Gulfstream GV Engines

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OPERATING MANUAL
POWERPLANT
2A-71-10: General Arrangement

1. General:
(See Figure 1.)
The Gulfstream V is powered by two BMW/Rolls-Royce BR710A1-10 engines.
The engine is a high bypass ratio (4.0:1) turbo fan with Low Pressure (LP) and
High Pressure (HP) compressors driven by turbines through coaxial shafts. Each
compressor shaft is supported by a roller bearing/thrust bearing arrangement, all
bearings being damped. Oil is supplied by a full flow recirculatory oil system,
cooled by a fuel-oil heat exchanger.
All air entering the engine air intake passes through the LP compressor (fan) and
is then divided into two main airflows: fan (cold) air, and core (hot) air. Fan air
passes through the fan Outlet Guides Vanes (OGVs), along the structural bypass
duct and through the forced mixer. Core air also passes through the forced mixer
and the combined air is exhausted to atmosphere through a common nozzle. The
turbines and exhaust are designed to keep noise to a minimum level.
The HP compressor has ten stages of rotor blades that force core airflow into a
low emission annular combustion chamber. The combustion chamber
incorporates 20 fuel spray nozzles through which fuel is supplied, according to
pilot demand, through the electronic engine control system.
The BR710 engine derives Engine Pressure Ratio (EPR) by forming a ratio of the
air pressure just prior to entering the LP compressor (P20, supplied by the Air
Data Computer) to the air pressure exiting the LP turbine (P50). Turbine Gas
Temperature ([TGT], [T46]) is sensed by probes located in the exit of the HP
turbine.
If water ingestion is detected at the HP compressor (by the P30/T30 probes), the
bleed handling valves are commanded OPEN and continuous ignition is selected
ON automatically to ensure engine stability and allow water to pass into the
bypass flow.
Engine control is achieved by the Full Authority Digital Engine Control (FADEC)
system for improved handling, fuel efficiency and longer engine life.
A. Engine Data:
(1) Configuration:
• Single Stage, Wide Chord Fan LP Compressor
• 10 Stage HP Compressor
• Annular Combustion Chamber
• Two Stage HP Turbine
• Two Stage LP Turbine
• Full Authority Digital Engine Control (FADEC)
(2) Ratings (Takeoff At ISA Sea Level, Static):
• Thrust — 14,750 lb
• Flat Rating — ISA + 20°C
• Pressure Ratio — 25.7:1
• Mass Flow — 445 lb/sec
PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

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OPERATING MANUAL
(3) Dimensions:
• Length — 201 in
• Fan Diameter — 48.0 in
• Basic Weight — 4,840 lb
(4) 100% Shaft Speeds:
• LP — 7,431 RPM
• HP — 15,898 RPM
B. Subsections Within This Section:
This section is divided into the following subsections:
• 2A-71-20: Nacelle Arrangement
• 2A-71-30: Mechanical Accessories
2. Limitations:
A. Primary Parameter Operating Limits:
The following limitations exist for the BR710-48 engines installed on the
Gulfstream V:
MAX HP MAX
Condition MAX LP (%) Time Limit
(%) TGT
Ground Start (1) — — 700°C Momentary
Airstart (Relight) — — 850°C Momentary
Takeoff (2) 101.1 99.6 900°C 5 Minutes
Maximum Continuous 101.0 98.9 860°C Unrestricted
Maximum Overspeed 101.5 99.8 — 20 Seconds
Maximum — — 905°C 20 Seconds
Overtemperature
Reverse Thrust (3) (4) 70.0 — — 30 Seconds
NOTE(S):
(1) Maximum TGT prior to ground start is 150°C.
(2) The use of takeoff rating is limited to five (5) minutes all engines
operating or ten (10) minutes in the event of an engine failure.
NOTE:
Exceedances will be recorded after five (5) minutes,
but should be ignored if single engine performance is
required.
(3) Static operation of thrust reversers is limited to 30% LP maximum.
(4) Maximum reverse thrust must be selected only at airplane speeds
above 60 knots.
B. Engine Ground Start:
(1) Maximum crosswind component for engine ground start is 30 knots.
(2) Maximum tailwind component for engine ground start is 20 knots.
2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

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OPERATING MANUAL
C. Engine Airstart:
The preferred method of engine airstart is an automatic airstart. Manual
starter assisted and windmill airstarts are also permitted.
D. Takeoff Power:
(1) Minimum acceptable power for takeoff is shown in GV Airplane
Flight Manual Section 5: Normal Takeoff Planning.
(2) Takeoff in the Alternate Control (LP) mode is prohibited.
E. Crosswind Takeoff:
For acceleration to takeoff with crosswinds above 20 knots, the fan speed
is limited to less than 66% LP RPM until a forward speed of 20 knots has
been reached. Above 20 knots forward speed, a slam acceleration to
takeoff power is required. Add 600 feet to required field length when using
this procedure.
F. Static Ground Run:
While the airplane is static on the ground, stabilized engine operation in the
band between 66% and 80% LP RPM (fan speed) is prohibited. Any
acceleration or deceleration through this band must not exceed 10
seconds. This limitation only applies to forward thrust.

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OPERATING MANUAL
Powerplant General Arrangement

Figure 1
2A-71-20: Nacelle Arrangement

1. General Description:
The nacelle is designed to:
• House the engine in an aerodynamic casing
• Ventilate the interior of the nacelle
• Provide access to engine components for inspection or servicing
• Collect fluids and deliver them overboard
• Collect core and fan air exhaust gases and propel them rearward
• Assist aircraft speed reduction on the ground

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OPERATING MANUAL
• Provide fire detection and protection within the nacelle
Each nacelle incorporates the following subsystems, units and components:
(See Figure 2.)
• Inlet Cowl
• Upper and Lower Cowl Doors
• Fixed Cowl Structure
• Exhaust Unit
• Fire Detection / Protection System
The nacelle assemblies are dedicated to the left-hand (LH) or right-hand (RH)
engine installations and are not interchangeable. All of the outer surface carbon
fiber composite parts have an impregnated copper mesh laminate to shield
electronic equipment against High Energy Radiated Fields (HIRF) interference in
the event of a lightning strike.
2. Description of Subsystems, Units and Components:
A. Inlet Cowl:
The inlet cowl is an aerodynamically faired assembly designed to allow air
passage to the face of the engine fan with minimum pressure loss and
even distribution. The interior of the inlet cowl contains the Thermal Anti-Ice
(TAI) ducting in the forward bulkhead and a firewall in the aft bulkhead. The
TAI exhaust grille is located on the underside of the inlet cowl. See Section
2A-71-30, Mechanical Accessories and Section 2A-30-30, Cowl Anti-Ice
System, for descriptions of the cowl anti-icing system.
B. Upper And Lower Cowl Doors:
(See Figure 3 and Figure 4.)
(1) General:
Two cowl doors (upper and lower) extend from the rear of the inlet
cowl to the front of the exhaust unit. The upper door is mounted to
the upper edge of the fixed cowl and the lower door is mounted in a
similar manner to the lower edge. The doors are latched together by
five latches. Both doors are provided with hold open rods and
damper struts to control the rate of door opening and closing.
Ventilation inlets are provided in the upper door. The lower door
incorporates a ventilation outlet.
When properly supported by the hold open struts, the lower cowl
door can be used as a seat to gain access to the lower engine area.
The following is a brief description of how the cowl doors are opened
and closed. For the full procedure, see the GV Maintenance Manual.
NOTE:
Any time cowl doors are open, ensure doors are
secured with front and rear hold open struts.
• Ensure the aircraft is safe for opening cowl doors.
• Position a maintenance platform adjacent to cowl doors.
• Visualize cowl door latches as being numbered one (1)
through five (5) from front to rear.

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OPERATING MANUAL
• Release tension on all 5 latches. Do not disengage.
• Manually support weight of lower door and disengage all 5
latches in order of 1, 5, 2, 4 and 3.
• Lower the lower cowl door and secure door with front and
rear hold open struts.
• Raise the upper cowl door and secure door with front and
rear hold open struts.
Closing the cowl doors:
• Inspect area inside cowl doors to ensure area is safe for
closing doors.
• Manually support upper cowl door. Release and stow front
and rear hold open struts.
• Lower upper cowl door.
• Manually support lower cowl door. Release and stow front
and rear hold open struts.
• Raise lower cowl door and engage all five latches.
• Lock all five latches by firm overcenter pressure. Verify each
latch is flush and locked.
• Remove maintenance platform from adjacent area.
(2) Access Doors:
Access doors for the Thermal Anti-Ice (TAI) valve and the starter air
valve are incorporated in the lower doors and, in addition for the LH
installation, an access panel for the engine oil level sight glass is
included.
(3) Door Position Indication:
When any of the following doors are not properly closed, a blue
SERVICE DOOR advisory message is displayed on the Crew
Alerting System (CAS). The DOORS synoptic page can then be
consulted to determine the open door(s). See Section 2B-03-00:
Engine Instruments And Crew Alerting System, for a description of
the DOORS synoptic page. Engine nacelle doors that are monitored
for position are:
• LH / RH Cowling Doors
• LH / RH TAI Valve Access Doors
• LH / RH Starter Air Valve Access Doors
• LH / RH Engine Oil Level Access Doors
(4) Drains:
Drains are incorporated into the LH and RH lower cowl doors to
ensure that unused fuel from engine shutdown or any leakage /
fluids collected in the cowlings is delivered overboard, providing a
visual indication to the flight crew. The drains are classified as two
types: wet (draining normal) and dry (draining abnormal).
The drains exit in two positions on the lower cowl door. The forward
drain set is referred to as the dry drains and is composed of nine
drains that empty into a single exit hole through the cowl. The nine
drains are:

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OPERATING MANUAL
• Fuel pump
• Fuel metering unit
• Air starter
• Integrated drive generator
• Number one hydraulic pump case
• Number one hydraulic pump cavity
• Number two hydraulic pump case
• Number two hydraulic pump cavity
• Fuel return to tank / overspeed splitter unit
The aft drain set is a combination of three dry and wet drains as
follows:
• Drains tank overflow (wet)
• Combined structural bypass duct / interservice fairing (wet)
• Variable stator vane actuator (dry)
NOTE:
Any fluid visible at a dry drain indicates a possible
leakage. If any leakage is evident, the cowl door
should be opened, the drain tube and applicable unit
identified and allowable leakage rate checked.
C. Fixed Cowl Structure:
The fixed cowl extends the length of the cowl doors in the area of the pylon.
Penetrations through the fixed cowl are provided for engine services. In the
RH engine installation an access door for the engine oil level sight glass is
included.
D. Exhaust Unit:
(1) Exhaust Nozzle:
The exhaust nozzle forms a convergent duct for the exhaust gases
leaving the turbine and efficiently mixes the turbine exhaust with
bypass air to reduce engine noise.
(2) Oil Breather System Outlet:
An oil breather system outlet is incorporated into the exhaust unit to
vent overboard any air from the bearing chambers, accessory
gearbox and oil tank. See Section 2A-79-00, Engine Oil, for a
description of the oil breather system.
(3) Thrust Reverser Unit:
The thrust reverser unit is incorporated into the exhaust unit to
assist in aircraft speed reduction on the ground. Two hydraulically
actuated pivot doors, which are supplied with hydraulic pressure
from the aircraft system, move into and block the combined fan and
core airflow when the thrust reverser is deployed. See Section
2A-78-00, Engine Exhaust, for a description of the thrust reverser
system.

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OPERATING MANUAL
E. Fire Detection / Protection System:
(See Figure 5 and Figure 6.)
The nacelle is divided into two ventilation / fire protection zones which are
isolated from each other by fireproof shields. Each zone is ventilated to
prevent buildup of flammable vapors and provide cooling flow to the engine
components. If a fire detector loop senses fire within the nacelle,
extinguishing agent from fire bottles mounted in the tail compartment can
be introduced into the nacelle by the flight crew. See Section 2A-26-00:
Fire Protection, for a full description of the fire detection / protection
system.
Within each nacelle, the fire detection / protection system is divided as
follows:
(1) Ventilation / Fire Protection Zone 1:
Zone 1 consists of the space between the engine outer casing and
the inner cowlings. It is ventilated by ram air through two inlets in the
upper cowl door and exhausts through a grille in the lower cowl
door.
(2) Ventilation / Fire Protection Zone 2:
Zone 2 consists of the space between the HP compressor casing
and the engine core fairings. It is ventilated by bypass air and
exhausts through the bypass duct / interservices fairing.
(3) Fire Detection System:
Fire detection is provided in both fire protection zones. The system
comprises dual element sensor assemblies to provide two
independent sensing loops. The elements are positioned so as to be
activated by a zone overheat or a fire within the zone.
(4) Fire Protection System:
Two fire bottles are located in the aft equipment (tail) compartment
of the aircraft. The bottles are connected to the nacelles by a line
which will simultaneously feed both fire protection zones.
3. Controls and Indications:
A. Circuit Breakers (CBs):
The nacelle is protected by the following circuit breakers (CBs):
Circuit Breaker Name: CB Panel: Location: Power Source:

SERVICE DOORS REER C-19 Ground Service
Bus
B. Crew Alerting System (CAS) Messages:
CAS messages associated with the nacelle are:
Area Monitored: CAS Message: Message Color:

L-R Cowl Door Switches 1 and SERVICE DOOR Blue
2

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OPERATING MANUAL

L-R TAI Valve Access Door
Switch
L-R Starter Air Valve Access SERVICE DOOR Blue
Door Switch
L-R Oil Level Access Door
Switch
4. Limitations:
A. Flight Manual Limitations:
There are no Flight Manual limitations established for the nacelle at the
time of this revision.
B. Other Limitations:
(1) Lower Cowl Door Weight Limit:
The lower cowl door is designed to support the weight of up to two
average weight persons and an average weight toolbox.
(2) Maximum Wind Velocity With Cowl Doors Open:
Open cowl doors are designed to withstand wind speeds of up to
sixty (60) knots when properly secured with front and rear hold open
struts.

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OPERATING MANUAL
Nacelle Components
Figure 2

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Nacelle Access Doors, Drains And Exhausts

Figure 3

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OPERATING MANUAL
Opening Engine Cowl Doors

Figure 4

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OPERATING MANUAL
Fire Detection / Protection Layout

Figure 5

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OPERATING MANUAL
Fire Extinguishing Layout

Figure 6
2A-71-30: Mechanical Accessories

The purpose of the mechanical accessories system is to provide services for the
engine and aircraft not directly related to thrust production. It is composed of three
subsystems with the functions they assist as follows:
A. Aircraft Service Bleeds:
• Environmental Control System (ECS)
• Wing anti-icing
• Crossbleed starting

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OPERATING MANUAL
• Precooling of air for aircraft systems
B. Engine Handling Bleeds:
• Cowl anti-icing
• Engine stability, surge recovery and flameout protection
C. Accessory Gearbox (AGB):
• Power for gearbox-mounted accessories
• Power for starting and cranking
A. Aircraft Service Bleeds:
(See Figure 7.)
(1) General:
Air is supplied for aircraft systems from tapping off High Pressure
(HP) compressor 5th and 8th stage air. HP5 compressor air is
normally used for aircraft systems. However, at low engine power
settings or bleed air temperatures, HP5 air is insufficient to maintain
the aircraft services and HP8 compressor air is used.
Selection of HP5 or HP8 compressor air is controlled by a High
Pressure Shutoff Valve (HPSOV) in the HP8 supply line. A Non-
Return Valve (NRV) in the HP5 supply line prevents recirculation of
HP8 air through the compressor. The total air supply pressure to the
aircraft systems is controlled to approximately 40 psi by a Pressure
Regulating and Shutoff Valve (PRSOV) in the combined HP5 and
HP8 air supply duct, regardless of the HP air source.
(2) Environmental Control System (ECS):
Service bleed air used for ECS pressure and temperature
conditioning is controlled automatically by the Bleed Air Controller
(BAC). The left or right (or both) engines can be selected as a
source of air by selection of the L ENG and/or R ENG switches on
the BLEED AIR control panel. With these switches in the OFF
position, the PRSOVs are commanded closed. When selected ON
(OFF legend extinguished), the PRSOVs are automatically
commanded by the Bleed Air Controller and scheduled by air
system supply and demand.
(3) Wing Anti-Icing:
Service bleed air is provided to the left and right wing anti-ice valves,
located in the left and right wing anti-ice return ducts. Controlled by
the BAC, they open and close to maintain 130 ±10°F temperature in
the wing anti-ice ducts during all icing conditions.
When the L / R WING ANTI ICE switches are in the ON position,
bleed air to the wing anti-ice ducts is provided continuously and the
BAC monitors the duct bleed air temperature to maintain 130 ±10°F,
whether ice is detected or not. In the AUTO position, the BAC
continues to process information but do not position wing anti-ice
valves to provide bleed air to the wing anti-ice ducts unless ice is
detected.
(4) Crossbleed Starting:

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OPERATING MANUAL
Service bleed air can be provided by an operating engine to start or
crank the opposite engine through the use of the bleed air isolation
valve, located on the cockpit overhead panel and labeled
ISOLATION.
(5) Precooling Of Air For Aircraft Systems:
Precooling of service bleed air for aircraft systems is accomplished
through the use of a fan air offtake. If the HP air duct temperature
rises above a predetermined level, the BAC commands the Fan Air
Valve (FAV) open and allows cooling air from the engine bypass
duct to pass through a precooler heat exchanger, cooling the service
bleed air. The fan air is then exhausted overboard through a grille
installed in the pylon.
B. Engine Handling Bleeds:
(See Figure 7.)
(1) Cowl Anti-Icing:
Cowl anti-icing is known as the active form of ice protection. It uses
engine HP5 air which is ducted to the inside inlet cowl lip through
the left and right cowl anti-ice valves. The valves are normally
controlled by the BAC. When the L / R COWL ANTI ICE switches are
in the ON position, bleed air to the cowl anti-ice ducts is provided
continuously and the BAC monitors the duct bleed air temperature
to maintain 130 ±10°F, whether ice is detected or not. In the AUTO
position, the BAC continues to process information but does not
position cowl anti-ice valves to provide bleed air to the cowl anti-ice
ducts unless ice is detected.
NOTE:
Ice accumulation on the front of the engine fan and
spinner can disrupt and restrict airflow into the engine.
Large build ups of ice could increase the risk of
structural and impact damage. The fan spinner uses a
soft rubber point that distorts during engine operation
to ensure ice accretion is shed centrifugally before it
builds up. The fan blades use centrifugal force to shed
ice and prevent accumulation during operation. This
use of centrifugal force is known as the passive form
of ice protection.
(2) Engine Stability, Surge Recovery And Flameout Protection:
The HP compressor is equipped with three 5th stage and one 8th
stage handling bleed valves for engine starting, stability,
acceleration, surge recovery and flameout protection in inclement
weather. The bleed valves have two positions only (OPEN and
CLOSED). They are actuated by internal springs and 10th stage HP
compressor air. The fail-safe and engine not running position is
OPEN for handling bleed valves. The Electronic Engine Controller
(EEC) schedules each bleed valve independently as a function of
the HP shaft speed and HP compressor total inlet temperature.
For engine stability, the bleed valves are open during start and close
successively with increased power setting above idle.

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OPERATING MANUAL
For surge recovery, the bleed valves are commanded open when
onset of a surge is detected by the EEC.
If inclement weather is detected, the bleed valves are commanded
OPEN to ensure engine stability and to allow water to pass into the
bypass flow.
NOTE:
If inclement weather is detected, continuous ignition is
also selected ON automatically by the EEC.
C. Accessory Gearbox (AGB):
(See Figure 8.)
(1) Power For Gearbox-Mounted Accessories:
The AGB transmits driving force from the engine to the following
engine-mounted accessories mounted upon it:
• Integrated Drive Generator (IDG)
• Fuel Pump
• Fuel Metering Unit (FMU)
• Oil Pump
• Hydraulic Pumps 1 And 2
• Full Authority Digital Engine Control (FADEC) Dedicated
Generator
(2) Power For Starting and Cranking:
The AGB transmits power from the ATS to the engine during normal
start / crank procedures.
The mechanical accessories system has no controls and indications as a stand-
alone system. See the following sections for specific controls and indications:
• Section 2A-21-00: Air Conditioning
• Section 2A-30-00: Ice And Rain Protection
• Section 2A-36-00: Pneumatics
• Section 2A-80-00: Engine Starting
4. Limitations:
There are no limitations established for the mechanical accessories system at the

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OPERATING MANUAL
Bleeds System Simplified Block Diagram

Figure 7

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Accessory Gearbox Layout

Figure 8

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OPERATING MANUAL
ENGINE FUEL AND CONTROL
2A-73-10: Engine Fuel System

1. General:
A. Description:
The primary purpose of the engine fuel system is to pump and meter fuel to
the engine in accordance with demands generated by the flight crew
through the Electronic Engine Controller (EEC). The metering
requirements fall into three main categories:
• Steady State Operation: The engine must maintain a steady
running state referenced to pilot demands, with fuel requirements
always being specified and achieved for any given RPM.
• Smooth Acceleration: An increase in fuel flow initially causes a rise
in back pressure which can restrict compressor air delivery, resulting
in unstable airflow and engine surge. The engine must be capable of
undergoing smooth maximum rate accelerations without surging.
• Rapid Deceleration: Any decrease in fuel flow reduces available
energy in the gas stream which causes the engine to decelerate.
The engine must be capable of decelerating rapidly without risking
combustion chamber flameout.
The amount of fuel delivered by the High Pressure (HP) pump is a linear
function of engine speed. After the engine start point (8% HP) is reached,
fuel flow will always be in excess of demand. Excess fuel is returned to the
HP pump inlet, and is referred to as engine fuel spill. Control of engine fuel
spill allows overfueling/acceleration and underfueling/deceleration as
required. Minimum fuel spill occurs at 8% HP, maximum fuel spill at 60%
HP.
Figure 1 shows the engine fuel system simplified block diagram. The
following points should be noted:
• All control and indication signals pass through the EEC with the
exception of the FUEL CONTROL switches and the low fuel
pressure switch.
• The FUEL CONTROL switches are wired directly to the Combined
Overspeed and Shutoff Solenoid (COSS) in the Fuel Metering Unit
(FMU). However, a signal is also sent to the EEC to allow the EEC
to command zero fuel flow, i.e., engine shutdown.
B. Operation:
The engine fuel system consists of a Low Pressure (LP) circuit and a High
Pressure (HP) circuit. Fuel is supplied from the aircraft fuel boost pumps to
the LP stage of the combined LP and HP pump, mounted on the engine
accessory gearbox. The LP pump delivers fuel to the HP pump inlet
through the Fuel Cooled Oil Cooler (FCOC) and the LP fuel filter. The
FCOC extracts heat from the engine oil providing oil cooling and fuel
heating.
The HP pump raises the pressure further to supply the FMU, which
controls the fuel flow to the engine in response to inputs from the EEC. The
FMU also incorporates the fuel HP Shutoff Valve (HPSOV). Fuel is passed
to the fuel spray nozzles via the fuel flow transmitter and the LP Turbine

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OPERATING MANUAL
Overspeed and Splitter Unit (OSU).
The FMU also supplies controlled servo fuel flow to the Variable Stator
Vane (VSV) actuation system.
C. Subsystems, Units And Components:
(See Figure 1.)
The engine fuel system is composed of the following subsystems, units
and components:
• Low Pressure (LP) Pump
• Fuel Cooled Oil Cooler (FCOC)
• LP Fuel Filter
• Low Fuel Pressure Switch
• LP Filter Pressure Differential Switch
• High Pressure (HP) Pump
• Fuel Metering Unit (FMU)
• Fuel Return To Tank (FRTT) System
• Fuel Flow Transmitter
• HP Fuel Filter
• Fuel Temperature Transducers
• Low Pressure Turbine Overspeed Fuel Shutoff/Splitter Unit (OSU)
• Fuel Drains Tank And Ejector
• Variable Stator Vane (VSV) Actuation System
2. Description Of Subsystems, Units And Components:
(See Figure 1.)
A. Low Pressure (LP) Pump:
The LP pump receives fuel from the aircraft main and/or alternate boost
pumps. It is a centrifugal type pump driven directly by a shaft from the
accessory gearbox (AGB). The LP pump increases fuel pressure and
supplies fuel through the FCOC and LP fuel filter to the HP pump. Motive
flow is also supplied to the fuel drains tank ejector, draining the tank and
returning the fuel to the LP pump inlet.
B. Fuel Cooled Oil Cooler (FCOC):
The FCOC is located between the LP pump outlet and the LP filter inlet. It
enables the engine oil heat to be dissipated to the fuel. Oil from the engine
is used to heat the fuel to prevent the possible formation of ice crystals in
the LP fuel filter and FMU. During cold starts, an oil pressure relief valve
diverts any excess oil pressure.
C. LP Fuel Filter:
The LP fuel filter is located between the FCOC outlet and HP pump inlet.
Its purpose is to remove any debris (10 micron nominal, 40 micron
absolute) prior to fuel entering the HP pump. In the event of blockage, a
pressure relief valve is incorporated to open at 25 psid, allowing fuel to
bypass the filter, and will alert the flight crew of an impending bypass
condition at 5(±2) psid. (See E. LP Filter Pressure Differential Switch.)

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D. Low Fuel Pressure Switch:
A low fuel pressure switch is installed on the LP fuel filter assembly to
monitor for low fuel pressure between the LP fuel pump outlet and HP fuel
pump inlet. If sensed fuel pressure is lower than 55 psi, a blue L-R ENG
FUEL PRESS advisory message will be displayed on the Crew Alerting
System (CAS).
E. LP Filter Pressure Differential Switch:
The EEC monitors the pressure drop across the filter element by means of
a single differential pressure switch. Indication of impending filter blockage
is given at 5(±2) psid and transmitted to the CAS as a blue “L-R FUEL
FILTER” advisory message.
F. High Pressure (HP) Pump:
The HP pump is a gear type pump driven directly by the engine accessory
gearbox using the same shaft as the LP pump. Fuel from the LP pump is
fed via the FCOC and LP fuel filter to the HP pump inlet. The high pressure
fuel is then sent to the FMU at a sufficiently high pressure and flow rate to
satisfy the requirements of the main fuel flow to the spray nozzles
(combustion) and the VSV actuation system.
G. Fuel Metering Unit (FMU):
The engine fuel schedule is controlled through the FMU by the EEC
commanding positions to an internal fuel metering valve. Also inside the
FMU, a spill diverter valve is incorporated to control the return of excess
fuel delivered by the HP pump to either the FCOC inlet (via the FRTT
valve) or HP pump inlet. At low engine power settings the spill diverter
valve opens, allowing fuel to the FCOC to prevent large quantities of fuel
circulating around the HP pump, creating unnecessarily high fuel
temperatures. At high engine power settings the spill diverter closes off the
outlet to the FCOC.
Each FMU incorporates an internal HP Shutoff Valve (HPSOV) that is used
for starting and shutdown. During a start when the HPSOV is commanded
open, the pump unloading function in the FMU is cancelled. The HPSOV
maintains a minimum HP pump pressure rise. This ensures that over the
engine operating range there is sufficient servo pressure to power the VSV
actuation system. With the HPSOV commanded closed, HP pump
pressure is maintained sufficiently high to continue servo pressure. Closure
of the HPSOV also opens a passageway from the OSU splitter valve to the
drains tank. The declining air pressure within the engine is sufficient to
purge any remaining fuel in the spray nozzle manifolds back to the drains
tank.
The left HPSOV receives power from the Left Essential DC bus through the
L HPSOV circuit breaker. The right HPSOV receives power from the Right
Essential DC bus through the R HPSOV circuit breaker.
The engine is shut down by the FMU in one of two ways:
(1) FUEL CONTROL Switch Command:
Selection of the FUEL CONTROL switch to OFF causes the COSS
to be energized, in turn causing the HPSOV to be closed. This
command will also be sensed by the EEC, which will signal the fuel
metering valve to close.

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OPERATING MANUAL
(2) Independent Overspeed Protection (IOP) Circuit Command:
Activation of the IOP circuit causes the COSS to be energized, in
turn causing the HPSOV to be closed, regardless of the FUEL
CONTROL switch position.
NOTE:
The IOP circuit has two independent signals. In order
for an IOP shutdown to occur, both IOP signals must
vote for “OFF”. A single “OFF” vote signal cannot
cause an IOP shutdown.
H. Fuel Return To Tank (FRTT) System:
The FRTT system directs existing fuel flow from the FMU to either the
FCOC or the wing fuel tank as commanded by a signal from the EEC. The
system receives power from the Left Main AC bus through the FUEL
RETURN circuit breaker.
The system is operable under the following conditions:
• The FMU spill diverter valve is open, i.e., engine not at a high power
setting.
• The system is armed by selection of the FUEL RETURN switch
(Cockpit Overhead Panel) to AUTO.
• The EEC commands the FRTT valve OPEN when the hopper fuel
temperature drops to approximately 0°C (opens between ±1°C).
Fuel at approximately +50°C is returned to the wing tank. When the
hopper fuel temperature rises to approximately +10°C, the valve is
closed. FMU fuel is then diverted to the FCOC.
Operation of the FRTT system is inhibited if any one of the following events
occur or is detected by the EEC to have occurred:
• Either FIRE Handle Is Pulled
• Crossflow (XFLOW) Valve Selection To OPEN
• FUEL RETURN OFF/AUTO Switch Selection To OFF
• FUEL CONTROL Switch Selection To OFF
• LOW FUEL PRESSURE Signal
• LOW FUEL QUANTITY Signal
• Signaled Impending Blockage Of The LP Fuel Filter
• Fuel Temperature In Hopper Rises To Approximately +10°C
• HP Speed Lower Than The Integrated Drive Generator (IDG)
Minimum On-Line Speed
NOTE:
The fail-safe condition of the FRTT valve is fuel to the

FCOC, i.e., no FRTT.
I. Fuel Flow Transmitter:
The fuel flow transmitter is installed between the FMU and HP fuel filter. It
provides the EEC with fuel flow data to be transmitted to the EICAS display
and FUEL synoptic page and as Fuel Flow (FF) values. It is also used by

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OPERATING MANUAL
the Radio Frequency Management Unit (RFMU) Engine Parameters (ENG)
page.
J. HP Fuel Filter:
The HP fuel filter is attached to the fuel flow transmitter, upstream of the
OSU. It provides last chance protection from debris for fuel supplied to the
OSU. It contains a 250 micron filter element.
K. Fuel Temperature Transducers:
The fuel temperature transducers are attached to the HP fuel filter casing.
They provide HP fuel temperature data to the EEC for the purposes of
FRTT control and fuel temperature display on the FUEL and SUMMARY
synoptic pages.
L. Low Pressure Turbine Overspeed Fuel Shutoff/Splitter Unit (OSU):
The OSU is mounted on the HP compressor case between the HP fuel filter
and the fuel spray nozzle manifolds. It has two functions:
(1) Fuel Flow Division:
When a minimum delivery pressure becomes available
(approximately 60 psi), the splitter valve opens and splits the fuel
flow equally between the upper and lower fuel spray nozzle
manifolds. When delivery pressure drops below minimum value
(such as shutdown), the splitter valve closes, the upper manifold
drains into the lower manifold, which is subsequently drained into
the drains tank via the FMU.
(2) Low Pressure Turbine Overspeed Fuel Shutoff:
In the unlikely event of LP turbine shaft failure, a shaft breakage
sensing mechanism will cause the overspeed valve to open and
latch. With the valve latched open, fuel to the upper and lower fuel
spray nozzle manifolds is shut off, shutting down the engine to
prevent possible LP turbine overspeed.
M. Fuel Drains Tank And Ejector:
Located on the bottom aft end of the bypass case, the drains tank collects
residual fuel from the lower fuel spray nozzle manifold after engine
shutdown. The tank has an integral ejector that uses LP pump delivery fuel
to create a motive flow to empty the tank. A float valve is incorporated to
prevent air ingestion when the tank is being emptied by motive flow. A
strainer is used to prevent ejector blockage and a non-return valve
prevents motive flow fuel from entering the tank.
The drains tank capacity is sufficient for two engine shutdowns following
aborted start attempts. Fuel in excess of tank capacity is dumped
overboard.
N. Variable Stator Vane (VSV) Actuation System:
Compressor airflow control is assisted by the engine fuel system. When the
EEC determines VSV repositioning is necessary, a signal is sent by the
EEC to the VSV torque motor located in the FMU. Movement of the torque
motor causes HP fuel to be ported to the extension or retraction side of the
VSV actuator. When the EEC determines the VSV actuator has moved to
the correct position, a signal is sent to the torque motor to move to null,
holding the VSV actuator in the desired position until further repositioning

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OPERATING MANUAL
becomes necessary.
(See Figure 2.)
NOTE:
A description of the ENGINE START, FUEL and
SUMMARY synoptic pages, and EICAS fuel
parameter presentations can be found in Section
2B-03-00: Engine Instruments and Crew Alerting
System Description. A description of the RFMU ENG
page can be found in Section 2A-23-60: Integrated
Automatic Tuning System.
The engine fuel system is protected by the following CBs:

FUEL RETURN LEER C-2 L MAIN DC BUS
L HPSOV LEER A-12 L ESS DC BUS
R HPSOV REER A-12 R ESS DC BUS
A. Crew Alerting System (CAS) Messages:

CAS messages associated with the engine fuel system are:

Low Fuel Pressure Switch L-R ENG FUEL PRESS Blue
LP Filter Pressure Differential
Switch L-R FUEL FILTER Blue
EEC L-R FUEL RETURN FL Blue
4. Limitations:
A. Engine Fuel Temperature:
(1) Minimum: -40°C
(2) Maximum Unrestricted: +140°C
(3) Maximum (15 Minute) Transient: +165°C
B. Maximum Fuel Tank Temperature:
The maximum allowable fuel tank temperature is +54°C.

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OPERATING MANUAL
Engine Fuel System

Simplified Block Diagram
Figure 1
2A-73-00
Page 7 / 8
January 28/03
OPERATING MANUAL
Engine Fuel System

Controls
Figure 2
2A-73-00
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January 28/03
OPERATING MANUAL
ENGINE CONTROLS
2A-76-10: General
The engine controls system governs engine operation through all phases of flight. This is
accomplished by the Full Authority Digital Engine Control (FADEC). A fully integrated
fly-by-wire system, FADEC operates with aircraft subsystems for improved handling, fuel
efficiency and on-pylon life.
The engine controls system is composed of the following subsystems:
• 2A-76-20: Electronic Engine Control System
• 2A-76-30: Engine Thrust Management System
2A-76-20: Electronic Engine Control System

1. General:
A. General Description:
The electronic engine control system uses a Full Authority Digital Engine
Control (FADEC) system to provide the necessary engine control functions
and to operate in association with appropriate aircraft subsystems.
The Electronic Engine Controller (EEC), installed on the top center of the
bypass case on each engine, is the heart of the FADEC system. It provides
the computational and interfacing means for the operation of the engine,
comprising all inputs, outputs and power conditioning.
Each EEC incorporates a dual channel architecture designed such that
each channel is capable of controlling the engine. Each channel has its
own input/output and processing capability and its own power supply. Both
channels are powered and continuously processing but only one channel is
in control at a given time. The two channels are not synchronized.
The EEC receives digital aircraft data from three Air Data Computers
(ADCs) and from two Data Acquisition Units (DAUs). It outputs digital data,
including information that defines the status of the FADEC system, to the
two DAUs, two Fault Warning Computers (FWCs) and to a Maintenance
Data Acquisition Unit (MDAU).
B. EEC Control Functions:
(1) Fuel Metering, Using The Fuel Metering Unit (FMU) To Control:
(a) Automatic Start And Relight Capability
(b) Idle Speed Control
(c) Acceleration And Deceleration
(d) Engine Power Setting
(e) HP Compressor Pressure And Turbine Gas Temperature
(TGT)
(f) Overspeed Protection For LP And HP Rotors In Two Forms:
1 Normal RPM limiting, whereby each channel of the
EEC will act to limit LP and HP RPM to their respective
red lines.

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OPERATING MANUAL
2 Independent Overspeed Protection (IOP), whereby
each channel of the EEC will act to protect mechanical
integrity such that if either LP or HP RPM exceed their
IOP limits, the IOP will command the fuel high
pressure shutoff valve to close.
(2) Compressor Airflow Control, Using The Variable Stator Vane (VSV)
And HP Compressor Handling Bleed Valve Systems To Ensure:
(a) Stable Operation
(b) Stable Acceleration And Deceleration
(c) Surge Recovery
(3) Control Of Fuel Temperature To Provide Efficient Cooling/Heating Of
Oil And Fuel
(4) Control Of The Igniters And Starter Air Valve (SAV) To Enable
Automatic And Manual Start/Relight Capability
(5) Partial Control Of The Thrust Reverser System To Ensure Safe
Operation And Control Of Engine Power In Reverse Thrust
(6) System Electrical Power From Either Aircraft 28V DC Or Dedicated
Generator To The EEC And Through The EEC To The FADEC
System
NOTE:
Some systems use aircraft power for operation but are

controlled by the EEC, such as ignition.
NOTE:
Cowl anti-icing is controlled independently of the
FADEC, with the exception of functional links such as
ignition control.
C. Subsystems Units And Components:
The electronic engine control system is composed of the following units
and components (on each engine):
(1) An EEC, containing one of the following for each channel:
(a) Power Supply Unit (PSU)
(b) Central Processing Unit (CPU)
(c) Independent Overspeed Protection (IOP) Unit
(2) Data Entry Plug (DEP)
(3) Dedicated Generator (DG)
D. Other Operating Manual References:
The electronic engine control system is an integrated electronic system
and as such provides numerous annunciations to the flight crew. Use the
following additional references during study of this section:
• Section 2A-23-60: Integrated Automatic Tuning System
• Section 2A-31-40: Maintenance Data Acquisition System
• Section 2B-03-00: Engine Instruments and Crew Alerting System

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OPERATING MANUAL
2. Description Of Subsystems Units And Components:
(See Figure 1.)
A. EEC:
(1) Power Supply Unit (PSU):
The PSU controls the power to the entire FADEC system, and to the
internal Central Processing Unit (CPU) and Independent Overspeed
Protection (IOP) Unit. This is accomplished by controlling the
switchover from aircraft power to power supplied by the Dedicated
Generator (DG).
Left and Right Essential DC bus aircraft power is used to power the
FADEC system when the engine is not running. With the engine
running (above approximately 35% HP RPM and DG output
satisfactory), the PSU switches to the DG to power the FADEC
system. Should the DG fail, the PSU will revert back to aircraft
power to continue operation of the engine. Switchovers are
smoothed to eliminate any power interruptions at the changeover
point.
Internal diodes allow the PSU to prevent the DG from feeding power
back to the aircraft.
(2) Central Processing Unit (CPU):
The CPU receives and processes all input signals, calculates the
controlling output signals and provides the information output
signals, with the exception of PSU and IOP functions. It also
transmits engine operating parameter information via ARINC 429
digital databus for display on the primary engine instruments
(normal and compacted), standby engine instruments (Radio
Frequency Management Unit), and to applicable synoptic pages.
Additional functions include:
(a) Control Channel Selection:
Control of the engine automatically alternates between the
two EEC channels, A and B. When one channel is in control,
the other serves as backup. The channel change is
automatically triggered by engine shutdown and is recorded
in EEC memory. An interlock prevents both channels from
being in control at the same time. If the controlling channel
becomes incapable of controlling the engine, the backup
channel will take control.
(b) Input Signal Validation And Destination Determination:
The CPU validates all input signals for accuracy, then
determines if the signals should go to the controlling channel,
the backup channel, or both.
(c) Monitoring:
Each CPU is monitored by a watchdog timer. If the timer
senses a CPU malfunction within the timescale, the
watchdog will impose a CPU reset. Engine control will pass to
the backup channel temporarily. After four CPU resets the
watchdog timer latches, and engine control will pass to the
backup channel for the remainder of the flight.

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In addition to self-health functions, the CPU monitors the
health of related units and components. Information
concerning faults or failures detected by the EEC is sent via
ARINC 429 digital databus for display as Crew Alerting
System (CAS) messages and to the MDAU.
(3) Independent Overspeed Protection (IOP) Unit:
Both the controlling EEC channel and backup EEC channel remain
alert for overspeed situations. When either EEC channel senses
that LP or HP speed has exceeded a preset threshold value, that
EEC’s IOP unit will “vote” to close the fuel high pressure shutoff
valve and notify the other IOP unit. The other unit will also vote. If
BOTH votes ARE to close the fuel high pressure shutoff valve, the
EEC notifies the fuel management unit to close the valve, shutting
down the engine. If EITHER vote is to NOT close the valve, an
overspeed is deemed not to have occurred and the engine remains
running.
B. Data Entry Plug (DEP):
The Data Entry Plug (DEP) is installed in the exterior front of the EEC. It is
an engine, not EEC, component, and is used by maintenance personnel to
provide TGT data, EPR data and thrust rating data about that engine to the
EEC. It contains two isolated sections, each section providing the same
data to its respective EEC channel.
It should be noted by flight crews that if a mismatch occurs between the
DEP data and EEC data, the engine will revert to LP control.
C. Dedicated Generator (DG):
Each EEC uses a Dedicated Generator (DG) to supply power to the EEC
and FADEC system. It is mounted on the respective engine’s accessory
gearbox. See section 2.A.(1): Power Supply Unit (PSU) description, for DG
operation and logic.
The electronic engine control system is protected by the following CBs:

L FADEC A LEER A-14 L ESS DC BUS
L FADEC B REER A-10 R ESS DC BUS
R FADEC A LEER A-13 L ESS DC BUS
R FADEC B REER A-11 R ESS DC BUS

CAS messages associated with the electronic engine control system are:

EEC L-R ENG FAIL Red
EEC L-R ENGINE HOT Red
EEC L-R ENG DATA MISCMP Amber
EEC L-R ENG MAINT Amber

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OPERATING MANUAL

EEC L-R ENG MAINT STD Amber
EEC L-R ENGINE OFF Amber
EEC L-R FADEC A-B FAIL Amber
EEC EXCEEDANCE RECORD Blue
EEC L-R ENG BKUP ADATA Blue
EEC L-R ENG MAINT ### Blue
EEC L-R ENG MAINT LTD Blue
EEC L-R FADEC A FAIL Blue
EEC L-R FADEC B FAIL Blue
EEC L-R FADEC NOT CTRL Blue
Other CAS messages generated by the electronic engine control system

but related to other sections in this chapter are:
CAS Message: Message Color: Section Discussed:

L-R ENG EXCEEDANCE Red 2A-77-10
L-R OIL PRESS LOW Red 2A-79-00
L-R OIL TEMP HIGH Red 2A-79-00
L-R OIL TEMP LOW Red 2A-79-00
L-R TR UNLOCK Red 2A-78-00
L-R AUTOSTRT ABORT Amber 2A-80-00
L-R ENG EXCEEDANCE Amber 2A-77-10
L-R OIL PRESS LOW Amber 2A-79-00
L-R OIL TEMP LOW Amber 2A-79-00
L-R SAV MAINT Amber 2A-80-00
L-R THROTTLE CNFIG Amber 2A-80-00
L-R TR FAIL Amber 2A-78-00
L-R TR MAINT Amber 2A-78-00
L-R TR UNLOCK Amber 2A-78-00
ASSISTED AIRSTART Blue 2A-80-00
L-R ENG ALT CTRL Blue 2A-76-30
L-R ENG FUEL PRESS Blue 2A-73-00
L-R FUEL FILTER Blue 2A-73-00
L-R FUEL RETURN FL Blue 2A-73-00
L-R TR SW MISCOMP Blue 2A-78-00
START SW CONFIG Blue 2A-80-00
4. Limitations:
There are no limitations established for the electronic engine control system at the

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OPERATING MANUAL
FADEC Simplified Block

Diagram
Figure 1
2A-76-00
Page 7 / 8
May 20/02
OPERATING MANUAL
2A-76-30: Engine Thrust Management System
A. Purpose:
The engine thrust management system provides a means of setting and
controlling idle thrust, forward thrust and reverse thrust. Being a true
“throttle by wire” system, the Electronic Engine Controller (EEC) provides
the electrical interface between the cockpit power/reverse levers and the
engines, managing the entire system.
B. Thrust Management Overview:
(See Figure 2.)
The EEC controls and sets idle power, forward thrust and reverse thrust in
the modes listed below and discussed later in this section:
(1) Primary (EPR) Control Mode:
This mode uses Engine Pressure Ratio (EPR), a ratio of P20 to P50,
to calculate and set steady state forward thrust. Basic idle power is
controlled to an HP value as a function of temperature and altitude.
NOTE:
P20 is obtained from the air data computers.
(2) Alternate (LP) Control Mode:
The EEC will initiate a reversion to an alternate (LP) engine control
mode to accommodate detected failures which prevent continued
operation in the primary control mode. In this mode, LP command is
used to calculate and set steady state forward thrust.
(3) Reverse Thrust Control Mode:
This mode is entered upon manual selection of reverse thrust. It is
similar to the alternate control mode in that the engines are
controlled as a function of LP.
C. Subsystems, Units and Components:
The engine thrust management system is composed of the following
subsystems, units and components:
• Throttle Quadrant/EEC Interface
• Closed Loop Control System
• Primary (EPR) Control Mode, Consisting Of:
• Idle Control Mode
• Takeoff Thrust Production
• Alternate (LP) Control Mode
• Reverse Thrust Control Mode
• Autothrottle System, Consisting Of:
• Thrust Control
• Engine Synchronization

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OPERATING MANUAL
D. Other Operating Manual References:
The engine thrust management system is an integrated electronic system
and as such provides numerous annunciations to the flight crew. Use the
following additional references during study of this section:
• Section 2B-02-20: Display Controller
• Section 2B-03-20: Primary Engine Instruments
• Section 2B-05-00: Autothrottle System
A. Throttle Quadrant/EEC Interface:
(See Figure 3.)
The throttle quadrant assembly consists of left and right power levers for
setting forward thrust and left and right reverse levers for selecting reverser
deployment and setting reverse thrust.
Movement of the power lever drives a mechanically-connected Rotary
Variable Differential Transformer (RVDT) wired directly to the respective
EEC. Each RVDT has two channels, each channel corresponding to its
matching EEC channel.
The EEC provides excitation power to the RVDTs. The RVDTs in turn
generate a voltage relative to their position, which the EEC reads as a
power demand signal and sets engine power accordingly. The RVDT
position is known as Throttle Resolver Angle (TRA).
B. Closed Loop Control System:
(See Figure 4.)
Engine thrust management in both the primary and alternate control modes
is a achieved through a closed loop control system.
In the primary control mode, the EPR/TRA relationship is modified by the
input signals for the prevailing ambient conditions and systems status.
From this modified relationship an EPR command is generated and a
required fuel demand (WF) is calculated. The WF signal commands the
Fuel Metering Valve (FMV) position. The FMV position is signalled back to
the EEC as WF actual. Any difference between WF command and WF
actual will result in FMV movement until WF command and WF actual are
the same.
The FMV position allows a certain quantity of fuel to the engine which in
turn generates P20 and P50 values. These two signals are validated and
used to calculate EPR actual and transmitted for display on the flight deck.
Any difference between EPR command and EPR actual is eliminated by
recalculation of the WF command signal.
In the alternate control mode, EPR is not calculated or sensed and LP is
used to generate a WF command. The WF command will be used for
comparison with LP actual.
C. Primary (EPR) Control Mode:
(1) General:
The primary control mode utilizes EPR to calculate the power setting
for forward thrust control under steady state operating conditions.
The EEC calculates an EPR command corresponding to the actual

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OPERATING MANUAL
power lever position from linear interpolation between maximum
available EPR at maximum forward TRA and an idle EPR reference
at idle TRA. Thrust is then set and held by closed loop control of
EPR.
(2) Idle Control Mode:
The basic minimum idle is controlled to an HP value as a function of
temperature and altitude. However, the EEC will control idle power
to prevent the engine from operating below certain minimum limits
such as:
• P30 – To ensure that cabin bleed and anti-ice demands can
be met.
• LP – To prevent ice accumulation on the fan on the ground or
in flight.
• HP – To ensure that the Integrated Drive Generator (IDG)
stays on line.
• T30 – To protect against inclement weather by opening bleed
valves to aid rejection of water and maintain surge margin,
commanding continuous ignition to maintain combustion and
increasing engine speed as necessary.
Two types of idle settings are available: high idle or low idle. The
type of idle is commanded by the EEC after determining aircraft
configuration (in approach configuration or not in approach
configuration), as outlined in the following table:
System IN Approach Config. NOT IN Approach Config.

Flaps Greater Than 22° 22° Or Less
Weight On Wheels AIR Mode GROUND Mode
Wheel Speed Less Than 53 Knots 53 Knots Or Greater
Idle Setting: HIGH LOW
HP RPM Range: 70-85% 64-70%
NOTE(S):
(1) If the EEC cannot determine the aircraft configuration, it will
default to a high idle setting.
(2) The high idle setting is retained until five seconds after landing to
ensure rapid engine acceleration for reverse thrust or go-around (in
event of an aborted landing).
(3) Takeoff Thrust Production:
(See Figure 5.)
(a) Maximum Takeoff Thrust (MTO):
Maximum rated thrust is achieved by manually or
automatically advancing the power levers to the mechanical
forward limit. At this position, EEC limiter functions prevent
exceedances of LP, HP, P30 and Fuel Flow (FF).
(b) Reduced Thrust Takeoff (FLEX):
The use of FLEX takeoff thrust is permissible when aircraft
weight and runway conditions are such that full power is not
necessary. The advantages of FLEX thrust takeoffs are less

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OPERATING MANUAL
wear and lower operating temperatures, prolonging engine
life and reducing maintenance costs.
FLEX takeoff thrust is implemented by the use of assumed
temperature and is subject to certain requirements such as:
1 The use of FLEX takeoff thrust is always at the
discretion of the flight crew.
2 When conducting a FLEX thrust takeoff, MTO can be
selected at any time without introducing any control
difficulties.
3 FLEX thrust takeoffs do not result in the loss of any
function, engine failure warnings or takeoff
configuration warnings.
4 At least 75% MTO is used on FLEX thrust takeoffs.
NOTE:
Use of FLEX takeoff thrust is subject to any restrictions

contained in the GV Airplane Flight Manual.
(c) Lockup Mode:
Lockup mode is active during critical phases of flight such as
takeoff and climb, and is a function of airspeed and altitude.
In this mode, any large or sudden changes to EPR are
prevented by the EEC. The only contributions to thrust
calculations that are currently latched in this mode are bleed
debits.
(d) Derated Climb:
Similar to FLEX takeoff thrust, derated climb thrust can be
used to reduce noise in sensitive areas.
NOTE:
Use of derated thrust is subject to any restrictions

contained in the GV Airplane Flight Manual.
D. Alternate (LP) Control Mode:
(See Figure 6.)
In the LP control mode, thrust is set and held by closed loop control of LP.
LP command is calculated from interpolation between 99% LP at maximum
forward TRA and an idle LP reference. Similar to the EPR control mode at
idle TRA, the engine will be controlled to an appropriate limiter. High idle
will be set for aircraft in landing configuration.
The EEC normally operates in the EPR control mode. If any of the required
resources for EPR control are not available the EEC reverts to the LP
control mode, this type of reversion called a soft reversion. LP control
mode can also be manually selected by commands entered through the
display controller, called a hard reversion. Once reverted to LP control
mode, an engine will not automatically recover to EPR control mode even
when the EEC has the required resources available for EPR control mode.
Return from the LP control mode to EPR control mode can only be
achieved when hard reversion is deselected via the display controller and

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OPERATING MANUAL
the EEC has all the required resources available. Therefore following a soft
reversion an engine must first be hard reverted before a return to EPR
control mode is possible.
If one engine soft reverts to LP control, the other engine is then selected
(hard reversion) to LP control to prevent asymmetric thrust. EPR will still be
displayed on the hard reverted engine even though now in LP control. The
soft reverted engine power lever is then adjusted to match its RPM values
to that of the hard reverted engine.
When an engine soft reverts to the LP control mode, the EEC ensures that
the transfer to an LP control schedule is smooth. This is achieved within the
EEC software by applying a delta to the LP command. LP command is
determined as a function of the power lever position and an LP schedule.
The LP delta is determined by the EEC as the difference between the LP
command and the measured LP actual at the time of soft reversion. To
remove the delta the engine must be hard reverted, for which it is
recommended that the flight crew retard the power lever to the idle position
before hard reverting the engine. This ensures that the engine is controlled
on one of the limiters and not LP therefore making the transition smoothly.
The power lever can then be advanced to the desired setting.
E. Reverse Thrust Control Mode:
Reverse thrust control mode is entered upon selection of reverse thrust.
Similar to LP control mode, the EEC controls the engine to a LP command
as a function of the TRA in the reverse thrust region. The reverse idle TRA
corresponds to reverse LP idle reference and the maximum reverse TRA
position equals maximum reverse LP, a function of inlet total temperature
and altitude. LP command is calculated from linear interpolation between
these set points.
F. Autothrottle System:
(See Figure 7.)
(1) Thrust Control:
Automatic thrust control is achieved by the autothrottle system. With
the autothrottle engaged, changes in commanded thrust level
requirements result in the power levers being moved by a servo
driver system. The new power lever position sets a new RVDT
position which in turn sets a new engine thrust level.
The autothrottle computer will calculate the required EPR command
from the aircraft inputs and will command the servo driver to place
the power lever in the correct position. This in turn places a demand
on the EEC to compute an EPR demand. The EEC EPR demand is
transmitted to the autothrottle computer for comparison with the
autothrottle EPR command, therefore providing closed loop control.
(2) Engine Synchronization:
The autothrottle system monitors LP, HP and EPR values on both
engines. It has the authority to modify the TRA signal within the EEC
to provide a trim function of ±5%.

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OPERATING MANUAL
A. Crew Alerting System (CAS) Messages:
CAS messages associated with the engine thrust management system
are:

EEC L-R ENG ALT CTRL Blue
4. Limitations:
A. Primary Parameter Operating Limits:
The following limitations exist for the BR710-48 engines installed on the
Gulfstream V:
MAX HP MAX
Condition MAX LP (%) Time Limit
(%) TGT
Ground Start (1) — — 700°C Momentary
Airstart (Relight) — — 850°C Momentary
Takeoff (2) 101.1 99.6 900°C 5 Minutes
Maximum Continuous 101.0 98.9 860°C Unrestricted
Maximum Overspeed 101.5 99.8 — 20 Seconds
Maximum — — 905°C 20 Seconds
Overtemperature
Reverse Thrust (3) (4) 66.0 — — 30 Seconds
NOTE(S):
(1) Maximum TGT prior to ground start is 150°C.
(2) The use of takeoff rating is limited to five (5) minutes all engines
operating or ten (10) minutes in the event of an engine failure.
NOTE:
Exceedances will be recorded after five (5) minutes,
but should be ignored if single engine performance is
required.
(3) Static operation of thrust reversers is limited to 30% LP maximum.
(4) Maximum reverse thrust must be selected only at airplane speeds
above 60 knots.
B. Takeoff Power:
(1) Minimum acceptable power for takeoff is shown in GV Airplane
Flight Manual Section 5: Normal Takeoff Planning.
(2) Takeoff in the Alternate Control (LP) mode is prohibited.

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OPERATING MANUAL
Engine Thrust
Management System
Overview
Figure 2
2A-76-00
Page 15 / 16
May 20/02
OPERATING MANUAL
Throttle Quadrant/EEC Interface Simplified Block Diagram

Figure 3

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May 20/02
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Closed Loop Control

System Simplified Block
Diagram
Figure 4
2A-76-00
Page 19 / 20
May 20/02
OPERATING MANUAL
Rated And FLEX Takeoff Thrust Diagram

Figure 5

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Alternate Control Mode Diagram

Figure 6

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Autothrottle System
Figure 7
2A-76-00
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May 20/02
OPERATING MANUAL
ENGINE EXHAUST
2A-78-10: General
The purpose of the engine exhaust system is to continue the aerodynamic
external surface of the engine and to collect hot and cold stream gas flows. The
gases are then propelled through an acoustically lined exhaust unit designed to
reduce noise.
An oil system breather pipe passes through the exhaust unit to discharge oil
vapors into the atmosphere via an exhaust mast fitted to the side of the exhaust
unit. See Section 2A-79-00, Engine Oil, for a description of the oil breather
system.
A Thrust Reverser (TR) unit is incorporated in the exhaust unit to assist aircraft
speed reduction on the ground. Two hydraulically actuated pivot doors, which are
supplied with hydraulic pressure from the aircraft hydraulic systems, move into
and block the combined fan and core airflow when the TR is deployed.
In the forward thrust configuration, the two pivot doors are closed and locked in
position by four door locks. Two primary locks are mounted in the side beams. A
secondary lock is integral with the hydraulic actuator and a tertiary lock is
mounted on the rear face of the front structure torque box.
A manual restow system is incorporated in the TR design and is actuated by the
flight crew by use of manual stow switches. The manual restow function activates
the TR hydraulic system to provide a stowing force to the door actuators.
Provision is made for deactivating the TR to permit aircraft dispatch with an
inoperative reverser and to permit ground maintenance.
2. Subsystems, Units And Components:
For the purposes of this manual, the engine exhaust system is divided into the
following subsystems:
• 2A-78-20: Thrust Reverser System
2A-78-20: Thrust Reverser System

1. General:
(See Figure 1.)
A. Description:
The Thrust Reversers (TRs) are electrically controlled, hydraulically
operated units designed to provide additional deceleration forces to assist
in slowing the aircraft during landing or rejected takeoff. Each TR has an
upper and lower pivoting door. Hydraulic actuators position the doors to the
deployed or stowed position.
Where possible, thrust reverser components are constructed using
composite materials. Continuous rubber seals are installed around the TR
door fixed structure to prevent gas leakage when the doors are closed and
to permit overstowing without damage.
B. Operation:
During forward thrust, the two pivoting doors are stowed and locked by four
door locks. In this position the TR is a continuation of the engine fan duct,

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May 20/02
OPERATING MANUAL
functioning as part of the propelling nozzle for the exhaust stream.
To achieve reverse thrust, the flight crew selects TR deployment using the
reverser levers. The lever position electrical signal is transmitted to the
Electronic Engine Controller (EEC). The EEC in turn commands the two
hydraulically actuated pivoting doors to deploy approximately 60° using
hydraulic pressure from the aircraft hydraulic systems. In this position, the
doors deflect a substantial portion of the exhaust stream through the top
and bottom of the exhaust unit, providing in a braking force.
NOTE:
Door deployment is not synchronized.
C. Subsystems, Units and Components:
The thrust reverser system is composed of the following subsystems:
(1) Hydraulic System, consisting of the following units and components:
• Hydraulic Power Sources
• Isolation Control Unit
• Directional Control Unit
• Primary Locks
• Door Actuators
(2) Electrical System, consisting of the following units and components:
• Electrical Power Sources
• Tertiary Locks
• Door Position Indication
• Manual Stow System
(3) Thrust Reverser Interlock System
(4) Reverse Thrust Command System
NOTE:
All locks engage in the stowed position only. There are
no locks in the deployed position.
NOTE:
Hydraulic pressure is used during deployment and
stowing only. When fully deployed or stowed, hydraulic
power is shut off at the isolation control unit.
A. Hydraulic System:
(See Figure 2.)
(1) Hydraulic Power Sources:
Hydraulic power sources for the TRs are independent and isolated.
The Left Hydraulic System (L SYS) is used by the left TR and the
Right Hydraulic System (R SYS) is used by the right TR. If a

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May 20/02
OPERATING MANUAL
hydraulic system fails, operation of the associated TR will not be
possible.
NOTE:
Availability of the TRs as discussed here is predicated

upon presence of proper electrical power sources.
(2) Isolation Control Unit:
The Isolation Control Unit (ICU) controls hydraulic pressure in to the
TR hydraulic system.
A spring-loaded Isolation Control Valve (ICV) is incorporated in the
ICU to inhibit hydraulic pressure when its control solenoid is
deenergized. The ICV control solenoid is also spring-loaded to
inhibit hydraulic pressure and is controlled by the EEC. The ICV
remains closed in flight except during use of the manual stow
system.
A manual inhibit lever is also incorporated on the ICU to disable
(“lock out”) the TR during maintenance or to allow the flight crew to
upgrade dispatch status. See Section 09-03-10: Thrust Reverser
Lockout, for procedures to lock out the TR.
The ICV only functions when the EEC determines that sufficient
hydraulic pressure is available at the ICV, through the use of a
pressure sensor located on the valve. When sufficient pressure is
available and a valid signal is sent by the EEC, the ICV solenoid is
energized and the ICV opens, allowing hydraulic pressure to the
directional control valve. When the EEC senses the TR is in the
desired position, the ICV solenoid is deenergized and the ICV
closes due to spring load force and further hydraulic pressure is
inhibited.
(3) Directional Control Unit:
The Directional Control Unit (DCU) controls hydraulic pressure to
the TR door actuators, and the primary and secondary locking
system.
A spring-loaded Directional Control Valve (DCV) is incorporated in
the DCU to inhibit hydraulic pressure when its control solenoid is
deenergized. The DCV control solenoid is also spring-loaded to
inhibit hydraulic pressure and is controlled by microswitches in the
throttle quadrant through a relay box. The DCV remains closed in
flight.
DCV operation begins when commands are transmitted to the DCU
relay box, then to the DCV solenoid. When the DCV solenoid is
energized, the DCV opens and hydraulic pressure from the ICU is
allowed to the TR door actuators, and primary and secondary
locking system.
(4) Primary Locks:
The purpose of the primary locks is to hold the doors closed during
normal flight.
The primary locks are spring-loaded to the lock position and require
hydraulic pressure to the primary lock actuators to move to the

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May 20/02
OPERATING MANUAL
unlock position. When the DCU solenoid is energized upon deploy
selection, hydraulic pressure is directed to the lock actuators in a
sequential manner. The actuators will move the locks to the
unlocked position provided the TR doors have first moved to the
overstow position. (The primary locks cannot unlock unless the TR
doors move to the overstow position.) Microswitches provide
indication to the flight crew that the TR doors have deployed beyond
the primary locks.
When the TR doors are fully deployed, the DCU solenoid is
deenergized and hydraulic pressure to the primary lock actuators is
removed. Spring pressure returns the locks to the lock position,
where they wait for the doors to stow. When the TR doors move to
stow, the locks engage automatically as the door catches travel over
and past the lock hooks.
(5) Door Actuators:
The TR door actuators provide the mechanical force to open and
close the TR doors. The secondary locks are an integral component
of the door actuators.
With the TR doors stowed, no hydraulic pressure is supplied to the
actuators. The secondary locks (a mechanical tine type of lock), are
engaged to assist in preventing any door movement. When a deploy
command is given, the secondary locks release when hydraulic
pressure is supplied to the door actuators. After moving to the
overstow position for the primary locks to unlock, the actuator
extends, deploying the TR doors. When a stow command is given,
the door actuators retract, closing the TR doors. At the end of the
stow cycle, the spring force of the secondary locks allows the locks
to engage.
NOTE:
Current and future production standard aircraft will
have TR door actuators without the secondary lock
installed as standard. When TR door actuators with
the secondary lock are replaced, actuators without the
secondary lock will be installed. Thus, mixing of
actuators is permissible.
B. Electrical System:
(See Figure 3.)
(1) Electrical Power Sources:
In much the same manner as the hydraulic power sources, electrical
power sources for the TRs are side dependent, that is, left DC buses
are used for the left TR and right DC buses are used for the right TR.
System design is such that the ability to stow the TRs is available
down to the Essential DC buses. TR bus source and availability are
summarized in the following table:
Source Bus: Controls: Results If Lost:

L MAIN DC Bus Left TR control and lock. No left TR control or lock.

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May 20/02
OPERATING MANUAL
Source Bus: Controls: Results If Lost:

L ESS DC Bus Left TR manual stow. No left TR manual stow.
R MAIN DC Bus Right TR control and lock. No right TR control or lock.
R ESS DC Bus Right TR manual stow. No right TR manual stow.
NOTE:
Availability of the TRs as discussed here is predicated
upon presence of proper hydraulic power sources.
(2) Tertiary Locks:
The purpose of the tertiary locks is to prevent uncommanded TR
deployment should the primary and secondary locks fail.
Tertiary locks are installed in front of the TR doors. They are
controlled by aircraft Weight-On-Wheels (WOW) being in the
GROUND mode, or a Wheel Spin-Up (WSU) signal of 47 knots or
greater, coupled with reverser lever interlock microswitch actuation.
The tertiary locks will unlock if reverse thrust is selected and WOW
and WSU are satisfied, and will remain locked in any other
condition. Each tertiary lock uses a microswitch to prevent the
tertiary lock from closing until commanded to close after doors are
stowed. The microswitch also prevents the lock solenoid from
overheating by selecting the lock pull coil off.
(3) Door Position Indication:
The EEC receives indication of TR door position from a Linear
Variable Transformer (LVT). Additionally, stow switches located
adjacent to the primary locks will indicate when a TR door is
deployed.
The EEC validates TR door position information and uses it for:
• Thrust Command Limitations
• TR Interlock
• Deenergizing The ICU
• TR Position Indication
TR indications are displayed on the engine instruments display
adjacent to the respective LP RPM indicator as a “REV” icon. The
color of the icon is dependent upon the position and status of the
TR, as outlined in the following table:
REV Icon Color: TR Position/Status:

Blank Stowed
White In Transit
Green Deployed
Flashing Amber Uncommanded deployment on ground.
Flashing Red Uncommanded deployment in flight.
(4) Manual Stow System:

A TR manual stow system is incorporated to provide the flight crew
with a secondary means of stowing the TR doors at any time

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May 20/02
OPERATING MANUAL
through the use of manual stow switches. The manual stow
switches, labeled L T/REV MAN STOW and R T/REV MAN STOW,
are located aft of the throttle quadrant on the cockpit center
pedestal.
The manual stow system is an independent and isolated system.
When the T/REV MAN STOW switch is selected, the ICV solenoid is
energized and the ICV opens, allowing hydraulic pressure to the
stow side of the actuators only. The DCV is electrically isolated by a
relay which opens, preventing any deploy commands from reaching
the DCV. The DCV solenoid is energized by the manual stow
command, the DCV opens and hydraulic pressure from the ICU is
allowed to retract the TR door actuators.
In the unlikely event that a TR should become unlocked or deploy,
annunciations are presented to the flight crew as outlined in the
following table, arranged by phase of flight:
Annunciation: On Ground: In Flight:

″REV″ Icon On Engine Instruments Flashes Flashes Red
Amber
Warning CAS Messages No L-R TR
UNLOCK
Aural Warning Tone No Yes
MASTER WARN ″W″ Reset Switch Illuminated No Yes
Caution CAS Messages L-R TR FAIL L-R TR FAIL
L-R TR L-R TR
MAINT MAINT
L-R TR
UNLOCK
Aural Caution Tone Yes Yes
MASTER WARN ″C″ Reset Switch Illuminated Yes Yes
T/REV MAN STOW Switch Red (″LEFT″ / No Yes
″RIGHT″) Legend Illuminated
Engine Power Setting Goes To Idle Goes To Idle
(1) (1)
NOTE(S):
(1) Conditional upon EEC sensing TR door deployment past 9°.
Neither the power lever nor the reverser lever actually moves.
Following selection of the appropriate T/REV MAN STOW switch,
the unlocked or deployed TR is stowed and locked. Remaining
annunciations are outlined in the following table, arranged by phase
of flight.
Annunciation: On Ground: In Flight:

″REV″ Icon On Engine Instruments Extinguished Extinguished
Remaining Warning CAS Messages None None
Remaining Caution CAS Messages L-R TR FAIL L-R TR FAIL
T/REV MAN STOW Switch Amber ″ON″ Legend Yes Yes
Illuminated
Engine Power Control Restored (1) Restored (1)

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May 20/02
OPERATING MANUAL
NOTE(S):
(1) If commanded to idle by EEC. The flight crew will be required to
return the power lever to idle.
C. Thrust Reverser Interlock:
A mechanical interlock on is incorporated on the reverser levers. The
interlock is controlled by the EEC to prevent selection of reverse thrust
above idle until the EEC has ensured the following conditions are satisfied:
• WOW in the GROUND mode, or a WSU signal of 47 knots or
greater
• Reverse select relay energized by power lever microswitches
• TR doors deployed at least 40°
D. Reverse Thrust Command System:
The reverse thrust command system limits commanded power level, as
indicated to the EEC by the Throttle Resolver Angle (TRA), in accordance
with TR door position. This is represented in Figure 4.
(See Figure 5.)
A. Circuit Breakers:
The thrust reverser system is protected by the following circuit breakers
(CBs):
Circuit Breaker
CB Panel: Location: Power Source:
Name:
L TR CONT POP F-9 L MAIN DC Bus
R TR CONT CPOP F-9 R MAIN DC Bus
L TR LOCK LEER A-11 L MAIN DC Bus
R TR LOCK REER A-13 R MAIN DC Bus
L TR MAN STOW POP F-10 L ESS DC Bus
R TR MAN STOW CPOP F-10 R ESS DC Bus

CAS messages associated with the thrust reverser system are:

EEC L-R TR UNLOCK Red
EEC L-R TR UNLOCK Amber
EEC L-R TR FAIL Amber
EEC L-R TR MAINT Amber
EEC L-R TR SW MISCOMP Blue
4. Limitations:
The following limitations apply with respect to use of the thrust reversers:
(1) Cancellation of reverse thrust should be initiated so as to be at the
reverse idle position by 60 KCAS.

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May 20/02
OPERATING MANUAL
(2) Use of idle reverse thrust is available for taxi purposes without time
limit.
(3) The thrust reversers shall be deployed and stowed at least once
every 100 hours.
(4) If in an emergency, reverse thrust is used to bring the airplane to a
halt, record and report such an operation for maintenance action.
(5) Use of thrust reversers for power back is not approved.

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May 20/02
OPERATING MANUAL
Thrust Reverser System

Figure 1
2A-78-00
Page 9 / 10
May 20/02
OPERATING MANUAL
Thrust Reverser Hydraulic

Diagram
Figure 2
2A-78-00
Page 11 / 12
May 20/02
OPERATING MANUAL
Thrust Reverser Electrical

Diagram
Figure 3
2A-78-00
Page 13 / 14
May 20/02
OPERATING MANUAL
Reverse Thrust Command

System Chart
Figure 4
2A-78-00
Page 15 / 16
May 20/02
OPERATING MANUAL
Thrust Reverser System

Controls And Indications
Figure 5
2A-78-00
Page 17 / 18
May 20/02
OPERATING MANUAL
ENGINE IGNITION
2A-74-10: Engine Ignition System:

1. General:
A. Description:
The purpose of the Engine Ignition system is to ignite the fuel/air mixture in
the combustion chamber upon command from the Electronic Engine
Control (EEC) during the start sequence, and to maintain combustion
during all phases of flight. Each engine is supplied by two ignition channels
(1 and 2). Under normal conditions, only one channel is used. Under other
conditions, continuous ignition (both channels) is used either automatically
or through flight crew selection.
B. Operation:
Ignition channels 1 and 2 are controlled by two EEC channels (A and B).
Each EEC channel has the capability of energizing either or both ignition
channels. For consecutive normal ground start attempts the EEC controls
the application of normal ignition, alternating EEC command channels and
ignition channels as follows:
Engine Start: EEC Channel: Ignition Channel:

1 A 1
2 B 1
3 A 2
4 B 2
NOTE(S):
(1) Valid when no failures exist within the FADEC system which would
prevent the EEC from selecting alternate EEC command channel or
ignition channel.
(2) Also applies to aborted normal ground start attempts.
Continuous ignition (channels 1 and 2 simultaneously) can be selected by
the flight crew at any time through the use of the CONT IGN switches
located on the throttle quadrant. Additionally, continuous ignition will be
automatically selected on during automatic airstarts and when inclement
weather is detected.
(See Figure 1.)
The Engine Ignition system is composed of the following units and
components:
• Ignition Exciter Units (2 Per Engine)
• Ignition Leads And Plugs (2 Sets Per Engine)
• FUEL CONTROL Switches
• Continuous Ignition (L/R CONT IGN) Switches
• EEC (See Section 2A-76-00: Engine Controls)
(See Figure 1.)

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May 22/98
OPERATING MANUAL
A. Ignition Exciter Units:
The ignition exciter units provide a capacitive discharge high energy pulse
of approximately 3000 volts to the ignition leads and plugs. Ignition unit
number 1 (channel 1) on each engine receives power from the Left
Essential DC bus through the L/R IGN #1 circuit breaker. Ignition unit
number 2 (channel 2) on each engine receives power from the Right
Essential DC bus through the L/R IGN #2 circuit breaker. The exciter units
are normally OFF unless commanded ON by the EEC.
B. Ignition Leads And Plugs:
Each of the two ignition exciter units incorporate a dedicated igniter lead
and plug set. The ignition lead receives the high energy pulse from the
exciter unit and delivers it to the igniter plug. The plug in turn transforms the
energy pulse into a spark to ignite the fuel/air mixture in the combustion
chamber.
C. FUEL CONTROL Switches:
When selected to RUN, the FUEL CONTROL switches provide the
authority for the EEC to command all ignition functions automatically.
Application of normal ignition is annunciated by a green IGN icon
appearing adjacent to the respective engine’s HP RPM indicator on the
Engine Instruments and Crew Alerting System (EICAS) display.
Additionally, a green L IGN (or R IGN) message is displayed on the
ENGINE START synoptic page.
D. Continuous Ignition (L/R CONT IGN) Switches:
Located on the throttle quadrant, there is a continuous ignition switch for
each engine, labeled L CONT IGN and R CONT IGN. Both switches are
guarded to the OFF (normal) position. Selection to ON activates both
ignition channels on the associated engine.
In addition to manual selection by the flight crew, the EEC will command
continuous ignition automatically during automatic airstarts (spool-down
detected) and when inclement weather is detected.
(See Figure 2.)
NOTE:
A description of the ENGINE START synoptic page
and EICAS displays can be found in Section 2B-03-00:
Engine Instruments and Crew Alerting System
Description.
The Engine Ignition system is protected by the following CBs:

L/R IGN #1 POP F-7 L ESS DC BUS
L/R IGN #2 CPOP F-7 R ESS DC BUS

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May 22/98
OPERATING MANUAL
4. Limitations:
(1) Continuous (Airstart) Ignition:
There is no duty cycle time limitation for continuous (airstart)
ignition.
Although selection of continuous ignition is not time-limited, it will reduce
overall ignitor life.
Engine Ignition System Controls

Figure 2

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May 22/98
OPERATING MANUAL
Engine Ignition System

Figure 1
2A-74-00
Page 5 / 6
May 22/98
OPERATING MANUAL
ENGINE INDICATION
2A-77-10: Engine Indication System:

1. General:
A. Description:
The Engine Indication system generates data from the engines to provide
the flight crew with operating parameter indications and alerts classified as
advisory, caution or warning. Primary indications are generated by the
Electronic Engine Controller (EEC) and transmitted via the ARINC 429
digital databus to be displayed on the Engine Instruments and Crew
Alerting System (EICAS). Standby indications are displayed on the Radio
Frequency Management Unit (RFMU) Engine (ENG) page.
Refer to the system descriptions listed as follows during study of this
section:
• 2A-23-60: Integrated Automatic Tuning System
• 2A-31-60: Central Display System
• 2B-03-00: Engine Instruments and Crew Alerting System
B. Subsystems, Units And Components:
The Engine Indication system is composed of the following subsystems,
units and components:
• Display Interface, Consisting Of:
• Normal Display
• Compacted Display
• Standby Display
• Engine Pressure Ratio (EPR) Indicating System
• Engine Speed Indicating System
• Turbine Gas Temperature (TGT) Indicating System
• Engine Vibration Monitoring (EVM) Indication System
NOTE:
All other engine parameter indications are discussed
in their appropriate system description.
A. Display Interface:
(1) Normal Display:
During normal operations, primary engine indications are displayed
on the left-side portion of Display Unit (DU) #3. EPR, HP, LP, TGT
and Fuel Flow (FF) are displayed in both analog (round dial) format
and digital format. The HP, LP and TGT dials also display the
respective engine operating limits. The EPR dial normally displays
Actual EPR, Target EPR and Command EPR values. If the EEC
reverts to the alternate control mode, all EPR value displays are
flagged as unreliable for control purposes.
Secondary engine indications are displayed on the right-side portion

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August 24/98
OPERATING MANUAL
of DU #3. They are:
• Oil Pressure – Digital And Strip Chart Display
• Oil Temperature – Digital And Strip Chart Display
• Engine Vibration – Digital Display
• Engine Fuel Temperature – Digital Display
DU #4 is uses engine parameter indication values for Crew Alerting
System (CAS) messages and synoptic page displays. CAS
messages are classified as warning (red), caution (amber) and
advisory (blue).
(2) Compacted Display:
DU display formats can be reverted manually (through DISPLAY
SWITCHING selectors) or automatically (through the symbol
generators). Reversions can occur on the pilot displays, copilot
displays or both. When a reversion occurs on the pilot displays, data
normally displayed on DU #3 is displayed in compacted format on
DU #2. When a reversion occurs on the copilot displays, synoptic
page data normally displayed on DU #4 is displayed on DU #5. CAS
messages normally displayed on DU #4 are displayed on the right-
side portion of DU #2.
Compacted display of primary and secondary engine indications are
displayed on the left-side portion of DU #2. Parameters displayed
and formats are as follows:
• EPR – Analog And Digital
• TGT – Analog And Digital
• LP – Analog And Digital
• HP – Digital Only
• FF – Digital Only
• Oil Pressure (P) – Digital Only
• Oil Temperature (T) – Digital Only
(3) Standby Display:
In the unlikely event that EICAS display is lost, certain engine
parameters can be displayed as digital values on the ENG page of
the RFMU. Parameters displayed are:
• EPR
• TGT
• LP
• HP
• FF
• FQ (Fuel Quantity)
B. Engine Pressure Ratio (EPR) Indicating System:
EPR is used for thrust setting and is defined as the core exhaust total
pressure (P50) divided by the engine inlet total pressure (P20).
P20 is supplied to the EEC by the Air Data Computers (ADCs). P50 is
supplied to the EEC by four pressure sensors, commonly known as rakes,

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August 24/98
OPERATING MANUAL
located at the LP turbine exit.
C. Engine Speed Indicating System:
(1) LP Speed:
LP speed is measured by four probes per engine. One probe is
connected to an Independent Overspeed Protection (IOP) channel
and EEC channel. The second probe is connected to the other IOP/
EEC channel. The third probe is shared by both EEC channels. All
signals are validated by the EEC and sent to the displays via ARINC
429.
The fourth probe is hardwired directly to the aircraft and dedicated to
the Engine Vibration Monitoring (EVM) system.
(2) HP Speed:
HP speed is measured in a manner similar to LP speed. The
exception is that the fourth probe in the HP speed indication system
is hardwired directly to the EVM system and dedicated to the
system.
D. Turbine Gas Temperature (TGT) Indicating System:
TGT is measured to give an indication of engine operating temperature. It
is used by the EEC during engine start and relight.
TGT is sensed by seven thermocouples located in the entrance to the LP
turbine. Sensed readings are averaged and provided to each channel of
the EEC and transmitted for display in degrees Celsius (°C).
E. Engine Vibration Monitoring (EVM) Indication System:
(1) General:
The primary purpose of the EVM system is to provide the flight crew
with a means of continuously monitoring engine balance in order to
detect a possible mechanical failure. It also records engine balance
data to compute a fan balance solution for maintenance personnel.
(2) Operation:
The EVM system incorporates an EVM unit to process signals from
the dedicated LP and HP speed probes (primary sensing system)
and two vibration transducers. The vibration transducers, which
serve to gather total EVM (in inches per second from the center of
rotating mass), also act as a secondary sensing system in the event
of speed probe failure. The EVM output signal is output via ARINC
429 to be displayed as the EVM indication.
(3) Flight Crew Control:
(See Figure 1.)
Two switches are installed on the cockpit overhead panel in the
SYSTEM TEST section. The TEST switch tests the EVM system.
The PRI/SEC switch allows the flight crew to select the secondary
sensing system for EVM indications.
(See Figure 1.)

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OPERATING MANUAL
The Engine Indication system is protected by the following CBs:

ENG VIB MONITOR REER C-13 R MAIN DC Bus

CAS messages associated with the Engine Indication system are:

EEC L-R ENG EXCEEDANCE Red
EEC L-R ENG EXCEEDANCE Amber
C. Master Table Of Engine Parametric Data:
Parameter: EICAS Indication: Display Color: Notes:

EPR Round analog dial White Normal
with boxed digital
readout.
Amber LP Mode
Blue Engine reverted to
LP Mode by flight
crew.
Blank No EPR available.
Fuel Flow Round analog dial White Normal
with boxed digital
readout.
Blank No fuel flow
available.
Cross-hatched Fuel shutoff valve
closed.
Fuel Temperature Boxed digital White Normal
readout.
Vibration Boxed digital White Normal
readout.
Amber Other engine
indications should
be monitored for
evidence of engine
malfunction.
TGT Round analog dial White Normal
with boxed digital
readout.
Operating
limitations shown
as amber and red
bands as
appropriate.
Amber Maximum
Continuous Thrust
Limit
Red Maximum Takeoff
Thrust Limit

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August 24/98
OPERATING MANUAL
Parameter: EICAS Indication: Display Color: Notes:

LP Speed Round analog dial White Normal
with boxed digital
readout.
Operating
limitations shown
as amber and red
bands as
appropriate.
Amber Maximum
Continuous Thrust
Limit
Red Maximum Takeoff
Thrust Limit
HP Speed Round analog dial White Normal
with boxed digital
readout.
Operating
limitations shown
as amber and red
bands as
appropriate.
Amber Maximum
Continuous Thrust
Limit
Red Maximum Takeoff
Thrust Limit
Oil Pressure Boxed digital White Normal
readout.
Amber Minimum to start or
complete flight.
Red Shutdown oil
pressure.
Oil Temperature Boxed digital White Normal
readout.
Amber Minimum for
acceleration to
takeoff power.
Red Minimum for
starting and
maximum operating
limit.
D. Master Table Of Engine Discrete Status Data:
System: EICAS Indication: Display Color: Notes:

Anti-icing A/I icon displayed Green Wing or cowl anti-
between TGT and icing is selected on.
LP indications.
Engine Alternate ALT icon displayed Amber Reversion to
Control Mode by LP indication. alternate control
mode has
occurred.
Blue Flight crew has
performed hard
reversion.

Page 5
August 24/98
OPERATING MANUAL
System: EICAS Indication: Display Color: Notes:

Ignition IGN icon displayed Green Ignition selected on
by HP indication. during normal
engine starting.
OR:
Continuous ignition
selected on by
flight crew.
OR:
EEC auto-relight
function is active.
OR:
EEC inclement
weather (T30)
protection is active.
Starter Air Valve SAV icon displayed Blue Starter air valve is
by HP indication. open (normal).
Amber Starter air valve is
open with engine
running above
starter dropout
speed.
Thrust Reverser REV icon displayed Blank Thrust reverser
by LP indication. stowed.
White Thrust reverser in
transit.
Green Thrust reverser
deployed.
Amber Uncommanded
thrust reverser
deployment on
ground.
Red Uncommanded
thrust reverser
deployment in
flight.
NOTE
The EEC shall
automatically
reduce engine
power to idle.
4. Limitations:
There are no limitations established for the Engine Indication system at the
(1) Criteria For Engine Shutdown:
EVM indications alone should not be used as a criteria for engine
shutdown. If EVM exceeds 0.80 LP and/or 0.80 HP, the power lever
should be retarded to achieve vibration below this value. If vibration
is accompanied by other failure indications, the engine should be
shut down. In icing conditions, vibration may exceed alert levels and
are considered normal.
(2) EVM Indications During Start:

Page 6
August 24/98
OPERATING MANUAL
(a) If the engine has been shut down for more than twenty (20)
minutes, but less than five (5) hours, crank engine at max
cranking HP RPM for thirty (30) seconds before selecting
FUEL CONTROL to ON. It is not unusual for peak EVM
values above the alert level (0.80) to be seen during these
starts.
(b) The EVM system is designed to monitor engine vibrations at
idle and above. During start, the EVM system will
occasionally display momentary EVM values above the
ALERT level (0.80) which in turn causes the amber ENGINE
EXCEEDANCE message to be displayed momentarily on
CAS. This normally occurs on the first start of the day. The
EVM indication and message do not occur during start in
aircraft SN 554 and subs, and SN 501 through SN 553 with
ASC 19A.

Page 7
August 24/98
OPERATING MANUAL
Engine Vibration
Monitoring System
Controls
Figure 1
2A-77-00
Page 9 / 10
August 24/98
OPERATING MANUAL
ENGINE OIL
2A-79-10: Engine Oil System:

1. General:
A. Description:
The Engine Oil system is a full flow recirculatory system designed to cool
and lubricate engine bearings and gears. Both oil flow and temperature are
internally controlled by the system. Temperature and pressure data are
sensed by the Engine Oil system and transmitted to the Electronic Engine
Controller (EEC). The EEC in turn transmits the data via ARINC 429 digital
databus to the flight crew for display as engine instrument indications,
synoptic page display data and Crew Alerting System (CAS) messages
classified as warning (red) and caution (amber). Oil quantity data is used
for synoptic page and servicing panel display, and is not transmitted to the
EEC.
Oil tank filling can be accomplished either through a conventional gravity
filling, pressure filling or through a remote replenishing system. Oil quantity
indication is sensed by an internally mounted transmitter. It can also be
determined visually through a sight glass on the tank. While oil quantity
information is continuously available to the flight crew, absolute accuracy is
not possible during flight or while the engine is running. Accurate oil
quantity is available between five (5) and thirty (30) minutes after engine
shut down on the ground.
B. Operation:
Engine oil is supplied from the oil tank to the oil pump unit. From the oil
pump, oil flows through the oil filter and then to the Fuel Cooled Oil Cooler
(FCOC). The oil then passes to the front and rear bearing chambers and to
the accessory gearbox. Oil pressure is sensed as a differential between oil
entering and exiting the rear bearing chamber. Magnetic chip detectors
mounted in the front and rear bearing chamber and gearbox scavenge
lines sample the oil for magnetic particles. The oil is removed from the front
and rear bearing chambers, accessory gearbox and breather by four
scavenge pump elements which are part of the oil pump unit. The
scavenge pumps return the oil to the oil tank through a de-aerator. The
temperature of the oil is measured in the scavenge pump return line. The
bearing chambers, accessory gearbox and oil tank are all vented to the
breather in the accessory gearbox.
• Oil Tank
• Oil Quantity Transmitter
• Oil Pump Unit
• Oil Filter Assembly
• Oil Temperature Bulbs
• Oil Pressure Transducers
• Fuel Cooled Oil Cooler
• Engine Oil Remote Replenishing System

Page 1
June 22/99
OPERATING MANUAL
(See Figure 1.)
A. Oil Tank:
The oil tank is located on the Accessory Gearbox (AGB) as an integral
component. Total tank capacity is dependent upon the manufacturer of the
AGB. Total capacity for the Lucas AGB is 26.4 U.S. pints (12.5 liters), with
14.2 U.S. pints (6.7 liters) usable. Total capacity for the Aerospace Power
Transmission (APT) AGB is 32.8 U.S. pints (15.5 liters), with 20.5 U.S.
pints (9.7 liters) usable.
As oil enters the tank, air is separated from the oil by a de-aerator. Venting
of the tank is achieved by a pipe connected to the AGB breather outlet.
Vent flow is directed overboard through the breather mast located on the
exhaust unit. A valve in the outlet pipe pressurizes the oil tank, ensuring
adequate oil feed to the oil pump at all times. An anti-siphon line is installed
between the oil tank and FCOC to prevent siphoning into the gearbox
during shutdown. An oil level sight glass is installed on the tank to permit
direct observation of oil tank quantity.
B. Oil Quantity Transmitter:
The oil quantity transmitter is installed on the oil tank. Oil level data is used
for the GROUND SERVICE PANEL synoptic page display and on the
Engine/APU Oil Remote Servicing Panel.
C. Oil Pump Unit:
The oil pump is located on, and driven by, the AGB. It supplies pressure to
move engine oil to the AGB drive gear and engine bearing chambers. The
oil pump also removes oil from these areas and returns it to the tank.
D. Oil Filter Assembly:
An oil filter is installed on the oil pump unit to remove any debris in the oil
prior to delivery to using components. At approximately 50 psi, a
Differential Pressure Indicator (DPI) installed on the oil filter assembly will
extend to provide a visual indication of impending bypass due to clogging.
At approximately 64 psi, the oil filter will actually bypass.
E. Oil Temperature Transducers:
The oil temperature transducers provides sensed temperature data to the
EEC. The EEC in turn transmits the data via ARINC 429 to the flight crew
for display as Oil Temperature (OIL TEMP) on the normal and compacted
engine instruments display.
Oil temperature display color changes dependent upon limit values
detected by the EEC, outlined as follows:
• White – Normal Limit Values
• Amber – Minimum Value For Acceleration To Takeoff Power
• Red – Minimum Value For Starting And Maximum Operating Limit
The engine instruments display uses the following temperatures to
determine the display color of OIL TEMP readings:
Oil Temperature Range: Display Color:

+160°C and above (High) Red Digits

Page 2
June 22/99
OPERATING MANUAL
Oil Temperature Range: Display Color:

+20°C to +160°C (Normal) White Digits
-30°C to +19°C (Low) Amber Digits
-31°C and below (Low) Red Digits
The EEC also compares sensed oil temperature against known limits. Out
of limits values detected by the EEC will cause CAS messages to be
displayed as shown in the following table:
Oil Temperature: CAS Message: Message Color:

+160°C and above L-R OIL TEMP HIGH Red
-30°C to +19°C L-R OIL TEMP LOW Amber
-31°C and below L-R OIL TEMP LOW Red
F. Oil Pressure Transducers:

The oil pressure transducers provide an indication of the pressure
difference between the oil feed line and rear bearing chamber scavenge
line. The EEC provides excitation voltage to the transducers. The
transducers in turn provide a return signal to the EEC, which transmits the
data via ARINC 429 to the flight crew for display as Oil Pressure (OIL
PRESS) on the normal and compacted engine instruments display and
ENGINE START synoptic page.
Oil pressure display color changes dependent upon limit values detected
by the EEC, outlined as follows:
• White – Normal Limit Values
• Amber – Minimum Value To Start Or Complete Flight
• Red – Shutdown Oil Pressure Value
The EEC also compares sensed oil pressure against known limits. Out of
limits values detected by the EEC will cause CAS messages to be
displayed as shown in the following table:
Oil Pressure: CAS Message: Message Color:

Below 25 psi L-R OIL PRESS LOW Red
See Note (1) L-R OIL PRESS LOW Amber
NOTE(S):
(1) Out of limits values for this message is dependent upon HP RPM as
outlined in paragraph 4A(2)(b): Minimum Engine Oil Pressure, this section.
G. Fuel Cooled Oil Cooler (FCOC):
The FCOC is located between the oil filter outlet and the AGB/bearing
chamber inlets. It enables engine oil heat to be dissipated into the fuel,
helping to prevent possible formation of ice crystals in the fuel. This heat
exchange also serves to cool the oil. During cold starts, when oil viscosity
and thus pressure is highest, an oil pressure relief valve allows bypass of
any excess oil pressure.
H. Engine Oil Remote Replenishing System:
In addition to conventional gravity filling and pressure filling, a remote
replenishing system allows oil tank filling from a remote quantity indication

Page 3
June 22/99
OPERATING MANUAL
and replenishing panel located in the aft equipment (tail) compartment.
The remote quantity indication and replenishing panel requires power from
the Ground Service Bus to operate. When selected to ON, the oil quantity
signal provided to the remote quantity indicator by the engine oil system is
displayed as either FULL or U.S. Pints below full for each engine. If an
engine’s oil quantity is low, the replenishing selector is then rotated to that
engine and the FILL switch is selected. When the engine oil tank is sensed
to be full, the FULL annunciator is shown and replenishing ceases.
For engine oil servicing procedures, see Section 09-02-20: Engine Oil
Servicing.
NOTE:
Auxiliary Power Unit (APU) oil level quantity indication
and oil tank replenishing can also be accomplished
using the replenishing panel.
3. Controls And Indications:
NOTE:
See Section 2B-03-00: Engine Instruments And Crew
Alerting System Description, for a description of the
ENGINE START and GROUND SERVICE PANEL
synoptic pages.
The Engine Oil system is protected by the following CBs:
Circuit Breaker
Name:
OILER/HYD PUMPS REER C-9 Ground Service Bus

CAS messages associated with the Engine Oil system are:

Oil Pressure Transducers L-R OIL PRESS LOW Red
Oil Temperature Transducers L-R OIL TEMP HIGH Red
Oil Temperature Transducers L-R OIL TEMP LOW Red
Oil Pressure Transducers L-R OIL PRESS LOW Amber
Oil Temperature Transducers L-R OIL TEMP LOW Amber
4. Limitations:
(1) Oil Inlet Temperature:
(a) Minimum For Starting: -30°C
(b) Minimum For Takeoff Power: +20°C

Page 4
June 22/99
OPERATING MANUAL
(c) Maximum Temperature: +160°C
NOTE:
External heating will be required to raise oil
temperature to -30°C for cold weather starting. At oil
temperatures below -30°C to +20°C, only thrust
required for taxi operations shall be used.
(2) Oil Pressure:
(a) Shutdown Oil Pressure:
The engine must be shut down when oil pressure drops
below 25 psi.
(b) Minimum Engine Oil Pressure:
Power Setting: For Takeoff: To Complete Flight:

Below 72.3% HP 35 psi 25 psi
Above 90.0% HP 45 psi 35 psi

Page 5
June 22/99
OPERATING MANUAL
Engine Oil System

Figure 1
2A-79-00
Page 7 / 8
June 22/99
OPERATING MANUAL
ENGINE STARTING
2A-80-10: Engine Starting System:

1. General:
A. Description:
The Engine Starting system provides the flight crew with a means of using
supplied pneumatic power (starting air) for the following tasks:
• Normal Ground Starts
• Alternate Ground Starts
• Automatic Air Starts
• Starter-Assisted Air Starts
• Wet And Dry Cranks
B. Operation:
The Engine Starting system receives pneumatic starting air from the
following sources:
• Auxiliary Power Unit (APU)
• An Already Running Engine (Crossbleed)
• An External Air Source (Engine Start Cart)
The Electronic Engine Controller (EEC) utilizes command signals from the
aircraft for the control of the following functions, each of which is
characterized by the degree of authority of the EEC:
(1) Normal Ground Starts:
Engine starting mode on the ground in which engine limits and
functions are monitored and controlled by the EEC. Control of the
fuel High Pressure Shuttoff Valve (HPSOV) is automatic once the
flight crew has selected the FUEL CONTROL switch to RUN. See
Section 03-03-30: Normal Engine Ground Start, for normal ground
start procedures.
(2) Alternate Ground Starts:
Engine starting mode on the ground in which the flight crew controls
the start sequence. Ignition and fuel HPSOV are controlled by the
EEC upon commands from the cockpit. See Section 03-08-00:
Alternate Engine Starting Procedures, for alternate ground start
procedures.
(3) Automatic Air Starts:
Engine starting mode inflight which is controlled by the EEC. Control
of the fuel HPSOV is automatic once the flight crew has selected the
FUEL CONTROL switch to RUN. The EEC then determines if starter
assist is required. If a starter-assisted airstart is required, the EEC
prompts a blue “ASSISTED AIRSTART” advisory message for
display on the Crew Alerting System (CAS). See Section 05-08-20:
Airstart – Automatic, for automatic airstart procedures.
If the EEC initiates an automatic airstart that later fails or is
automatically aborted, an amber “L-R AUTOSTRT ABORT” caution
message is prompted for display on CAS.

Page 1
May 22/98
OPERATING MANUAL
(4) Starter-Assisted Air Starts:
Engine starting mode inflight within the starter-assist region of the
airstart envelope in which the flight crew controls the start sequence.
Ignition and fuel HPSOV are controlled by the EEC upon commands
from the cockpit. See Section 05-08-30: Airstart – Starter-Assist, for
starter-assisted airstart procedures.
(5) Wet And Dry Cranks:
Engine operating mode in which the engine is motored but without
igniters ON. Wet cranking allows fuel to the engine whereas dry
cranking does not. See Section 03-08-50: Engine Cranking Cycle,
for engine cranking procedures.
NOTE:
If both the MASTER CRANK and MASTER START

switches are selected simultaneously, the EEC will
prompt a blue “START SW CONFIG” advisory
message for display on CAS.
NOTE:
If one or both power levers are not in the IDLE position
during any type of start, the EEC will prompt an amber
“L-R THROTTLE CNFIG” caution message for display
on CAS. This will not inhibit starting or acceleration to
the selected power setting, but is not recommended.
NOTE:
Windmill starting within the windmill region of the
airstart envelope is controlled by the flight crew. See
Section 05-08-40: Airstart – Windmilling, for windmill
airstart procedures.
The Engine Starting system is composed of the following subsystems,
units and components:
• Starter Air Valve (SAV)
• Air Turbine Starter
(See Figure 2.)
A. Starter Air Valve (SAV):
The Starter Air Valve (SAV) controls the air supply to the air turbine starter.
It is installed on the aft section of the engine and receives air from the
Environmental Control System (ECS) bleed duct. With the SAV open, air is
allowed to the starter air duct to the air turbine starter.
A pressure relief valve is incorporated in the SAV to prevent excess duct
pressures when under automatic (EEC) control. Two solenoid control
valves are also incorporated on the SAV, receiving position commands
from the EEC. Opening of the SAV is modulated to prevent shock loading

Page 2
May 22/98
OPERATING MANUAL
of the air turbine starter.
During normal starts, flight crew commands through selection of the ENG
START switch, located in the ENGINE START section of the cockpit
overhead panel, are transmitted to the EEC. The EEC channel in control
then commands the solenoid control valves. The solenoid control valves in
turn open and close the valve butterfly automatically according to EEC
command. During alternate starts, the flight crew controls SAV position
manually using the ENG START switch.
When the SAV is commanded open, a “SVO” icon is displayed on the
engine instruments adjacent to the HP RPM indicator. Normal opening of
the SAV is represented by the icon being blue in color. When the SAV
closes, the icon will be removed. If the SAV is still open with the engine
running above starter cutout speed, the icon color will change to amber.
Faults or failures of the SAV, or attempting a start without a source of
pneumatic power, results in the EEC prompting an amber “L-R SAV
MAINT” caution message for display on CAS.
Provisions exist to manually position the SAV open and closed to upgrade
dispatch capability. See Section 09-03-40: Manually Overriding Starter Air
Valve, for procedures used to manually open and close the SAV.
B. Air Turbine Starter:
The air turbine starter uses pneumatic power from the SAV to drive the HP
shaft to enable engine start. It is mounted on the accessory gearbox.
SAV air drives the turbine within the starter and is then exhausted
overboard into the cowling. The turbine drives a gear cluster, which in turn
drives the output shaft through the use of a sprag clutch. At starter cutout
speed the SAV is closed and the turbine loses speed, disengaging the
sprag clutch. Turbine wheel speed decays to zero and the output drive
shaft continues to rotate with the accessory gearbox.
3. Controls And Indications:
(See Figure 3.)
The Engine Starting system is protected by the following CBs:
Circuit Breaker
Name:
L/R START A POP F-8 L ESS DC Bus
L/R START B CPOP F-8 R ESS DC Bus

CAS messages associated with the Engine Starting system are:

EEC L-R AUTOSTRT ABORT Amber
EEC L-R SAV MAINT Amber
EEC L-R THROTTLE CNFIG Amber
EEC ASSISTED AIRSTART Blue
EEC START SW CONFIG Blue

Page 3
May 22/98
OPERATING MANUAL
4. Limitations:
(1) Starter Duty Cycle:
The starter duty cycle is three (3) start cycles with a maximum of
three (3) minutes per start cycle. Delay fifteen (15) seconds between
start cycles. After three (3) start cycles, delay use of the starter for at
least fifteen (15) minutes.
(2) Starter Reengagement:
The starter may be reengaged at HP RPM speeds up to starter
cutout of 42% HP RPM.
(3) Airstart Envelope:
See Figure 1: Airstart Envelope.

Page 4
May 22/98
OPERATING MANUAL
Engine Starting System

Figure 2
2A-80-00
Page 5 / 6
May 22/98
OPERATING MANUAL
Engine Starting System

Controls And Indications
Figure 3
2A-80-00
Page 7 / 8
May 22/98
OPERATING MANUAL
Airstart Envelope
Figure 1

Page 9
May 22/98

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2A-71-10: General Arrangement

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

Powerplant General Arrangement

2A-71-20: Nacelle Arrangement

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

Circuit Breaker Name: CB Panel: Location: Power Source:

Area Monitored: CAS Message: Message Color:

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

Area Monitored: CAS Message: Message Color:

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

Nacelle Access Doors, Drains And Exhausts

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

Opening Engine Cowl Doors

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

Fire Detection / Protection Layout

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

Fire Extinguishing Layout

2A-71-30: Mechanical Accessories

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

Bleeds System Simplified Block Diagram

2A-71-00 PRODUCTION AIRCRAFT SYSTEMS

Accessory Gearbox Layout

PRODUCTION AIRCRAFT SYSTEMS 2A-71-00

2A-73-10: Engine Fuel System

PRODUCTION AIRCRAFT SYSTEMS 2A-73-00

2A-73-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-73-00

The fail-safe condition of the FRTT valve is fuel to the

2A-73-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-73-00

Circuit Breaker Name: CB Panel: Location: Power Source:

A. Crew Alerting System (CAS) Messages:

Area Monitored: CAS Message: Message Color:

2A-73-00 PRODUCTION AIRCRAFT SYSTEMS

Engine Fuel System

Engine Fuel System

2A-76-20: Electronic Engine Control System

PRODUCTION AIRCRAFT SYSTEMS 2A-76-00

Some systems use aircraft power for operation but are

2A-76-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-76-00

Circuit Breaker Name: CB Panel: Location: Power Source:

B. Crew Alerting System (CAS) Messages:

Area Monitored: CAS Message: Message Color:

2A-76-00 PRODUCTION AIRCRAFT SYSTEMS

Area Monitored: CAS Message: Message Color:

Other CAS messages generated by the electronic engine control system

CAS Message: Message Color: Section Discussed:

PRODUCTION AIRCRAFT SYSTEMS 2A-76-00

FADEC Simplified Block

PRODUCTION AIRCRAFT SYSTEMS 2A-76-00

2A-76-00 PRODUCTION AIRCRAFT SYSTEMS

System IN Approach Config. NOT IN Approach Config.