The engine fuel system has two sub-systems: a fuel control system and a fuel

distribution system that provides the engine with scheduled fuel for combustion.
The engine fuel control system is composed of a two channel Full Authority Digital
Electronic Control (FADEC), a Fuel Metering Unit (FMU) and Permanent Magnet
Alternator (PMA). The components of the fuel distribution system include the fuel
heater, the fuel pump, the fuel filter, the flow divider and the fuel nozzles.
The engine receives fuel from the fuel tank by the suction of the regenerative pump
and the engine driven fuel pump, and enters the engine at the oil-to-fuel heater,
where the fuel is filtered and heated to eliminate ice crystals in the fuel. From
the fuel heater, the fuel passes the fuel filter impending bypass switch, which
gives a cockpit caution for the respective engine in case of an impending fuel
filter blockage.
Fuel from the fuel heater enters the fuel pump, where the fuel pressure will be
increased before the fuel flows internally to the Fuel Metering Unit (FMU). In case
the fuel pressure is too low, the "Low Fuel pressure switch" within the FMU sends a
caution (#1 and #2 ENG FUEL PRESS)for the respective engine to the cockpit. The FMU
will meter the fuel for the correct engine requirements, and bypasses high pressure
fuel for the motive flow system. Metered fuel from the FMU passes via the fuel flow
meter, which indicates the fuel consumption in the cockpit and flows into the flow
divider where the fuel is directed to the primary and secondary fuel manifolds,
which deliver fuel to the 12 nozzles, where it is atomized and sprayed into the
combustor.
The FADEC supplies an electrical signal to the Fuel Metering Unit (FMU) to control
engine power. This signal controls the fuel flow to the engine as a function of the
selected Power Lever Angle (PLA), engine ratings, measured torque and measured
speeds. In addition to controlling the FMU, the FADEC also prevents engine
overspeed, supervises engine starts and engine shutdowns by controlling the
ignition box as well as detecting and indicating faults.
The primary source of electrical power for the engine control system is the engine
mounted Permanent Magnet Alternator (PMA). The PMA has independent coils that
provide electrical power to the individual channels of the FADEC when the NH speed
is above 20 percent. Below 20 percent NH the aircraft essential power busses
provide alternate electrical power to the FADEC for engine starting and in the
event of a PMA malfunction.
The power setting logic determines the requested power as a function of engine
rating and pilot input. The power lever (PLA) allows the pilot to modulate power
request from Full Reverse to Rated Power. Moving the power lever in the overtravel
region results in an increase in requested power of up to 125 percent of the
maximum take-off rating.
Alternate combination of propeller speed and engine power rating can be selected
via the engine control panel by using the Max. Take-off power, Max CLimb, and Max
CRuise Rating Discretes. When the Max. Take-off power discrete is used, the Maximum
Take-off power Rating is selected by the FADEC whenever the condition lever is in
the 1020 RPM position. When the condition lever is in the 900 RPM position and the
Max CRuise discrete is selected, the Max CLimb rating normally associated with this
propeller speed is overridden by the Max CRuise rating.
Alternatively, the Max CLimb rating can be recovered at the same condition lever
position by selecting the Max CLimb discrete. Selection of Max CLimb at the
condition lever position of 850 rpm is also possible using the Max CLimb rating
discrete. This rating selection is similar to that for the Max CRuise selection at
900 RPM position.
Prior to take-off, the power may be reduced for take-off in the Normal Take-off
Power rating using the power de-rate function. With the condition lever at the 1020
RPM position (Normal Take-off Power rating) and the power lever below the rated
power detent the decrement discrete switch can be pressed to reduce the normal
take-off power. Selection of the decrement discrete, which is a momentary switch,
decreases the normal take-off power requested power in steps of 2 percent to a
limit of 10 percent. Pressing the RESET button resets normal take-off power. Note:
This function is not available in the Max. Take-off Power and Max. Continuous Power
rating.
During take-off, an Automatic take-off Power Control System (ATPCS) increases the
power of the engine, without pilot intervention, in the event of a power loss of
the opposite engine. This function is also referred to as "Uptrim".The ATPCS is
armed when both PLAs are "high" and local torque engine is "high".If an engine
fails (i.e. engine torque is "low") an Uptrim signal is commanded by the failed
engine Propeller electronic control unit to the opposed engine FADEC which
increases its power by 10 percent. This up trim condition is indicated by the
UPTRIM indication on the engine display, a change in the engine rating from Normal
Take-off power to Max. Take-off power and a change in the torque bug from Normal
Take-off power to Max. Take-off power.
Engine Emergency Power is initiated by advancing the Power Levers above the Rated
Power detent position into the overtravel region. In this region, engine power
increases linearly from Rated Power to 125 percent of Max. Take-off power and the
propeller speed increases to 1020 RPM regardless of the Condition Lever setting.
This speed is latched until the Power Levers are returned to the Rated Power
detent, or below, and the Condition Levers are selected to MAX., START/FEATHER or
FUEL OFF.
The Torque Limiting Logic in the FADEC prevents engine torque from exceeding a
given threshold, which is a function of PLA and ambient conditions. Generally,
torque is limited to 35 percent in reverse, 106 percent in the forward power range,
and 125 percent in the overtravel range. In the event of an engine control system
failure the powerplant has an independent NH overspeed protection circuitry built
into the FADEC which has the capability to cut off the fuel flow through the Fuel
Shutoff Solenoid whenever NH reaches a value of 108 percent.