGCAUTOTHROTTLE

1 21 2 SAT

GSPD

−56TATTAS

−40234345 AUTOTHROTTLE 2 1

AUTOTHROTTLE 1 2

2

3

1

A/T Engagement/DisengagementA/T Engagement

The A/T system is engaged or armed to engage by toggling the A/T engage/disengageswitch(es), located on either thrust lever.

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A/T ENGAGE/DISENGAGEANNUNCIATION

A/T MODE ANNUNCIATIONACTIVE MODE GREEN (EXCEPT LIM)ARMED MODE WHITE

ROLL190 3 000

2020

TO

180

170

160

150145

6

1000

0500

HOLD

A/T1

SPD

Toggling the switches, while on the ground, during T/O phase, with the thrust levers less than60% of max. thrust (23° TRA), will engage the A/T in an armed state. Subsequent advancementof both thrust levers above 60% max. thrust, while airspeed is less than 60 knots, will result inautomatic engagement of the system into take-off thrust control, moving the thrust levers to theappropriate thrust settings.

Toggling the switches, while on the ground, with the thrust levers greater than 60% max. thrust,while airspeed is less than 60 knots, will engage the system directly into take-off thrust control.

Toggling the switches, while inflight, above 400 feet, will engage the system into a control modewhich is compatible with the active AP/FD mode. In the event that no AP/FD mode has beenselected, the A/T will engage into basic speed control mode.

Engagement is inhibited during a detected fault condition or during an invalid flight condition.

The A/T system can be disengaged manually and/or automatically.

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AUTOTHROTTLE SYSTEM (CONT'D)A/T Engagement/Disengagement (Cont’d)

A/T Disengagement (Auto)

Automatic A/T disengagement will occur for any engaged or on-ground armed state, in the eventof a detected system failure (abnormal disconnect) or when A/T control is inappropriate for thecurrent phase of flight (normal disconnect) such as on the ground, following touchdown. The A/Tannunciation will turn red and flash and an aural “AUTOTHROTTLE” is generated when the A/Tis disengaged automatically or manually, however the aural “AUTOTHROTTLE” is inhibitedfollowing disconnect at landing.

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AUTOTHROTTLE

ROLL190 3 000

2020

TO

180

170

160

150145

6

1000

0500

A/T1

A normal disconnect results in a 1 second aural warning as AT1 or AT2 is removed from thePFD. An abnormal disconnect results in flashing AT1 or AT2 annunciation continuously, alongwith a continuous aural warning, until the crew confirms the disengagement by pressing thequick disconnect button (s).

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AUTOTHROTTLE SYSTEM (CONT'D)A/T Engagement/Disengagement (Cont’d)

Disengagement (Manual Override)

Manual disengagement of the autothrottle system, for both inflight and on-ground operation, isaccomplished by the crew in the following manner:

• Pressing the quick disconnect button(s), located on either thrust lever, while the system isengaged or in an on-ground armed state (normal disconnect).

• Toggling an engage/disengage switch, located on either thrust lever, while the system isengaged or in an on-ground armed state (normal disconnect).

• Overriding the system by manually positioning the thrust levers, while A/T is engaged(abnormal disconnect). Movement of the thrust levers while in an on-ground T/O armedstate, will not disconnect the system.

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1 Pressing quick disconnect button(s). 2 Toggling an engage/disengage switch.

3

AUTOTHROTTLE

Overriding by manually advancing or retarding the thrust levers.

NOTEThe thrust levers may retarded during a rejected take-off above 60 knots, without manually disengaging or overpowering the A/T servos. The servos are unpowered above 60 knots when the A/T enters into HOLD THRUST mode. An abnormal disconnect warning will be generated if the disengage switch is not pressed.

ROLL190 3 000

2020

TO

180

170

160

150145

6

1500

1000

A/T1

POWER PLANT


CSP 700−5000−6

Volume 218−10−36

AUTOTHROTTLE SYSTEM (CONT'D)A/T Mode Operation

The A/T system is integrated with the flight control systems of the airplane to provide compatibilitywith the active pitch mode of the Flight Guidance System (FGS). The flight guidance pitch mode isnormally determined by the flight director or autopilot and is influenced by the FMS during verticalnavigation control. The A/T mode operation results in A/T thrust control which complements thepitch control being performed by the FGS. In the event that no FGS pitch mode is active, the A/Twill provide independent thrust control based on internally computed mode.

The following table outlines the integrated functional control provided by the A/T and FGS for thevarious control modes of the AP/FD and FMS for specified phases of a typical flight.

GF

1810

_048

FLIGHTPHASE

AP/FDPITCH MODE

FMSPITCH MODE

(VNAV)

AUTOTHROTTLE FUNCTION

AP/FD/FMSFUNCTION

Takeoff Roll Takeoff Sets TO rated thrust or FLEX reduced thrustby controlling to the MAX or FLEX EPR rating.Throttle servos de-power when airspeedreaches 60 knots

N/A Pitch Control

Takeoff Takeoff Throttle servos remain de-powered until 400 ft.Above 400 ft AGL A/T controls to active MAXN/A Pitch ControlClimb Outor FLEX T/O EPR rating

Small Flight Flight Level Change Reduced climb thrust during FLC and VFLCAirspeed control during PIT and VS Pitch Control during PITLevel Changes

(Climb)(FLC), Pitch Hold (PIT)Vertical Speed (VS)

VNAV Flight Level Change

(VFLC)

Airspeed control during FLC and VFLC

Vertical speed control during VS

Large Flight Flight Level Change Climb thrust during FLC and VFLCAirspeed control during PIT and VS Pitch Control during PITLevel Changes

(Climb)(FLC), Pitch Hold (PIT)Vertical Speed (VS)

VFLC Airspeed control during FLC and VFLC

Vertical speed control during VS

Top of Climb Altitude Capture Airspeed Control Altitude Capture ControlVNAV AltitudeCapture(TOC)

Cruise Altitude Hold Airspeed Control Altitude ControlVNAV AltitudeHold

Top of Descent FLC or VS Transition to idle thrust during FLC and VFLCAirspeed control for VS Vertical speed control during VS(TOD)

VFLC Airspeed control during FLC and VFLC

FLC FLC, PIT or VS Full idle during FLC and VFLCAirspeed control during PIT, VS and VPATH Pitch Control during PIT(Descent)

VFLC or VNAVPath Descent

(VPATH)

Airspeed control during FLC and VFLC

Vertical speed control during VS and VPATH

Approach Glideslope Track Airspeed Control Glideslope ControlN/A

Flare Glideslope Track Thrust retard to Idle stop DisengagedN/A

Landing/Roll N/A Disengaged DisengagedN/A

Go Around Go Around Sets GA thrust Pitch ControlN/A

Windshear Windshear Sets GA thrust Pitch ControlN/A

Typical Flight Profile1

2

3

4

5 6 7

8

9

10 11

12 13

1

2

3

4

5

6

7

8

9

10

11

12

13

Small or LargeFlight Level

Changes

POWER PLANT


CSP 700−5000−6

Volume 218−10−37

AUTOTHROTTLE SYSTEM (CONT'D)Take-off Thrust Control Mode

The take-off thrust control mode is activated when the A/T is armed for engagement for take-off,airspeed less than 60 knots and both thrust levers are set above 23°, corresponding to 60% ofmaximum thrust. Once activated, the A/T will advance the thrust to the TO EPR rating. The A/T willcontrol the thrust lever to the active EPR rating during take-off roll until the airspeed increasesabove 60 knots, at which time the take-off thrust hold control mode activates. Upon detecting anA/T mode transition, the new A/T mode indication will flash for 5 seconds.

GF

1810

_049

On Ground above 60 knotsOn Ground below 60 knots, thrust T/O EPR.

ROLL190 3 000

2020

TO

80

70

60

50

0300

A/T1

456

T/O ROLL190 3 000

2020

TO

100

90

80

70

0300

A/T1

HOLD

656

The take-off thrust control mode re-activates at an altitude transition of 400 feet during the take-offclimb-out. If a change to the active EPR rating, either by the crew or by automatic means, hasoccurred, then the A/T will control the engine power setting to the new active rating.

Take-off Thrust Hold Control Mode

The take-off thrust hold control mode is activated to ensure that no thrust reductions occur duringtake-off between the time the airplane transitions above 60 knots to 400 feet AGL.

The take-off thrust hold control mode de-activates as the airplane transitions through 400 feet AGLduring take-off climb-out. Upon detecting an A/T mode transition, the new A/T mode indication willflash for 5 seconds.

GF

1810

_050

In flight above 400 feet AGLIn flight below 400 feet AGL

ROLL250 3 000

2020

TO

200

190

180

170

0600

A/T1

HOLD ROLL190 3 000

2020

TO

200

190

180

170

0800

A/T1

T/O

1656

1000

1000

1656

F3

LO

F3

LO

POWER PLANT


CSP 700−5000−6

Volume 218−10−38

AUTOTHROTTLE SYSTEM (CONT'D)Take-off Thrust Hold Control Mode (Cont’d)

A/T T/O mode will remain enabled until 400 feet AGL. Following the 400 feet AGL transition, withA/T engaged, T/O mode remains active until a non T/O AP/FD mode activates. Upon detecting anA/T mode transition, the new A/T mode indication will flash for 5 seconds.

GF

1810

_051

In flight HDG and FLC selected on AP/FDIn flight TO mode selected on AP/FD

ROLL250 3 000

2020

TO

200

190

180

170

1100

A/T1

T/O

1656

1500F3

LO

HDG250 35000

2020

FLC

200

190

180

170

2800

A/T1

THRUST

1656

3000

F3

LO

AP1

Flight Level Change Thrust Control Mode

The flight level change thrust control mode activates when the crew selects the AP/FD FLC modeor when the FMS engages the VFLC mode. The A/T selects the active upper/lower EPR rating forclimb/descent.

The active upper and lower EPR ratings are either computed from the phase of flight or are pilotselected via an EPR rating menu.

For small flight level change climbs and descents, the A/T will provide thrust as appropriate toattain a programmed rate of climb/descent. The programmed rate of climb/descent is proportionalto the magnitude of the selected altitude change. Full power climbs and full idle descents arecommanded when the target climb/descent rate increases beyond the capability of the airplane forthe active upper and lower EPR rating.

GF

1810

_052

Flight Level Change mode

HDG235 35000

2020

FLC

200

190

180

170

2800

A/T1

THRUST

1656

3000

F3

LO

AP1ASEL

When the selected altitude is captured, the thrust mode will automatically change to SPD mode.Upon detecting an A/T mode transition, the new A/T mode indication will flash for 5 seconds.

GF

1810

_053

Flight Level Change mode transition to SPD Mode

HDG290 35000

2020

ASEL

300

280

350 00

A/T1

SPD

2556

3000

AP1

POWER PLANT


CSP 700−5000−6

Volume 218−10−39

AUTOTHROTTLE SYSTEM (CONT'D)Airspeed Control Mode

The airspeed control mode is the basic control mode of the A/T. Engagement of the A/T systeminflight while not in T/O or Retard mode, with no AP/FD mode engaged, will result in the A/Tengaging in airspeed control mode. Airspeed control mode is also active if the A/T is engagedinflight with the AP/FD engaged in altitude capture (ASEL or VASEL), altitude hold (ALT or VALT)vertical speed (VS), VNAV vertical path (VPTH), pitch hold (PIT), or glideslope track (GS) modes.

The airspeed control mode tracks the active airspeed (IAS) or Mach target. The airspeed target isselected on the flight guidance panel and is modified by the FMS or manually.

GF

1810

_054SPD KnobSPD

PUSH CHG

MAN

FMSCRS 1

PUSH DCT

The airspeed control mode provides high and low speed protection. In the event that the activespeed target is above the structural limits (Vmo, Mmo, Gear and Flaps placards) minus 3 knots,the A/T will limit the speed to the lower of the appropriate limits, as a function of airplaneconfiguration, minus 3 knots. The SPD active mode will revert to armed and LIM will becomeactive.

GF

1810

_055

Example: VMO Exceedence 266 Knots

HDG310 35000

2020

ALT

300

280

A/T1

LIM

40000

AP1SPD

350 002656

In the event that the active speed target is below the slow speed limit, the A/T will limit the speedto the slow speed limit to 1.2 Vs +3 knots when not in approach or 1.3Vs plus a wind gustcompensation (max. 5 knots) when in approach. Approach is either gear down and Flaps >15° orGS mode engaged on AFCS.

GF

1810

_056

2020

3000

00

160

140

110

HDG280 2000ALT

25

A/T1

LIM AP1SPD

150

Example: VMO Exceedence 124 Knots

130

120125

4

6

In the event that a speed target is selected that requires an engine EPR higher than the upperactive EPR rating or lower than the active lower EPR rating, the A/T will limit the commandedthrust to the appropriate active EPR rating.

POWER PLANT


CSP 700−5000−6

Volume 218−10−40

AUTOTHROTTLE SYSTEM (CONT'D)Retard Mode

The retard mode control provides a fixed-rate thrust lever retard of both thrust levers to the idleposition during airplane flare or landing. The A/T remains engaged until touchdown to provide goaround thrust if go around mode is selected.

The retard mode activates based on a radio altitude of less than 50 feet AGL, if the airplane is inlanding configuration (gear down and flaps ≥ 16°).

In the event that the airplane touches down without the A/T retarding the thrust levers, due tofailing to detect a landing configuration or lack of valid radio altitude, the A/T will retard the thrustlevers to idle upon touchdown detection.

GF

1810

_057

Example: Flare and less than 50 feet Rad Alt. Example : Touchdown

2020

1000

170

150

140

130

120

LOC135 2000GS

A/T1

RETARD AP1

160

1356

4

2020

170

150

140

130

120

135

A/T1160

1356

4407

1000

2000

007

500500

Go Around Thrust Control Mode

The A/T go around mode provides a fixed rate thrust lever advance to the active upper EPR ratingin response to the activation of the AP/FD go around mode.

GF

1810

_058

Go Around Mode Activated

TOGA Switch Activated

ROLL200 2 000

2020

TO

200

190

180

170

A/T1

GA

1656

1000

F3

LO

AP1

8 00

POWER PLANT


CSP 700−5000−6

Volume 218−10−41

AUTOTHROTTLE SYSTEM (CONT'D)Electronic Thrust Trim System (ETTS)

The electronic thrust trim system will command limited authority thrust. The trim system will assistthe A/T and crew at setting trimmed thrust. In addition the system will perform EPR, N1/N2synchronization when selected by the crew. The engine trim operating mode (N1 SYNC, N2SYNC, EPR CMD SYNC and NO SYNC) are selectable via the FMS CDU. Only one operatingmode can be active at a time. Selection of an operating mode arms the Sync system forengagement, when the conditions and flight phase are appropriate.

N1 SYNC will be selected by default on FMS power-up.

In the following tables:

• Cruise phase refers to all inflight phases except take-off, approach and go around.• The approach mode is based on flaps ≥ 16° and landing gear down or the active AP/FD

mode being glideslope or glidepath capture.• EPR sync is active throughout all phases of flight except for the landing.• N1 and N2 sync are inhibited during the approach phase to prevent unwanted thrust

reductions, in the event of an engine out.

N1 SYNC ON

A/T ON A/T OFF

T/O Phase

• Trim activates when both thrust levers are set to aposition corresponding to a thrust setting greaterthan 60% maximum thrust.

• Trims to higher of two EPR CMDs from FADECs.Trims to T/O EPR setting when within trim authorityrange.

T/O Phase

• No active trim commands. Trim commandsare zeroed.

Cruise Phase

• N1 Sync performed as thrust levers are movedbetween the active cruise rating and flight idle ratesettings.

• Trimming to the computed A/T EPR

Cruise Phase

• N1 Sync performed as thrust levers aremoved between the active cruise rating andflight idle rate settings.

Approach Phase

• Trimming to the computed A/T EPR.

Approach Phase


GA Phase

• Trims to higher of two EPR CMDs. Trims to GAEPR setting when within range of GA EPR rating.

GA Phase


POWER PLANT


CSP 700−5000−6

Volume 218−10−42

AUTOTHROTTLE SYSTEM (CONT'D)N2 SYNC ON

A/T ON A/T OFF

T/O Phase



T/O Phase


Cruise Phase

• N2 Sync performed as thrust levers are movedbetween the active cruise rating and flight idle ratesettings.


Cruise Phase

• N2 Sync performed as thrust levers aremoved between the active cruise rating andflight idle rate settings.

Approach Phase


Approach Phase


GA Phase


GA Phase


EPR CMD SYNC ON

A/T ON A/T OFF

T/O Phase



T/O Phase

• Trim activates when both thrust levers are setto a position corresponding to a thrust settinggreater than 60% maximum thrust.

• Trims to higher of two EPR CMDs fromFADECs. Trims to T/O EPR setting whenwithin trim authority range.

Cruise Phase


Cruise Phase

• Trimming to the average of the two EPRCMDs.

Approach Phase


Approach Phase

• Trimming to the average of the two EPRCMDs.

GA Phase

• Trims to higher of two EPR CMDs. Trims to GAEPR setting when within trim authority range.

GA Phase

• Trims to higher of two EPR CMDs. Trims toGA EPR setting when within trim authorityrange.

POWER PLANT


CSP 700−5000−6

Volume 218−10−43

AUTOTHROTTLE SYSTEM (CONT'D)N1, N2, EPR CMD SYNC OFF

A/T ON A/T OFF

T/O Phase



T/O Phase


Cruise Phase


Cruise Phase


Approach Phase


Approach Phase


GA Phase


GA Phase


The phase of flight is determined by the electronic trim system and is based on the A/T mode, aswell as the active autopilot/flight director pitch mode.

The electronic trim system will hold trim commands at 60 knots during T/O roll in order to preventundesirable thrust changes during T/O phase between 60 knots and 400 feet. The trim commandscannot be changed, including deselection, until the airplane transitions 400 feet above groundlevel.

SYNC Annunciation

A SYNC annunciation will be displayed on N1 or N2 or EPR, when the sync system is engagedand is issuing electronic trim commands.

EPRSYNC

N1SYNC N293.4

SYNC93.4

There will be no SYNC annunciation while:

• A/T is engaged with EPR CMD sync selected.• A/T is not engaged during T/O or approach phase with EPR CMD sync selected.

The engine trim control is not available for the following conditions:

• Engine out condition.• While an engine is in reversionary control (N1 control).• While data, required for control, is invalid.

POWER PLANT


CSP 700−5000−6

Volume 218−10−44

THRUST REVERSER SYSTEM

The thrust reversers provide additional deceleration to assist during landings and rejected take-offs.

The thrust reverser is a pivoting door type. When deployed, the upper and lower doors pivot toredirect exhaust gases through the top and bottom of the nacelle, eliminating forward thrust andproviding a braking effect. Each door has a kicker plate, attached to its front edge, designed toensure that the exhaust gases are ejected in the proper direction.

Inflight the pivot doors are locked closed.

GF

1810

_063

POWER PLANT


CSP 700−5000−6

Volume 218−10−45

THRUST REVERSER SYSTEM (CONT'D)Thrust Reverser

The thrust reverser is powered by hydraulic system #1 for the left reverser and hydraulic system# 2 for the right reverser and is controlled by the EEC and electrical signals from the airplane.

The hydraulic system comprises:

• Isolation Control Unit − controlled by the EEC.• Directional Control Unit − controlled by electrical signals.• Primary Lock Actuators − lock both upper and lower doors.• Door Actuators − One for each door.

The electrical system comprises:

• Tertiary Locks − one for each door, feedback signal to cockpit.• Stow Switches − two per door, stow signal feedback to EEC.• Linear Variable Transformer (LVT) − one per door, LVT signals door position to EEC.• Maintenance Test Switch − allows thrust reverser deployment without engine operating.

GF

1810

_064

LVT

LVT

ISOLATIONCONTROL

VALVE

AIRPLANE HYDRAULICRETURN AND SUPPLY

WOW ORWHEELSPIN UP

COCKPITCONTROLS

COCKPITINDICATIONS

DAUs

EEC

MAINTENANCETEST SWITCH

STOWSWITCH

STOWSWITCH

TERTIARYLOCK

TERTIARYLOCK

STOWSWITCH

STOWSWITCH

HYDRAULICELECTRIC

DIRECTIONAL CONTROLVALVE

UPPER DOORACTUATOR

PRIMARYLOCK

RH SIDE

LOWER DOORACTUATOR

PRIMARYLOCK

LH SIDE

POWER PLANT


CSP 700−5000−6

Volume 218−10−46

THRUST REVERSER SYSTEM (CONT'D)Reverse Thrust Operation

GF

1810

_065

POWER PLANT


CSP 700−5000−6

Volume 218−10−47

THRUST REVERSER SYSTEM (CONT'D)Reverser Components

GF

1810

_066

UPPER TERTIARY LOCKUPPER ACTUATOR UPPER DOOR

PRIMARY LOCKLEVERAND ACTUATOR

LOWER TERTIARY LOCK

LOWER ACTUATOR

LOWER DOOR

LVTS

DIRECTIONAL CONTROL UNIT

PRIMARY LOCKLEVER AND ACTUATOR

NOTETHE ISOLATION CONTROL UNITIS FRAME MOUNTED(NOT INSTALLED)

Isolation Control Unit

The isolation control unit controls the hydraulic system pressure to the thrust reverser system.

Directional Control Unit

The directional control unit control hydraulic pressure to the upper and lower door actuators toprovide the deploy force.

A pressure switch sends a signal to the directional control unit and through the directional controlunit to the upper and lower door actuators. This causes an overstow of the doors to enableunlatching of the primary locks.

GF

1810

_067STOWED OVER−STOW

POWER PLANT


CSP 700−5000−6

Volume 218−10−48

THRUST REVERSER SYSTEM (CONT'D)Directional Control Unit (Cont’d)

The unit contains the directional control valve which is controlled by a solenoid valve. The solenoidvalve is controlled from thrust lever microswitches and WOW and wheel spin up signals. When thesolenoid is energized, a deploy valve opens allowing hydraulic pressure to sequentially release thetwo primary locks (hold doors closed during flight).

GF

1810

_068

Through the WOW or wheel spin up signal two tertiary locks (prevent uncommanded thrustreverser deployment) will retract and move the directional control valve to the deploy position.

GF

1810

_069

POWER PLANT


CSP 700−5000−6

Volume 218−10−49

THRUST REVERSER SYSTEM (CONT'D)Reverse Thrust Levers

The reverse thrust lever microswitches and interlock baulk switches will not allow the engine toincrease reverse thrust, until the upper and lower doors are fully deployed. REV icons aredisplayed on N1 display, to indicate position of doors and reverser status.

GF

1810

_070

REVERSE THROTTLE LEVER INTERLOCK BAULK POSITION

TRANSIT

DEPLOY SELECTED

REVERSE THRUST INCREASE

26.026.0

N1

REV REV

26.026.0

N1

REV REV

73.373.3

N1

REV REV

TRANSIT

DEPLOYED

In the event that a thrust reverser should become unlocked, an EICAS message will be displayed,an aural warning is generated and the thrust is retarded to Idle regardless of thrust lever position.

GF

1810

_071

73.326.8

N1

REV

LEFT REVERSER UNLOCKED

L REVERSER UNLKD

POWER PLANT


CSP 700−5000−6

Volume 218−10−50

THRUST REVERSER SYSTEM (CONT'D)Reverser System Lock-Out

In the event that a reverser is failed (inoperative), the affected reverser can be locked out.

GF

1810

_072

L REVERSER FAIL

Each door can be fixed in the closed position by an inhibition bolt and by use of a manual inhibitlever on the isolation control unit.

When fitted, the red bolts, will protrude above the cowl surface and can be seen by the crew onwalkaround. The bottom bolt is located at approximately the six o’clock position and the top bolt atthe 12 o’clock position. The EICAS message will remain posted, but can be scrolled out of view.

GF

1810

_073

POWER PLANT


CSP 700−5000−6

Volume 218−10−51

STARTING AND IGNITION

The engine starting system consists of the Starter Air Valve (SAV), interfacing with the EEC and theAir Turbine Starter (ATS). Pneumatic bleed air is routed through the SAV and drives the ATS, whichin turn drives the HP compressor via the accessory gearbox.

The EEC receives start commands from the cockpit. SAV position is fed to both EEC lanes and ispowered by 28VDC.

POWER PLANT


CSP 700−5000−6

Volume 218−10−52

STARTING AND IGNITION (CONT'D)

The EEC also controls both high energy igniter boxes for starting and relighting and the ignitionsystem is powered by 28 VDC.

GF

1810

_074

aHIGH PRESSURE COMPRESSOR

HP

LP

PNEUMATIC MANIFOLD

STARTER AIR VALVE (SAV)

AIR TURBINE STARTER (ATS)

ACCESSORY GEARBOX

AIRFRAME

ENGINE

AIRPLANE FUEL SUPPLY

COMBUSTION CHAMBER

FUEL PUMP

FUEL MANAGEMENT UNIT (FMU)

HP SOV

EEC

IGNITION EXCITER BOX #1

IGNITION EXCITER BOX #2

BATT BUS

FAN

BYPASS DUCT

N2 SPOOL

N1 SPOOL

IGNITER PLUGS

MECHANICAL DRIVE

ENGINE FEED SOV

T T

IGNITER LEADS

ENGINE

IGNITION L CRANK L CRANKAUTO

ENG START

POWER PLANT


CSP 700−5000−6

Volume 218−10−53

STARTING AND IGNITION (CONT'D)Starter Air Valve (SAV)

The SAV controls the air supply to the starter motor. The SAV is controlled by either channel of theEEC from crew input.

During AUTO ground starts the EEC will, on command from the crew, open the SAV, initiateengine rotation, supply fuel and ignition and monitor engine parameters during start. The EEC willalso close the SAV, disengage the starter motor and switch off ignition, at starter cutout speed.

During manual ground starts, opening and closing of the SAV and HPSOV is controlled by thecrew. The EEC will control ignition sequencing, after ignition is enabled by the crew.

The SAV can also be operated manually, by ground personnel, in the event of a valve failure.

The SAV is displayed on the BLEED /ANTI-ICE synoptic, anytime an engine is not operating.

GF

1810

_075

LP

HP

L R

HP

LP

CONDAIR

BLEED/ANTI-ICE

40PSI

40PSI

APUSTARTER AIR VALVE

Air Turbine Starter (ATS)

The ATS rotates the HP compressor to enable engine start.

The ATS comprises a single stage turbine, a tungsten cutter (to cut off turbine, if rotor bearingsfail), a sprag type clutch, an output drive shaft decoupler (prevents driving the turbine, in the eventthe sprag clutch seizes) and an output drive shaft shear neck (protects the gearbox, in the eventthe starter overtorques or seizes).

At starter cutout speed, the SAV is closed, the turbine loses speed and this disengages the spragclutch.

POWER PLANT


CSP 700−5000−6

Volume 218−10−54

STARTING AND IGNITION (CONT'D)Air Turbine Starter (ATS) (Cont’d)

The START message is displayed on EICAS and on the BLEED/ANTI-ICE synoptic page.

FG

F18

10_0

08

START

TOTALFUEL(LBS) 41550

789 20

14600 1460010000 NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2


10.2 0

20 0

93.45750 115 81

ITT

AIL

START

STARTAnnunciation

STARTAnnunciation APU

HP

LP OFF LP

HP

R

45PSI

45PSI

L

Ignition System

The ignition system ignites the fuel/air mixture in the combustion chamber, as commanded byeither of the two channels of the EEC, during the start sequence and to maintain combustionduring critical phases of flight (stall).

The ignition system comprises two exciter boxes, two igniter leads and two igniter plugs. Power issupplied from 28VDC and is controlled from channel A or B in the EEC.

For consecutive ground start attempts the EEC alternates channels and igniters as follows:

• EEC channel A − Igniter 1• EEC channel B − Igniter 1• EEC channel A − Igniter 2• EEC channel B − Igniter 2

The above only applies if there are no failures within the FADEC, which prevents alternateselection.

In the event that the ground start (AUTO) has been aborted, the EEC will automatically select theother igniter on the following ground start.

During air starts (AUTO), the EEC will select both igniter channels.

During manual ground and air starts, the EEC will select both igniters, as commanded by theIGNITION switch.

POWER PLANT


CSP 700−5000−6

Volume 218−10−55

STARTING AND IGNITION (CONT'D)Ignition System (Cont’d)

The crew can manually select the ignition system energized continuously on the ENGINE panel,located on the overhead panel. Upon selection of the ignition switch, the EEC will arm the igniterunit for start and energize the igniter unit on the operating engine. Crew selection of ignition is nottime limited, but will reduce overall igniter life.

GF

1810

_077

IGNITION Select SwitchUsed to select all 4 igniters (2 per engine).

mode of operation. The EEC controls ignition.ON that the switch has been selected ON and igniters are firing continuously. ENGINE START Selector

Used to start both engines.

NOTEThere is a timed out limit (30 seconds), for igniter operation on theground, (with engines not operating), for maintenance purposes.

Normal (dark) − Default

(illuminated) − Indicates

ENGINE


ENG START

AUTO starts for either engine

L−R CRANK rotation of the left or right engine for dry or wet cranking or manual start.

− Selects automatic

− Initiates

An EICAS message is displayed when IGNITION is selected ON.

GF

1810

_078

L−R IGNITION ON

Engine Run Switches

The ENGINE RUN switch(es), when selected by the crew to either the ON or OFF position, willinhibit or allow the EEC to control the engine. The switch(es) interfaces with both EEC and the HPFuel Shut-Off (HPSOV) to:

• Manually control closing and opening of the HPSOV.

POWER PLANT


CSP 700−5000−6

Volume 218−10−56

STARTING AND IGNITION (CONT'D)Engine Run Switches (Cont’d)

• Indicate to the EEC the Engine Run switch position and perform a dual channel reset and toclose the HPSOV in the Fuel Management Unit (FMU).

GF

1810

_079

EEC

CH A

EEC

FMU

HPSOV OPEN

HPSOV CLOSED

FMU

HPSOV CLOSED

HPSOV OPEN

CH B

CH A

CH B

EN

GIN

ER

UN

LR

OF

FO

FF

The Engine Run switch controls the respective HPSOV. The switch in the ON position enables theHPSOV open and the switch in the OFF position enables the HPSOV closed.

The Engine Run switch in the ON position gives EEC authority to open HPSOV during anautomatic ground or air start. When the switch is set to the OFF position, the HPSOV will close.

The Engine Run switch in the ON position will directly command the EEC to open the HPSOVduring a manual ground or air start. When the switch is set to the OFF position, the HPSOV willclose.

The EEC will override an Engine Run Switch ON command by closing the HPSOV only for anautomatic start abort or relight abort or in the case of an overspeed.

The transition ON to OFF initiates a reset of both lanes of the EEC of the associated engine andwill also send a signal to command the starter air valve to close.

POWER PLANT


CSP 700−5000−6

Volume 218−10−57

STARTING AND IGNITION (CONT'D)Engine Starting

AUTO Start − Ground

The normal start sequence is initiated automatically, with the ENGINE START switch selected toAUTO, IGNITION switch selected to Normal (default), thrust levers IDLE and the engine RUNswitch to ON. The APU is the normal source of air during ground start.

FG

F18

10_0

02

NOTEThe engine data quoted in thisexample are approximate values.

BLEED/ANTI-ICE

32

AIRCOND

APU

HP

LP

PSI

OFFLP

HP

OFFR L

37PSI

3840014600 14600 9200

TOTAL FUEL (LBS)

1.00 1.00

0.0 0.8

15 15

NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2


15.0 0 18 10

00.0 0 0 0

EPR

N1

ITT

AIL

1.65 1.65

TO

SYNC

START

IGN

L ENG SHUTDOWNL FUEL LO PRESS

START

ENGINERUNL R

OFF OFF

ENGINE


ENG START

FUELTOTAL FUEL29200 LBS

FUEL USED300 LBS

14600 LBS14600 LBS0 LBS

AUX AUX

°C23 °C23

P

P

P

APU

°C32

P

P

P

°C32

PP

LO PRESS

POWER PLANT


CSP 700−5000−6

Volume 218−10−58

STARTING AND IGNITION (CONT'D)Engine Starting (Cont’d)

AUTO Start − Ground (Cont’d)

At approximately 15% N2, ignition occurs.

FG

F18

10_0

03

3840014600 14600 9200

TOTAL FUEL (LBS)

1.00 1.00

0.0 0.8

15 15

NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2


15.0 0 18 10

00.0 0 0 0

EPR

N1

ITT

AIL

1.65 1.65

TO

SYNC

START

IGN

IGN Annunciation


At approximately 20% N2, fuel flow active and light off will occur at approximately 25% N2.

FG

F18

10_0

04

NOTEThe engine data quoted in this example are approximate values.

IGN Annunciation

3840014600 14600 9200

TOTAL FUEL (LBS)

1.00 1.00

0.0 0.8

15 15

NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2


15.0 0 28 18

00.0 0 0 0

EPR

N1

ITT

AIL

1.65 1.65

TO

SYNC

START

IGN


POWER PLANT


CSP 700−5000−6

Volume 218−10−59


AUTO Start − Ground (Cont’d)

At approximately 42% N2, IGN off and at approximately 45% N2 START off (SAV closed).

FG

F18

10_0

05


1.00 1.02

0.0 19

15 450

14600 1460010000 NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2


46.0 800 30 35

00.0 0 0 0

EPR

N1

ITT

AIL

1.65 1.65

TO

SYNC


At Idle

FG

F18

10_0

06


1.00 1.02

0.0 25.5

15 360

14600 1460010000 NDSTAB

NU

RUDDERNL

LWD RWD

NR

TRIMS

7.2


63.6 680 45 71

00.0 0 0 0

EPR

N1

ITT

AIL

1.65 1.65

TO

SYNC


BLEED/ANTI-ICE

42 42

AIRCONDCOND

APU

HP

LP

PSI

LLP

HP

R

PSI

POWER PLANT


CSP 700−5000−6

Volume 218−10−60


Rotor Bow

If the BR710-20 engine is to be started between 20 minutes and 5 hours after the previousshutdown, there is a high potential for high core vibration during the next start. This is known as“Rotor Bow”, which occurs due to differential cooling of the high-pressure spool and subsequentdistortions of the rotating assembly.

In all manual ground starts, the operator must carry out an Extended Dry Crank (EDC)procedure, consisting of motoring the engine prior to start, for a period of 30 seconds at themaximum motoring speed achievable. However, during all automatic starts, the FADEC willdetermine if the EDC procedure is required and carry it out automatically. In both manual andautomatic starts, it is permissible to continue the starting operation immediately following theEDC procedure, without performing a spool down of the engine.

AUTO Start − Ground

During an automatic start the EEC will perform all checks for starting anomalies. If a fault isdetected, (hot starts, hung starts, etc.) the EEC will abort the start. The crew can stop the startsequence anytime, by selecting the ENGINE RUN switch to OFF.

AUTO Start − Air

The EEC will determine if an “ATS ENVELOPE” (≤ 249 knots) or a “WINDMILL ENVELOPE”(≥ 250 knots) will be performed. The type of start will be displayed on EICAS.

GF

1810

_085

ATS ENVELOPE WINDMILL ENVELOPEor

The air start sequence is initiated, when the ENG RUN switch is selected to ON.

GF

1810

_086NOTE

The type of start, ATS or WINDMILL, is latched at the moment that the ENG RUN switch is selected to ON. The EEC will continue to attempt that type of start, regardless of subsequent changes in airspeed or configuration.

ENGINERUNL R

OFF OFF

ENGINE


ENG START

If ATS ENVELOPE (starter assisted air start) has been selected, the EEC will select the SAVopen, activate the starter motor, if N2 is below starter re-engagement speed (up to 42 % N2).

If WINDMILL ENVELOPE has been selected, the EEC will not select the SAV open.

The EEC will activate ignition immediately and open the HPSOV if N2 ≥ 8%. At approximately45% N2, IGN will deactivate.

POWER PLANT


CSP 700−5000−6

Volume 218−10−61


AUTO Start − Air (Cont’d)

During an automatic start the EEC will perform all checks for starting anomalies. If a fault isdetected, the EEC will abort the start. (EEC will not abort an airborne relight, for hot starts).

The crew can stop the start sequence anytime, by selecting the ENGINE RUN switch to OFF.

Manual Start − Ground

The manual ground start sequence is as follows:

• Crew selects IGNITION switch ON.

GF

1810

_087

• Crew selects the START SELECT switch to CRANK for the appropriate engine.

GF

1810

_088

NOTE The engine data quoted in thisexample are approximate values.

1.00

0.4

15


10.0 0 21 10

EPR

N1

ITT

TO

SYNC

1.65

START

L CRANK L CRANKAUTO

ENG START

POWER PLANT


CSP 700−5000−6

Volume 218−10−62


Manual Start − Ground (Cont’d)• At 20% N2, crew selects the ENGINE RUN SWITCH to ON. Fuel flow and light off occur.

GF

1810

_089

NOTEThe EEC does not protect the enginefrom overtemp or any start anomaliesduring a manual start.

1.00

2.5

26

20.0 230 28 18

1.65

START

IGN


EPR

N1

ITT

TO

SYNC

ENGINERUNL R

OFF OFF

• At approximately 42% N2, IGN off and at approximately 45% N2 START off (SAV closed).

During manual start, the EEC will not limit ITT, the crew must abort the start in case of startinganomalies. After completion of the manual start sequence, the crew select IGNITION to Normaland may then return the START SELECT switch to AUTO.

Engine Shutdown

The normal engine shutdown sequence is as follows:

• Place thrust lever in IDLE position.

GF

1810

_090

THRUST

REV

MAX

MAX REV

IDLE

POWER PLANT


CSP 700−5000−6

Volume 218−10−63

STARTING AND IGNITION (CONT'D)Engine Shutdown (Cont’d)

• Place ENGINE RUN switch to the OFF position, when engine has stabilized at Idle.

GF

1810

_091

L ENG SHUTDOWN

ENGINERUNL R

OFF OFF

The EEC will reset (in preparation for the next engine start) after ENGINE RUN switch has beenselected to OFF.

Dry Cranking

Dry cranking of the engine is accomplished as follows:

• Ensure ENGINE RUN switch is selected to OFF.• Ensure IGNITION switch is Normal (the EEC will inhibit IGNITION when CRANK is selected,

unless IGNITION has been selected to ON).• Select START SELECTOR to L CRANK or R CRANK.

GF

1810

_092

ENGINERUNL R

OFF OFF

ENGINE


ENG START

The EEC will open the SAV and activate the starter motor (if N2 below starter re-engagementspeed). The EEC will keep the starter motor operating as long as the N2 is below starterdisengagement speed (approximately 45% N2), for 3 minutes maximum.

The crew can stop cranking by selecting START SELECTOR to AUTO.

Wet Cranking

Wet cranking is normally performed by maintenance personnel.

Wet cranking of the engine is accomplished as follows:

• Ensure IGNITION switch is Normal (the EEC will inhibit IGNITION when CRANK is selected,unless IGNITION has been selected to ON).

• Select START SELECTOR to L CRANK or R CRANK.• Select ENGINE RUN switch to ON (HPSOV opens allowing fuel to the engine burners).

POWER PLANT


CSP 700−5000−6

Volume 218−10−64

STARTING AND IGNITION (CONT'D)Wet Cranking (Cont’d)

GF

1810

_093

ENGINERUNL R

OFF OFF

ENGINE


ENG START

The EEC will open the SAV and activate the starter motor (if N2 below starter re-engagementspeed). The EEC will keep the starter motor operating as long as the N2 is below starterdisengagement speed (approximately 45% N2), for 3 minutes maximum.

Starting Anomalies

Automatic Ground Start Abort

Any of the following events will result in an automatic ground start abort:

• Crew selecting ENGINE RUN switch to OFF.• N2 speed not greater than or equal to 15% (120 seconds from ENGINE RUN switch ON).• Idle speed not achieved (120 seconds from HPSOV open).• Starter cutout not being reached within starter duty timer (180 seconds from SAV open).• ITT exceeding the ground start limit (700°C) after light-off and during acceleration to Idle.

Manual Ground Start Abort

Any of the following events will result in a manual ground start abort:

• Crew selecting ENGINE RUN switch to OFF.• Crew selecting the START SELECTOR switch to AUTO.• Crew selecting the IGNITION switch to Normal.

Automatic Air Start Abort

Any of the following events will result in an automatic air start abort:

• Crew selecting ENGINE RUN switch to OFF.• N2 speed not greater than or equal to 8% (60 seconds from ENGINE RUN switch ON).• Idle speed not achieved (600 seconds from HPSOV open).• Starter cutout not being reached within inflight starter duty timer (180 seconds from SAV

open).

POWER PLANT


CSP 700−5000−6

Volume 218−10−65

STARTING AND IGNITION (CONT'D)Auto-Relight

The EEC provides an Auto-Relight function to detect and recover an engine flameout.

The Auto-Relight function is enabled when the engine is at or above Idle and the ENGINE RUNswitch is ON.

Two methods are used to detect a flameout at all engine speeds at or above Idle:

• By monitoring the rate of change of N2. The threshold for the rate of change is calculated asa function of HP compressor pressure exit (P30) and altitude. A flameout is assumed tohave occurred if N2 decelerates at a rate greater than this threshold.

• By monitoring the difference between commanded Idle N2 and actual N2. If the difference isgreater than a preset threshold, a flameout is assumed to have occurred. This method issuppressed for 15 seconds, following a transition from low idle to high idle.

When a flameout is detected, the EEC will energize both igniters and schedule fuel flow until theengine relights. The igniters are energized for 20 seconds after an engine relight.

If the engine continues to run down (no relight), then the EEC will close the HPSOV at 35% N2and de-energize the igniters and an EICAS message is posted.

GF

1810

_094

L ENG FLAMEOUTR ENG FLAMEOUT

Quick Relight

The EEC provides a Quick Relight function which automatically relights the engine if the ENGINERUN switch has been momentarily selected to OFF then re-selected to ON.

The Quick Relight functionality is defined as follows:

• Enabled only if inflight.• Activated when ENGINE RUN switch is reselected ON within 30 seconds after selecting

ENGINE RUN switch to OFF and N2 greater than or equal to Idle (42% N2).• When Quick Relight activated, fuel is commanded ON and both ignition systems ON.

If N2 continues to fall below Idle speed, Quick Relight will maintain both the ignition systems andfuel ON until the engine speed is regained for up to 20 seconds.

The crew can cancel Quick Relight by selecting the ENGINE RUN back to OFF.

POWER PLANT


CSP 700−5000−6

Volume 218−10−66

ENGINE FIRE DETECTION SYSTEM

Engine fire detection is provided by a dual-loop system; each loop consisting of sensing elements.Each zone’s elements are mounted on support tubes.

The Fire Detection and Extinguishing (FIDEEX) system provides fire detection and extinguishing toboth main engine zones.

GF

1810

_095

SENSOR ELEMENTS(2 Ea. PER ASSEMBLY)

ENGINE FIRE DETECTOR ELEMENTS

The detection loops of both zones are monitored as a single zone and the fire extinguishing systemwhen discharged, supplies both zones simultaneously.

DISCHARGE INTOFIRE ZONE

FEED TO THE RIGHT ENGINE

FIRE BOTTLES



GF

1810

_096

For more information, see Chapter 9, FIRE PROTECTION.

POWER PLANT


CSP 700−5000−6

Volume 218−10−67

ENGINE LIMIT EXCEEDANCE DISPLAY

Any engine exceedance is displayed in the MFD MENU window page 3/3 (on the ground only). Theexceedance display window shall present data from the last recorded engine exceedance.

The presented data consists of the following:

• Date of exceedance.• Maximum L−R N1 speed.

• Maximum L−R ITT.• Maximum oil temperature.• Maximum L−R N2 vibration.

• Time of exceedance.

• Maximum L−R N2 speed.

• Maximum oil pressure.• Maximum L−R N1 vibration.

• Time in exceedance for each parameter.• Source of the event that triggered the

exceedance.

GF

1810

_097

a

ETE1+36

12.5KDVT

NM

WX SAT

GSPD

−56TATTAS

−4000

HDG315

FMS1360

N

50 50

KPHX

TOC

LUF

KDVT

KSRP

30 6

33 3

Selecting MENU will display engine EXCEEDANCE display (on ground only).

NOTE

EXCEEDANCE 3/3DATE: 10 /12/98 TIME: 10:45

LH RH MAX TIME MAX TIME

N1 :N2 : ITT :

OIL P : OIL T :

N1 VIB :N2 VIB :TRIGGERED BY : L N1

120 2:15 95 0:00 85 0:00 80 0:00790 0:00 800 0:00 50 0:00 50 0:00 85 0:00 88 0:00 0.6 0:00 0.6 0:00 0.6 0:00 0.6 0:00

If no engine exceedance has occurred:

EXCEEDANCE 3/3

NO EXCEEDANCE RECORDED

1

The maximum value data shall be the maximum value the parameter achieved during theexceedance event, regardless of whether it was within the exceedance band. The time inexceedance data shall be the time the parameter was within its defined exceedance band, if any, upto 5 minutes maximum.

If an exceedance event is detected a data set is stored automatically by the Fault Warning Computer(FWC). A data set is also stored when the PILOT EVENT button is selected. A data set consists ofparameters recorded every second spanning from 10 seconds prior to the exceedance event, theparameters when the event was triggered, and concluding 19 seconds after the event.

GF

1810

_098

PILOT EVENT Button

Landing Gear Control Panel

NOSE STEER LDG GEAR

HORN PILOTEVENT

MUTED

POWER PLANT


CSP 700−5000−6

Volume 218−10−68

POWER PLANT EICAS MESSAGES

GF

1810

_099

DUAL ENGINE OUTL OIL LO PRESSR OIL LO PRESSL REVERSER UNLKDR REVERSER UNLKDA/T NOT IN HOLDL ENG FLAMEOUTR ENG FLAMEOUTL ENG FUEL LO TEMPR ENG FUEL LO TEMPL ENG OVERSPEDR ENG OVERSPEDL ENG OVHTR ENG OVHTL ENG SAV FAILR ENG SAV FAILL FADEC FAILR FADEC FAIL

L−R OIL LO PRESSIndicates that the affected engine has low oil pressure, while the engine is operating.

L−R REVERSER UNLKDIndicates that the affected reverser is unlocked, with the thrust lever in the forward

L−R ENG FLAMEOUTIndicates that there is a flameout on the affected engine.

L−R ENG FUEL LO TEMPIndicates that the affected engine fuel inlet temperature is approaching the fuel freezing point.

L−R ENG OVHTIndicates that the affected engine turbine has overheated.

L−R FADEC FAILIndicates that there is a failure of both lanes in the affected FADEC. Engine operation may be affected.

L−R ENG SAV FAILIndicates that the affected engine start air valve has failed.

L−R ENG OVERSPEDIndicates that the affected engine shut down caused by independent overspeed protection.

A/T NOT IN HOLDIndicates that the A/T is not in take-off hold mode above 60 knots during take-off roll until transitioning through 400 feet AGL.

DUAL ENGINE OUTIndicates that a flameout has been detected in both the L and R engine or both L and R enginesare shutdown (in flight).

position.

POWER PLANT


CSP 700−5000−6

Volume 218−10−69

POWER PLANT EICAS MESSAGES (CONT'D)

GF

1810

_100

L FADEC N1 CTLR FADEC N1 CTLL FADEC OVHTR FADEC OVHTL−R FUEL FILTERL FUEL LO PRESSR FUEL LO PRESSL OIL LO QTYR OIL LO QTYL REVERSER FAILR REVERSER FAILL REV LOCK FAILR REV LOCK FAILL START ABORTEDR START ABORTEDL THROTTLE FAILR THROTTLE FAIL

L and R FUEL FILTERIndicates that both engines have impending fuel filter bypass.

L−R FUEL LO PRESSIndicates that the affected engine has low fuel feed pressure with the HPSOV open.

L−R OIL LO QTYIndicates that the affected engine’s oil quantity is low.

L−R REVERSER FAILIndicates that the affected reverser has failed and the doors will remain in current position.

L−R START ABORTEDIndicates that FADEC has aborted the affected engine start.

L−R THROTTLE FAILIndicates that the affected thrust lever has failed. Engine operation will be affected and corresponding thrust reverser will not deploy.

L−R REV LOCK FAILIndicates that 2 of 3 reverser locks, on the affected reverser, are not locked, with the thrust lever in the forward position.

L−R FADEC N1 CTLIndicates that the affected engine is in N1 control. FADEC has detected a fault and has reverted to N1 control.

L−R FADEC OVHTIndicates that the affected engine’s FADEC internal temperature monitor has tripped.

POWER PLANT


CSP 700−5000−6

Volume 218−10−70


GF

1810

_101

a

ATS ENVELOPE

L FADEC FAULTR FADEC FAULTL FUEL FILTERR FUEL FILTER

L OIL FILTERR OIL FILTERL REVERSER FAULTR REVERSER FAULTL REV LOCK FAULTR REV LOCK FAULTOIL RES LO QTYWINDMILL ENVELOPE

ATS ENVELOPEIndicates that FADEC has determined that the airplane is within the starter assisted engine relight envelope.

L (R) FADEC FAULTIndicates that there is a minor fault in the affected

should not be affected.

L (R) FUEL FILTERIndicates that the affected fuel

L (R) OIL FILTERIndicates that the affected oil filter is impending bypass.

L (R) REVERSER FAULTIndicates that there is a minor fault in the affected thrust reverser system. Engine operation should be normal.

L (R) REV LOCK FAULTIndicates that one of two primary stow switches, on affected thrust reverser, is indicating not stowed, with the thrust lever in the forward

OIL RES LO QTYIndicates that the oil reservoir has < 1.5 quarts of oil remaining. WINDMILL ENVELOPE

Indicates that FADEC has determined that the airplane is within the windmill start envelope.

A/T ADC MISCOMPA/T 2 FAILA/T 1 FAIL

A/T IRS MISCOMP

ENG SYNC FAILENG SYNC LIMITED

A/T 1 (2) FAILIndicates that the A/T is invalid, or reporting a hardware or servo failure.

A/T ADC MISCOMPIndicates that the A/T is is available due to an ADC data miscompare.

A/T IRS MISCOMPIndicates that the A/T is not available due to an IRS data miscompare.

ENG SYNC FAILIndicates that the affected SYNC system has failed. ENG SYNC LIMITED

Indicates that the selected SYNC system is unable to function due to authority limit or engine split greater than SYNC authority.

filter is impending bypass.

FADEC. Engine operation

range.

POWER PLANT


CSP 700−5000−6

Volume 218−10−71


GF

1810

_102

a

A/T ADC MISCMPA/T IRS MISCMPA/T 1 FAILA/T 1 FAILENG SYNC FAILENG SYNC LIMITEDL ENG BLEED ONR ENG BLEED ONL ENG BLEED OFFR ENG BLEED OFFL IGNITION ON

L FADEC N1 CTLR FADEC N1 CTLL ENG SHUTDOWNR ENG SHUTDOWN

A/T 1 (2) FAILIndicates that the A/T is invalid, or reporting a hardware or servo failure.

L (R) FADEC N1 CTLIndicates that the affected engine is in N1 control, by switch selection on the engine control panel.

L (R) ENG SHUTDOWNIndicates that the crew has initiated shutdown on the affected engine.

A/T ADC MISCMPIndicates that the A/T is not available due to an ADC data miscompare.

L (R) ENG BLEED ONIndicates that the selected bleed has been selected ON.

ENG SYNC FAILIndicates that the affected SYNC system has failed.

A/T IRS MISCMPIndicates that the A/T is not available due to an IRS data miscompare.

ENG SYNC LIMITEDIndicates that the selected SYNC system is unable to function due authority limit or engine split greater than SYNC authority.

L (R) ENG BLEED OFFIndicates that the selected bleed has been selected OFF.

L (R) IGNITION ONIndicates that the IGNITION switchhas been selected andthe EEC is activating alligniters.

R IGNITION ON

POWER PLANT


CSP 700−5000−6

Volume 218−10−72

CB - ENGINE SYSTEM

GF

1820

_001

STAT SYS BUS PREV CNTL TESTPAGE

NEXTPAGE

EMERCNTL

BUS

CIRCUIT BREAKER − SYSTEM 1/2

SYSTEMCIRCUIT BREAKER

AFCS

AIR COND/PRESS

APU

BLEED

CAIMS

COMM

DOORS

ELEC

ENGINE

FIRE

FLT CONTROLS

FUEL

L ENG FUEL HPSOV

L ENG IGN 1

L ENG IGN 2

L ENG START A

L ENG START B

IN

IN

IN

IN

BATT

BATT

BATT

BATT

BATT

CB − ENGINE SYSTEM

IN

1/3

L FADEC CH B

R ENG FUEL HPSOV

R ENG IGN 1

R ENG IGN 2

R ENG START A

INL FADEC CH A

IN

IN

IN

IN

BATT

BATT

BATT

BATT

BATT

BATT

CB − ENGINE SYSTEM

IN

2/3

R FADEC CH A

R FADEC CH B

INR ENG START B

IN

IN

BATT

BATT

BATT

CB − ENGINE SYSTEM 3/3

INVIBE MONITOR DC 1

BRT

POWER PLANT



CSP 700−5000−6

Volume 218−20−1

CB - OIL SYSTEM

FG

F18

20_0

01


NEXTPAGE

EMERCNTL

BUS



HYD

ICE

IND/RECORD

LDG GEAR

LIGHTS

NAV

OIL

OXYGEN

THRUST REV

L ENG LUBE

LUBE PUMP

R ENG LUBE

INAPU LUBE

IN

IN

IN

BATT

BATT

BATT

BATT

CB − OIL SYSTEM 1/1

DC 2OIL TANK PROBE IN

BRT

NOTE

The OIL TANK PROBE power source is tied to the MAP LTS circuit breaker, therefore, the OIL TANK PROBE circuit breaker is OUT for airplanes incorporating SB 700−1A11−79−001.

POWER PLANT



CSP 700−5000−6

Volume 218−20−2

CB - THRUST REV SYSTEM

GF

1820

_004


NEXTPAGE

EMERCNTL

BUS



HYD

ICE

IND/RECORD

LDG GEAR

LIGHTS

NAV

OIL

OXYGEN

THRUST REV

L T/R LOWER LOCK

L T/R TQA LOCK

L T/R UPPER LOCK

INL T/R CTL VALVE

IN

IN

IN

BATT

BATT

BATT

BATT

CB − THRUST REV SYSTEM 1/2

R T/R CTL VALVE

R T/R LOWER LOCK

IN

IN

BATT

BATT

R T/R UPPER LOCK

INR T/R TQA LOCK

IN

BATT

BATT

CB − THRUST REV SYSTEM 2/2

BRT

POWER PLANT



CSP 700−5000−6

Volume 218−20−3

POWER PLANT



CSP 700−5000−6

Volume 218−20−4

THIS PAGE INTENTIONALLY LEFT BLANK

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