CANADAIR RJ 100/200 Thrust Reverser Familiarisation Training Notes Vol 1

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CANADAIR RJ 100/200
THRUST REVERSER
FAMILIARISATION
Training Notes Vol 1
Issue 5 February 2008
Shorts Customer Support Training School.

For training purposes only, must not be used to work on aircraft or aircraft parts.
Bombardier Shorts CRJ200 Thrust Reverser
Customer Support Training School Familiarisation
CRJ200 Thrust Reverser

Familiarisation
Contents
Section Number Subject Page Number
Volume 1
1 Engine Introduction 4
2 Cowlings 5
3 Engine Controls 6
4 Thrust Reverser Introduction 7
5 Thrust Reverser Components 9
6 T/R Actuation System 11
7 PDU Operation 13
8 Controls 17
9 Control Circuit 20
10 Auto Throttle Retarder 26
11 Throttle Control Gearbox Lock 27
12 Anti-Ice Disable 28
13 Indications 29
Volume 2 Rigging Procedures

Fig 1 Actuation system assembly
Fig 6 PDU Recovery
Fig 37A Microswitch rigging
Fig 33 ATR rigging
MM 78-32-03 PDU - Cleaning
MM 78-30-00 TR Deactivation
Issue 6 February 2008 2

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CRJ200 Thrust Reverser

Familiarisation
Section 1. Engine Introduction.
Fig 1 CF34 Engine Section
1.1 The CF34-3A1 engine is a two rotor front fan engine with a bypass ratio of 6.2 to 1.
1.2 The single stage fan has a pressure ratio of 1.44 to 1 and the 14 stage axial compressor,
with variable guide vanes, has a pressure ratio of 14 to 1.
1.3 A straight through annular combustion chamber with 24 nozzles supplies hot gas to drive
a two stage high pressure turbine for the compressor and a four stage low pressure turbine for
the fan.
1.4 The compressor shaft drives the accessory gearbox via a bevel gear.

Section 2. Cowlings.
Fig 2 CRJ 200 Engine Cowlings
2.1 Nose cowl - supplies air smoothly to the fan with a slightly divergent duct which slows the
air down and increases the pressure. Guides the remaining airflow smoothly around the outside
of the Powerplant
2.2 Nose upper and lower access cowls - gives access to the thrust reverser mechanism. Covers
the Fan Case and guides the airflow around the outside of the Powerplant.
2.3 Translating cowl - two doors moved by the thrust reverser actuators. Normally positioned
forwards, forming the outer face of the bypass duct and guiding the airflow around the outside of
the powerplant. When translated to the reverse position they activate the blocker doors to block
the bypass duct and move the cascades into place to direct the bypass airflow outboard and
forwards to generate reverse thrust.
2.4 Forward core cowl - fairs the splitter nose and blocker door arms to the core cowl doors.
2.5 Core cowl doors - separates the bypass airflow from the engine core, linking the forward
core cowl to the tailpipe fairing. Hinged on the fixed core cowl.
2.6 Fixed core cowl - fairs the pylon, engine attachments, plumbing and wiring. Contains the
IDG Oil Cooler.
2.7 Tailpipe fairing - provide a smooth transition for the bypass airflow to the rear of the engine
and provides a cooling airflow for the exhaust nozzle.

Section 3. Engine Controls.
Fig 3 Engine Controls

3.1 Throttles
The settings of the throttle levers moving forward are Shut-Off, Idle to Max Power.
A thumb operated latch must be lifted before Shut-Off can be selected. A friction knob
provides power lever movement damping.
3.2 Thrust Reverser Lever. In front of each power lever, with it's own latch lever , the
thrust reverser lever may be selected to the deploy position provided the power lever is at
Idle and the aircraft is on the ground. Once the thrust reverser lever has been moved the
power lever cannot be moved. When the thrust reverser on the engine has reached the fully
deployed position the lever may be raised further to increase engine power and thus reverse
thrust.
3.3 Throttle Control Gearbox. Located on top of the engine aft of the oil tank the throttle
control gearbox transfers the power lever input to the Manual Fuel Control.
When the thrust reverser is in transit the MFC input is returned to Idle by the Autothrottle
Retarder cable driven by a cam in the pylon in turn driven by the movement of the thrust
reverser torque box. This is a safety feature to ensure if the Thrust Reverser deploys
uncommanded in flight, the power setting will be returned to idle.
The Throttle Lockout Solenoid locks the gearbox at Idle if the TR moves in flight.
3.4 Throttle Cables

The throttle cables are Bowdenflex type with a steel ribbon held between ball bearings. This
minimises free play in the throttle rigging.

Section 4. Thrust Reverser Introduction.
Fig 4.1 Thrust Reverser Normal Operation

(Forward Thrust)
4.1. The thrust reversers are used during landing rollout. They serve as additional means of
stopping the aircraft, complementing the main wheel brakes. Each thrust reverser is fitted at
the discharge end of the fan duct and provides reverse thrust by blocking and redirecting fan
bypass airflow in the forward direction through a series of cascade vanes.
4.2. The system is comprised of the following:
-A set of cascade vanes

-Torque box
-10 blocker doors and operating linkages
-Thrust reverser tracks and slider blocks
-Actuating system
-Associated circuitry
-Reverse thrust panel
-Reverse thrust levers
-Autothrottle retarder system
-Throttle control gear box lock system
-Autostow system
-Emergency stow system.

Fig 4.2 Thrust Reverser Reverse Operation
4.3 The thrust reverser actuating system utilizes pneumatic power from stage 14 engine
bleed to provide reversible linear positioning of the reverser torque box through an
arrangement of four ballscrew actuators moved by rotary flexshafts.
The flexshafts are driven by a pneumatic drive unit equipped with a primary brake
mechanism and an integral flexshaft lock unit.
4.4 Protective features in the system guard against initiation of reverser deployment in flight
as well as application of high levels of reverse thrust in the event of uncommanded reverser
deployment in flight.
4.5 Additionally, backup systems such as the autostow system and the emergency stow
system assist the crew in the event of uncommanded T/R deployment.
The description that follows relates to a single thrust reverser, but applies to both reversers
since they are identical.

Section 5 Thrust reverser Components.
Fig 5 Thrust Reverser Assembly

5.1 Cascades
The cascades are comprised of six rectangular panels with a series of aerodynamic cascade
vanes and frame to redirect the flow of engine fan air forward over the nose cowl
assembly.
The cascades are attached to the forward edge of the torque box and to the main and pylon
thrust reverser tracks to form an integral translating assembly.
5.2 Torque Box

The torque box functions as a primary structural support for the various thrust reverser
components. In the deployed position, reverse thrust loading on the cascades and blocker
door hinges is transmitted to the torque box and redistributed to the main tracks and pylon
tracks. The translating cowl inertia loads are spread around the torque box ring to the pylon
tracks.
5.3 Blocker Doors

During thrust reversal the engine fan airflow exit nozzle is blocked by 10 blocker doors,
which direct fan airflow radially outward through the cascade vanes. When the thrust
reverser is stowed, these doors lie against the torque box inner skin to form part of the fan
airflow exhaust duct surface.
Each door is pinned to a pair of hinge fittings on the torque box and is actuated by the
translational motion of the thrust reverser. This causes the hinges to move the forward edge
of each door rearward relative to its trailing edge, which is constrained by a curved link
connected to the core cowl.
During deployment, these links rotate the doors radially outward so that their trailing edges
seal against the core cowl.
5.4 Tracks and Slider Blocks

In the deployed position, the primary function of the pylon tracks is to transmit thrust
reverser inertia loads through the sliders into the service pylon. Reverse
thrust axial load is also transmitted to the pylon by the action of the track stops on the
forward sliders.
Four main tracks and two pylon tracks guide and support the torque box during translation.
Each main track is attached to a ballscrew actuator at the forward end and to the torque box
at the rear end. Two slider blocks, attached to a guide block, mounted on each engine
forward mount, guide and support each main track.
Each of the two pylon tracks slide on slider blocks which are mounted on the upper and
lower sides of the service pylon. The pylon tracks support the inboard section of cascade
and are the hinge point for the translating cowl upper and lower doors.
5.5 Actuating System.

Refer to section 6

Section 6 T/R Actuating System.
Fig 6.1 Thrust Reverser Acuation System
6.1 The thrust reverser blocker doors, cascade vanes, and torque box are positioned in the
stow and deployed positions by means of the following:
- Pneumatic drive unit

- Flexshaft system
- Ballscrew actuators.

6.2 Pneumatic Drive Unit
The pneumatic drive/flexshaft lock

unit (PDU) converts stage 14 bleed air
pressure into rotary mechanical power
which is used to actuate the system.
Note: The stage 14th bleed air is also
used the wing/cowl anti icing systems.
The PDU comprises the following:

- Pressure regulator and shutoff valve
- Positive displacement air motor
controlled by a directional valve
- Multidisk brake
- Internal feedback mechanism
- Latching deploy/stow solenoid valve
- Brake indicating switch
- Poppet valves
- Output reduction gearing
- Flexshaft lock.
The flexshaft lock is an assembly
which is part of the PDU and
comprises the following:
- Solenoid valve Fig 6.2 Pnumatic Drive Unit
- Flexshaft indicator switch
- Shaft
- Cam shaft
- Air check valve
- Housing with a supply port and an arming port
- Manual release
- Manual hand crank provision. (approx 300 turns from stow to deploy.)
(SB CF34 NAC-30-004 ground supply cap vent hole.)
(SB CF34 NAC-71-040 no power tools label.)
6.3 Flexshaft System Refer to Figure 6.1

The flexshaft system comprises five flexible shafts interconnecting the ballscrew actuators
and forms a continuous loop which maintains the required synchronization during
operation.
The flexshafts consist of a flexible power core with hexagonal shaped end fittings sheathed
in a corrosion resistant steel flexible casing with captured flanges at each end.
6.4 Ballscrew Actuators Refer to Figure 6.1

Each of the four ballscrew actuators comprises a ballscrew assembly supported in a housing
assembly by thrust bearings. Power is transferred from the input shaft to the ballscrew
assembly through a spur and bevel gear train.
The ballnut moves the stationary spindle, which is attached with a rod end bearing assembly
to one of the dagger fittings of the torque box. Each ballscrew actuator is mounted on a
gimbal to avoid side loads due to misalignment.

Section 7 PDU Operation
Fig 7.1 PDU Schematic, Disarmed.
7.1 Arm/Deploy Selected. Unlock.

When the arming solenoid valve is energized, filtered stage 14 bleed air is permitted to the
lock actuator, which retracts the lock pin from the lock cam, and permits the free turning of
the lock cam. Retraction of the lock pin is shown by actuation of the unlock switch. When
operated, the lock actuator lets air get to the arming port of the PDU.
7.2 Armed air pressure regulated.

Arming air goes through an orifice (No.1) which permits the directional control bleedoff
pressure regulator to limit this pressure to the level necessary to operate the directional valve
actuator without causing too much load on the feedback mechanism.
7.3 Directional valve to Deploy.

Since the latching deploy solenoid valve has been opened, the directional valve actuator is
pressurized, and the feedback mechanism has moved to the deploy position. This turns the
directional valve to the fully open deploy position and positions the feedback cam to the right
of the stow and deploy dump valves, and closes both of them.
7.4 Inlet Valve opened.

Arming air then goes through the other orifice (No.2) into the inlet valve actuator, which
opens the inlet valve poppet. The inlet valve bleedoff pressure regulator controls the pressure
downstream of this orifice in the inlet valve actuator to the level necessary to obtain the
necessary air motor inlet pressure, as sensed by the downstream side of the inlet valve
poppet.

Fig 7.2 PDU, Deploy in transit.
7.5 Air Motor Torque.

The inlet air goes through the directional valve, which has been positioned in the fully open
deploy position, and causes the air motor to cause torque in the deploy direction.
7.6 Brake released.

Inlet air goes through a self-cleaning filter and an orifice (No.3) that goes to the brake
actuator. The brake control bleedoff pressure regulator limits the brake actuator pressure
downstream of the orifice. Since both the stow and deploy dump valves have previously been
closed, the brake actuator operates and closes the brake indicator switch and releases the
brake.
7.7 Air Motor runs.(Deploy direction)

Now free to turn, the air motor extends the ball screws through a system of gears and
flexible shaft assemblies. Turning of the air motor also operates the feedback screw through a
worm gear set.
7.8 Feedback slows motor.

As the feedback nut gets the end of its free travel, it touches the feedback yoke, which
overrides the force made by the directional valve actuator and moves it back, which turns
the directional valve toward the null or closed position. The decreased inlet airflow
available to the air motor causes it to slow.
7.9 Feedback applies brake.

As the feedback mechanism continues to operate, the feedback cam touches the deploy
dump valve, which bleeds the brake actuator. This applies the brake to slow the system to
a stop just before it touches the deploy stops in the ballscrew actuators, and locks the
system in the deployed position.

Fig 7.3 PDU, Stow in transit.
7.10 Stow Selected.

When the stow solenoid is energized, the arming air supply to the directional valve
actuator is shut off and the actuator chamber is bled. The directional valve spring moves
the feedback mechanism to the stow position and turns the directional valve to the fully
open stow position.
7.11 Brake released.

The feedback cam is moved to the left of the stow and deploy dump valves and closes
both of them. The closed dump valves let inlet air pressurize the brake actuator, which
releases the brake and closes the brake indicating switch.
7.12 Air Motor runs, (Stow direction).

The fully open directional valve points inlet air to the air motor in the stow direction. The
air motor turns the flexible shaft assemblies and retracts the ball screws. As the air motor
turns in the stow direction, it turns the feedback screw through a worm gear set.
7.13 Feedback slows motor.

As the feedback nut completes its free travel, it contacts the feedback yoke, which
overrides the directional valve spring and moves the feedback mechanism toward the null
position. This action progressively closes the directional valve, which slows the air motor.

Fig 7.4 PDU Stowed.
7.14 Stow Microswitch contacted.

When the ball screws are 1/8 inch (3 millimeters) off the stowed stops, power is removed
from the arming solenoid valve by the stowed microswitch, which vents the lock actuator
and permits the lock pin to move to the locked position. This action operates the unlock
switch and bleeds the arming port of the lock actuator.
7.15 The system continues to move in the direction of stow, not yet in contact with the
stow dump valve, while the inlet valve actuator slowly bleeds through the orifice. When
the stowed stops are touched, the directional valve is still not fully closed, which causes
the air motor to develop partial stall torque.
7.16 As the inlet pressure decreases as the inlet valve closes, the brake actuator applies
the brake, which locks the torque in the flexible shaft assemblies.

Section 8. Controls.
8.1. Thrust Reverser

Arming
Prior to deploying the
thrust reversers, power is
made available to the
deploy circuit by
selecting the arming
switches, which are
located on the center
console. Selected on
approach.
8.2. Throttle Quadrant

Thrust reverser
deployment and reverse
thrust power control is
accomplished by the
thrust reverse levers
mounted on each throttle
lever.
Fig 8.1 Cockpit Controls
8.3 Each lever is normally held down in the stow position by a lever safety lock, which is
released by pressing on a release trigger.
Raising the reverse thrust lever is possible only with the main throttle at IDLE, and this
action simultaneously locks the throttle lever in the IDLE position.
8.4 The reverse thrust lever can initially be raised only 20 degrees, where it contacts a
solenoid stop and the deploy/stow command switch. This gives the deploy command.
8.5 When the Transcowls reach the fully deployed position the Deployed microswitch is
contacted. This releases the solenoid stop and allows reverse thrust power up to
approximately 70 degrees PLA be applied. Approximately 85 percent N1 ISA.

8.6. Thrust Reverser Microswitches
Fig 8.2 Thrust Reverser Microswitches
Detection of movement of the thrust reverser from the stow to the deploy position is
accomplished by the T/R stowed microswitch and the T/R deployed microswitch.
Detection of an unlocked thrust reverser is also indicated by the following:
- Throttle lock microswitch
- PDU brake indicator microswitch
- PDU flexshaft lock microswitch
8.6.1. T/R STOWED Microswitch.

This switch is installed on the inlet cowling near the forward travel range of the head of the
lower pylon track. Its plunger is depressed in the fully stowed position by a striker plate on
the track.
8.6.2. T/R DEPLOYED Microswitch

This switch is installed on the fan stator case near the aft travel range of the head of the
right lower track at the 4 o'clock position.
The deploy microswitch plunger is pressed in the fully deployed position by an adjustable
striker plate on the track.
8.6.3 Throttle Lock Microswitch (refer to Section 11)

The throttle lock microswitch is located on the inlet cowling beside the T/R stowed
microswitch. The switch plunger, in the stowed position is pressed by contacting the striker
plate bolted to the track.
The switch activates when the track has moved more than 1 inch (out of a total reverser
travel of approximately 11 inches [28 centimeters]).
(SB CF34 NAC-78-0001 replacement striker plate)

Flexshaft Unlock
Microswitch
Brake Indicator
Microswitch
Fig 8.3 P.D.U. Microswitches
8.6.4 PDU Brake Indicator Microswitch

The PDU brake indicator microswitch is located on the spring loaded motor brake of the PDU
and makes contact when the brake is released.
8.6.5 PDU Flexshaft Lock Microswitch

The PDU flexshaft lock microswitch is located on the flexshaft lock of the PDU. It is operated by
the lock piston when the lock plunger is released.
8.6.6. REV UNLOCKED indication. (refer to Section 13)

Both of these microswitches are linked to the REV UNLOCKED indication in the cockpit.

Section 9 Control Circuit
Fig 9.1 Circuit "Armed"
9.1. "Armed" selected.

On approach the pilot will arm the system by selecting the switch marked ARMED, with
the stage 14 bleed valve in its normally open position. The ARMED message appears if the
two conditions above are satisfied, to confirm the reverser status.
Note: The arming valve solenoid is not energized at this time.
9.2 On ground, "Deploy" selected.

With the system armed and the aircraft on the ground or the wheels spinning, the deploy
trigger is pressed and the T/R lever is raised. This action presses the deploy/stow
microswitch and initiates a deploy command. This completes the circuits to energize both
the arm and deploy solenoid on the PDU.
In addition, an integral mechanical interlock in the throttle quadrant drives the throttle
control cables to move to a position slightly above IDLE and simultaneously restrains the
thrust lever from being moved to any position other than IDLE.
The PDU now drives the T/R towards the deploy position.
9.3 Brake off, flexshafts unlocked.

The release of the flex shaft lock operates the associated lock switch
and the release of the brake operates the brake switch.
(Both of these switches, as well as two more described below, complete parallel circuits to
illuminate the REV UNLOCKED message on the EICAS if the deployment is not
commanded as determined by the deploy relay signal to the EICAS logic.
Refer to Section 13)

Fig 9.2 Deploy in transit.
9.4 Stow Microswitch released.

As the reverser starts moving away from the stowed position the stow microswitch is
released. This will provide power for the arm and stow solenoids when Stow is selected.
A third parallel circuit for the unlocked message is completed through one of the contacts of
the Stow Microswitch.
9.5 Throttle Lock Microswitch released.

When the reverser moves more than approximately 1 inch from the fully stowed position, the
throttle lock microswitch is released which, in flight only, arms the throttle lock solenoid in
the Throttle Gearbox on the engine. This locks the Throttle at Idle if the the T/R deploys
uncommanded.
This also provides a fourth parallel ground path for signaling the unlocked message circuit.
9.6 In transit ATR active. (refer to section 10.)

As the reverser starts moving, the autothrottle retarder (ATR) cable is actuated, and exerts a
pull force on its cable connected to the throttle control box and returns the throttle to idle.
9.7 Near deployed, feedback slows airmotor.

As the reverser approaches the fully deployed position, the PDU feedback drives the
directional valve toward the null position, thereby slowing the air motor.

Fig 9.3 Deployed
9.8 Deployed position achieved.

In the deployed position, the deployed microswitch is pressed by a striker plate on the lower
right main track.
The deployed microswitch contact causes the T/R lever lock solenoid to energize, thus
releasing the stop.
Full movement of the T/R lever is now possible and up to 70 degrees PLA at the MFC,
providing higher levels of reverse thrust.
One contact of this switch now completes the circuit which causes the green REV message to
come on on the EICAS primary page. (refer to section 13.)
This message is amber while the reverser is in transit.

Fig 9.4 Stow in transit
9.9 Stow selected

The stowing operation is selected by moving the T/R lever down causing the deploy/stow
microswitch command signal to change over from deploy to stow. This results in the
deploy solenoid being de-energized.
The power supply for the arm and stow solenoids is routed through one of the contacts of
the stowed microswitch. (via a latching relay.)
9.10 Direction valve changes to stow position.

At the same time, the deploy dump valve closes and the directional valve is repositioned to
the stow position, causing air to be supplied to the air motor brake and to the stow side of
the air motor. This starts the stowing action of the reverser.
The bracket on the lower right main track now releases the deployed microswitch causing
the green REV message to change to amber while the reverser is in transit.
9.11 Stow position achieved.

As the reverser approaches the stowed position the PDU feedback moves the directional
valve actuator to move the valve toward the null position, slowing the airmotor.
Meanwhile, the striker depresses the throttle lock microswitch followed by the stowed
microswitch.

Fig 9.5 Stowed.
9.12 Stow Microswitch depressed.

One contact of the stowed microswitch now removes the power from the arm and stow
solenoids, shutting off air to the PDU and allowing the flexshaft lock to spring load to the
engaged position. The reverser continues to move toward the stow direction while the inlet
valve actuator slowly vents through the orifice. When the stowed stops are contacted, the
directional valve is still partially open (referred to as the directional control valve [DCV]
gap), which causes the air motor to develop partial stall torque. As the inlet pressure drops
in response to the closing inlet valve, the brake actuator applies the brake, which locks the
torque into the flexible shaft assemblies.
9.13 REV lights off.

Since all four contacts providing parallel grounds to the REVERSER UNLOCKED circuit
are now open, the REV message goes off, providing cockpit confirmation of the stowed
condition.
9.14 Select disarm.

The switch marked ARMED is now selected to disarm the reverser circuits.

Fig 9.6 Autostow
9.15 Autostow.
If the Thrust Reverser moves uncommanded in the deploy direction the Stow Microswitch
will be released and energise the Arm and Stow solenoids on the PDU. This will drive the
T/R back in the stow direction.
The flexshaft lock physically restrains uncommanded reverser movement at 0.25 inches
(6.35 millimeters) from the stowed position. Should the flexshaft lock cam not engage the
lock pin, Autostow returns the reverser to the stowed switch trip point and hold it there
(approximately 0.125 inches [3.175 millimeters] from the stowed position).
9.16 Emergency Stow.

If the Thrust Reverser moves uncommanded in the deploy direction and the Autostow does
not work, or is cycling in and out of stow, the pilots can select the Emergency Stow switch.
This directly supplies the Arm and Stow solenoids in the PDU.
However, when the reverser stows due to selection as above, the amber REVERSER
UNLOCKED message does not go off because both the flexshaft lock remains unlocked
and the stow solenoid remains energized. The emergency stow circuit deactivates deploy
signals if present.
It should be stressed that the system cannot work unless the respective stage 14 bleed air
valve is open. During flight with "Emerg Stow" selected the PDU may overheat and
discolour.

Section 10 Auto Throttle Retarder control system.
Fig 10 Auto Throttle Retarder.
10.1 The ATR is an interlock mechanism incorporated in the thrust reverser system,
mechanically connected to the engine-mounted throttle control box.
The mechanism protects against high PLA settings during thrust reverser translation. This
feature eliminates the undesirable risk of an engine producing high thrust while the
reverser is in transit.
10.2 The system is comprised of the following components:

- Profiled steel track which acts as a linear cam
- Cam follower roller on a bellcrank
- Flexible cable.
10.3 The cable is attached to the bellcrank at one end, and to the throttle control box at the
other. Since the linear cam is attached to the reverser torque box, reverser operation either
to deploy or stow moves the linear cam.
10.4 During deploy or stow operations, reverser travel results in the cam follower roller
riding on the raised portion of the linear cam until the torque box has reached the limit of
its normal travel in that direction. At the time when the reverser is either fully stowed or
fully deployed, the roller slides down a ramp and drops into one of the two detents located
at the ends of the linear cam.

10.5 Any time the roller is on the raised position of the linear cam, the cable is pulled by
the bell crank. This response is fed into the throttle control box. If the throttle is above
IDLE, the throttle cable and the throttle lever in the cockpit are pulled back quickly to a
position at IDLE. This causes the power lever at the MFC and the throttle lever in the
cockpit to snatch back very close to the IDLE position, thus reducing engine thrust to idle.
10.6 This throttle lever action is readily recognized by the flight crew and cannot be
overcome. The ATR system has no effect on the throttle control mechanism or PLA
position if the reverser is either fully stowed or fully deployed.
Fig 11 Throttle gearbox
Section 11. Throttle Control Gearbox Lock System.
11.1 A safety feature associated with the ATR system is the throttle control lock. This
solenoid operated lock is normally inactive, and the solenoid remains de-energized. The
lock is situated inside the throttle control box mounted on the engine.
11.2 The lock engages only when the throttle lock solenoid is energized, and prevents a
retarded throttle control from being advanced beyond the IDLE position.
11.3 The solenoid energizes only in the unlikely event of the following conditions
occurring simultaneously:
- Weight-off-wheels condition is being sensed
- The reverser is away from the fully stowed position by more than 1.2 inches, as sensed by
the throttle lock microswitch.
11.4 Thus, if a thrust reverser started to deploy in flight, the ATR system pulls the throttle
control system to idle. The throttle control lock also engages and locks it at idle, and
prevents application of power by the crew.

Section 12 Anti-Ice Disable for Thrust Reversers.
Fig 12 Anti Ice Inhibit
12.1 Bleed air pressure, from engine stage 14 is insufficient to supply the anti ice systems
(wing and/or cowl) and also enable thrust reverser deployment or stowing within the
required time period.
12.2 For this reason, the wing and cowl anti-ice systems are automatically disabled upon a
thrust reverser deployment command (T/R. lever raised), and remain disabled until 5
seconds after the thrust reverser stow command (T/R lever down).

Section 13. Indicating system.
Fig 13.1 Cockpit Displays.
13.1 The following EICAS messages on the Primary page advise the crew that successful
T/R operation has occurred or that an abnormal condition exists:
MESSAGE COLOR APPEARS:
L/R REV ARMED Green When:

Armed switch is selected AND Stage 14 bleed air
shutoff valve is open (normal position)
REV (L/R ENG) Amber At N1 gauge when:
1. Deployed microswitch has not tripped AND
2. T/R unlocked (in transition to deploy or stow)
REV ( L/ R ENG) Green At N1 gauge when:

1. Deployed microswitch tripped (T/R fully deployed)
L/R REV Amber. Along with Master Caution when:

UNSAFE 1 1. 28 volts DC available at the Deploy relay
(Deploy switch selected) OR
2. Ground path available to deploy solenoid
(Deploy relay energized)
L/R REV Amber Along with Master Caution when:

UNLOCKED 2 1. Stowed switch closed (T/R at least 0.125 inches
from stowed) OR
2. Throttle lock switch closed (T/R at least 1.2 inches
from stowed) OR
3. Brake switch closed (brake released) OR
4. Flexshaft lock switch closed (lock pin retracted)

notes: 1. this indication is inhibited when t/r is armed or unlocked.

2. this indication is inhibited when t/r is armed or deploy command is signaled.
13.2 Two switch/lights labeled UNLK are located on the SPOILERS/THRUST

REVERSER panel on the center pedestal, within the EMER STOW push buttons.
One for each engine and signaled by a lamp driver unit (LDU).
This indicator receives the same DCU signal which produces the REV UNLOCKED
message on the EICAS. When the switch/light comes on, indicating an unlocked T/R, the
required crew action is to press the switch. This initiates an emergency stow of the affected
thrust reverser.
Figure 13.2 DCU inputs.
13.3 Data Concentration Unit inputs
1E - Arm selected and 14th Stage bleed air open.

9F - Deployed relay energised, and for 5 seconds after Stow selected.
1F - Deployed microswitch contacted.
2E - Flexlock microswitch contacted, flexshaft unlocked.
- Brake microswitch contacted, brake released.
- Stow microswitch released, TR out of stow.
- Throttle Lockout microswitch released, TR out of stow.
Note, the Throttle Lockout signal uses the same microswitch contacts which signal the
solenoid, thus if the Throttle Lockout solenoid has a short circuit an "Unlocked" indication
will be generated.

Figure 13.3 Arming logic..
13.4 DCU normal indications logic circuits.
13.4.1 ARMED indication logic.
The green "L REV ARMED" or "R REV ARMED" on the secondary EICAS is switched
by a pressure switch (V3HJ), which confirms 14th stage bleed air is open, and from the
Arm switch on the TR Control Panel.
This signal passes through a "not" inverter in the DCU.
When the switches are open and the ground signal is not present the DCU provides a "1"
binary logic on the input of the Not gate, this gives a "0" on the output, thus the indication
is not illuminated.
When the switches close the ground signal produces a "0" logic on the input, inverted to a
"1" on the output thus the light driver will illuminate the ARMED indication.

Figure 13.4 Reverser deployed logic.
13.4.2 REV indication logic.
The green REV indication set into the N1 indicator on the primary EICAS display is
switched from the Deployed Microswitch.
When the TR is stowed the deployed microswitch will be open, giving a "1" at the input to
the not gate, thus "0" at the output hence the REV indication will be blank.
With the TR deployed "0" at the input will give "1" at the output, thus the green REV will
be illuminated.
The amber REV indication is switched by the four out of stow microswitches, the stow
microswitch, the throttle lockout microswitch, the flexshaft lock microswitch and the brake
microswitch, working in conjunction with the deployed microswitch.
The amber indicator is on the output of a duplicated "And" logic circuit with an inverter on
one of the inputs.
In the deployed condition the deployed microswitch and the four out of stow switches are
made, giving a "0" and a "1" on the first "And" gate, thus the indication is off.
In the "in transit" condition the deployed microswitch is open and the four out of stow
switches are made, this gives two "1"s on the two "And" gates, thus the amber indication is
illuminated.
In the stowed condition the five microswitches are open, giving a "1" and "0" on the first
gate, thus the light is off.

Figure 13.5 Reverser Unlocked logic.
13.5 DCU fault indications logic circuits.
13.5.1 REV UNLOCKED Indication.
The amber REV UNLOCKED indication in the primary EICAS is switched from the Arm
switch, the four out of stow microswitches, and the deploy relay.
The indication is controlled by an "Or" gate followed by an "And" gate.
In the normal stowed condition all switches are open, giving all "1"s on the "Or" gate , and
a"0" and "1" on the "And" gate, thus the light is out.
If any one of the four out of stow switches makes, the "And" gate switches to a "1" "1"
input and the warning illuminates.
In the normal deployed condition the Arm switch and Deploy relay are made, giving "0"s
on the "Or" gate, thus the indication is off.
During the transition to stow, when the Deploy relay is de-energised, the 5 second timer
holds a ground on the "Or" gate and the indication remains off.

Figure 13.6 Reverser Unsafe logic.
13.5.2 REV UNSAFE Indication.
The amber REV UNSAFE indication in the primary EICAS is switched from the Arm
switch, the four out of stow microswitches, and the deploy relay.
The indication is controlled by an "And" gate.
In the normal stowed condition all the switches are open, giving two "1"s and a "0" on the
"And" gate, thus the indication is off.
If the Deploy Relay or the 5 second timer fails, either mechanically or electrically, in the
energised position, the "And" gate will have three "1"s, thus the indication will illuminate.
The REV UNSAFE indication is to tell the pilots that the Deploy Relay is in an energised
state, thus they should not select Arm on approach as the TR may deploy while still in
flight.
If the TR moves while REV UNSAFE is illuminated the out of stow switches will make,
the UNSAFE warning will go out and the UNLOCKED warning will come on.
If, on the ground with the 14th stage air bleed off (shut), the piggyback lever is lifted to
Deploy an "Unsafe" message will be displayed, this is due to the deploy relay being
energised when the normal Arm conditions are not met.

CANADAIR RJ 100/200 Thrust Reverser Familiarisation Training Notes Vol 1

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CANADAIR RJ 100/200 Thrust Reverser Familiarisation Training Notes Vol 1

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z

Issue 5 February 2008

Shorts Customer Support Training School.

CRJ200 Thrust Reverser

Volume 2 Rigging Procedures

Issue 6 February 2008 2

This page intentionally blank.

Issue 6 February 2008 3

CRJ200 Thrust Reverser

Section 1. Engine Introduction.

Fig 1 CF34 Engine Section

Issue 6 February 2008 4

Fig 2 CRJ 200 Engine Cowlings

Issue 6 February 2008 5

Section 3. Engine Controls.

Fig 3 Engine Controls

3.4 Throttle Cables

Issue 6 February 2008 6

Issue 6 February 2008 7

Section 4. Thrust Reverser Introduction.

Fig 4.1 Thrust Reverser Normal Operation

4.2. The system is comprised of the following:

-A set of cascade vanes

Issue 6 February 2008 8

Fig 4.2 Thrust Reverser Reverse Operation

Issue 6 February 2008 9

Section 5 Thrust reverser Components.

Fig 5 Thrust Reverser Assembly

Issue 6 February 2008 10

5.2 Torque Box

5.3 Blocker Doors

5.4 Tracks and Slider Blocks

5.5 Actuating System.

Issue 6 February 2008 11

Section 6 T/R Actuating System.

Fig 6.1 Thrust Reverser Acuation System

- Pneumatic drive unit

Issue 6 February 2008 12

6.2 Pneumatic Drive Unit

The pneumatic drive/flexshaft lock

The PDU comprises the following:

6.3 Flexshaft System Refer to Figure 6.1

6.4 Ballscrew Actuators Refer to Figure 6.1

Issue 6 February 2008 13

Section 7 PDU Operation

Fig 7.1 PDU Schematic, Disarmed.

7.1 Arm/Deploy Selected. Unlock.

7.2 Armed air pressure regulated.

7.3 Directional valve to Deploy.

7.4 Inlet Valve opened.

Issue 6 February 2008 14

Fig 7.2 PDU, Deploy in transit.

7.5 Air Motor Torque.

7.6 Brake released.

7.7 Air Motor runs.(Deploy direction)

7.8 Feedback slows motor.

7.9 Feedback applies brake.

Issue 6 February 2008 15

Fig 7.3 PDU, Stow in transit.

7.10 Stow Selected.

7.11 Brake released.

7.12 Air Motor runs, (Stow direction).

7.13 Feedback slows motor.