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ENGINE FUEL
General
The fuel system is a mechanical all-speed
governing system which controls fuel flow
automatically to maintain a selected N2 and
provide rapid, surge-free acceleration and
deceleration control. The control system is
sensitive to thrust lever position, N2 and HP
compressor inlet and outlet pressures.
Engine fuel indications are presented by the
MFDS; see subsection Engine lndications.
Fuel Flow
Fuel is supplied from the aircraft fuel system
via an engine-driven LP fuel pump through
an oil cooler, filter and fuel flow transmitter, to
an engine-driven HP fuel pump. lce forma-
tion in the fuel system is prevented by the
transfer of heat from oil to fuel which takes
place in the fuel-cooled oil cooler. From the
HP pump, fuel is delivered to a fuel flow regu-
lator, which meters it into two separate flows
to the spray nozzles. One flow passes
through the N1 shaft governor to the HP fuel
valve, whilst the other flow passes direct to
the HP fuel valve. The fuel lever which con-
trols the HP fuel valve has two designated
positions: SHUT and OPEN.
NOTE: Between the OPEN and SHUT posi-
tions, a third position may be
present. lf present, this position, for-
merly used for engine starting, has
no operational use anymore.
ln case of an engine fire the fuel supply to an
engine can be isolated manually with a fire
shutoff valve.
ln case of an LP shaft failure or excessive
rubbing of the fan against the housing, the
fuel supply to the spray nozzles will be shut-
off automatically by the engine emergency
fuel shut off system. This will result in a
stucked fuel lever.
Fuel Control
The fuel flow regulator is controlled by the
thrust lever, which can be operated manually
or automatically by the autothrottle system.
The fuel flow regulator makes adjustments to
maintain N2 values as set by the thrust lever.
The fuel flow can be limited by control of N1,
N2, TGT and HP-compressor outlet pressure
limiters. To reduce engine acceleration time
from idle to go-around, thrust idle N2 is
increased when the landing gear is lowered
(approach idle). Normal (low) idle is regained
five seconds after touchdown.
THRUST CONTROL
The thrust levers are operated either auto-
matically via the autothrottle system, or man-
ually by the pilot. The autothrottle system is
integrated in AFCAS. When the flight control
lock is on, forward thrust lever movement is
limited (to approx 80 per cent N2).
Thrust Rating
The thrust ratings can be selected by
depressing a thrust rating select p/b at the
Thrust Rating Panel (TRP). The TRP con-
tains five thrust rating select p/b's. Each p/b
is used to select and annunciate a thrust rat-
ing. When a thrust rating is selected, the light
bar in that p/b is on. The selected thrust rat-
ing is also indicated at the LH MFDU above
the EPR scale. See subsection Engine lndi-
cations.
The thrust ratings are:
- TOGA Take-Off or Go-Around.
- FLX Flexible take-off.
- CLB Climb.
- CRZ Cruise.
- MCT Maximum Continuous.
When FLX is selected, an assumed tempera-
ture can be set by rotating the TEMP selector
on the TRP.
Next to manual selection at the TRP, a thrust
rating can be automatically selected by
AFCAS or by FMS.
Engine Pressure Ratio (EPR)
The maximum and the target EPR value (if
applicable) for the selected thrust rating are
computed by AFCAS. lf both AT channels fail
or if both AT p/b's are manually selected off,
an EPR target (for pilot reference) can be set
manually by means of the MAN EPR selector
at the TRP.
REVERSE THRUST
General
Each engine is equipped with a thrust
reverser. The thrust reverser consists of an
upper and a lower door, which are actuated
hydraulically by system no.1.
When stowed, the thrust reverser forms a
part of the engine exhaust nozzle. When
deployed, the exhaust flow is deflected verti-
cally and forward
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Control System
The thrust reversers, which are operated
independently of each other, cannot be
deployed before the aircraft is on the ground.
Deployment is initiated by raising the reverse
thrust lever. The reverse thrust lever can only
be raised with the THRUST lever in lDLE. ln
case the thrust reverser deploys inadvert-
ently, the thrust lever is automatically
retarded to idle. Reverse thrust cannot be
applied before the doors are fully deployed.
NOTE: The normal maximum (detent) posi-
tion has no operational use any-
more.
lndication / Warnings
When the thrust reversers are fully deployed
a green R is displayed at the top of the EPR
tape and simultaneously a restricted reverse
range is indicated on both sides of the N1
tape by amber range marks between 57 per
cent and 75 per cent. See subsection Engine
lndications.
ln case the N1 is within the restricted reverse
range for more than 2 seconds and the air-
speed is below 30 kt, a level 2 alert "N1 REV
RESTR ENG 1(2)" will be presented and the
affected N1 tape will color amber. See sub-
section Engine lndications.
lf the N1 remains within the restricted
reverse range for a total of 7 seconds and the
airspeed is below 30 kt, a level 3 alert "N1
REV RESTR ENG 1(2)" will be presented,
the affected N1 tape will color red and a
latched status message "FAN 1(2) lNSP
REQD" will be set.
The status page can be displayed by
depressing the status page p/b, located at
the MFDS control panel, the message can
be read on the secondary page. The status
page is displayed automatically on the
ground when either the parking brake is set
or both engines are out. During the landing
roll or during an aborted take-off, only the
colorchange of the applicable N1 tape will be
presented. The aural alert, the accompany-
ing MCL / MWL and the alert on the MFDS
will be inhibited.
lrrespective whether a level 3 alert under
these conditions has been inhibited or no
longer exists, the status message "FAN 1(2)
lNSP REQD" will be latched.
ln case either reverser is not stowed with the
reverse thrust lever fully down, or in case the
reverser is not deployed with the reverse
thrust lever raised, an alert will be presented
by the FWC. ln case of a FWC failure, an
alert light at the SAP comes on when the
reverser is not stowed in flight. See section
Flight Warning System.
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ENGINE INDICATIONS
CONTROLS AND lNDlCATORS
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JENG041/A
FUEL FLOW INDICATOR
Numerals (green)
Fuel flow in kilograms per hour.
0 (green)
Fuel flow below min range
(113 KG) or above max range.
(amber)
Fuel flow value not available.
Numerals (green)
Fuel temperature (degrees C)
within limits.
Numerals (amber)
Fuel temperature (degrees C)
above amber limit.
Numerals (red)
Fuel temperature (degrees C)
above red limit.
FUEL TEMPERATURE INDICATOR
Numerals (green)
Fuel used in kilograms.
(green)
Fuel used value unreliable.
(amber)
Fuel used value not available.
NOTE: Numerals are set to zero
during engine start on the
ground.
FUEL USED INDICATOR
MFDU (cont)
PRIMARY PAGE (detail)
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POWER PLANT
ENGINE INDICATIONS
CONTROLS AND lNDlCATORS
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JENG-037
MFDS CONTROL PANEL
LOCATION: PEDESTAL
Depress momentarily to remove or
restore the display of secondary
engine parameters.
NOTE: The bar is green when the
parameters are displayed.
ENGINE PAGE P/B
Rotate to adjust brightness of
(corresponding) MFDU.
NOTE: When OFF, the display unit is
blank.
BRIGHTNESS CONTROL KNOB
Depress momentarily to transfer
pages from the left to the right MFDU
or vice versa.
MFDU TRANSFER BUTTON
Depress momentarily to remove or
restore the display of status
message.
NOTE: The bar is green when the
status page is displayed.
STATUS PAGE P/B