POWER PLANT
TABLE OF CONTENTS
CHAPTER 18
Page
TABLE OF CONTENTS
18−00−1
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
Engine Oil Heat Management System
Oil Replenishment System
Oil Replenishment Panel
Oil Replenishment Schematic
Operation
18−10−5
18−10−6
18−10−7
18−10−8
18−10−9
18−10−9
Engine Fuel System
Fuel System Schematic
18−10−10
18−10−11
Full Authority Digital Engine Control (FADEC)
18−10−12
Engine Electronic Controller (EEC)
18−10−13
Engine Indications
Engine Pressure Ratio (EPR)
EPR Control
EPR Indication
EPR Rating Mode Selection
SYNC Mode Selection
FMS Selection (EPR)
N1 (Fan)
N1 Control
N1 Indication
Inter Turbine Temperature (ITT)
ITT Indication
N2 (HP Compressor)
N2 Indication
Fuel Flow
Fuel Flow Indication
Oil Temperature
Oil Temperature Indication
Oil Pressure
Oil Pressure Indication
18−10−15
18−10−16
18−10−17
18−10−17
18−10−18
18−10−18
18−10−19
18−10−20
18−10−21
18−10−21
18−10−22
18−10−23
18−10−24
18−10−25
18−10−25
18−10−26
18−10−26
18−10−26
18−10−26
18−10−26
Engine Vibration Monitoring System (EVMS)
EVMS Indication
18−10−27
18−10−27
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−00−1
POWER PLANT
TABLE OF CONTENTS
Page
DESCRIPTION
Thrust Management
18−10−28
Thrust Levers
18−10−30
Autothrottle System
Autothrottle Data Sources
Limiting
Monitoring
A/T 1 or 2 Select
A/T Engagement/Disengagement
A/T Mode Operation
Take-off Thrust Control Mode
Take-off Thrust Hold Control Mode
Flight Level Change Thrust Control Mode
Airspeed Control Mode
Retard Mode
Go Around Thrust Control Mode
Electronic Thrust Trim System (ETTS)
N1 SYNC ON
N2 SYNC ON
EPR CMD SYNC ON
N1, N2, EPR CMD SYNC OFF
SYNC Annunciation
18−10−32
18−10−33
18−10−33
18−10−33
18−10−34
18−10−34
18−10−37
18−10−38
18−10−38
18−10−39
18−10−40
18−10−41
18−10−41
18−10−42
18−10−42
18−10−43
18−10−43
18−10−44
18−10−44
Thrust Reverser System
Thrust Reverser
Reverse Thrust Operation
Reverser Components
Isolation Control Unit
Directional Control Unit
Reverse Thrust Levers
Reverser System Lock-Out
18−10−45
18−10−46
18−10−47
18−10−48
18−10−48
18−10−48
18−10−50
18−10−51
Starting and Ignition
Starter Air Valve (SAV)
Air Turbine Starter (ATS)
Ignition System
Engine Run Switches
Engine Starting
Engine Shutdown
Dry Cranking
Wet Cranking
Starting Anomalies
Auto-Relight
Quick Relight
18−10−52
18−10−54
18−10−54
18−10−55
18−10−56
18−10−58
18−10−63
18−10−64
18−10−64
18−10−65
18−10−66
18−10−66
Volume 2
Flight Crew Operating Manual
18−00−2
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
TABLE OF CONTENTS
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
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−00−3
POWER PLANT
TABLE OF CONTENTS
THIS PAGE INTENTIONALLY LEFT BLANK
Volume 2
Flight Crew Operating Manual
18−00−4
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
GENERAL
The Global 5000 airplane is powered by two BMW−Rolls Royce BR 700−710A2−20 engines, each
mounted 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 thrust
at sea level to ISA +20.
The BR 700−710A2−20 engine contains two main rotating assemblies (spools), a single stage low
pressure (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 mounted
on 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 oil
replenishment system.
The fuel system consists of a low pressure system and a high pressure system. Fuel is supplied from
the 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 Digital
Electronic 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 to
FADEC via the throttle, for thrust commands.
Starting is initiated through the FADEC, to provide normal ground/air starts, alternate ground/air
starts, 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 the
EEC.
Vibration monitoring system provides signals indicating N1 (Fan) and N2 (HP compressor) vibration
levels on each engine.
Fire detection is provided by dual element sensor assemblies connected in series to provide two
independent sensing loops. Two fire bottles are located at the rear of the airplane.
Rev 3, Apr 25, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−10−1
POWER PLANT
ENGINE ASSEMBLY AND AIRFLOW
LP COMPRESSOR (FAN)
HP COMPRESSOR
ACCESSORY GEARBOX
GF1810_001
The BR 700−710A2−20 engine contains two main rotating assemblies (spools), a single stage low
pressure (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 mounted
on the accessory gearbox.
LP TURBINE
HP TURBINE
All air entering the engine air intake passes through the LP compressor and is divided into two main
flows, the bypass and core airflows. The core airflow passes through the HP compressor to the
annular combustion chamber, which supplies the engine with its fuel requirements. The core airflow
then flows through two stages of HP turbines and two stages of LP turbines into the forced mixer to
mix with bypass air.
The Bypass air passes through the fan outlet guide vanes along the bypass duct to meet with the
core airflow. The combined airstream is exhausted to atmosphere.
HP COMPRESSOR
ANNULAR
COMBUSTION
CHAMBER
HP TURBINE
LP TURBINE
LP COMPRESSOR
FORCED MIXER
COLD STREAM
(BYPASS AIR)
AIR INLET
HOT STREAM
(CORE GAS)
INTAKE COWL
BYPASS DUCT
EXHAUST CONE
ACCESSORY
GEARBOX
Volume 2
Flight Crew Operating Manual
18−10−2
CSP 700−5000−6
GF1810_002
EXHAUST NOZZLE
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE MODULES
The engine is made up of eight modules as follows:
HP TURBINE AND COMBUSTOR
INTERMEDIATE CASE
BYPASS DUCT
FAN ASSEMBLY
ACCESSORY GEARBOX
•
•
•
•
•
•
•
•
LP TURBINE
AND SHAFT
GF1810_003
HP COMPRESSOR
FAN CASE
Fan assembly − Compresses the air entering the engine inlet cowl and feeds a percentage of it
to 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 engine
during 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 thrust
reverser unit.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−10−3
POWER PLANT
ENGINE BLEED AIR SYSTEM
The pneumatic system supplies compressed air for Air Conditioning and Pressurization, Ice and Rain
Protection 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).
AIR
CONDITIONING
SYSTEM
APU
BLEED
AIR
SYSTEM
ENGINES
ENGINE
STARTING
GROUND
SOURCE
BLEED
MANAGEMENT
CONTROLLER
DISTRIBUTION
EICAS
INDICATING
GF1810_004
ANTI-ICING
SYSTEM
The engine bleed air system is controlled during all phases of operation by two Bleed Management
Controllers (BMC).
The BMC selects air from either the low pressure port (5th stage) or the high pressure port (8th
stage) depending on the demand. Under normal operation (inflight), the air is selected from the 5th
stage of compression. When the airflow is insufficient, the BMC will select the 8th stage of
compression.
L and R ENG BLEED AIR selection, AUTO or ON, is accomplished via the BLEED/AIR
COND/ANTI-ICE panel on the overhead panel. A crossbleed valve (CBV) is installed between the left
and right pneumatic ducts, which can be opened, automatically by the BMC or manually, to provide
bleed air for engine starting. The APU is normal source of bleed air used for engine starting.
L ENG BLEED
XBLEED
AUTO
OFF
R ENG BLEED
AUTO
ON
CLSD
AUTO
OPEN
OFF
ON
APU BLEED
ON
GF1810_005
AUTO
OFF
For more information on ECS, see Chapter 2 AIR CONDITIONING AND PRESSURIZATION. For
more information on cowl and wing anti-icing, see Chapter 14 ICE AND RAIN PROTECTION.
Volume 2
Flight Crew Operating Manual
18−10−4
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE OIL SYSTEM
The function of the oil system is to lubricate and cool the engine bearings and gears. The system is a
full flow recirculating type.
The oil for the engine is stored in a tank, which is an integral part of the accessory gearbox. An oil
pump takes the oil from the tank to supply the front bearing chamber, the rear bearing chamber and
the accessory gearbox, via an oil pressure filter and a fuel cooled oil cooler (FCOC). An oil
replenishment tank is located in the aft equipment bay.
OIL
DE-AERATOR REPLEN
TANK
POP-OUT
INDICATOR
QUANTITY
TRANSMITTER
PRESSURE RELIEF
VALVE
VENT
PRV
PRV
PRV
PRESSURE
PUMP
PRESSURE
FILTER
FCOC
DIFFERENTIAL
PRESSURE SWITCH
FLOW
RESTRICTOR
DIFFERENTIAL
PRESSURE
TRANSDUCERS
AIR OVERBOARD
STRAINER
REAR
BEARING
CHAMBER
R
R
FRONT
BEARING
CHAMBER
ACCESSORY
GEARBOX
VENT
VENT
VENT
BREATHER
MCD
MCD
MCD
T
GF1810_006
MAGNETIC CHIP
DETECTOR
SCAVENGE
PUMP
OIL TEMPERATURE
BULB
The oil quantity transmitter provides indication to the STATUS page
display an OIL LO QTY message if the oil quantity is low.
0.8
ENG
12.3
and will
The pump supplies pressure to move the oil to the bearings and drive gear and to return it to the
tank. The oil pressure transducer provides an indication of the pressure between the oil feed and
scavenge lines and displays it on EICAS. 81 OIL PRESS 81
If the oil pressure is low, while the engine is running, an OIL LO PRESS message is displayed on
EICAS. 23 OIL PRESS 81
Oil is fed to the pressure filter. The filter removes debris prior to delivery to the bearing/gears. A
pressure relief bypass valve allows oil to bypass the filter in the event of filter blockage and an
OIL FILTER message will be displayed on EICAS, indicating an impending bypass.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−10−5
POWER PLANT
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. 115 OIL TEMP 115
Engine Oil Heat Management System
Oil cooling is achieved by the Fuel Cooled Oil Cooler (FCOC). The oil cooler dissipates the engine
oil system heat by exchanging heat between engine lubricating oil and low pressure fuel. It also
warms the low temperature fuel to prevent the formation of ice particles in the fuel entering the
Fuel Metering Unit (FMU).
HP OIL FEED
FCOC
LP
FILTER
HP
PUMP
AIRPLANE
FUEL SUPPLY
FMU
FUEL
FLOW TX
HP
FILTER
ENGINE
GEARBOX
T
T
TEMPERATURE
PROBE
TO
SCAVENGE
TO FUEL
NOZZLES
Volume 2
Flight Crew Operating Manual
18−10−6
CSP 700−5000−6
GF1810_011
LP
PUMP
Rev 2A, Apr 11, 2005
POWER PLANT
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 a
sensor (oil probe) which is located in the engine oil tank and provides quantity information on the
STATUS display.
10.4
OIL QTY (QTS)
ENG 10.4
APU 4.5
RES
5.0
ENGINE OIL TANK
GF1810_012
ENGINE OIL TANK
An oil replenishment tank is located in the aft equipment bay and contains an electrical pump and
sensor probe for quantity level. The oil replenishment tank volume contains 6 US quarts (5.7
liters). The oil replenishment system is designed for ground use only and serves both main
engines and the APU.
The system can be operated using the battery or external electrical power. Oil level monitoring is
required during servicing the engine(s) to verify that the system stops when the full level is
reached. 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 (left
side behind the pilot’s seat) in the flight compartment. The panel will display all lights for a period
of 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 30
minutes.
• 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.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−10−7
POWER PLANT
ENGINE OIL SYSTEM (CONT'D)
Oil Replenishment Panel
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 REPLENISHMENT
POWER
SYSTEM
ON
RESERVOIR
LH ENG
APU
RH ENG
TANK
LO
PUMP
ON
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
PUMP ON
Selecting 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.
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.
GF1810_013
TANK LO
The reservoir TANK
LO legend comes
on to indicate that
the reservoir is low
in quantity.
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.
Oil is to be added to the engine(s) when an OIL LO QTY message is displayed on EICAS and
when
powered.
LO
OIL
is displayed on the oil replenishment panel with the replenishment system
Volume 2
Flight Crew Operating Manual
18−10−8
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE OIL SYSTEM (CONT'D)
Oil Replenishment Schematic
AIRFRAME-MOUNTED
OIL REPLENISHMENT
POWER
SYSTEM
ON
AIRFRAME-MOUNTED
LH ENG
APU
RH ENG
TANK
LO
PUMP
ON
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
GF1810_015
O
RESERVOIR
Operation
The following procedural steps outlined are to be used only as a guide to replenish the engine oil
system. 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 the
same amount).
• When the engine reaches maximum level confirm that the “PUMP ON” legend on the oil
replenishment 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 to
avoidoverservicing.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−10−9
POWER PLANT
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 from
the airplane fuel system passes through the (centrifugal type) LP pump, is pressurized and is
delivered to the Fuel Cooled Oil Cooler (FCOC).
• LP Filter − Fuel from the FCOC enters the LP fuel filter, where any debris is trapped before
proceeding on to the HP pump. The fuel filter contains a combined ∆P switch /indicator. The
combined unit provides indications on EICAS of low pressure fuel or an impending LP fuel filter
blockage. A FUEL FILTER (single) or L−R FUEL FILTER (both) message is displayed on
EICAS. If a fuel low pressure switch is also provide to alert the crew of low fuel pressure in the
supply 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 Fuel
Metering Unit (FMU).
• The FMU meters the fuel required by the engine in response to the Electronic Engine
Controller (EEC) and provides pressure which is used as a motive force for the VSVs. The
variable inlet guide vanes and the first three stages of stators of the HP compressor adjust the
airflow entering the compressor to assist during engine starts, help prevent compressor surges
and maintain best specific fuel consumption. The FMU also prevents fuel flowing to the fuel
spray nozzles in the event of an engine overspeed and drains the fuel manifold into the drains
tank on engine shut down. The desired fuel flow is maintained by controlling the position of the
fuel metering valve. A constant pressure drop is maintained across the fuel metering valve by
the spill valve, which diverts unused fuel back to the fuel pump. The spill diverter valve allows
spill return fuel to the FCOC at low engine speeds to prevent fuel from recirculating around the
HP 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 engine
run switches.
• Fuel Flow Transmitter − Provides an indication of fuel flow to the EEC and to EICAS.
5750
•
(PPH)
in Pounds/Hour (PPH) or Kilograms/Hour (KPH).
5750 NOTE: Can be FFdisplayed
HP Filter − Prevents debris from entering the fuel manifold and causing possible blockage of
the fuel spray nozzles.
Fuel Temperature Transducers − Fuel enters the fuel filter and passes over the temperature
transducers which relay the information to the EEC for the heat management system and
displays the temperature on the FUEL synoptic.
32 °C
•
•
•
GF1810_017
•
FF (PPH)
Overspeed and Splitter Unit (OSU) − Splits the fuel flow equally between the lower and upper
fuel manifolds. In the event of LP shaft breakage detection, the OSU has a fuel shut-off
mechanism 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 combination
of HP air and narrow fuel orifice in the nozzle causes the fuel to be forced into a fine spray for
maximum efficiency combustion.
Fuel Drain Tank − The fuel is drained from the fuel manifold after engine shut down and is
passed through a drain valve in the FMU to the drains tank. The drains tank delivers the fuel to
the LP pump during the next engine run. The tank has an integral injector which uses LP pump
delivery fuel as a motive force to empty the tank.
Volume 2
18−10−10
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE FUEL SYSTEM (CONT'D)
Fuel System Schematic
TO
EEC
TO
ENGINE
TO
EEC
FUEL-COOLED
OIL COOLER
(FCOC)
FUEL FLOW
TRANSMITTER
VARIABLE
STATOR-VANE
(VSV) ACTUATOR
TO
EEC
LP FILTER
DIFFERENTIAL
PRESSURE
SWITCH
FUEL
BYPASS
VALVE
TO
EEC
T
TO
COCKPIT
TO
DRAINS
TANK
EJECTOR
OVERSPEED
SPLITTER UNIT
(OSU)
SDV
HP FUEL PUMP
VSV
CONTROLLER
SPILL
METERING
VALVE VALVE
FROM
AIRCRAFT
TANK
FUEL METERING
UNIT (FMU)
HP
SOV
DV
RELIEF VALVE
A
B
DRAINS TANK
AND EJECTOR
(ELECTRICAL)
LOWER
L
ENGINE
RUN
R
UPPER
R
WING FEED
INHIBIT
AUX PUMP
OFF
OFF
OFF
PRI PUMP
R RECIRC
INHIBIT
ON
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
FGF1810_001
OFF
Volume 2
18−10−11
POWER PLANT
FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)
Thrust management is controlled throughout all phases of operation by the Full Authority Digital
Engine 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.
DEDICATED GEN
THROTTLE
MODULE
FMU
HP 5 & 8 BLEED VALVES
STATOR VANE SYSTEM
DAU 1
DAU 2
EEC
DAU 3
IAC 1
STARTER AIR VALVE
IAC 2
IGNITION SYSTEM
IAC 3
THRUST REVERSER
ADC 1
ADC 2
ENGINE INPUTS
ADC 3
Volume 2
18−10−12
FUEL COOLED OIL COOLER
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_019
OTHER AVIONICS SYSTEMS
28 VDC
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE ELECTRONIC CONTROLLER (EEC)
The EEC is the controlling unit of the FADEC system and is located on the top of the engine in a
fireproof trough.
GF1810_020
ENGINE ELECTRONIC
CONTROLLER(EEC)
The EEC is an electronic control unit containing two channels A and B. Each channel is comprised of
a Central Processor Unit (CPU), Power Supply Unit (PSU) and two Independent Overspeed
Protection (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 the
Dedicated Generator (DG). Normally the FADEC is powered by the DG when the engine is
operating. If DG power fails, the PSU will revert to the airplane power supply, to continue operation of
the engine. The DG is mounted on the front of the accessory gearbox.
DEDICATED GENERATOR
AIR STARTER
HYDRAULIC PUMP
FRONT VIEW
VARIABLE FREQUENCY
GENERATOR No.1
DRY DRAINS OUTLET
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_021
OIL TANK
Volume 2
18−10−13
POWER PLANT
ENGINE ELECTRONIC CONTROLLER (EEC) (CONT'D)
The CPU receives and processes all input signals and calculates the output signals. Control of the
engine automatically alternates between channel A and channel B. If channel A is in control, channel
B is the backup for the duration of that flight. On the next engine start channel B is in control and
channel A is backup. The change command is triggered by the engine shut down on the ground. An
interlock prevents both channels from being in control at the same time. Each CPU operation is
monitored by a “watchdog timer”. If the watchdog timer senses a CPU malfunction within a set time
scale, then it will momentarily pass control to the other channel, while the faulty CPU resets. After
four CPU resets the watchdog will impose a freeze and control will pass to the other channel for the
remainder of the flight.
ENGINE
INPUTS
VALIDATION
ENGINE
INPUTS
CPU
PROCESSING
VALIDATION
CROSS
LINK
OUTPUT SIGNAL
CALCULATION
CPU
PROCESSING
OUTPUT SIGNAL
CALCULATION
OUTPUT DRIVER
OUTPUT DRIVER
LANE CHANGE RELAY
AIRFRAME SIGNALS
INPUTS
OUTPUTS
WATCHDOG
TIMER
WATCHDOG
TIMER
AIRFRAME SIGNALS
OUTPUTS
INPUTS
LANE CHANGE RELAY
SYSTEM CONTROLLER
POSITION
ACTUATOR
ENGINE
SYSTEM FEEDBACK TO CHANNEL A & B
OF EEC AS "ENGINE INPUTS"
ENGINE PARAMETER FEEDBACK TO BOTH
CHANNELS OF THE EEC (AS ABOVE) AND DIRECT
TO AIRFRAME SYSTEMS, IE: VIBRATION.
GF1810_022
SYSTEM
ACTUATOR
The IOP will automatically shut off fuel in the event of N1 or N2 reaching the overspeed trigger
values. 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. The
engine will not shut down unless both IOPs detect an overspeed. The overspeed function is checked
during normal engine shut down, by resetting the overspeed trip points to a sub-idle value. When the
speed drops below the reset values, the IOP overspeed detection trip points logic resets.
Volume 2
18−10−14
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE INDICATIONS
Primary engine parameters are displayed on EICAS. Secondary engine parameters are displayed on
the STAT page.
Engine Pressure Ratio (EPR)
Used to display thrust and is the
primary thrust setting indicator.
1.65
1.54
1.65
1.54
CRZ
EPR
SYNC
N1 (FAN)
Used to display the LP compressor (fan)
speed and as Secondary thrust setting
indicator and is measured in %.
73.3
73.3
N1
789
Inter Turbine Temperature (ITT)
Used to display engine operating
temperatures in °C.
789
ITT
93.4
5750
115
81
N2 (HP compressor)
Used to display HP compressor
speed and is measured in %.
93.4
N2
5750
FF (PPH)
115
OIL TEMP
OIL PRESS
81
TRIMS
NU
AIL
7.2
TOTAL FUEL (LBS)
Fuel Flow (FF)
Used to display the amount of fuel
being used, in pounds per hour
(PPH) or kilograms per hour
(KPH).
14600
LWD
ND
STAB
RWD
NL RUDDER NR
EICAS
CKPT ( C)
Oil Temperature (OIL TEMP)
Used to display the oil
temperature in °C.
41550
14600
10000
20
19
FWD
AFT
CABIN (°C) CABIN (°C)
22
22
20
20
OXYGEN
CAB ALT
P
1300
0.00
CAB RATE
500
LDG ELEV
1000
90 %
Oil Pressure (OIL PRESS)
Used to display the oil
pressure in psi.
Engine Oil Quantity (ENG)
Used to display the oil quantity in
the engine and is measured in
U.S. quarts.
OIL QTY (QTS)
10.4
ENG
4.5
APU
5.0
RES
RPM 100
03
APU
EGT
BRAKE TEMP
03
03
Oil Reservoir Quantity (RES)
Used to display the amount of oil
in the replenishment tank and is
measured in U.S. quarts.
STAT page
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
650
03
FGF1810_007
10.4
Volume 2
18−10−15
POWER PLANT
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 and
display.
The engine inlet total pressure and temperature are sampled at the fan inlet. Engine inlet total
pressure (P20/T20) is used by the EEC. P20 is used by the EEC for control functions and in the
calculation of EPR and Mach number. Temperature sensor (T20 )is used by the EEC for control
function and for various EPR related functions.
OUTLET GUIDE VANE CASING
INTAKE COWL
LEADING EDGE
P20/T20 PROBE
GF1810_024
FAN BLADES
SPINNER
P50 PRESSURE PROBE
The core engine exhaust total pressure (P50), in combination with P20/T20, is also used by the
EEC for EPR calculation. P50 air is sensed by four pressure probes, located on the outlet guide
vane assembly. The pressure transducer within the EEC provides a signal to both channels of the
EEC and is temperature compensated. The data entry plug ensures that both engines display the
same EPR for the same actual engine thrust level.
P20
1.65
1.54
AIRFRAME
ENGINE
CRZ
EPR
SYNC
P20
18−10−16
EEC
CHANNEL
B
DATA
ENTRY
PLUG
P50
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_025
EEC
CHANNEL
A
Volume 2
1.65
1.54
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE INDICATIONS (CONT'D)
EPR Control
EPR control mode is selected on the engine control panel, located on the pedestal. Both EPR or
N1 switches should be the same selection.
ENGINE
L
N1
EPR
EPR
GF1810_026
R
N1
Engine Switches
Used to select engine control mode:
N1 − selects engine control in alternate mode.
EPR − selects engine control in primary mode.
EPR Indication
EPR Rating Readout
Displays the EPR numerical
target for the mode selected.
EPR Rating "V" Bug
Displays the target EPR
for the mode selected.
1.65
1.65
1.54
Note:
When the EPR readout and
the EPR rating match, the
bugs will blend.
EPR Readout
Displays the current
EPR value.
1.54
EPR "T" Readout Bug
Displays the current
EPR command.
CRZ
EPR
SYNC
EPR Rating Mode
Displays thrust rating which are selected
automatically or manually. The following
rating modes are available:
Take-off ( ) mode
Reduced Thrust Take-off Mode (
)
Engine Control Mode Box
Displayed when in EPR
control mode.
SYNC Mode
Displays synchronized mode as
selected by the FMS.
If autothrottle is engaged SYNC
will appear under N1 and N2
whichever is controlling.
NOTE
All indications will be magenta except when MAN or FLEX is selected, in which case
the indications will be cyan.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_027
EPR Sweep Arm
Displays the current
EPR readout.
Volume 2
18−10−17
POWER PLANT
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 ground
and the thrust is advanced towards take-off. Operation at TO rating is limited to a maximum
of 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 weight
and runway conditions are such that full TO rating is not required. FLX thrust is
implemented by the use of an assumed temperature higher than ambient day temperature
and 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 in
CLB until reaching the cruise altitude. After reaching initial cruise altitude, the rating will go
back 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 ft
of the Top Of Climb (TOC) altitude and the throttles have been retarded to an angle
corresponding to maximum CRZ thrust. The rating will remain in CRZ as the airplane
descends, until flaps/slats or gear are selected down, at which point the rating will return to
TO.
• Maximum Continuous Thrust (MCT) − This rating is valid when an engine is failed, the rating
mode will transition out of TO and into MCT. The rating will remain at MCT in the engine out
condition, 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 RATING
Select 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 a
trim value to match the two engine speeds. SYNC mode may be manually selected by the crew for
take-off below 400 feet, but is inhibited in the automatic mode below 400 feet. N1 shaft speed, N2
shaft speed or EPR mode can be synchronized.
Volume 2
18−10−18
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE INDICATIONS (CONT'D)
FMS Selection (EPR)
To select EPR ratings on the FMS proceed as follows:
1
Select PERF function key and
. go to page 2/2 of the PERF INDEX.
K I CT − K O R L FPL
ORIGIN
KICT
104°
MEM
115°
VUZ
DIST/ETE
998/02 + 47
392NM
01 + 06
174NM
00 + 29
2/2
PERF INDEX
GS
INIT<− − WHAT − − IF − − > DATA
@ 359
INIT <− STORED FPL − − >DATA
FUEL MGT
PATTERN
2
1/3
FPL SEL
S. E.
RANGE
THRUST MGT
Select THRUST MGT line select
key.
.
PERF INDEX
2/2
RATING
INIT< − − WHAT − − IF− − > DATA
AUTO
INIT < − STORED FPL − > DATA
N1
FUEL MGT
S . E.
1/1
THRUST MGT
1.65 (TO)
OR
SYNC
OR
RANGE
THRUST MGT
3
Select applicable OR line select key on RATING line and set as required.
THRUST MGT
RATING
AUTO
1.65
(TO)
SYNC
EPR
1/1
RATING MODE
1/1
OR
AUTO 1.60
OR
TO 1.65
1.58 MCT
CLB 1.60
1.55 CRZ
(TO)
RETURN
− . −− EPR < − − − MAN − − − > N1 − − −
To select SYNC mode, select OR line select key on SYNC line and set as required.
RATING
THRUST MGT
AUTO ( 1.60 )
SYNC
EPR
1/1
SYNC MODE
OR
N1
RETURN
OR
N2
OFF
EPR
Rev 2A, Apr 11, 2005
1/1
Flight Crew Operating Manual
CSP 700−5000−6
(ACT)
GF1810_028
4
Volume 2
18−10−19
POWER PLANT
ENGINE INDICATIONS (CONT'D)
N1 (Fan)
The N1 LP compressor (fan) speed is used as the alternate engine control. The N1 signals are
used 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.
73.3
73.3
N1
ENGINE
VIBRATION
MONITOR
UNIT
AIRFRAME
ENGINE
IOP
CHANNEL
A
N1
SPEED
PROBE
Volume 2
18−10−20
IOP
CHANNEL
B
N1
SPEED
PROBE
EEC
CHANNEL
B
N1
SPEED
PROBE
Flight Crew Operating Manual
CSP 700−5000−6
N1
SPEED
PROBE
GF1810_029
EEC
CHANNEL
A
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE INDICATIONS (CONT'D)
N1 Control
N1 control mode is selected on the engine control panel, located on the pedestal. Both switches
must be in the same position. N1 can also be selected automatically by the EEC in the event of an
EPR control mode failure. This is known as a soft reversion and both switches should then be
selected to N1, hard reversion, until the EPR failure is cleared. An amber EICAS message will be
displayed when a failure is detected and a status message will be displayed, when the control
switches have been selected to N1 control.
L−R FADEC N1 CTL
L−R FADEC N1 CTL
NOTE
Before manually reverting to N1 control, the thrust levers should be retarded to avoid thrust "bumps".
GF1810_030
Hard Reversion
N1 Indication
N1 Rating Readout
Displays the N1
numerical target.
N1 Sweep Arm
Displays the current
N1 value.
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.
N1 Rating "V" Bug
Displays the target N1
bug for MAN mode.
85.4
73.3
101.4
85.4
73.3
MAN
N1
SYNC
Engine Control Mode Box
Displays when in N1 control
mode.
N1 "T" Readout Bug
Displays the current
N1 command bug.
N1 Readout
Displays the current
N1 value.
N1 Rating Mode
Displays mode as selected
manually via the FMS
THRUST MGT page.
NOTE
When the N1 readout and the N1 rating match, the bugs will blend.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_031
SYNC Mode
Displays synchronized mode as
selected by the autothrottle or
manually through the FMS.
Volume 2
18−10−21
POWER PLANT
ENGINE INDICATIONS (CONT'D)
Inter Turbine Temperature (ITT)
ITT measures engine operating temperatures and is used by the EEC during engine start and
relight.
Seven dual element (dissimilar metals) thermocouples located in the LP turbine entry area are
connected 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 change
value depending on the start configuration, ground or inflight.
789
789
ITT
DAUs
AIRFRAME
ENGINE
CHANNEL
A
CHANNEL
B
DATA
ENTRY
PLUG
DUAL ELEMENT
THERMOCOUPLE
Volume 2
18−10−22
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_032
EEC
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE INDICATIONS (CONT'D)
ITT Indication
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.
ITT Sweep Arm
Displays the current
ITT value.
906
789
789
ITT
ITT Readout
Displays the current
ITT value.
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.
25
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.
125
ITT
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_033
ITT
Volume 2
18−10−23
POWER PLANT
ENGINE INDICATIONS (CONT'D)
N2 (HP Compressor)
The N2 signals are used by the EEC for engine control functions and are used by the Engine
Vibration 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.
93.4
5750
115
81
N2
93.4
FF (PPH)
5750
OIL TEMP
115
OIL PRESS
81
ENGINE
VIBRATION
MONITOR
UNIT
AIRFRAME
ENGINE
IOP
CHANNEL
A
N2
SPEED
PROBE
Volume 2
18−10−24
IOP
CHANNEL
B
N2
SPEED
PROBE
EEC
CHANNEL
B
N2
SPEED
PROBE
Flight Crew Operating Manual
CSP 700−5000−6
N2
SPEED
PROBE
GF1810_034
EEC
CHANNEL
A
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE INDICATIONS (CONT'D)
N2 Indication
SYNC Mode
Displays synchronized mode
as selected by the autothrottle
or manually through the FMS.
SYNC
93.4
93.4
N2
5750 FF (PPH) 5750
115 OIL TEMP 115
81 OIL PRESS 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.
99.0
N2
5750 FF (PPH)
115 OIL TEMP
81 OIL PRESS
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.
99.8
N2
5750 FF (PPH)
115 OIL TEMP
81 OIL PRESS
N2 Readout with
Wing Anti−Ice Active
If N2 RPM is < 76% N2
with WAI active (AUTO or ON)
the N2 readout will turn white.
75.8
N2
3750 FF (PPH)
100 OIL TEMP
70 OIL PRESS
If N2 RPM is > 76% N2 then
the N2 readout will turn green.
77.0
N2
3800 FF (PPH)
105 OIL TEMP
72 OIL PRESS
GF1810_035
N2 Readout
Displays the current
N2 value.
Fuel Flow
The fuel flow transmitters will send a signal of engine consumed fuel flow to the EEC. Fuel flow is
either displayed in pounds/hour (PPH) or kilograms/hour (KPH) depending on customer
specifications.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−25
POWER PLANT
ENGINE INDICATIONS (CONT'D)
Fuel Flow Indication
FF (PPH or (KPH) Readout
Displays the current fuel flow.
5700 FF (PPH) 5750
Oil Temperature
Oil cooling is achieved by the Fuel Cooled Oil Cooler (FCOC). The oil temperature bulbs provide
temperature to the EEC.
Oil Temperature Indication
OIL TEMP 115
175 OIL TEMP
OIL TEMP Readout
Displays the current
oil temperature.
High Temperature Redline
If the oil temperature exceeds 160°C the
OIL TEMP will turn red and will flash (engine
operating).
Low Temperature Redline
If the oil temperature is lower than − 30°C
the OIL TEMP will turn red and will flash.
− 40 OIL TEMP
LOW Temperature Amberline
If the oil temperature is 20°C or less but higher
than − 30°C the OIL TEMP will turn amber.
10 OIL TEMP
GF1810_037
115
Oil Pressure
The oil pressure transducer provides an indication of the pressure between the oil feed and
scavenge lines.
Oil Pressure Indication
OIL PRESS 81
OIL PRESS Readout
Displays the current
oil pressure value.
25 OIL PRESS
Low Pressure Redline
If the oil pressure is 25 psi or lower, OIL PRESS
readout will turn red.
33 OIL PRESS
Low Pressure Amberline
The minimum low press amberline
is N2 dependent as follows:
Minimum Oil Pressure − N2 Dependent
N2
Ground
Flight
50%
35 psi
25 psi
72.3%
35 psi
25 psi
90%
45 psi
35 psi
Volume 2
18−10−26
Flight Crew Operating Manual
CSP 700−5000−6
10
seconds
time
delay
GF1810_038
81
Rev 2A, Apr 11, 2005
POWER PLANT
ENGINE VIBRATION MONITORING SYSTEM (EVMS)
The EVMS provides the crew with a means of continuously monitoring any imbalance of the rotating
assemblies, N1 and N2. the EVMS is a stand alone system, independent of FADEC.
The system comprises one airframe mounted Engine Vibration Monitoring Unit (EVMU) that
processes signals from dedicated N1 and N2 speed probes and vibration transducers. The EVMU
provides indication of engine vibration on EICAS.
EICAS
ENGINE VIBRATION
MONITORING UNIT
AIRFRAME
LEFT ENGINE
N1
SPEED
PROBE
N1
SPEED
PROBE
N2
SPEED
PROBE
N2
SPEED
PROBE
VIBRATION
TRANSDUCER
VIBRATION
TRANSDUCER
STANDARD WIRING
LOW NOISE CABLE
GF1810_039
RIGHT ENGINE
EVMS Indication
93.4
5750
115
81
VIB
93.4
N2
FF (PPH) 5750
OIL TEMP 115
OIL PRESS 81
NOTE
N1 VIB is not displayed unless:
Core VIB is displayed or,
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.
GF1810_040
93.4
93.4
N2
5750 FF (PPH) 5750
115 OIL TEMP 115
81 OIL PRESS 81
0.2
N1 VIB
1.2
N2 VIB Indication
If the N2 vibration monitor readings are
greater than 1.2 in/sec then the VIB icon
is displayed.
L or R N1 VIB is >1.0 in/sec.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−27
POWER PLANT
THRUST MANAGEMENT
The EEC uses one of two modes to set steady state power above idle, EPR or N1 mode. Although
idle is controlled to a RPM value, an equivalent EPR is also calculated so that the EEC can establish
a 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 as
increasing engine speed by an appropriate margin.
Low idle range is commanded when in the forward idle position and the airplane is not in an
approach configuration.
High idle is commanded when in the forward idle position and the airplane is in an approach
configuration.
If the EEC cannot determine whether or not an approach configuration has been set up, then the
EEC will default to high idle.
Forward thrust is set by positioning the thrust levers (manually or automatically). Between idle and
maximum thrust are various thrust levels such as:
• Maximum Take-off (MTO)
• Maximum Continuous (MCT)
• Maximum Climb (CLB)
• Flexible Take-off (Flex TO)
• Flexible Climb (Flex CL)
Reverse thrust is a manual selection only.
Each thrust lever drives a dual channel RVDT. Each channel in the RVDT is dedicated to an EEC
channel.
Volume 2
18−10−28
Flight Crew Operating Manual
CSP 700−5000−6
Rev 3, Apr 25, 2005
POWER PLANT
THRUST MANAGEMENT (CONT'D)
#1 RVDT
#2 RVDT
FORWARD
CHB
CHA
EEC
CHA
EEC
CHB
DEDICATED
GENERATOR
Rev 3, Apr 25, 2005
CHB
CHA
AIRCRAFT
ENGINES
Flight Crew Operating Manual
CSP 700−5000−6
CHB
DEDICATED
GENERATOR
GF1810_041
CHA
Volume 2
18−10−29
POWER PLANT
THRUST LEVERS
The thrust lever quadrant consists of a main lever for setting forward thrust and reverse thrust, with a
finger lift lever for thrust reverser operation, Take-off/Go Around (TOGA) switches, autothrottle
engage 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. For
more information, see Chapter 4, AFCS.
The autothrottle is engaged by pressing the left and/or right engage/disengage switch(es). It is
disengaged by a second press of either engage/disengage switch or by pressing either autothrottle
quick disconnect button or by moving the thrust lever manually.
Selecting the ENGINE RUN switches to ON activates fuel pumps, opens the HPSOV in the fuel
management unit and initiates the start sequence. Selecting the ENGINE RUN switches to OFF
de-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 is
dedicated to an EEC channel. The dedicated generator provides (through the EEC) the electrical
power required for the RVDT to function. The EEC interprets the RVDT signal as a power demand
and adjusts engine parameters accordingly. There is no mechanical likage between thrust lever and
engine.
Volume 2
18−10−30
Flight Crew Operating Manual
CSP 700−5000−6
Rev 3, Apr 25, 2005
POWER PLANT
THRUST LEVERS (CONT'D)
AUTOTHROTTLE
QUICK DISCONNECT
TAKE-OFF/GO AROUND
(TO/GA) SWITCH
REVERSE THRUST
LEVER
AUTOTHROTTLE
ENGAGE/DISENGAGE
SWITCH
MAX THRUST
Maximum Forward Thrust
MAX
THRUST
REVERSE THRUST
LEVER
AUTOTHROTTLE
QUICK DISCONNECT
REV
Idle Reverse Thrust
TOGA SWITCH
IDLE
REV
IDLE
Idle Forward Thrust
MAX REV
ENGINE
RUN
OFF
R
OFF
ENGINE RUN
SWITCHES
Rev 3, Apr 25, 2005
MAX REV
Maximum Reverse Thrust
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_042
L
Volume 2
18−10−31
POWER PLANT
AUTOTHROTTLE SYSTEM
The dual Autothrottle (A/T) system provides, full flight regime, thrust management via automatic
positioning 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 control
mode.
The PFD displays A/T engage status, operating mode and faults. All A/T faults are annunciated on
EICAS.
The dual Electronic Thrust Trim System (ETTS) provides limited authority thrust trimming, over the
full flight regime, via electronic trim commands to the FADEC.
GF1810_043
The ETTS provides EPR trim, N1 synchronization, N2 synchronization, engage status as well as fault
annunciation on EICAS.
The A/T − ETTS system contains the following :
• AT/ETTS software which co-resides and co-executes with the FMS software, on the processor
of 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.
Volume 2
18−10−32
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
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 operation
with the AFCS. Data received from the AFCS and FMS is selected from the active AFCS and FMS
to 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-dual
coupled Autopilot/Flight Director (AP/FD) operation. During dual coupled AP/FD operation, the A/T
selects 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 coupled
AP/FD operation. During dual coupled AP/FD operation, the A/T selects the IRS displayed on each
PFD and averages the data.
The A/T selects the coupled side PFD during single coupled AP/FD operation. During dual coupled
AP/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 and
data 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 radio
altimeter data is obtained via the EFIS.
Limiting
The A/T system provides speed and thrust envelope limiting. Thrust envelope limiting is based on
the active EPR rating, while speed envelope limiting is based on minimum speed limits as well as
placard and structural speed limits.
Monitoring
Monitoring is incorporated in the A/T system to ensure control integrity. The monitoring consists of
validity, servo response and pilot override monitoring. Validity monitoring ensures that all
parameters required for A/T control, during a specific phase of flight, are present and valid and
detects engine out, engine reversion, thrust reverser deployment and internal faults. The servo
response monitor compares the servo response with the commanded response to ensure the
integrity of the servo control system. The pilot override monitor detects pilot movement of the
thrust levers while the A/T system is engaged, to provide automatic disconnect of the A/T system.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−33
POWER PLANT
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 or
2 by toggling and select ENT.
WX
2/3
2
2
12.5 NM
KDVT
ETE 1+36
SAT −56
TAT −40
TAS 234
GSPD345
1
AUTOTHROTTLE 2
1
2
3
AUTOTHROTTLE 1
2
GF1810_044
SYSTEM
FGC
1
AUTOTHROTTLE 1
A/T Engagement/Disengagement
A/T Engagement
The A/T system is engaged or armed to engage by toggling the A/T engage/disengage
switch(es), located on either thrust lever.
A/T MODE ANNUNCIATION
ACTIVE MODE GREEN (EXCEPT LIM)
ARMED MODE WHITE
A/T ENGAGE/DISENGAGE
ANNUNCIATION
190
HOLD
SPD
TO
ROLL
3
000
1000
180
A/T1
20
20
GF1810_045
170
160
150 6
145
05 00
Toggling the switches, while on the ground, during T/O phase, with the thrust levers less than
60% of max. thrust (23° TRA), will engage the A/T in an armed state. Subsequent advancement
of both thrust levers above 60% max. thrust, while airspeed is less than 60 knots, will result in
automatic engagement of the system into take-off thrust control, moving the thrust levers to the
appropriate 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 mode
which is compatible with the active AP/FD mode. In the event that no AP/FD mode has been
selected, 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.
Volume 2
18−10−34
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
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 event
of a detected system failure (abnormal disconnect) or when A/T control is inappropriate for the
current phase of flight (normal disconnect) such as on the ground, following touchdown. The A/T
annunciation will turn red and flash and an aural “AUTOTHROTTLE” is generated when the A/T
is disengaged automatically or manually, however the aural “AUTOTHROTTLE” is inhibited
following disconnect at landing.
TO
ROLL
190
000
A/T1
170
20
20
160
150 6
145
05 00
GF1810_046
AUTOTHROTTLE
3
1000
180
A normal disconnect results in a 1 second aural warning as AT1 or AT2 is removed from the
PFD. An abnormal disconnect results in flashing AT1 or AT2 annunciation continuously, along
with a continuous aural warning, until the crew confirms the disengagement by pressing the
quick disconnect button (s).
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−35
POWER PLANT
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, is
accomplished by the crew in the following manner:
• Pressing the quick disconnect button(s), located on either thrust lever, while the system is
engaged or in an on-ground armed state (normal disconnect).
• Toggling an engage/disengage switch, located on either thrust lever, while the system is
engaged 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 armed
state, will not disconnect the system.
1
Pressing quick disconnect button(s).
2
AUTOTHROTTLE
TO
ROLL
190
Toggling an engage/disengage switch.
3
000
1500
180
A/T1
170
20
20
160
150 6
145
Overriding by manually advancing or retarding the thrust levers.
NOTE
The 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.
Volume 2
18−10−36
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_047
3
10 00
Rev 2A, Apr 11, 2005
POWER PLANT
AUTOTHROTTLE SYSTEM (CONT'D)
A/T Mode Operation
The A/T system is integrated with the flight control systems of the airplane to provide compatibility
with the active pitch mode of the Flight Guidance System (FGS). The flight guidance pitch mode is
normally determined by the flight director or autopilot and is influenced by the FMS during vertical
navigation control. The A/T mode operation results in A/T thrust control which complements the
pitch control being performed by the FGS. In the event that no FGS pitch mode is active, the A/T
will 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 the
various control modes of the AP/FD and FMS for specified phases of a typical flight.
5
6
7
4
8
3
9
2
1
12
10
13
11
Typical Flight Profile
FLIGHT
PHASE
Takeoff Roll
AP/FD
PITCH MODE
FMS
PITCH MODE
(VNAV)
Takeoff
1
Sets TO rated thrust or FLEX reduced thrust
by controlling to the MAX or FLEX EPR rating.
Throttle servos de-power when airspeed
reaches 60 knots
Pitch Control
N/A
Throttle servos remain de-powered until 400 ft.
Above 400 ft AGL A/T controls to active MAX
or FLEX T/O EPR rating
Pitch Control
Takeoff
3
Small Flight
Level Changes
(Climb)
Flight Level Change
(FLC), Pitch Hold (PIT)
Vertical Speed (VS)
VNAV Flight
Level Change
(VFLC)
Large Flight
Level Changes
(Climb)
Flight Level Change
(FLC), Pitch Hold (PIT)
Vertical Speed (VS)
VFLC
4
5
Top of Climb
(TOC)
6
7
8
Cruise
Top of Descent
(TOD)
FLC
(Descent)
Small or Large
Flight Level
Changes
Altitude Capture
Altitude Hold
FLC or VS
AP/FD/FMS
FUNCTION
N/A
Takeoff
Climb Out
2
AUTOTHROTTLE
FUNCTION
Reduced climb thrust during FLC and VFLC
Airspeed control during PIT and VS
Airspeed control during FLC and VFLC
Pitch Control during PIT
Vertical speed control during VS
Climb thrust during FLC and VFLC
Airspeed control during PIT and VS
Airspeed control during FLC and VFLC
Pitch Control during PIT
Vertical speed control during VS
VNAV Altitude
Capture
Airspeed Control
VNAV Altitude
Hold
Airspeed Control
Altitude Capture Control
Altitude Control
VFLC
Transition to idle thrust during FLC and VFLC
Airspeed control for VS
Airspeed control during FLC and VFLC
Vertical speed control during VS
FLC, PIT or VS
VFLC or VNAV
Path Descent
(VPATH)
Full idle during FLC and VFLC
Airspeed control during PIT, VS and VPATH
Airspeed control during FLC and VFLC
Pitch Control during PIT
Vertical speed control during VS and VPATH
Approach
Glideslope Track
N/A
Airspeed Control
Glideslope Control
Flare
Glideslope Track
N/A
Thrust retard to Idle stop
Disengaged
11
Landing/Roll
N/A
N/A
Disengaged
Disengaged
12
Go Around
Go Around
N/A
Sets GA thrust
Pitch Control
13
Windshear
Windshear
N/A
Sets GA thrust
Pitch Control
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_048
9
10
Volume 2
18−10−37
POWER PLANT
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% of
maximum thrust. Once activated, the A/T will advance the thrust to the TO EPR rating. The A/T will
control the thrust lever to the active EPR rating during take-off roll until the airspeed increases
above 60 knots, at which time the take-off thrust hold control mode activates. Upon detecting an
A/T mode transition, the new A/T mode indication will flash for 5 seconds.
T/O
190
TO
ROLL
3
HOLD
190
000
80
TO
ROLL
3
000
100
A/T1
20
20
20
90
60
20
80
6
45
6
65
50
70
03 00
03 00
On Ground above 60 knots
On Ground below 60 knots, thrust T/O EPR.
GF1810_049
A/T1
70
The take-off thrust control mode re-activates at an altitude transition of 400 feet during the take-off
climb-out. If a change to the active EPR rating, either by the crew or by automatic means, has
occurred, 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 during
take-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 AGL
during take-off climb-out. Upon detecting an A/T mode transition, the new A/T mode indication will
flash for 5 seconds.
HOLD
250
TO
ROLL
3
LO
000
3
000
200
A/T1
190
TO
ROLL
LO
F3
20
A/T1
1000
20
190
180
180
170 6
170 6
165
06 00
18−10−38
20
20
1000
165
In flight below 400 feet AGL
Volume 2
F3
08 00
In flight above 400 feet AGL
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_050
200
T/O
190
Rev 2A, Apr 11, 2005
POWER PLANT
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, with
A/T engaged, T/O mode remains active until a non T/O AP/FD mode activates. Upon detecting an
A/T mode transition, the new A/T mode indication will flash for 5 seconds.
T/O
250
TO
ROLL
3
LO
250
000
HDG
AP1
FLC
LO
200
35 000
200
F3
20
A/T1
1500
20
190
180
180
170 6
170 6
165
20
F3
3000
165
11 00
20
28 00
In flight HDG and FLC selected on AP/FD
In flight TO mode selected on AP/FD
GF1810_051
A/T1
190
THRUST
Flight Level Change Thrust Control Mode
The flight level change thrust control mode activates when the crew selects the AP/FD FLC mode
or when the FMS engages the VFLC mode. The A/T selects the active upper/lower EPR rating for
climb/descent.
The active upper and lower EPR ratings are either computed from the phase of flight or are pilot
selected via an EPR rating menu.
For small flight level change climbs and descents, the A/T will provide thrust as appropriate to
attain a programmed rate of climb/descent. The programmed rate of climb/descent is proportional
to the magnitude of the selected altitude change. Full power climbs and full idle descents are
commanded when the target climb/descent rate increases beyond the capability of the airplane for
the active upper and lower EPR rating.
235
THRUST
HDG
AP1
LO
FLC
ASEL
35 000
200
A/T1
20
F3
20
180
3000
170 6
165
28 00
Flight Level Change mode
GF1810_052
190
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.
SPD
290
HDG
AP1
ASEL
35 000
300
A/T1
20
280
3000
6
255
350 00
Flight Level Change mode transition to SPD Mode
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_053
20
Volume 2
18−10−39
POWER PLANT
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 system
inflight while not in T/O or Retard mode, with no AP/FD mode engaged, will result in the A/T
engaging in airspeed control mode. Airspeed control mode is also active if the A/T is engaged
inflight 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.
SPD Knob
SPD
FMS
CRS 1
MAN
PUSH CHG
PUSH DCT
GF1810_054
The airspeed control mode tracks the active airspeed (IAS) or Mach target. The airspeed target is
selected on the flight guidance panel and is modified by the FMS or manually.
The airspeed control mode provides high and low speed protection. In the event that the active
speed 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 airplane
configuration, minus 3 knots. The SPD active mode will revert to armed and LIM will become
active.
310
LIM
SPD
HDG
ALT
AP1
35 000
40000
300
A/T1
20
280
6
265
350 00
Example: VMO Exceedence 266 Knots
GF1810_055
20
In the event that the active speed target is below the slow speed limit, the A/T will limit the speed
to the slow speed limit to 1.2 Vs +3 knots when not in approach or 1.3Vs plus a wind gust
compensation (max. 5 knots) when in approach. Approach is either gear down and Flaps >15° or
GS mode engaged on AFCS.
280
LIM
SPD
HDG
ALT
AP1
A/T1
150
2 000
3000
160
20
20
130 6
125
120 4
25 00
110
Example: VMO Exceedence 124 Knots
GF1810_056
140
In the event that a speed target is selected that requires an engine EPR higher than the upper
active EPR rating or lower than the active lower EPR rating, the A/T will limit the commanded
thrust to the appropriate active EPR rating.
Volume 2
18−10−40
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
AUTOTHROTTLE SYSTEM (CONT'D)
Retard Mode
The retard mode control provides a fixed-rate thrust lever retard of both thrust levers to the idle
position during airplane flare or landing. The A/T remains engaged until touchdown to provide go
around 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 in
landing configuration (gear down and flaps ≥ 16°).
In the event that the airplane touches down without the A/T retarding the thrust levers, due to
failing to detect a landing configuration or lack of valid radio altitude, the A/T will retard the thrust
levers to idle upon touchdown detection.
RETARD
LOC
AP1
GS
135
2 000
170
2 000
170
A/T1
160
20
A/T1
20
160
1000
150
140 6
135
130 4
20
1000
140 6
135
130 4
7 40
120
20
150
7 00
500
120
500
Example: Flare and less than 50 feet Rad Alt.
Example : Touchdown
GF1810_057
135
Go Around Thrust Control Mode
The A/T go around mode provides a fixed rate thrust lever advance to the active upper EPR rating
in response to the activation of the AP/FD go around mode.
GA
200
ROLL AP1
TO
2 000
LO
200
A/T1
190
F3
20
20
180
1000
170 6
165
TOGA Switch Activated
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_058
8 00
Go Around Mode Activated
Volume 2
18−10−41
POWER PLANT
AUTOTHROTTLE SYSTEM (CONT'D)
Electronic Thrust Trim System (ETTS)
The electronic thrust trim system will command limited authority thrust. The trim system will assist
the A/T and crew at setting trimmed thrust. In addition the system will perform EPR, N1/N2
synchronization when selected by the crew. The engine trim operating mode (N1 SYNC, N2
SYNC, EPR CMD SYNC and NO SYNC) are selectable via the FMS CDU. Only one operating
mode can be active at a time. Selection of an operating mode arms the Sync system for
engagement, 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
•
•
T/O Phase
Trim activates when both thrust levers are set to a •
position corresponding to a thrust setting greater
than 60% maximum thrust.
Trims to higher of two EPR CMDs from FADECs.
Trims to T/O EPR setting when within trim authority
range.
Cruise Phase
•
•
No active trim commands. Trim commands
are zeroed.
Cruise Phase
N1 Sync performed as thrust levers are moved •
between the active cruise rating and flight idle rate
settings.
Trimming to the computed A/T EPR
N1 Sync performed as thrust levers are
moved between the active cruise rating and
flight idle rate settings.
Approach Phase
Approach Phase
•
•
Trimming to the computed A/T EPR.
GA Phase
•
GA Phase
Trims to higher of two EPR CMDs. Trims to GA •
EPR setting when within range of GA EPR rating.
Volume 2
18−10−42
No active trim commands. Trim commands
are zeroed.
No active trim commands. Trim commands
are zeroed.
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
AUTOTHROTTLE SYSTEM (CONT'D)
N2 SYNC ON
A/T ON
A/T OFF
T/O Phase
•
•
T/O Phase
Trim activates when both thrust levers are set to a •
position corresponding to a thrust setting greater
than 60% maximum thrust.
Trims to higher of two EPR CMDs from FADECs.
Trims to T/O EPR setting when within trim authority
range.
Cruise Phase
•
•
No active trim commands. Trim commands
are zeroed.
Cruise Phase
N2 Sync performed as thrust levers are moved •
between the active cruise rating and flight idle rate
settings.
Trimming to the computed A/T EPR.
N2 Sync performed as thrust levers are
moved between the active cruise rating and
flight idle rate settings.
Approach Phase
Approach Phase
•
•
Trimming to the computed A/T EPR.
GA Phase
•
No active trim commands. Trim commands
are zeroed.
GA Phase
Trims to higher of two EPR CMDs. Trims to GA •
EPR setting when within range of GA EPR rating.
No active trim commands. Trim commands
are zeroed.
EPR CMD SYNC ON
A/T ON
A/T OFF
T/O Phase
•
•
T/O Phase
Trim activates when both thrust levers are set to a •
position corresponding to a thrust setting greater
than 60% maximum thrust.
Trims to higher of two EPR CMDs from FADECs. •
Trims to T/O EPR setting when within trim authority
range.
Trim activates when both thrust levers are set
to a position corresponding to a thrust setting
greater than 60% maximum thrust.
Trims to higher of two EPR CMDs from
FADECs. Trims to T/O EPR setting when
within trim authority range.
Cruise Phase
Cruise Phase
•
•
Trimming to the computed A/T EPR.
Trimming to the average of the two EPR
CMDs.
Approach Phase
Approach Phase
•
•
Trimming to the computed A/T EPR.
GA Phase
•
GA Phase
Trims to higher of two EPR CMDs. Trims to GA •
EPR setting when within trim authority range.
Rev 2A, Apr 11, 2005
Trimming to the average of the two EPR
CMDs.
Trims to higher of two EPR CMDs. Trims to
GA EPR setting when within trim authority
range.
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−43
POWER PLANT
AUTOTHROTTLE SYSTEM (CONT'D)
N1, N2, EPR CMD SYNC OFF
A/T ON
A/T OFF
T/O Phase
•
•
T/O Phase
Trim activates when both thrust levers are set to a •
position corresponding to a thrust setting greater
than 60% maximum thrust.
Trims to higher of two EPR CMDs from FADECs.
Trims to T/O EPR setting when within trim authority
range.
No active trim commands. Trim commands
are zeroed.
Cruise Phase
Cruise Phase
•
•
Trimming to the computed A/T EPR.
No active trim commands. Trim commands
are zeroed.
Approach Phase
Approach Phase
•
•
Trimming to the computed A/T EPR.
GA Phase
•
No active trim commands. Trim commands
are zeroed.
GA Phase
Trims to higher of two EPR CMDs. Trims to GA •
EPR setting when within range of GA EPR rating.
No active trim commands. Trim commands
are zeroed.
The phase of flight is determined by the electronic trim system and is based on the A/T mode, as
well 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 prevent
undesirable thrust changes during T/O phase between 60 knots and 400 feet. The trim commands
cannot be changed, including deselection, until the airplane transitions 400 feet above ground
level.
SYNC Annunciation
A SYNC annunciation will be displayed on N1 or N2 or EPR, when the sync system is engaged
and is issuing electronic trim commands.
EPR
SYNC
N1
SYNC
93.4
SYNC
N2
93.4
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.
Volume 2
18−10−44
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
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 to
redirect exhaust gases through the top and bottom of the nacelle, eliminating forward thrust and
providing a braking effect. Each door has a kicker plate, attached to its front edge, designed to
ensure that the exhaust gases are ejected in the proper direction.
GF1810_063
Inflight the pivot doors are locked closed.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−45
POWER PLANT
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.
COCKPIT
INDICATIONS
WOW OR
WHEEL
SPIN UP
COCKPIT
CONTROLS
AIRPLANE HYDRAULIC
RETURN AND SUPPLY
DAUs
ISOLATION
CONTROL
VALVE
DIRECTIONAL CONTROL
VALVE
EEC
MAINTENANCE
TEST SWITCH
LVT
STOW
SWITCH
UPPER DOOR
ACTUATOR
TERTIARY
LOCK
PRIMARY
LOCK
RH SIDE
STOW
SWITCH
LOWER DOOR
ACTUATOR
TERTIARY
LOCK
PRIMARY
LOCK
LH SIDE
STOW
SWITCH
LVT
Volume 2
18−10−46
Flight Crew Operating Manual
CSP 700−5000−6
HYDRAULIC
ELECTRIC
GF1810_064
STOW
SWITCH
Rev 2A, Apr 11, 2005
POWER PLANT
GF1810_065
THRUST REVERSER SYSTEM (CONT'D)
Reverse Thrust Operation
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−47
POWER PLANT
THRUST REVERSER SYSTEM (CONT'D)
Reverser Components
UPPER ACTUATOR
UPPER DOOR
UPPER TERTIARY LOCK
PRIMARY LOCKLEVER
AND ACTUATOR
LVTS
DIRECTIONAL CONTROL UNIT
LOWER TERTIARY LOCK
LOWER DOOR
LOWER ACTUATOR
NOTE
THE ISOLATION CONTROL UNIT
IS FRAME MOUNTED
(NOT INSTALLED)
GF1810_066
PRIMARY LOCKLEVER AND ACTUATOR
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 to
provide the deploy force.
STOWED
Volume 2
18−10−48
OVER−STOW
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_067
A pressure switch sends a signal to the directional control unit and through the directional control
unit to the upper and lower door actuators. This causes an overstow of the doors to enable
unlatching of the primary locks.
Rev 2A, Apr 11, 2005
POWER PLANT
THRUST REVERSER SYSTEM (CONT'D)
Directional Control Unit (Cont’d)
GF1810_068
The unit contains the directional control valve which is controlled by a solenoid valve. The solenoid
valve is controlled from thrust lever microswitches and WOW and wheel spin up signals. When the
solenoid is energized, a deploy valve opens allowing hydraulic pressure to sequentially release the
two primary locks (hold doors closed during flight).
GF1810_069
Through the WOW or wheel spin up signal two tertiary locks (prevent uncommanded thrust
reverser deployment) will retract and move the directional control valve to the deploy position.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−49
POWER PLANT
THRUST REVERSER SYSTEM (CONT'D)
Reverse Thrust Levers
The reverse thrust lever microswitches and interlock baulk switches will not allow the engine to
increase reverse thrust, until the upper and lower doors are fully deployed. REV icons are
displayed on N1 display, to indicate position of doors and reverser status.
DEPLOY SELECTED
26.0
26.0
REV
REV
TRANSIT
N1
REVERSE THROTTLE LEVER
INTERLOCK BAULK POSITION
26.0
26.0
REV
TRANSIT
REV
N1
REVERSE THRUST INCREASE
73.3
73.3
REV
REV
GF1810_070
DEPLOYED
N1
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.
LEFT REVERSER UNLOCKED
L REVERSER UNLKD
Volume 2
18−10−50
73.3
N1
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_071
26.8
REV
Rev 2A, Apr 11, 2005
POWER PLANT
THRUST REVERSER SYSTEM (CONT'D)
Reverser System Lock-Out
L REVERSER FAIL
GF1810_072
In the event that a reverser is failed (inoperative), the affected reverser can be locked out.
Each door can be fixed in the closed position by an inhibition bolt and by use of a manual inhibit
lever on the isolation control unit.
GF1810_073
When fitted, the red bolts, will protrude above the cowl surface and can be seen by the crew on
walkaround. The bottom bolt is located at approximately the six o’clock position and the top bolt at
the 12 o’clock position. The EICAS message will remain posted, but can be scrolled out of view.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−51
POWER PLANT
STARTING AND IGNITION
The engine starting system consists of the Starter Air Valve (SAV), interfacing with the EEC and the
Air Turbine Starter (ATS). Pneumatic bleed air is routed through the SAV and drives the ATS, which
in 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 is
powered by 28VDC.
Volume 2
18−10−52
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
STARTING AND IGNITION (CONT'D)
The EEC also controls both high energy igniter boxes for starting and relighting and the ignition
system is powered by 28 VDC.
ENGINE
ENG START
AUTO
IGNITION
PNEUMATIC
MANIFOLD
L CRANK
L CRANK
AIRPLANE
FUEL
SUPPLY
BATT BUS
ENGINE
FEED SOV
AIRFRAME
ENGINE
STARTER AIR
VALVE (SAV)
EEC
IGNITION
EXCITER
BOX #1
AIR TURBINE
STARTER (ATS)
ACCESSORY
GEARBOX
FUEL
PUMP
FUEL
MANAGEMENT
HP
UNIT
SOV
(FMU)
IGNITION
EXCITER
BOX #2
IGNITER
LEADS
MECHANICAL
DRIVE
F
A
N
HIGH PRESSURE
COMPRESSOR
COMBUSTION
CHAMBER
N2 SPOOL
N1 SPOOL
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
H
P
T
L
P
T
GF1810_074a
IGNITER
PLUGS
BYPASS DUCT
Volume 2
18−10−53
POWER PLANT
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 the
EEC from crew input.
During AUTO ground starts the EEC will, on command from the crew, open the SAV, initiate
engine rotation, supply fuel and ignition and monitor engine parameters during start. The EEC will
also 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 the
crew. 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.
BLEED/ANTI-ICE
AIR
COND
HP
STARTER AIR VALVE
40
PSI
R
LP
40
PSI
APU
HP
GF1810_075
L
LP
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 bearings
fail), a sprag type clutch, an output drive shaft decoupler (prevents driving the turbine, in the event
the sprag clutch seizes) and an output drive shaft shear neck (protects the gearbox, in the event
the starter overtorques or seizes).
At starter cutout speed, the SAV is closed, the turbine loses speed and this disengages the sprag
clutch.
Volume 2
18−10−54
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
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.
L
OFF
LP
789
45
PSI
HP
ITT
START
Annunciation
START
10.2
93.4
N2
0
5750
FF (PPH)
20
115
OIL TEMP
0
OIL PRESS
81
R
LP
45
PSI
HP
START
APU
TRIMS
NU
AIL
FGF1810_008
20
7.2
TOTALFUEL(LBS)
14600
10000
41550
14600
LWD
ND
STAB
RWD
START
Annunciation
NL RUDDER NR
Ignition System
The ignition system ignites the fuel/air mixture in the combustion chamber, as commanded by
either of the two channels of the EEC, during the start sequence and to maintain combustion
during critical phases of flight (stall).
The ignition system comprises two exciter boxes, two igniter leads and two igniter plugs. Power is
supplied 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 alternate
selection.
In the event that the ground start (AUTO) has been aborted, the EEC will automatically select the
other 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 the
IGNITION switch.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−55
POWER PLANT
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 igniter
unit for start and energize the igniter unit on the operating engine. Crew selection of ignition is not
time limited, but will reduce overall igniter life.
ENGINE
ENG START
IGNITION
AUTO
L CRANK
L CRANK
ENGINE START Selector
Used to start both engines.
AUTO − Selects automatic
starts for either engine
NOTE
There is a timed out limit (30 seconds), for igniter operation on the
ground, (with engines not operating), for maintenance purposes.
L−R CRANK − Initiates
rotation of the left or right
engine for dry or wet cranking
or manual start.
GF1810_077
IGNITION Select Switch
Used to select all 4 igniters
(2 per engine).
Normal (dark) − Default
mode of operation. The EEC
controls ignition.
ON (illuminated) − Indicates
that the switch has been
selected ON and igniters are
firing continuously.
L−R IGNITION ON
GF1810_078
An EICAS message is displayed when IGNITION is selected ON.
Engine Run Switches
The ENGINE RUN switch(es), when selected by the crew to either the ON or OFF position, will
inhibit or allow the EEC to control the engine. The switch(es) interfaces with both EEC and the HP
Fuel Shut-Off (HPSOV) to:
• Manually control closing and opening of the HPSOV.
Volume 2
18−10−56
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
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 to
close the HPSOV in the Fuel Management Unit (FMU).
HPSOV
CLOSED
FMU
HPSOV
OPEN
EEC
CH A
L
R
OFF
ENGINE
RUN
OFF
CH B
CH A
CH B
FMU
HPSOV
CLOSED
HPSOV
OPEN
GF1810_079
EEC
The Engine Run switch controls the respective HPSOV. The switch in the ON position enables the
HPSOV 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 an
automatic 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 HPSOV
during a manual ground or air start. When the switch is set to the OFF position, the HPSOV will
close.
The EEC will override an Engine Run Switch ON command by closing the HPSOV only for an
automatic 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 and
will also send a signal to command the starter air valve to close.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−57
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Starting
AUTO Start − Ground
The normal start sequence is initiated automatically, with the ENGINE START switch selected to
AUTO, IGNITION switch selected to Normal (default), thrust levers IDLE and the engine RUN
switch to ON. The APU is the normal source of air during ground start.
ENGINE
L
ENGINE
RUN
ENG START
R
AUTO
IGNITION
OFF
L CRANK
L CRANK
OFF
FUEL
TOTAL FUEL
FUEL USED
300 LBS
29200 LBS
0 LBS
14600 LBS
AUX
14600 LBS
P
P
P
P
AUX
P
P
23 °C
23 °C
P
P
APU
1.65
1.00
1.65
1.00
L FUEL LO PRESS
L ENG SHUTDOWN
32 °C
32 °C
LO PRESS
TO
EPR
0.0
0.8
BLEED/ANTI-ICE
N1
SYNC
15
ITT
00.0
0
0
0
START
15.0
N2
0
FF (PPH)
18
OIL TEMP
OIL PRESS 10
I
G
N
TRIMS
NU
AIL
AIR
COND
7.2
TOTAL FUEL (LBS)
14600
9200
38400
14600
LWD
ND
STAB
LP
NOTE
The engine data quoted in this
example are approximate values.
18−10−58
L
OFF
LP
NL RUDDER NR
HP
Volume 2
R
OFF
RWD
32
PSI
37
PSI
HP
START
APU
Flight Crew Operating Manual
CSP 700−5000−6
FGF1810_002
15
Rev 2A, Apr 11, 2005
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Starting (Cont’d)
AUTO Start − Ground (Cont’d)
At approximately 15% N2, ignition occurs.
1.65
1.00
1.65
1.00
L FUEL LO PRESS
L ENG SHUTDOWN
TO
EPR
0.0
0.8
IGN
Annunciation
N1
SYNC
15
ITT
00.0
0
0
0
START
15.0
N2
0
FF (PPH)
18
OIL TEMP
OIL PRESS 10
I
G
N
TRIMS
NU
AIL
FGF1810_003
15
7.2
TOTAL FUEL (LBS)
14600
9200
38400
14600
LWD
ND
STAB
RWD
NL RUDDER NR
At approximately 20% N2, fuel flow active and light off will occur at approximately 25% N2.
1.65
1.00
1.65
1.00
L FUEL LO PRESS
L ENG SHUTDOWN
TO
EPR
0.0
0.8
IGN
Annunciation
N1
SYNC
15
15
ITT
00.0
0
0
0
START
15.0
N2
0
FF (PPH)
28
OIL TEMP
OIL PRESS 18
I
G
N
TRIMS
NU
AIL
TOTAL FUEL (LBS)
14600
9200
38400
14600
LWD
ND
STAB
NL RUDDER NR
NOTE
The engine data quoted in this example are approximate values.
Rev 2A, Apr 11, 2005
RWD
Flight Crew Operating Manual
CSP 700−5000−6
FGF1810_004
7.2
Volume 2
18−10−59
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Starting (Cont’d)
AUTO Start − Ground (Cont’d)
At approximately 42% N2, IGN off and at approximately 45% N2 START off (SAV closed).
1.65
1.00
1.65
1.02
L FUEL LO PRESS
L ENG SHUTDOWN
TO
EPR
0.0
19
N1
SYNC
15
450
ITT
N2
FF (PPH)
OIL TEMP
OIL PRESS
46.0
800
30
35
TRIMS
NU
AIL
FGF1810_005
00.0
0
0
0
7.2
TOTAL FUEL (LBS)
14600
10000
41550
14600
LWD
ND
STAB
RWD
NL RUDDER NR
At Idle
1.65
1.00
1.65
1.02
BLEED/ANTI-ICE
L FUEL LO PRESS
L ENG SHUTDOWN
TO
EPR
0.0
25.5
N1
SYNC
15
360
AIR
COND
00.0
0
0
0
N2
FF (PPH)
OIL TEMP
OIL PRESS
63.6
680
45
71
L
LP
TRIMS
NU
HP
AIL
42
PSI
14600
Volume 2
18−10−60
10000
41550
14600
LWD
ND
STAB
RWD
NL RUDDER NR
Flight Crew Operating Manual
CSP 700−5000−6
LP
42
PSI
7.2
TOTAL FUEL (LBS)
R
APU
HP
FGF1810_006
ITT
Rev 2A, Apr 11, 2005
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Starting (Cont’d)
Rotor Bow
If the BR710-20 engine is to be started between 20 minutes and 5 hours after the previous
shutdown, 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 subsequent
distortions 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 the
maximum motoring speed achievable. However, during all automatic starts, the FADEC will
determine if the EDC procedure is required and carry it out automatically. In both manual and
automatic starts, it is permissible to continue the starting operation immediately following the
EDC 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 is
detected, (hot starts, hung starts, etc.) the EEC will abort the start. The crew can stop the start
sequence anytime, by selecting the ENGINE RUN switch to OFF.
AUTO Start − Air
ATS ENVELOPE
or
GF1810_085
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.
WINDMILL ENVELOPE
The air start sequence is initiated, when the ENG RUN switch is selected to ON.
ENGINE
ENG START
R
IGNITION
OFF
AUTO
L CRANK
L CRANK
OFF
NOTE
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.
GF1810_086
L
ENGINE
RUN
If ATS ENVELOPE (starter assisted air start) has been selected, the EEC will select the SAV
open, 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 approximately
45% N2, IGN will deactivate.
Rev 3, Apr 25, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−61
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Starting (Cont’d)
AUTO Start − Air (Cont’d)
During an automatic start the EEC will perform all checks for starting anomalies. If a fault is
detected, 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
GF1810_087
The manual ground start sequence is as follows:
• Crew selects IGNITION switch ON.
•
Crew selects the START SELECT switch to CRANK for the appropriate engine.
1.65
1.00
TO
EPR
ENG START
AUTO
L CRANK
L CRANK
0.4
N1
SYNC
15
START
10.0
N2
0
FF (PPH)
21
OIL TEMP
OIL PRESS
10
Volume 2
18−10−62
NOTE
The engine data quoted in this
example are approximate values.
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_088
ITT
Rev 2A, Apr 11, 2005
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Starting (Cont’d)
Manual Start − Ground (Cont’d)
• At 20% N2, crew selects the ENGINE RUN SWITCH to ON. Fuel flow and light off occur.
1.65
1.00
TO
EPR
L
ENGINE
RUN
2.5
R
N1
SYNC
OFF
26
I
G
N
ITT
START
20.0
N2
FF (PPH)
230
OIL TEMP
28
OIL PRESS
18
•
NOTE
The EEC does not protect the engine
from overtemp or any start anomalies
during a manual start.
GF1810_089
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 starting
anomalies. After completion of the manual start sequence, the crew select IGNITION to Normal
and 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.
MAX
THRUST
IDLE
REV
GF1810_090
MAX REV
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−63
POWER PLANT
STARTING AND IGNITION (CONT'D)
Engine Shutdown (Cont’d)
• Place ENGINE RUN switch to the OFF position, when engine has stabilized at Idle.
ENGINE
RUN
R
GF1810_091
L
L ENG SHUTDOWN
OFF
OFF
The EEC will reset (in preparation for the next engine start) after ENGINE RUN switch has been
selected 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.
ENGINE
ENG START
R
IGNITION
OFF
AUTO
L CRANK
OFF
L CRANK
GF1810_092
L
ENGINE
RUN
The EEC will open the SAV and activate the starter motor (if N2 below starter re-engagement
speed). The EEC will keep the starter motor operating as long as the N2 is below starter
disengagement 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).
Volume 2
18−10−64
Flight Crew Operating Manual
CSP 700−5000−6
Rev 3, Apr 25, 2005
POWER PLANT
STARTING AND IGNITION (CONT'D)
Wet Cranking (Cont’d)
ENG START
IGNITION
AUTO
L CRANK
L
ENGINE
RUN
R
GF1810_093
ENGINE
L CRANK
OFF
OFF
The EEC will open the SAV and activate the starter motor (if N2 below starter re-engagement
speed). The EEC will keep the starter motor operating as long as the N2 is below starter
disengagement 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).
Rev 3, Apr 25, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−65
POWER PLANT
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 RUN
switch 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 as
a function of HP compressor pressure exit (P30) and altitude. A flameout is assumed to
have 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 is
greater than a preset threshold, a flameout is assumed to have occurred. This method is
suppressed 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 the
engine relights. The igniters are energized for 20 seconds after an engine relight.
GF1810_094
If the engine continues to run down (no relight), then the EEC will close the HPSOV at 35% N2
and de-energize the igniters and an EICAS message is posted.
L ENG FLAMEOUT
R ENG FLAMEOUT
Quick Relight
The EEC provides a Quick Relight function which automatically relights the engine if the ENGINE
RUN 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 and
fuel 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.
Volume 2
18−10−66
Flight Crew Operating Manual
CSP 700−5000−6
Rev 2A, Apr 11, 2005
POWER PLANT
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 to
both main engine zones.
ENGINE FIRE DETECTOR ELEMENTS
GF1810_095
SENSOR ELEMENTS
(2 Ea. PER ASSEMBLY)
The detection loops of both zones are monitored as a single zone and the fire extinguishing system
when discharged, supplies both zones simultaneously.
FIRE BOTTLES
DISCHARGE INTO
FIRE ZONE
DISCHARGE INTO
DISCHARGE INTO FIRE ZONE
FIRE ZONE
GF1810_096
FEED TO THE
RIGHT ENGINE
For more information, see Chapter 9, FIRE PROTECTION.
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−67
POWER PLANT
ENGINE LIMIT EXCEEDANCE DISPLAY
Any engine exceedance is displayed in the MFD MENU window page 3/3 (on the ground only). The
exceedance 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.
HDG
315
FMS1
360
N
33
KPHX
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.
Selecting MENU will display engine EXCEEDANCE
1 display (on ground only).
3
TOC
LUF
KSRP
6
30
•
KDVT
NOTE
If no engine exceedance has occurred:
50
EXCEEDANCE
3/3
10 /12/98
TIME: 10:45
LH
RH
MAX TIME
MAX TIME
95 0:00
N1 : 120 2:15
N2 : 85 0:00
80 0:00
ITT : 790 0:00
800 0:00
OIL P : 50 0:00
50 0:00
OIL T : 85 0:00
88 0:00
N1 VIB : 0.6 0:00
0.6 0:00
0.6 0:00
N2 VIB : 0.6 0:00
TRIGGERED BY : L N1
DATE:
WX
12.5 NM
KDVT
ETE1+36
SAT −56
TAT
−40
TAS
0
GSPD
0
EXCEEDANCE
3/3
NO EXCEEDANCE RECORDED
GF1810_097a
50
The maximum value data shall be the maximum value the parameter achieved during the
exceedance event, regardless of whether it was within the exceedance band. The time in
exceedance data shall be the time the parameter was within its defined exceedance band, if any, up
to 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 of
parameters recorded every second spanning from 10 seconds prior to the exceedance event, the
parameters when the event was triggered, and concluding 19 seconds after the event.
NOSE STEER
HORN
PILOT EVENT
Button
LDG GEAR
PILOT
EVENT
Landing Gear Control Panel
Volume 2
18−10−68
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_098
MUTED
Rev 2A, Apr 11, 2005
POWER PLANT
POWER PLANT EICAS MESSAGES
DUAL ENGINE OUT
Indicates that a flameout has been
detected in both the L and R
engine or both L and R engines
are shutdown (in flight).
L−R REVERSER UNLKD
Indicates that the affected
reverser is unlocked, with
the thrust lever in the forward
position.
A/T NOT IN HOLD
Indicates 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 OUT
L OIL LO PRESS
R OIL LO PRESS
L REVERSER UNLKD
R REVERSER UNLKD
A/T NOT IN HOLD
L ENG FLAMEOUT
R ENG FLAMEOUT
L ENG FUEL LO TEMP
R ENG FUEL LO TEMP
L ENG OVERSPED
R ENG OVERSPED
L ENG OVHT
R ENG OVHT
L ENG SAV FAIL
R ENG SAV FAIL
L FADEC FAIL
R FADEC FAIL
L−R ENG FLAMEOUT
Indicates that there is a flameout
on the affected engine.
L−R ENG FUEL LO TEMP
Indicates that the affected engine
fuel inlet temperature is
approaching the fuel freezing point.
L−R ENG OVERSPED
Indicates that the affected engine
shut down caused by independent
overspeed protection.
L−R ENG OVHT
Indicates that the affected engine
turbine has overheated.
L−R FADEC FAIL
Indicates that there is a failure of both
lanes in the affected FADEC. Engine
operation may be affected.
GF1810_099
L−R ENG SAV FAIL
Indicates that the affected
engine start air valve has
failed.
Rev 2A, Apr 11, 2005
L−R OIL LO PRESS
Indicates that the affected
engine has low oil pressure,
while the engine is operating.
Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−69
POWER PLANT
POWER PLANT EICAS MESSAGES (CONT'D)
L−R FADEC N1 CTL
Indicates that the affected engine is
in N1 control. FADEC has detected a
fault and has reverted to N1 control.
L−R FUEL LO PRESS
Indicates that the affected engine
has low fuel feed pressure with
the HPSOV open.
L−R FADEC OVHT
Indicates that the affected engine’s
FADEC internal temperature monitor
has tripped.
L and R FUEL FILTER
Indicates that both engines
have impending fuel filter bypass.
L FADEC N1 CTL
R FADEC N1 CTL
L FADEC OVHT
R FADEC OVHT
L−R FUEL FILTER
L FUEL LO PRESS
R FUEL LO PRESS
L OIL LO QTY
R OIL LO QTY
L REVERSER FAIL
R REVERSER FAIL
L REV LOCK FAIL
R REV LOCK FAIL
L START ABORTED
R START ABORTED
L THROTTLE FAIL
R THROTTLE FAIL
Volume 2
18−10−70
L−R REVERSER FAIL
Indicates that the affected reverser
has failed and the doors will remain
in current position.
L−R REV LOCK FAIL
Indicates that 2 of 3 reverser locks,
on the affected reverser, are not
locked, with the thrust lever in the
forward position.
L−R START ABORTED
Indicates that FADEC has
aborted the affected engine start.
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_100
L−R THROTTLE FAIL
Indicates that the affected thrust lever
has failed. Engine operation will be
affected and corresponding thrust
reverser will not deploy.
L−R OIL LO QTY
Indicates that the affected
engine’s oil quantity is low.
Rev 2A, Apr 11, 2005
POWER PLANT
POWER PLANT EICAS MESSAGES (CONT'D)
ENG SYNC LIMITED
Indicates that the selected
SYNC system is unable to
function due to authority
limit or engine split greater
than SYNC authority.
L (R) FADEC FAULT
Indicates that there is a
minor fault in the affected
FADEC. Engine operation
should not be affected.
A/T 1 FAIL
A/T 2 FAIL
A/T ADC MISCOMP
ATS ENVELOPE
ENG SYNC FAIL
ENG SYNC LIMITED
L FADEC FAULT
R FADEC FAULT
L FUEL FILTER
R FUEL FILTER
A/T IRS MISCOMP
L OIL FILTER
R OIL FILTER
L REVERSER FAULT
R REVERSER FAULT
L REV LOCK FAULT
R REV LOCK FAULT
OIL RES LO QTY
WINDMILL ENVELOPE
OIL RES LO QTY
Indicates that the oil reservoir
has < 1.5 quarts of oil remaining.
Rev 2A, Apr 11, 2005
ENG SYNC FAIL
Indicates that the affected
SYNC system has failed.
L (R) FUEL FILTER
Indicates that the affected fuel
filter is impending bypass.
A/T IRS MISCOMP
Indicates that the A/T is not
available due to an IRS data
miscompare.
L (R) OIL FILTER
Indicates that the affected oil
filter is impending bypass.
L (R) REVERSER FAULT
Indicates that there is a minor fault in
the affected thrust reverser system.
Engine operation should be normal.
L (R) REV LOCK FAULT
Indicates that one of two primary
stow switches, on affected thrust
reverser, is indicating not stowed,
with the thrust lever in the forward
range.
WINDMILL ENVELOPE
Indicates that FADEC has
determined that the airplane is
within the windmill start envelope.
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_101a
ATS ENVELOPE
Indicates that FADEC has determined
that the airplane is within the starter
assisted engine relight envelope.
A/T 1 (2) FAIL
Indicates that the A/T is invalid,
or reporting a hardware or servo
failure.
A/T ADC MISCOMP
Indicates that the A/T is
is available due to an
ADC data miscompare.
Volume 2
18−10−71
POWER PLANT
POWER PLANT EICAS MESSAGES (CONT'D)
A/T ADC MISCMP
Indicates that the A/T is not available
due to an ADC data miscompare.
A/T 1 (2) FAIL
Indicates that the A/T is invalid, or
reporting a hardware or servo failure.
A/T IRS MISCMP
Indicates that the A/T is not available
due to an IRS data miscompare.
ENG SYNC FAIL
Indicates that the affected
SYNC system has failed.
L (R) IGNITION ON
Indicates that the
IGNITION switch
has been selected and
the EEC is activating all
igniters.
A/T ADC MISCMP
A/T IRS MISCMP
A/T 1 FAIL
A/T 1 FAIL
ENG SYNC FAIL
ENG SYNC LIMITED
L ENG BLEED ON
R ENG BLEED ON
L ENG BLEED OFF
R ENG BLEED OFF
L IGNITION ON
R IGNITION ON
L FADEC N1 CTL
R FADEC N1 CTL
L ENG SHUTDOWN
R ENG SHUTDOWN
ENG SYNC LIMITED
Indicates that the selected SYNC
system is unable to function due
authority limit or engine split greater
than SYNC authority.
L (R) ENG BLEED ON
Indicates that the selected bleed
has been selected ON.
L (R) ENG BLEED OFF
Indicates that the selected bleed
has been selected OFF.
L (R) ENG SHUTDOWN
Indicates that the crew has initiated
shutdown on the affected engine.
Volume 2
18−10−72
Flight Crew Operating Manual
CSP 700−5000−6
GF1810_102a
L (R) FADEC N1 CTL
Indicates that the affected engine is
in N1 control, by switch selection on
the engine control panel.
Rev 2A, Apr 11, 2005
POWER PLANT
EMS CIRCUIT PROTECTION
CB - ENGINE SYSTEM
CIRCUIT BREAKER − SYSTEM 1/2
DOORS
AFCS
ELEC
AIR COND/PRESS
ENGINE
APU
BLEED
FIRE
CAIMS
FLT CONTROLS
COMM
FUEL
BRT
CIRCUIT BREAKER
STAT
SYS
BUS
SYSTEM
PREV
PAGE
NEXT
PAGE
CNTL
BUS
EMER
CNTL
TEST
CB − ENGINE SYSTEM
1/3
L ENG FUEL HPSOV
BATT
IN
L ENG IGN 1
BATT
IN
L ENG IGN 2
BATT
IN
L ENG START A
BATT
IN
L ENG START B
BATT
IN
L FADEC CH A
BATT
IN
CB − ENGINE SYSTEM
2/3
L FADEC CH B
BATT
IN
R ENG FUEL HPSOV
BATT
IN
R ENG IGN 1
BATT
IN
R ENG IGN 2
BATT
IN
R ENG START A
BATT
IN
R ENG START B
BATT
IN
CB − ENGINE SYSTEM
3/3
BATT
IN
R FADEC CH B
BATT
IN
VIBE MONITOR
DC 1
IN
GF1820_001
R FADEC CH A
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−20−1
POWER PLANT
EMS CIRCUIT PROTECTION
CB - OIL SYSTEM
CIRCUIT BREAKER − SYSTEM 2/2
OIL
HYD
OXYGEN
ICE
THRUST REV
IND/RECORD
LDG GEAR
LIGHTS
NAV
BRT
STAT
SYS
SYSTEM
BUS
PREV
PAGE
NEXT
PAGE
CNTL
TEST
CB − OIL SYSTEM
BUS
EMER
CNTL
1/1
APU LUBE
BATT
IN
L ENG LUBE
BATT
IN
LUBE PUMP
BATT
IN
OIL TANK PROBE
DC 2
IN
R ENG LUBE
BATT
IN
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.
Volume 2
Flight Crew Operating Manual
18−20−2
CSP 700−5000−6
FGF1820_001
CIRCUIT BREAKER
Rev 2A, Apr 11, 2005
POWER PLANT
EMS CIRCUIT PROTECTION
CB - THRUST REV SYSTEM
CIRCUIT BREAKER − SYSTEM 2/2
HYD
OIL
ICE
OXYGEN
IND/RECORD
THRUST REV
LDG GEAR
LIGHTS
NAV
BRT
CIRCUIT BREAKER
STAT
SYS
SYSTEM
BUS
PREV
PAGE
NEXT
PAGE
CNTL
BUS
EMER
CNTL
TEST
CB − THRUST REV SYSTEM
1/2
L T/R CTL VALVE
BATT
IN
L T/R LOWER LOCK
BATT
IN
L T/R TQA LOCK
BATT
IN
L T/R UPPER LOCK
BATT
IN
R T/R CTL VALVE
BATT
IN
R T/R LOWER LOCK
BATT
IN
CB − THRUST REV SYSTEM
2/2
BATT
IN
R T/R UPPER LOCK
BATT
IN
GF1820_004
R T/R TQA LOCK
Rev 2A, Apr 11, 2005
Flight Crew Operating Manual
Volume 2
CSP 700−5000−6
18−20−3
POWER PLANT
EMS CIRCUIT PROTECTION
THIS PAGE INTENTIONALLY LEFT BLANK
Volume 2
Flight Crew Operating Manual
18−20−4
CSP 700−5000−6
Rev 2A, Apr 11, 2005