INTRODUCTION The Global airplane is powered by two BMW

Transcription

Bombardier Global Express - Power Plant
INTRODUCTION
The Global airplane is powered by two BMW-Rolls Royce BR710A2-20 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, with a rated
static thrust of 14,750 pounds at sea level to ISA + 20.
The BR710A2-20 engine contains two main rotating assemblies (spools), a singlestage 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/Pressurization, Cowl and Wing anti-icing and
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 enginedriven 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.
Page 1
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.
DESCRIPTION
ENGINE ASSEMBLY AND AIRFLOW
The BR710A2-20 engine contains two main rotating assemblies (spools), a singlestage 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.
Accessory
Gearbox
GX_17_018
LP Compressor
(fan)
LP Turbine
HP Compressor
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.
Page 2
LP Compressor
HP Compressor
Annular
Combustion
Chamber
HP Turbine
LP Turbine
Forced
Mixer
COLD STREAM
AIR
INLET
HOT STREAM
Intake
Cowl
Accessory
Gearbox
Exhaust
Cone
Bypass
Duct
GX_17_019
COLD STREAM
Exhaust
Nozzle
ENGINE MODULES
The engine is made up of eight modules as follows:
Intermediate
Case
HP Compressor
HP Turbine and
Combustor
GX_17_020
Fan-Case
Bypass Duct
Fan Assembly
Accessory Gearbox
Page 3
LP Turbine
and Shaft
•
•
•
•
•
•
•
•
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
FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC)
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 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
Page 4
•
•
•
•
•
•
Compressor airflow control via the 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 igniters 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 28 or dedicated generator output to the
EEC and through to the FADEC
X
MA ST
RU
TH
IDL
DEDICATED GEN
E
RE
V
MA
X RE
V
EN
THROTTLE
MODULE
G RU
N
R
L
FMU
HPS & BLEED VALVES
STATOR VANE SYSTEM
DAU 1
DAU 2
EEC
FUEL COOLED OIL COOLER
DAU 3
IAC 1
STARTER AIR VALVE
IGNITION SYSTEM
IAC 2
IAC 3
THRUST REVERSER
ADC 1
ENGINE INPUTS
GX_17_021
OTHER AVIONICS SYSTEMS
28 VDC
ADC 2
ADC 3
ELECTRONIC ENGINE CONTROLLER (EEC)
The EEC is the controlling unit of the FADEC system and is located on the top of the
engine.
GX_17_022
Engine Electronic
Controller (EEC)
Page 5
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 an
Independent Overspeed Protection (IOP) unit.
The PSU controls the power supplies to the FADEC system and to the EECs, CPU and
IOP.
The PSU controls the switch over from the airplane 28 VDC 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
GX_17_023
Hydraulic Pump
Oil Tank
FRONT VIEW
Variable Frequency
Generator No. 1
Dry Drains
Outlet
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 shutdown on the ground. An interlock prevents
both channels from being in control at the same time. Each CPU’s operation is
monitored by a “watchdog timer”. If the watchdog timer senses a CPU malfunction
within a set timescale, then it will momentarily pass control to the other channel, while
the faulty CPU resets. After four CPU resets the watchdog will impose a freeze and
control will pass to the other channel for the remainder of the flight.
Page 6
INPUTS
CPU
VALIDATION
PROCESSING
OUTPUT SIGNAL
CALCULATION
ENGINE
INPUTS
CROSS
LINKS
AIRFRAME SIGNALS
INPUTS
CPU
VALIDATION
PROCESSING
OUTPUT SIGNAL
CALCULATION
OUTPUT DRIVER
OUTPUT DRIVER
LANE CHANGE RELAY
LANE CHANGE RELAY
OUTPUTS
WATCHDOG
TIMER
WATCHDOG
TIMER
OUTPUTS
ENGINE
INPUTS
GX_17_024
AIRFRAME SIGNALS
SYSTEM CONTROLLER
SYSTEM
ACTUATOR
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
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 shutdown by resetting the overspeed trip points to a subidle value.
When the speed drops below the reset values, the IOP overspeed detection trip points
logic resets.
Page 7
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.
1.54
N1 (FAN)
Used to display the LP compressor (fan)
speed, and as Secondary thrust setting
indicator and is measured in %.
CRZ
EPR
98.5
Fuel Flow (FF)
Used to display the amount of fuel being
used, in pounds per hour (pph) or kilograms
per hour (kgph).
Oil Temperature (OIL TEMP)
Used to display the oil temperature and is
displayed in °C.
Oil Pressure (OIL PRESS)
Used to display the oil pressure and is
displayed in psi.
98.5
73.3
Interturbine Temperature (ITT)
Used to display engine operating temperatures
and is displayed in °C.
N2 (HP compressor)
Used to display HP compressor speed and
is measured in %.
L ENG FLAMEOUT
FUEL LO QTY
1.65 FUEL IMBALANCE
1.54 YD OFF
<– FUEL XFER ON
GLD MANUAL ARM
PARK/EMER BRAKE ON
1.65
73.3
T/O
N1
SYNC
GEAR
789
I
G
N
ITT
SYNC
START
93.4
575O
115
81
DN
789
START
N2
FF (PPH)
OIL TEMP
OIL PRESS
DN
OUT
I
G
N
93.4
575O NU
115
81
TOTAL FUEL (LBS) 4155O
146OO 1OOOO 146OO
235O
DN
3O
–TRIMS–
AIL
7.2
LWD
ND
STAB
NL
RWD
RUDDER NR
Aft Tank
Not shown on Global 5000
CKPT (°C)
AFT
CABIN (°C)
20
19
22
20
OXYGEN
CAB ALT
CABIN (°C)
P
22
20
CAB RATE
2
1
90%
OUTFLOW VALVES
1
2
OPEN
OPEN
13%
12 . 3
0
0
2
1
13%
Engine Oil Quantity (ENG)
Used to display the oil quantity in the
engine and is measured in quarts.
1300
0 . 00
OIL QTY (QTS)
ENG 12.3
APU
5.0
RES
5.1
APU
RPM 100
EGT
650
BRAKE TEMP
Oil Reservoir Quantity (RES)
Used to display the amount of oil in the
replenishment tank and is measured in
quarts.
05
04
04
GX_17_025
04
Page 8
INTERTURBINE 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
DAU’s
AIRFRAME
ENGINE
CHANNEL
A
DATA
ENTRY
PLUG
CHANNEL
B
GX_17_026
EEC
Page 9
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.
789
ITT Readout
Displays the current
ITT readout.
789
ITT
25
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.
ITT
ITT Redline (inflight 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
Page 10
GX_17_027
ITT Sweep Arm
ITT readout.
9O6
N2 INDICATION
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
575O
115
81
N2 Readout
N2 readout.
N2 Amberline
If the N2 speed limit is exceeded the
N2 readout will turn amber. The
amberline is set at > 98.9% N2, or
greater.
99.O
575O
115
81
N2
FF (PPH)
OIL TEMP
OIL PRESS
N2 Redline
If the N2 speed exceeds the
amberline limits, the N2 readout will
turn red and will flash. The redline is
set at > 99.6% N2, or greater.
99.8
575O
115
81
N2
FF (PPH)
OIL TEMP
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
575O
115
81
N2
FF (PPH)
OIL TEMP
OIL PRESS
If N2 RPM is > 76% N2 then the
N2 readout will turn green.
77.O
575O
115
81
N2
FF (PPH)
OIL TEMP
OIL PRESS
GX_17_028
93.4
575O
115
81
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.
Page 11
57OO
FF (PPH)
5756
FF (PPH or KPH) Readout
Displays the current fuel flow readout.
GX_17_029
FUEL FLOW INDICATION
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
OIL TEMP Readout
Displays the current oil temperature readout.
175
OIL TEMP
HIGH Temperature Redline
If the oil temperature exceeds 160°C the OIL
TEMP readout will turn red and will flash.
-4O
OIL TEMP
LOW Temperature Redline
If the oil temperature is lower than -30°C the OIL
TEMP readout will turn red and will flash.
1O
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.
GX_17_030
115
OIL PRESSURE
The oil pressure transducer provides an indication of the pressure between the oil feed
and scavenge lines.
Page 12
OIL PRESSURE INDICATION
OIL PRESS
81
25
OIL PRESS
Low Pressure Redline
if the oil pressure is 25 psi or lower, OIL PRESS
readout will turn red and will flash.
33
OIL PRESS
Low Pressure Amberline
The minimum low press amberline is N2 dependent
as follows:
GX_17_031
OIL PRESS Readout
Displays the current oil pressure readout.
81
MINIMUM OIL PRESSURE - N2 DEPENDENT
N2
GROUND
FLIGHT
50%
35 psi
25 psi
72.3%
35 psi
25 psi
90%
45 psi
35 psi
10 seconds time delay
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 will take 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.
Page 13
DE-AERATOR OIL REPLEN
TANK
VENT
Quantity
Transmitter
Pop-up
Indicator
Pressure
Valve
PRV
PRV
PRV
PRESSURE
PUMP
PRESSURE
FILTER
FCOC
Differential
Pressure Switch
Differential
Pressure
Transducers
Flow
Restrictor
Strainer
R
R
FRONT
BEARING
CHAMBER
ACCESSORY
GEARBOX
AIR
OVERBOARD
REAR
BEARING
CHAMBER
VENT
VENT
VENT
BREATHER
MCD
MCD
Scavenge
Pump
OIL
TEMPERATURE
BULB
T
GX_17_032
MCD
Magnetic Chip
Detector
The oil quantity transmitter provides indication to the STATUS page and will display
an OIL LO QTY message if the oil quantity is low.
The pump supplies pressure to move the oil to the bearings and drive gear and to
return it to the tank. The oil pressure transducer provides an indication of the pressure
between the oil feed and scavenge lines and displays it on EICAS.
If the oil pressure is low, while the engine is running, an OIL LO PRESS message is
displayed on EICAS.
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.
The oil temperature bulbs provide oil temperature to the Electronic Engine Controller
(EEC). This data is used by the Heat management System and is also sent to EICAS.
Page 14
ENGINE OIL HEAT MANAGEMENT SYSTEM
The 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
LP
PUMP
LP
FILTER
FCOC
HP
PUMP
FMU
FUEL
FLOW TX
HP
FILTER
ENGINE
GEARBOX
GX_17_033
AIRPLANE
FUEL
SUPPLY
Temperature
Probe
T
T
TO
SCAVENGE
TO FUEL
NOZZLES
Page 15
OIL REPLENISHMENT SYSTEM
Engine
Oil Tank
12 . 3
OIL QTY (QTS)
ENG 12.3
APU
5.0
RES
3.2
GX_17_034
Each engine oil tank capacity is 13.6 U.S. quarts (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.
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 U.S. 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 replenishment manually
when gauge reads 11.0 quarts.
The oil filling system is operated through the oil replenishment panel located 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:
•
•
Both engines are shut down
The engine to be replenished has been shut down for a minimum of 5 minutes and
to a maximum of 30 minutes
Page 16
•
•
•
•
To replenish the APU it has to have been shut down for a minimum of 15 minutes
The engine to be replenished is not already full
One of the other engines or APU is not currently being replenished
The aircraft has Weight on Wheels (WOW)
OIL REPLENISHMENT PANEL
TANK LO
The reservoir TANK LO legend comes
on to indicate that the reservoir is low
in quantity.
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.
SYSTEM ON
Selecting the POWER switch does the
following:
• The SYSTEM ON lamp will come on.
• A three lamp test will be carried out
on all annunciators.
OIL REPLENISHMENT
POWER
RESERVOIR
LH ENG
APU
RH ENG
TANK
LO
PUMP
ON
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
PUMP ON
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.
Page 17
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.
• It is recommended to manually stop
replenishment when oil quantity
reaches 11.0 quarts.
GX_17_035
SYSTEM
ON
OIL REPLENISHMENT SCHEMATIC
Engine Pylon Firewall
Left Engine Oil Tank
RH ENGINE FADEC
LH ENGINE FADEC
Right Engine
Oil Tank
OIL REPLENISHMENT
POWER
SYSTEM
ON
EICAS/
CAIMS
DAU 3
Relief
Valve
Oil Quantity
Transmitter
RESERVOIR
LH ENG
APU
RH ENG
TANK
LO
PUMP
ON
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
LO
OIL
VLV
OPEN
Filter
Cap
DC MOTOR
AirframeMounted
Oil Tank
Oil
Replenishment Pump
DRAIN
A/C
Fuselage
Skin
Oil Quantity
Transmitter
APU Oil
Tank
Check Valve
APU FADEC
Selector
Valve
GX_17_036
AirframeMounted
Oil Tank
Probe
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 liter or 1 U.S. 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 the replenishment when the gauge reads 11.0
quarts to avoid overservicing
Page 18
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
DP switch/indicator. The combined unit provides indications on EICAS of low
pressure fuel or an impending LP fuel filter blockage. A FUEL FILTER message
will be displayed on EICAS. A fuel low pressure switch is also provided 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 increases 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 drain tank on
engine shutdown. 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
575O
FF (PPH)
575O
GX_17_037
•
NOTE
Can be displayed in pounds/hour (pph) or kilograms/hour (kph).
Page 19
•
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
•
•
•
GX_17_038
•
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 shutoff 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 shutdown
and is passed through a drain valve in the FMU to the drain tank. The drain 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
Page 20
FUEL SYSTEM SCHEMATIC
LP FUEL
FILTER
TO
EEC
FUEL FLOW
TRANSMITTER
LP FILTER
DIFFERENTIAL
PRESSURE
SWITCH
VARIABLE
STATOR-VANE
(VSV) ACTUATOR
HP FUEL
FILTER
T
TO
COCKPIT
TO
EEC
TO
EEC
FUEL TEMP
TRANSDUCERS
FUELMANIFOLD
SPLITTER UNIT
Fuel LowPressure
Switch
HP FUEL PUMP SDV
VSV
CONTROLLER
HP
SPILL
METERING
SOV
VALVE
VALVE
FUEL METERING
DV
UNIT (FMU)
LP
FUEL
PUMP
DRAIN
TANK &
EJECTOR
FROM
LP
FUEL
PUMP
MAX REV
L
OFF
ENG
RUN R
OFF
10 FUEL
NOZZLES
10 FUEL
NOZZLES
LOWER UPPER
FUEL
MANIFOLDS
L
WING FEED
INHIBIT
AUX PUMP
L
WING FEED
INHIBIT
AUX PUMP
OFF
OFF
PRI PUMPS
PRI PUMPS
OFF
OFF
L RECIRC
L RECIRC
INHIBIT
ON
OFF
Global 5000 and
A/C equipped with
-9 FMQGC or later
Page 21
GX_17_039
TO
ENGINE
TO
EEC
FUEL-COOLED
OILCOOLER
(FCOC)
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
ANTI-ICING
SYSTEM
GROUND
SOURCE
DISTRIBUTION
INDICATING
ENGINE
STARTING
BLEED
MANAGEMENT
CONTROLLER
EICAS
GX_17_040
ENGINES
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 of the high pressure
compressor) or the high pressure port (8th stage of the high pressure compressor)
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.
Page 22
L ENG BLEED
OFF
AUTO
ON
R ENG BLEED
XBLEED
AUTO
CLSD
OPEN
OFF
AUTO
ON
APU BLEED
AUTO
ON
GX_17_041
OFF
For more information on ECS, see chapter 13, Integrated Air Management System.
For more information on cowl and wing anti-icing, see chapter 3, Anti-Ice System.
THRUST MANAGEMENT SYSTEM
THRUST LEVERS
The thrust lever quadrant incorporates a main lever for setting forward thrust and
reverse thrust, with a finger lift lever for thrust reverser operation, Takeoff/Go Around
(TOGA) switches, autothrottle engage and disengage switches, quick disconnect and
engine run switches.
Pressing the TOGA switches will change the pitch on the command bars on the PFD.
For more information see chapter 2, AFCS.
The autothrottle is engaged by pressing the left 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 deactivates 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 linkage between thrust lever and engine.
Page 23
No 1 RVDT
CHA
FORWARD
CHB
No 2 RVDT
CHA
CHB
MAX
THRUST
IDLE
REV
MAX REV
L
OFF
ENG
RUN R
OFF
CHA
EEC
CHB
DEDICATED
GENERATOR
CHA
AIRCRAFT
ENGINES
Page 24
CHB
DEDICATED
GENERATOR
GX_17_042
EEC
Autothrottle
Quick Disconnect
Takeoff/Go Around
(TOGA) Switch
Reverse Thrust
Lever
Autothrottle
Engage/Disengage
Switch
MAX THRUST
Maximum Forward Thrust
TOGA Switch
MAX
THRUST
Autothrottle
Engage/Disengage
Switch
IDLE
Idle Forward Thrust
Reverse Thrust
Lever
IDLE
REV
Autothrottle
Quick Disconnect
MAX REV
Maximum Reverse Thrust
MAX REV
L
OFF
ENG
RUN R
OFF
Engine Run
Swicthes
Page 25
GX_17_043
TOGA Switch
REV
Idle Reverse Thrust
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
Outlet Guide Vane
Trailing Edge
Intake Cowl
Leading Edge
TAT Probe
(P20/T20)
P50 Pressure
Probe
GX_17_044
Fan Blades
Spinner
TAT PROBE
(P20 / T20)
VIEW LOOKING FORWARD
ONTO OGV EXIT
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.
Page 26
P20
AIRFRAME
ENGINE
1.65
1.54
EEC
CHANNEL
B
P20
P50
CRZ
EPR
DATA
ENTRY
PLUG
GX_17_045
EEC
CHANNEL
A
1.65
1.54
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:
•
•
•
TAKEOFF (TO) Rating - This rating is always set whenever the airplane is on the
ground or whenever an engine failure is detected in flight. TO rating is limited to a
maximum of 5 minutes (10 minutes in the event of an engine failure). Also, if
AFCS mode is go-around or windshear, the rating is also automatically set to TO.
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
Reduced Thrust Takeoff (FLX) Rating - The FLX mode is permissible when the
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 limited to airport elevations below 10,000 feet MSL
• The use of FLX thrust is at the pilot’s discretion
• Flex thrust does not result in any loss of function, failure warnings or takeoff
configuration warnings
• 75% of full rated thrust is used on all takeoffs
• Manually advancing thrust levers to MAX THRUST changes the rating from
FLX to TO
Climb (CLB) Rating - After transition from TO or FLX to climb, the engine rating
will stay in CLB until reaching the cruise altitude
Page 27
•
•
•
•
•
After reaching initial cruise altitude, the rating will go back to CLB if a new climb
is performed (step climb)
Cruise (CRZ) Rating - This rating will transition from CLB to CRZ after reaching
the Top Of Climb (TOC) altitude and the airplane speed has reached cruise speed
target within 1 knot or 0.005 Mach
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 instead of CLB or CRZ
• 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 - Any rating (TO, CLB, MCT, CRZ) but FLEX can be
selected on the FMS RATING Select page. This freezes the rating type
Page 28
FMS SELECTION (EPR)
To select EPR ratings on the FMS proceed as follows:
1. Press PERF function key and go to page 2/2 of the PERF INDEX.
000ACTIVE FLT PLAN
0ORIGIN
0BOW
00000001152Z
KPHX
1/4
PASS/@ LB0
0/170
0055°00154NM
CLS
15820
(00+21 .75M/10000A
SJN
CLS
0059°00121NM
ABQ
15820 (00+15 .75M/10000A
0DEPARTURE
00OOOO0PERF INDEX
2/2
0BOW
PASS/@ LB0
0INIT<––WHAT–IF–––>DATA
00000001152Z
KPHX
0/170
0INIT<–STORED FPL–>DATA
15820 (00+21 .75M/10000A
SJN
S.E. RANGEO
0FUEL MGT
ABQ
15820
(00+15 .75M/10000A
0THRUST MGT
T.O.INIT0
COMPARE FUEL QUANTITY
T.O.INIT0
123456789012345678901234
2. Select THRUST MGT line select key.
00OOOO0PERF INDEX
2/2
0BOW
PASS/@ LB0
0INIT<––WHAT–IF–––>DATA
00000001152Z
KPHX
0/170
00 THRUST MANAGEMENT00000
1/1
0INIT<–STORED FPL–>DATA
15820 (00+21 .75M/10000A
SJN
0 SYNC MODE
S.E. RANGEO
0FUEL MGT
ABQ
15820
(00+15 .75M/10000A
S.E. RANGEO
0FUEL MGT
ABQ
15820
(00+15
0THRUST MGT
0THRUST MGT
0BOW
0
RATING MODE
0/170
ORO
AUTO 1.65(TO)
ORS
ORO
N1
T.O.INIT0
T.O.INIT0
3. Select applicable OR line select key on RATING line and set as required.
1/1
0BOW
0
RATING MODE
AUTO 1.65(TO)
00OOOORATING MODE
2/2
0AUTOBOW
RETURN0
OAUTO
1.65(TO)
00000001152Z
0/170
0/170
ORO
ORS
ORO
0TO 1.65
1.58 MCTO
15820 (00+21 .75M/10000A
SJN
S.E. RANGEO
0FUEL MGT
ABQ
15820
(00+15
0CLB 1.60
1.58 CRZO
ABQ
15820 (00+15 .75M/10000A
0THRUST MGT
–.––EPR<–––MAN–––>N1
––.–
T.O.INIT0
0 SYNC MODE
N1
T.O.INIT0
4. To select SYNC mode, select OR line select key on SYNC line and set as required.
1/1
AUTO 1.60(TO)
00OOOORSYNC MODE
0/170
ORO
0N1
0/170
ORS
0 SYNC MODE
ORO
EPR
0N2
0FUEL MGT
S.E. RANGEO
ABQ
15820
(00+15
0THRUST MGT
1/1
RETURN0
OEPR (ACT)
T.O.INIT0
Page 29
OFFO
GX_17_046
0BOW
0
RATING MODE
EPR CONTROL
EPR control mode is selected on the engine control panel, located on the pedestal.
Both EPR or N1 switches must be the same selection.
EPR Sweep Arm
EPR readout.
ENGINE
L N1
EP
EPR
R N1
GX_17_047
Engine Switches
Used to select
engine control
mode:
• N1 - selects
engine control
in alternate mode.
• EPR - selects
engine control
in primary mode.
EPR
EPR Rating Readout
Displays the EPR readout
for the mode selected.
EPR Rating “V” Bug
Displays the target EPR bug for
the rating mode selected.
Note:
When the EPR readout and the
EPR rating match, the bugs will
blend.
1.65
1.54
CRZ
EPR
Epr Rating Mode
Displays thrust rating are selected automatically or manually.
The following rating modes are available:
• Takeoff (TO) mode
• Reduced Thrust Takeoff Mode (FLX)
• Climb Mode (CLB)
• Cruise Mode (CRZ)
• Maximum Continuous Thrust Mode (MCT)
• Manual Mode (MAN).
Note:
If the EPR rating mode is MAN, the mode, rating
readout and rating V bug will be cyan.
Page 30
EPR Readout
EPR readout.
1.65
1.54
Engine Control Mode Box
Displayed when in EPR
control mode.
EPR “T” Readout Bug
EPR command bug
(throttle position)
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
T/O
N1
SYNC
ENGINE
VIBRATION
MONITOR
UNIT
AIRFRAME
ENGINE
IOP
CHANNEL
A
IOP
CHANNEL
B
N1
SPEED
PROBE
N1
SPEED
PROBE
Page 31
EEC
CHANNEL
B
N1
SPEED
PROBE
N1
SPEED
PROBE
GX_17_048
EEC
CHANNEL
A
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. A reversion done by EEC is known
as a soft reversion. As per QRH, both switches should then be selected to N1. A
manual reversion is known as a hard reversion. 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 manually.
Soft
Reversion
ENGINE
L N1
EP
EPR
R N1
L-R FADEC N1 CTL
EPR
NOTE:
Before manually reverting to N1 control, the thrust levers
should be retarded to avoid thrust “bumps”.
N1 Rating “V” Bug
Displays the target N1
bug for MAN mode.
N1 “T” Readout Bug
N1 command bug.
98.5
98.5
73.3
73.3
T/O
N1
SYNC
N1 Rating Mode
Displays mode as selected
manually via the FMS
THRUST MGT page.
N1 Speed Redline
Displays the maximum N1 speed
allowed and is set at 101.0%.
Should the N1 limits be
exceeded, the sweep arm and
N1 readout will be red.
Engine Control Mode Box
Displayed when in N1
control mode.
N1 Readout
N1 readout.
SYNC
Displays synchronized mode as
selected automatically by the
autothrottle system or manualy via
the FMS. N1 is the default sync
parameter.
GX_17_049
N1 Rating Readout
Displays the N1 readout
for MAN mode.
N1 Sweep Arm
N1 readout.
NOTE
When the N1 readout and the N1 rating match, the bugs will
blend.
Page 32
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
575O
115
81
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
575O
115
81
ENGINE
VIBRATION
MONITOR
UNIT
AIRFRAME
ENGINE
IOP
CHANNEL
A
IOP
CHANNEL
B
N2
SPEED
PROBE
N2
SPEED
PROBE
Page 33
EEC
CHANNEL
B
N2
SPEED
PROBE
N2
SPEED
PROBE
GX_17_050
EEC
CHANNEL
A
ENGINE IDLE CONTROL
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 demands are met
Ensure cowl anti-ice demands are met on the ground or inflight
Ensure that the variable frequency generators stay on line
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.
Reverse thrust is a manual selection only.
Page 34
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.
GX_17_051
ENGINE FIRE DETECTION ELEMENTS
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
GX_17_052
Feed to the
Right Engine
Discharge into
Fire Zone
Discharge into
Fire Zone
Discharge into
Fire Zone
For more information, please see chapter 9, Fire Protection.
Page 35
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.
1.65
1.54
CRZ
EPR
98.5
73.3
L ENG FLAMEOUT
FUEL LO QTY
1.65 FUEL IMBALANCE
YD OFF
<– FUEL XFER ON
GLD MANUAL ARM
PARK/EMER BRAKE ON
1.54
98.5
73.3
T/O
N1
SYNC
789
I
G
N
GEAR
789
ITT
SYNC
START
93.4
575O
115
81
START
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
575O NU
115
81
146OO 1OOOO 146OO
235O
DN
DN
I
G
N
DN
OUT
3O
–TRIMS–
AIL
7.2
LWD
ND
STAB
NL
RWD
RUDDER NR
ENGINE VIBRATION
MONITORING UNIT
AIRFRAME
LEFT ENGINE
N1
SPEED
PROBE
N1
SPEED
PROBE
N2
SPEED
PROBE
N2
SPEED
PROBE
VIBRATION
TRANSDUCER
VIBRATION
TRANSDUCER
GX_17_053
RIGHT ENGINE
VIB
93.4
575O
115
81
93.4
575O
115
81
O.5
N2
FF (PPH)
OIL TEMP
OIL PRESS
N2
FF (PPH)
OIL TEMP
OIL PRESS
N1 VIB
VIB
93.4
575O
115
81
N2 VIB Indication
If the N2 vibration monitor readings are greater than
1.0 in/sec then the VIB icon is displayed.
93.4
575O
115
81
1.1
N1 VIB Indication
1. If the N1 vibration monitor readings are less than
0.5 in/sec, then the N1 VIB will not be displayed.
2. However, anytime VIB above N2 is displayed
then N1 VIB is displayed.
3. N1 VIB indications above 1.0 in/sec turn amber.
Page 36
GX_17_054
EVMS INDICATION
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 28 VDC.
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
IGNITION
L CRANK
AUTO
R CRANK
ON
AIRPLANE
FUEL
SUPPLY
PNEUMATIC
MANIFOLD
BATT BUS
ENGINE
FEED SOV
AIRFRAME
ENGINE
STARTER AIR
VALVE (SAV)
EEC
IGNITION
EXCITER
BOX #1
AIR TURBINE
STARTER (ATS)
FUEL
PUMP
ACCESSORY
GEARBOX
FUEL
MANAGEMENT
UNIT
(FMU)
HP
FUEL
SOV
PUMP
IGNITION
EXCITER
BOX #2
Igniter
Leads
Mechanical
Drive
F
A
N
HIGH-PRESSURE
COMPRESSOR
N1 Spool
COMBUSTION
CHAMBER
N2 Spool
Page 37
H
P
T
L
P
T
GX_17_055
Igniter
Plugs
Bypass Duct
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
L
R
HP
Starter
Air Valve
LP
40
40
PSI
PSI
APU
HP
GX_17_056
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, which disengages
the sprag clutch.
Page 38
The START message is displayed on EICAS and on the BLEED/ANTI-ICE synoptic
page.
789
ITT
SYNC
START
1O.2
O
2O
O
START
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
575O NU
115
81
146OO 1OOOO 146OO
235O
START
Annunciation
L
OFF
LP
–TRIMS–
HP
AIL
7.2
LP
45
45
PSI
PSI
HP
START
LWD
ND
STAB
R
OFF
RWD
APU
RUDDER NR
NL
GX_17_057
2O
START
Annunciation
Aft tank not shown
on Global 5000
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 28 VDC 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
EEC channel B
EEC channel A
EEC channel B
Igniter 1
Igniter 1
Igniter 2
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.
Page 39
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 energize the igniter unit, on an operating engine. Crew selection of
ignition is not time limited, but will reduce overall igniter life.
ENGINE
ENG START
IGNITION
L CRANK
AUTO
R CRANK
GX_17_058
ON
ENGINE START Selector
Used to start both engines.
AUTO - Selects automatic
starts for either engine.
L-R CRANK - Initiates
rotation of the left or right
engine for dry or wet cranking
or manual start.
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.
NOTE
There is a timed out limit (30 seconds), for igniter operation on
the ground (with engines not operating), for maintenance
purposes.
An EICAS message is displayed when IGNITION is selected ON.
GX_17_059
L-R IGNITION ON
Page 40
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)
interface(s) with both EEC and the HP Shut Off Valve (HPSOV) to:
•
•
Manually control closing and opening of the HPSOV
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
OFF
CH B
ENG
RUN R
OFF
CH A
CH B
FMU
HPSOV
CLOSED
HPSOV
OPEN
GX_17_060
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.
Page 41
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
ENG START
ENG
RUN R
IGNITION
AUTO
L CRANK
R CRANK
ON
OFF
TOTAL FUEL
OFF
FUEL
292OO LBS
FUEL USED
3OOLBS
OLBS
146OOLBS
AUX
P
P
P
P
23 °C
23 °C
FUEL USED
AUX
AUX
P
P
P
P
3OOLBS
OLBS
146OOLBS
146OOLBS
P
P
FUEL
TOTAL FUEL
292OO LBS
146OOLBS
P
P
P
P
P
23 °C
23 °C
APU
P
OLBS
APU
32 °C
LO PRESS
1.55
32 °C
LO PRESS
32 °C
LO PRESS
GLOBAL EXPRESS FUEL SYNOPTIC
1.OO
P
P
32 °C
LO PRESS
1.55
AUX
GLOBAL 5000 FUEL SYNOPTIC
L ENG SHUTDOWN
END
BLEED / ANTI-ICE
1.OO
TO
EPR
O.O
98.5
O.4
T/O
N1
SYNC
GEAR
15
15
DN
DN
ITT
SYNC
O.O
O
15
O
3O
START
N2
FF (PPH)
OIL TEMP
OIL PRESS
1O.O
O NU
21
1O
TOTAL FUEL (LBS) 292OO
146OO
O 146OO
O
No aft tank
on Global 5000
DN
OUT
–TRIMS–
LP
HP
AIL
AIR
COND
L
R
OFF OFF
43
PSI
7.2
HP
START
LWD
ND
STAB
LP
43
PSI
NL
RWD
RUDDER NR
Note:
The engine data quoted in this
example are approximate values.
Page 42
APU
GX_17_061
98.5
At approximately 15% N2, the ignition sequence occurs.
1.55
1.55
1.OO
L ENG SHUTDOWN
END
1.OO
TO
EPR
98.5
98.5
O.O
O.8
T/O
N1
SYNC
GEAR
15
ITT
SYNC
IGN
Annunciation
O.O
O
15
O
START
N2
FF (PPH)
OIL TEMP
OIL PRESS
DN
I
G
N
15.O
O NU
18
1O
146OO
O 146OO
O
DN
DN
OUT
3O
–TRIMS–
AIL
7.2
LWD
ND
STAB
RWD
RUDDER NR
NL
GX_17_062
15
At approximately 15% N2 the igniters are turned on, at 20% fuel flow occurs and at
approximately 25% N2 light-off occurs.
1.65
1.65
1.OO
L ENG SHUTDOWN
END
1.OO
TO
EPR
98.5
98.5
O.O
2.5
T/O
N1
SYNC
GEAR
26
ITT
SYNC
IGN
Annunciation
O.O
O
15
O
START
N2
FF (PPH)
OIL TEMP
OIL PRESS
DN
I
G
N
2O.2
O NU
28
18
146OO
O 146OO
O
DN
DN
OUT
3O
–TRIMS–
AIL
7.2
LWD
ND
STAB
NL
RWD
GX_17_063
15
RUDDER NR
NOTE
The engine data quoted in this example are approximate values.
Page 43
At approximately 42% N2, IGN off and at approximately 45% N2 START off (SAV
closed).
1.OO
1.55
L ENG SHUTDOWN
END
1.55
1.O2
1.OO
TO
EPR
98.5
O.O
98.5
98.5
19.O
O.O
N2
FF (PPH)
OIL TEMP
OIL PRESS
1.OO
DN
DN
46.O
8OO NU
3O
35
146OO
O 146OO
O
DN
OUT
15
3O
O.O
O
15
O
AIL
7.2
LWD
NL
RWD
RUDDER NR
GEAR
36O
DN
DN
ITT
SYNC
–TRIMS–
ND
STAB
98.5
25.5
T/O
N1
SYNC
GEAR
45O
ITT
SYNC
O.O
O
15
O
L ENG SHUTDOWN
END
TO
EPR
T/O
N1
SYNC
15
1.55
N2
FF (PPH)
OIL TEMP
OIL PRESS
68.6
68O NU
45
71
146OO
O 146OO
O
DN
OUT
3O
–TRIMS–
AIL
7.2
LWD
ND
STAB
NL
RWD
GX_17_064
1.55
RUDDER NR
During an automatic start the EEC will perform all checks for starting anomalies. If a
fault is detected, (hot start, hung start, etc.) the EEC will abort the start. The crew can
stop the start sequence anytime by selecting the ENGINE RUN switch to OFF.
ROTOR BOW
If the BR710A-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.
Page 44
AUTO START - AIR
The EEC will determine if an ATS ENVELOPE (≤ 249 knots) or a WINDMILL
ENVELOPE (≥ 250 knots) will be performed. The type of start will be displayed on
EICAS.
WINDMILL ENVELOPE
GX_17_065
ATS ENVELOPE
The air start sequence is initiated with the ENGINE START switch selected to RUN.
ENGINE
L
ENG START
ENG
RUN R
IGNITION
L CRANK
AUTO
R CRANK
OFF
GX_17_066
ON
OFF
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 reengagement 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.
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
The manual ground start sequence is as follows:
•
Crew selects IGNITION switch ON
ON
•
GX_17_067
IGNITION
Crew selects the START SELECT switch to CRANK for the appropriate engine
Page 45
1.65
1.OO
TO
EPR
98.5
O.4
ENG START
L CRANK
AUTO
R CRANK
T/O
N1
SYNC
15
START
2O.O
23O
28
18
Note:
The engine data quoted in this
example are approximate values.
•
ITT
SYNC
N2
FF (PPH)
OIL TEMP
OIL PRESS
At 20% N2, crew selects the ENGINE RUN SWITCH to ON. Fuel flow and light
off occur
1.65
1.OO
TO
EPR
98.5
2.5
OFF
ENG
RUN R
T/O
N1
SYNC
26
OFF
I
G
N
Note:
The EEC does not protect the engine
from overtemp or any start anomalies
during a manual start.
ITT
SYNC
START
2O.O
23O
28
18
At approximately 45% N2, SAV closes automatically
Page 46
N2
FF (PPH)
OIL TEMP
OIL PRESS
GX_17_069
L
•
GX_17_068
I
G
N
During manual start, the EEC will not limit ITT, the crew has to abort the start in case
of starting anomalies. After completion of the manual start sequence, the crew select
IGNITION to Normal and returns 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
L
OFF
OFF
Place ENGINE RUN switch to the OFF position, when engine has stabilized at
Idle. Normal procedure is to stabilize engine at Idle for a 3-minute period
L
OFF
ENG
RUN R
OFF
GX_17_071
•
ENG
RUN R
GX_17_070
MAX REV
The EEC will reset (in preparation for the next engine start) after ENGINE RUN
switch has been selected to OFF.
Page 47
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
IGNITION
L CRANK
AUTO
R CRANK
GX_17_072
L
ENG START
ENG
RUN R
ON
OFF
OFF
The EEC will open the SAV and activate the starter motor (if N2 below starter
reengagement 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)
ENGINE
L CRANK
AUTO
R CRANK
L
ENG
RUN R
ON
OFF
OFF
GX_17_073
ENG START
IGNITION
The EEC will open the SAV and activate the starter motor (if N2 below starter
reengagement 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.
Page 48
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 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:
•
•
•
•
N2 speed not greater than or equal to 15% (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)
Page 49
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.
L ENGINE FLAMEOUT
GX_17_074
If the engine continues to run down (no relight), then the EEC will close the HPSOV at
35% N2 and deenergize the igniters and an EICAS message is posted.
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 reselected to
ON.
The Quick Relight functionality is defined as follows:
•
•
•
Enabled only if in-flight
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.
Page 50
AUTOTHROTTLE SYSTEM
The autothrottle system performs the following functions:
•
•
•
•
Operation over the full range of available forward thrust for two engine operation.
The autothrottle will not operate under single engine conditions
Hands-off operation from takeoff to landing
Engine synchronization
Electronic Thrust Trim System (ETTS)
The A/T has two basic modes of operation:
1. Thrust control for the following AP/FD modes:
- T/O (Takeoff)
- GA (Go Around)
- WS (Windshear)
- FLC (Flight Level Change)
2. Speed control
- For all other Flight Director modes
Note that the default operation for the A/T is speed control when no AP/FD modes are
active.
AUTOTHROTTLE (A/T) DATA SOURCES
The A/T selects the IRS displayed on the coupled PFD as the IRS source during nondual coupled AP/FD operation. During dual coupled AP/FD operation A/T selects the
IRS displayed on each PFD and averages the data.
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 A/T selects the ADC displayed on each PFD and averages the data.
A/T 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.
Page 51
A/T 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.
ELECTRONIC THRUST TRIM SYSTEM (ETTS)
The electronic engine trim system will command limited authority thrust. The trim
system will perform trimming to assist the A/T as well as the crew at setting trimmed
thrust. In addition, the system will perform 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.
No. 1 RVDT
FORWARD
Autothrottle
Quick
Disconnect
Switch
EICAS
CHAN CHAN
A
B
THROTTLE
ANGLE
No. 1
THROTTLE
No. 2
THROTTLE
THROTTLE
SERVO
THROTTLE
SERVO
INC
EPR/TRA
TRIM
DEC
INC
AUTOTHROTTLE
SELECTION
CONTROL
EPR DISPLAY
PARAMETERS
DEC
IAC
CHAN CHAN
A
B
EPR ACTUAL
EPR COMMAND
EPR MAX
EPR TRA
EPR IDLE
N1 (TO ADJUST
N2 THE ENGINES)
THRUST
No.1
ENGINE
AIRFRAME
ENGINE
Page 52
DAU
NOTE
Thrust reverser levers
omitted for clarity
GX_17_001
EEC
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 in order to match the two engine
speeds. SYNC mode may be selected by the crew for takeoff below 400 feet, but it is
inhibited in the automatic mode below 400 feet. N1 shaft speed, N2 shaft speed or
EPR mode can be synchronized.
The ETTS provides EPR trim, N1 synchronization, N2 synchronization, engage status
as well as fault annunciation on EICAS.
N1 SYNC will be selected by default on FMS power-up.
In the following tables:
•
•
•
•
Cruise phase refers to all in-flight phases except takeoff, 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 glide path capture
EPR sync is active throughout all phases of flight except for the landing
N1 and N2 are inhibited during the approach phase to prevent unwanted thrust
reductions, in the event of an engine out
N1 SYNC ON
A/T ON
A/T OFF
T/O Phase
Trim activates when both thrust levers are set to a position
corresponding to a thrust setting greater than 60%
maximum thrust.Trims to higher of two EPR CMDs from
FADEC’s. Trims to T/O EPR setting when within trim
authority range.
T/O Phase
No active trim command. 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.
Cruise Phase
the active cruise rating and flight idle rate settings.
Approach Phase
Trimming to the computed A/T EPR.
Approach 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.
GA Phase
Page 53
N2 SYNC ON
A/T ON
A/T OFF
T/O Phase
authority range.
T/O Phase
Cruise Phase
the active cruise rating and flight idle rate
settings.Trimming to the computed A/T EPR.
Cruise Phase
the active cruise rating and flight idle rate settings.
Approach Phase
Approach Phase
GA Phase
GA Phase
EPR CMD SYNC ON
A/T ON
A/T OFF
T/O Phase
authority range.
T/O Phase
authority range.
Cruise Phase
Cruise Phase
Trimming to the average of the two EPR CMDs.
Approach Phase
Approach Phase
Trimming to the average of the two EPR CMDs.
GA Phase
setting when within trim authority range.
GA Phase
setting when within trim authority range.
Page 54
N1, N2, EPR CMD SYNC OFF
A/T ON
A/T OFF
T/O Phase
FADECs. Trims to T/O EPR setting when within trim
authority range.
T/O Phase
Cruise Phase
Cruise Phase
Approach Phase
Approach Phase
GA Phase
GA Phase
The phase of flight is determined by the electronic trim system and is based on the A/
T mode, 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
EPR
SYNC
N1
SYNC
START
93.4
SYNC
N2
START
93.4
GX_17_017
A SYNC annunciation will be displayed on N1 or N2 or EPR, when the sync system is
engaged and is issuing electronic trim commands.
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
Page 55
A/T 1 OR 2 SELECT
AUTOTHROTTLE channel is automatically selected. To manually change the
selection, select MENU twice on the MFD control panel, then select
AUTOTHROTTLE 1 or 2 and select ENT.
FGCO
AUTOTHROTTLE
WX
1
2/3
1
1
2
2
TCAS
12 . 5NM
KDVT
ETE 1+36
SAT
-56
TAT
-40
TAS
234
GSPD
345
2
NORM
AUTOTHROTTLE
3
ENT
MAP
PLAN
ABN
MENU
NAV
TERR
APT
SKP
PAG
RCL
ENT
GX_17_002
SYSTEM
EMER
2
1
AUTOTHROTTLE
1
2
NOTE
Unlike the autopilot computers, there is no automatic transfer
between Autothrottle Computer 1 and Autothrottle Computer 2.
A manual reversion must be done via the MFD control panel.
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
200
70
HOLD
TO
ROL
VAPP
AP1 TO
VNAV
ATT2
ADC1
500
AT/1
60
13000
20
20
10
10
50
40
1
30
130
70
TO
TO
ROL
VAPP
AP1 TO
VNAV
13000
500
AT/1
60
ATT2
ADC1
20
20
10
10
50
40
1
30
130
20
10000
00
05
80
Page 56
GX_17_003
200
20
10000
00
05
80
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% maximum thrust, while
airspeed is less than 60 knots, will result in automatic engagement of the system into
takeoff 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%
maximum thrust, while airspeed is less than 60 knots, will engage the system directly
into takeoff thrust control.
Toggling the switches, while inflight, above 400 feet, will engage the system into a
control mode which is compatible to 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 both manually and/or automatically.
A/T DISENGAGEMENT
Automatic disengagement will occur when the A/T system, for any engaged or onground 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. The aural AUTOTHROTTLE is not generated when the
A/T disconnects due to aircraft weight on wheels on touchdown.
LIM
SPD
180
A/T1
ROL
VAPP
AP1 TO
VNAV
3000
1500
170
20
20
160
10
10
1506
145
ATT2
ADC1
20
10000
00
05
80
A normal disconnect results in a one-second aural warning as A/T 1 or A/T 2 is
removed from the PFD. An abnormal disconnect results in flashing A/T 1 or A/T 2
annunciation continuously, along with a continuous aural warning, until the crew
confirms the disengagement by pressing the quick disconnect button(s).
Page 57
GX_17_004
AUTOTHROTTLE
190
A/T DISENGAGEMENT AND MANUAL OVERRIDE
Manual disengagement of the 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 the engage/disengage switch(es), 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. Movement of the thrust levers while on-ground T/O armed state will not
disconnect the system (abnormal disconnect)
1 Pressing quick disconnect button(s)
AUTOTHROTTLE
2 Toggling the engage/disengage switch(es)
190
LIM
SPD
180
A/T1
ROL
VAPP
AP1 TO
VNAV
ATT2
ADC1
3000
1500
170
20
20
160
10
10
1506
145
20
10000
00
05
80
3 Overriding by manually advancing or retarding the thrust levers.
Page 58
GX_17_005
•
A/T MODE OPERATION
The A/T system is integrated with the flight control systems of the airplane to provide
compatibility with the active vertical mode of the Flight Guidance System (FGS). The
flight guidance vertical 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 compliments the pitch control being
performed by the FGS. In the event that no FGS vertical 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.
6
5
7
4
8
3
9
2
12
10
13
11
FLIGHT PHASE
AP/FD VERTICAL
MODE
FMS VERTICAL
MODE (VNAV)
AUTOTHROTTLE FUNCTION
AP/FD/FMS FUNCTION
Pitch Control
GX_17_006
1
1
Takeoff Roll
Takeoff (TO)
N/A
Sets TO rated thrust or FLEX reduced
thrust by controlling to the MAX or
FLEX EPR rating. Throttle servos
depower when airspeed reaches 60
knots
2
Takeoff Climb Out
Takeoff (TO)
N/A
Throttle servos remain depowered until
400 ft. Above 400 ft AGL A/T controls
to active MAX or FLEX T/O EPR rating
Airspeed control during FLC and
VFLC. Pitch Control during PIT.
Vertical speed control during VS
3
Small Flight Level
Changes (Climb)
Flight Level Change
(FLC), Pitch Hold (PIT)
Vertical Speed (VS)
VNAV Flight Level
Change (VFLC)
Reduced climb thrust during FLC and
VFLC. Airspeed control during PIT and
VS
4
Large Flight Level
Changes (Climb)
Flight Level Change
(FLC), Pitch Hold (PIT) VFLC
Vertical Speed (VS)
Reduced climb thrust during FLC and
VFLC. Airspeed control during PIT and
VS
5
Top of Climb
(TOC)
Altitude Capture
(ASEL)
VNAV Altitude Capture
(VASEL)
Airspeed Control
Altitude Capture Control
6
Cruise
Altitude Hold (ALT)
VNAV Altitude Hold
(VALT)
Airspeed Control
Altitude Control
7
Top of Descent
(TOD)
FLC or VS
VFLC
Transition to idle thrust during FLC and
VFLC. Airspeed control for VS
VFLC. Vertical speed control
during VS
8
FLC (Descent)
FLC, PIT or VS
VFLC or VNAV Path
Descent (VPATH)
Full idle thrust during FLC and VFLC.
Airspeed control during PIT, VS and
VPATH
and VPATH
9
Approach
Glideslope Track
N/A
Airspeed Control
Glideslope Control
10
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 TO
Pitch Control
13
Windshear
Windshear
N/A
Sets TO
Pitch Control
Page 59
TAKEOFF THRUST CONTROL MODE
The takeoff thrust control mode is activated when the A/T is armed for engagement for
takeoff, 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 takeoff roll until the airspeed increases above 60 knots, at which time the
takeoff thrust hold control mode activates.
T/O
SPD
80
A/T1
ROL
VAPP
AP1 TO
VNAV
ATT2
ADC1
3000
200
HOLD
SPD
100
70
20
20
60
10
10
500
506
45
4
10
AP1 TO
VNAV
A/T1
90
20
20
80
10
10
ATT2
ADC1
3000
500
706
20
0300
80
60
40
ROL
VAPP
20
65
4
0300
80
60
60
10
10
On Ground below 60 knots, thrust TO EPR
GX_17_007
200
10
On Ground above 60 knots
The takeoff thrust control mode reactivates at an altitude transition of 400 feet during
the takeoff 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.
TAKEOFF THRUST HOLD CONTROL MODE
The takeoff thrust hold control mode is activated to ensure that no thrust reductions
occur during takeoff between the time the airplane transitions above 60 knots to 400
feet AGL.
The takeoff thrust hold control mode deactivates as the airplane transitions through
400 feet AGL during takeoff climb out.
200
190
RETARD
SPD
LOC
VAPP
AP1 GS
VNAV
A/T1
20
ATT2
ADC1
2000
20
200
T/O
SPD
200
A/T1
10
180
10
1706
1706
60
0740
20
135
1604
165
1604
Inflight below 400 feet AGL
AP1 TO
VNAV
ATT2
ADC1
3000
40
190
1000
180
ROL
VAPP
30
30
20
20
10
10
1000
20
0800
80
60
GX_17_008
135
Inflight above 400 feet AGL
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.
NOTE
Anytime an A/T mode changes, it will flash for 5 seconds.
Page 60
T/O
SPD
200
A/T1
ROL
VAPP
AP1 TO
VNAV
190
20
20
180
10
10
ATT2
ADC1
3000
1500
1706
20
165
1604
1100
80
1000
60
10
GX_17_009
250
10
Inflight TO mode selected on AP/FD
FLIGHT LEVEL CHANGE THRUST CONTROL MODE
The flight level change thrust control mode activates when crew selects the FLC mode
or when 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
required 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 achieved when the target climb/descent rate increases
beyond the capability of the airplane for the active upper and lower EPR rating.
200
THRUST
SPD
HDG
VAPP
AP1 FLC
VNAV
A/T1
190
20
20
180
10
10
ATT2
ADC1
35000
3500
1706
20
165
160
4
3300
80
60
10
10
GX_17_010
250
Inflight HDG and FLC selected on AP/FD
When the selected altitude is captured, the thrust mode will automatically change to
SPD mode.
SPD
SPD
HDG
VAPP
AP1 ASEL
VNAV
A/T1
280
20
20
10
10
2606
ATT2
ADC1
35000
35500
20
255
4
35300
80
60
10
10
Flight Level Change mode transition to SPD Mode
Page 61
GX_17_011
290
AIRSPEED CONTROL MODE
The airspeed control mode is the basic control mode of the A/T. Engagement of the A/
T system in-flight, 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)
Altitude hold (ALT)
Vertical speed (VS), pitch hold (PIT), or
Glideslope track (GS) modes
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. LIM is annunciated when the A/T cannot reach the speed target due to either
not enough thrust available to climb or thrust at IDLE and configuration will not allow
a deceleration.
CRS 1
FLC
FMS
SPD
MAN
280
LIM
SPD
300
A/T1
SPD Knob
280
PUSH DCT
PUSH CHG
HDG
VAPP
AP1 ALT
VNAV
20
20
10
10
6
265
2604
ATT2
ADC1
35000
35500
20
35000
00
350
80
60
10
GX_17_012
FD
10
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.
In the event that the active speed target is below the lower speed limit, the A/T will
limit the speed to one of the following:
1. If the A/T is in approach mode (flaps 16 or greater and gear down, or GS mode
active) the minimum speed is limited to 1.3 Vs.
2. If the A/T is not in approach mode, the speed is limited to 1.2 Vs + 3 kts.
The SPD active mode will go to armed and LIM will be active.
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 EPR rating.
Page 62
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 remain engaged until
touchdown to provide go around thrust if go around mode is selected.
The retard mode activates based on the 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. Upon
touchdown detection, the A/T will disconnect and throttle levers position and engine
rpm remain the same.
RETARD
SPD
200
LOC
VAPP
AP1 GS
VNAV
A/T1
20
190
ATT2
ADC1
135
2000
170
20
RETARD
SPD
LOC
VAPP
AP1 GS
VNAV
A/T1
160
20
20
150
10
10
ATT2
ADC1
1000
180
10
10
1706
135
1604
1406
135
130
4
60
0740
20
Example: Flare and less than 50 feet Rad Alt.
2000
1000
20
0700
80
GX_17_015
135
Example: Touchdown
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
SPD
200
A/T1
ROL
VAPP
AP1 GA
VNAV
190
20
20
180
10
10
ATT2
ADC1
1706
2000
1000
20
165
1604
0800
80
GX_17_016
200
Go Around Mode Activated
TOGA Switch Activated
Page 63
THRUST REVERSER SYSTEM
The thrust reversers provide additional deceleration to assist during landing and
rejected takeoff.
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.
In-flight the pivot doors are locked closed.
BD 100
BRAKES ONLY
GX_17_075
THRUST REVERSER
OPERATION
THRUST REVERSER
The thrust reverser is powered by hydraulic system No. 1 for the left reverser and
hydraulic system No. 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
Page 64
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
DAU’s
ISOLATION
CONTROL
VALVE
EEC
DIRECTIONAL CONTROL
VALVE
MAINTENANCE
TEST SWITCH
LVT
STOW
SWITCH
UPPER DOOR
ACTUATOR
TERTIARY
LOCK
PRIMARY
LOCK
RH SIDE
STOW
SWITCH
STOW
SWITCH
LOWER DOOR
ACTUATOR
TERTIARY
LOCK
STOW
SWITCH
LVT
Page 65
PRIMARY
LOCK
LH SIDE
GX_17_076
•
•
•
HYDRAULIC
ELECTRIC
REVERSE THRUST OPERATION
Normal Flight
Forward ThrustReverser Stowed
Door Kicker
Plate
Thrust Reverser
Deployed- Reverse Thrust
Upper Door
Actuators
Exhaust Unit
Fixed Structure
Door
Pivots
Cowl Door
Lower Door
Page 66
GX_17_077
Exhaust
Nozzle
Exhaust
Cone
REVERSER COMPONENTS
Upper Tertiary
Lock
Upper
Actuator
Upper Door
Primary Lock
Lever and
Actuator
LVT’s
Stow Switches
(two per door)
Primary Lock
Lever and Actuator
Lower Tertiary
Lock
Lower
Actuator
Note:
The isolation control unit
is airframe-mounted
(not illustrated)
GX_17_078
Lower
Door
Isolation Control Unit
The isolation control unit controls the hydraulic system pressure to the thrust reverser
system.
DIRECTIONAL CONTROL UNIT
The directional control unit controls hydraulic pressure to the upper and lower door
actuators to provide the deploy force.
STOWED
OVERSTOW
Page 67
GX_17_079
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.
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).
Upper Door
Upper Door
Catch
Primary Lock
Actuator
Latching
Lever
Lower Door
GX_17_080
Lower Door
Catch
FWD
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.
GX_17_081
Tertiary Locks
Page 68
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 deployed. REV
icons are displayed on N1 display, to indicate position of doors and reverser status.
TRANSIT
26.O
REV
26.O
REV
26.O
REV
26.O
REV
7O.O
REV
7O.O
REV
T/O
N1
REVERSE THROTTLE LEVER
INTERLOCK BAULK POSITION
TRANSIT
T/O
N1
DEPLOYED
T/O
N1
GX_17_082
REVERSE THRUST INCREASE
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. Should the door open, a red REV icon will be shown in the N1
gauge.
L REVERSER UNLKD
26.8
REV
T/O
N1
Page 69
7O.O
GX_17_083
LEFT
REVERSER
UNLOCKED
REVERSER SYSTEM LOCKOUT
In the event that a reverser fails (inoperative), the affected reverser can be locked out.
GX_17_084
L REVERSER FAIL
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.
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.
Upper
Door
Inhibition
Bolt
GX_17_085
Fixed
Structure
Inhibition
Bolt
Actuator Front
Mount and
Lock-Out Fitting
Kicker
Plate
SIDE VIEW OF LOCK-OUT
BOLT POSITION
Page 70
POWER PLANT EICAS MESSAGES
L (R) REVERSER UNLKD
Indicates that the affected reverser
is unlocked, with the thrust lever in
the forward position.
1 . 65
L (R) ENG SAV FAIL
Indicates that the affected
engine start air valve has
failed.
L (R) ENG FUEL LO TEMP
Indicates that the affected engine
fuel inlet temperature is less
than 5° C.
L (R) ENG OVHT
Indicates that the affected engine
turbine cooling air has overheated.
L (R) FADEC FAIL
Indicates that there is a failure of both
lanes in the affected FADEC. Engine
operation may be affected.
L (R) FADEC OVHT
Indicates that the affected engine’s
FADEC internal temperature monitor
has tripped.
Page 71
L (R) OIL LO PRESS
engine has low oil pressure,
while the engine is operating.
L (R) ENG FLAMEOUT
engine is flameout.
DUAL ENGINE OUT
L OIL LO PRESS
R OIL LO PRESS
L REVERSER UNLKD
R REVERSER UNLKD
L ENG FLAMEOUT
R ENG FLAMEOUT
L ENG FUEL LO TEMP
R ENG FUEL LO TEMP
L ENG OVHT
R ENG OVHT
L ENG SAV FAIL
R ENG SAV FAIL
L FADEC FAIL
R FADEC FAIL
L FADEC N1 CTL
R FADEC N1 CTL
L FADEC OVHT
R FADEC OVHT
GX_17_086
789
DUAL ENGINE OUT
Double engine flame out
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.
POWER PLANT EICAS MESSAGES (CONT)
A/T NOT IN HOLD
Autothrottle not in takeoff hold
mode
1 . 65
L (R) FUEL LO PRESS
engine has low fuel feed
pressure with the HPSOV
open.
L (R) THROTTLE FAIL
thrust lever has failed. Engine
operation will be affected and
corresponding thrust reverser
will not deploy.
A/T NOT IN HOLD
L(R) ENG OVERSPEED
L(R) ENG FUEL SOV
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
L (R) ENG OVERSPEED
Overspeed shutdown
L AND R FUEL FILTER
Indicates that both engines have
impending fuel filter bypass.
L (R) OIL LO QTY
engine’s oil quantity is low
L (R) REVERSER FAIL
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.
789
L (R) START ABORTED
Indicates that FADEC has aborted
the affected engine start.
GX_17_087
L (R) ENG FUEL SOV
Engine fuel shutoff valve
failure
Page 72
ATS ENVELOPE
Indicates that FADEC has determined
that the airplane is within the starter
assisted engine relight envelope.
L (R) FADEC FAULT
Indicates that there is a minor fault
in the affected FADEC. Engine
operation should not be affected.
L (R) FUEL FILTER
Indicates that the affected fuel
filter is impending bypass.
1 . 65
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 the
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.
789
GX_17_088
OIL RES LO QTY
Indicates that the oil
replenishment reservoir
has < 1.5 quarts of oil
remaining.
ATS ENVELOPE
L FADEC FAULT
R FADEC FAULT
L FUEL FILTER
R FUEL FILTER
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
Page 73
A/T 1-2 FAIL
Indicates that the A/T is invalid,
or reporting a hardware or servo
failure.
1 . 65
L and R IGNITION ON
Indicates that the IGNITION
switch has been selected
and the EEC is activating
all igniters.
A/T IRS MISCOMP
Indicates that the A/T is not
available due to an IRS data
miscompare.
A/T ADC MISCOMP
A/T IRS MISCOMP
A/T 1 FAIL
A/T 2 FAIL
ENG SYNC FAIL
ENG SYNC LIMITED
L BLEED ON
R BLEED ON
L BLEED OFF
R BLEED OFF
L-R IGNITION ON
L FADEC N1 CTL
R FADEC N1 CTL
L ENG SHUTDOWN
R ENG SHUTDOWN
ENG SYNC FAIL
SYNC system has failed.
ENG SYNC LIMITED
Indicates that the selected SYNC
system is unable to function due
to authority limit or engine split
greater than SYNC authority.
L (R) BLEED ON
Indicates that the selected bleed
is ON.
L (R) BLEED OFF
Indicates that the selected bleed
is OFF.
789
GX_17_089
L (R) FADEC N1 CTL
engine is in N1 control, by
switch selection on the
engine control panel.
A/T ADC MISCOMP
Indicates that the A/T is not
available due to an ADC data
miscompare.
Page 74
L (R) ENG SHUTDOWN
Indicates that the crew has initiated
shutdown on the affected engine.
EMS CIRCUIT PROTECTION
CIRCUIT BREAKER - SYSTEM
AFCS
1/1
DOORS
AIR COND/PRESS
ELEC
APU
ENGINE
BLEED
FIRE
CAIMS
FLT CONTROLS
COMM
FUEL
M
BRT
CIRCUIT BREAKER
SYS
BUS
PREV
PAGE
NEXT
PAGE
CNTL
CB - ENGINE SYSTEM
BUS
EMER
CONT
TEST
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
M
CB - ENGINE SYSTEM
L FADEC CH B
2/3
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
M
CB - ENGINE SYSTEM
3/3
R FADEC CH A
BATT
IN
R FADEC CH B
BATT
IN
VIBE MONITOR
DC 1
IN
GX_17_090
STAT
SYSTEM
M
Page 75
EMS CIRCUIT PROTECTION (CONT)
GEAR
2/2
NAV
HYD
OIL
ICE
OXYGEN
IND/RECORD
THRUST REV
LIGHTS
M
BRT
CIRCUIT BREAKER
SYS
BUS
PREV
PAGE
NEXT
PAGE
CNTL
CB - OIL SYSTEM
BUS
EMER
CONT
TEST
1/1
APU LUBE
BATT
IN
L ENG LUBE
BATT
IN
LUBE PUMP
BATT
IN
R ENG LUBE
BATT
IN
GX_17_091
STAT
SYSTEM
M
Page 76
EMS CIRCUIT PROTECTION (CONT)
GEAR
2/2
NAV
HYD
OIL
ICE
OXYGEN
IND/RECORD
THRUST REV
LIGHTS
M
BRT
CIRCUIT BREAKER
SYS
BUS
PREV
PAGE
NEXT
PAGE
CNTL
CB - THRUST REV SYSTEM
L T/R CTL VALVE
BUS
EMER
CONT
TEST
1/2
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
M
CB - THRUST REV SYSTEM
IN
1/2
R T/R TQA LOCK
BATT
IN
R T/R UPPER LOCK
BATT
IN
GX_17_092
STAT
SYSTEM
M
Page 77

INTRODUCTION The Global airplane is powered by two BMW

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