G550 MTM 76

GULFSTREAM G550
MAINTENANCE TRAINING MANUAL

ENGINE CONTROLS
SECOND EDITION
REVISION 0.0
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the aircraft manufacturer’s
Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between data provided
herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall
take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for
improving this manual or any other aspect of our training program.
FOR TRAINING PURPOSES ONLY

Courses for the Gulfstream G550 and other Gulfstream aircraft are taught at the following FlightSafety
International Learning Centers:
Savannah Learning Center

301 Robert B Miller Road
Savannah, Georgia 31408
(912) 644-1000
(800) 625-9369
FAX (912) 644-1079
FlightSafety International
Long Beach Learning Center
Long Beach Municipal Airport
4330 Donald Douglas Drive
Long Beach, California 90808
(562) 938-0100
(800) 487-7670
Greater Philadelphia/Wilmington Learning Center
New Castle County Airport
155 North duPont Highway
New Castle, Delaware 19720
(302) 221-5100
DFW Learning Center
3201 East Airfield Drive
DFW Airport, Texas 75261-9428
(972) 534-3200
Copyright © 2013 by FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Second Edition . . . . . . 0.0. . . . . . . . . . February 2013
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has changed in
any way (grammatical or typographical revisions, reflow of pages, and other changes that do not necessarily
affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision
No. No.
Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
i—iv. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
76-i—76-22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
*Zero in this column indicates an original page.

GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL
CHAPTER 76
ENGINE CONTROLS
CONTENTS
Page
INTRODUCTION........................................................................ 76-1
GENERAL.................................................................................... 76-3
POWER CONTROL SYSTEM. ................................................ 76-3
General.................................................................................. 76-3
Components.......................................................................... 76-5
Controls................................................................................. 76-7
Operations........................................................................... 76-17
Revision 0.0 FOR TRAINING PURPOSES ONLY 76-i

NOTICE: These commodities, technology, or software were exported from the United States in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
ILLUSTRATIONS
Figure Title Page
76–1 Engine Throttle Interface............................................ 76-2
76–2 Engine Control Components...................................... 76-4
76–3 Power Management Throttle Settings....................... 76-6
76–4 Throttle Lever / EEC Interface.................................. 76-8
76–5 Throttle Quadrant Internal Microswitches. ............ 76-10
76–6 Fuel Switch / FADEC Interface............................... 76-12
76–7 Display Controllers.................................................... 76-14
76–8 Engine Synchronization Block Diagram................ 76-16
76–9 Autothrottle Block Diagram..................................... 76-18
76–10 Display Controller—TRS Page. .............................. 76-20
Revision 0.0 FOR TRAINING PURPOSES ONLY 76-iii

CHAPTER 76
ENGINE CONTROLS
INTRODUCTION
This chapter covers the Rolls-Royce Deutschland (RRD) BR710 engine
controls. All values, such as for pressures, temperatures, rpm, and power,
are used for their illustrative meanings only. The current manufacturer’s
Maintenance Manual must be consulted for all maintenance specifications
and tolerances, and the actual values must be determined from the approved
Rolls-Royce Deutschland reference material.
Revision 0.0 FOR TRAINING PURPOSES ONLY 76-1

THROTTLE
QUADRANT
MANUAL OVERRIDE DEVICE
SERVO
MONITOR
ELECTRONIC ENGINE CONTROLLER (EEC) THROTTLE LEVER DRIVER
MAU 1 MAU 2
Figure 76–1. Engine Throttle Interface

GENERAL POWER CONTROL SYSTEM

The BR710 engine controls are divided into three areas: General
• Power control The power control system is divided into two sections:
• Engine synchronization • Mechanical throttle control
• Autothrottle coupling • Electrical throttle control
This chapter includes system components, controls, indicators, and Flight crew management of engine thrust is accomplished by manual
overall system operation. or autothrottle movement of the power levers on the center console.
Thrust settings are monitored by reference to the indications on the
The engine control system allows the pilot to control engine thrust selected display window (engine, alternate engine or compacted engine
from the cockpit, control fuel flow to the engine, operate the thrust 1/6 windows). The power levers signal thrust commands through
reverser system, and select the engine control modes, such as engine Rotary Variable Differential Transformers (RVDTs) incorporated into
thrust source, synchronization, and autothrottle. the throttle quadrant beneath the cockpit console. Each engine power
lever RVDT has two channels linked to the corresponding channels of
the Electronic Engine Controller (EEC) (Figure 76‑1). The power lever
movement results in the controlling EEC channel adjusting fuel flow
to the engine to match the thrust setting dictated by the power lever.
When the autothrottle is controlling thrust management, servos on the

power lever mounts move the power levers through commands from
the Flight Management System (FMS) communicated over ARINC
429 bus connections. Autothrottle power lever movement is commu-
nicated by the RVDTs to the controlling EEC channel that directs the
appropriate engine response.

PFD MAP 1/6 SYS 2/3

BARO
ON ON ON ON
V1 112 RAD PUSH
STD
SENSOR FLT REF TRS NAV
V R 120 B A RO
ON ON ON ON V2 126
TEST CHKLST HUD BRT A U TO V SP D1 SET
ON ON ON V SE 167 V REF 13 4
Honeywell
GPWS/
GND SPLR
FLAP ORIDE
ON
GUST LOCK
L CONT IGN R CONT IGN
+
ON ON
FUEL CONTROL
L R
RUN RUN
UP
OFF OFF
10°
T/O
FLAP
APP
DOWN
Figure 76–2. Engine Control Components

Components NOTES
The following are the components for Engine Controls (Figure 76‑2):
• Throttle Quadrant
• Gust Lock
• Fuel Control Panel
• Display Controllers
NOTES

105° RTLA
–22° TRA
THROTTLE
INTERLOCK 25° RTLA
REV POWER
INCREASE
(N1 CONTROL)
DETENT 23° RTLA
MAIN THROTTLE
LEVER MICROWSWITCH
POINT 19.5° RTLA
105°
RTLA DEPLOY
SELECTED REVERSE THRUST
LEVER
0° TRA
TLA 52°
FWD
0°
THROTTLE 39°
QUADRANT
TRA RVDT
+39° RVDT –22° RVDT

TLA = THROTTLE LEVER ANGLE
TRA = THROTTLE RESOLVER ANGLE
RTLA = REVERSE THROTTLE LEVER ANGLE
RTRA = REVERSE THROTTLE RESOLVER ANGLE THROTTLE LEVER ANGLE
Figure 76–3. Power Management Throttle Settings

Controls Reverse Thrust Control

The reverser levers are located on the upper portion of the throttle
Mechanical Throttle Control lever. Positioning the reverser levers deploys or stows the thrust
Throttle Lever Angle reversers and controls reverse thrust. With the thrust reverser system
deployed, a continued upward movement of the reverser levers results
The thrust control lever assemblies are located in the center pedestal. in an increase in reverse thrust. Reverse thrust is controlled using the
They consist of a main lever for setting forward thrust and a reverse N1 mode. Selection of reverse thrust must be made from the forward
thrust lever for selecting reverser deployment and setting reverse thrust idle position (Figure 76‑3).
power. The throttle assemblies provide an elecatronic control between
the cockpit and the engine. Required thrust is selected by positioning The throttle quadrant includes a mechanical locking device that
the throttle levers between idle and maximum thrust (Figure 76‑3). prevents the thrust reverser levers from moving into the reverse thrust
position when they are not at the forward idle position. It also has a
The EEC has two modes to set steady-state power above idle: EPR reverse throttle interlock, which prevents increase in reverse thrust
or N1. EPR is the primary mode used by the EEC and is a ratio of until the doors are 60% deployed and the Weight-On-Wheels (WOW)
P20:P50. N1 is a secondary or reversionary mode, and is utilized or Wheel Spin-Up (WSU) signal is valid.
when the EEC cannot accurately calculate EPR. Both the EPR and N1
schedules merge together when the throttles are at the forward idle
position. Idle is controlled to an rpm value, although an equivalent Gust Lock Mechanism
EPR value is calculated by the EEC so that it can establish a throttle The gust lock handle is located on the pedestal, on the right side of
resolver angle / EPR relationship. the throttle quadrant. It restricts power lever movement to 6% above
ground idle. The force applied to advance either lever cannot override
the interlock.

RVDT 1 RVDT 2
FWD
CH A CH B CH A CH B
MAIN THROTTLE LEVERS

(REV THRUST LEVERS
OMITTED FOR CLARITY)
CH A CH B NO. 1 NO. 2 CH A CH B
ENGINE ENGINE
EEC EEC
THRUST THRUST
28V ESS DC BUS

DEDICATED AIRCRAFT DEDICATED
GENERATOR GENERATOR
ENGINES
Figure 76–4. Throttle Lever / EEC Interface

Electrical Throttle Control NOTES

Each throttle lever is mechanically linked to a dual-channel throttle
resolver (RVDT), mounted on the throttle pivot in the center console
(Figure 76‑4). The throttle resolver, commonly known as the RVDT,
produces an electrical signal that is proportional to the position of the
throttle lever and angular displacement and is referred to as the Throttle
Resolver Angle (TRA). Each resolver channel is discretely wired to
its channel in the EEC and provides two outputs to each channel of
the EEC. Operating range of the throttle resolver is 0 to 39° in the
forward thrust range and 0 to –22.5° in the reverse range.
NOTE
This is not a physical angle of the power lever. It is an RVDT
displacement angle.
The EEC provides an excitation current to the throttle resolvers which,

in turn, generate a voltage relative to throttle lever and angular position.
The EEC then reads this as a power-demand signal and sets engine
power accordingly. There is no mechanical link between the flight
deck levers and the engines.

IDLE
DETENT
TR DEPLOY/STOW
S4/S5
TR
LOCKOUT GROUND SPOILER CABIN PRESS SYSTEM
SOLENOID S1 S3
0°
105° 25° 23° 19.5° 2.5° 35.5° 52°

MAX REVERSE THRUST IDLE MAX FULL THRUST
REVERSE THRUST FORWARD THRUST
Figure 76–5. Throttle Quadrant Internal Microswitches

Thrust Control Lever Microswitch Unit NOTES

A number of position microswitches are installed in the throttle
quadrant. The TQA contains four microswitches per lever and senses
various throttle positions. Thrust lever position information is used
by the ground spoiler system, thrust reverser system, and cabin pres-
surization system (Figure 76‑5).
Thrust Control Lever Momentary Switches

Three momentary microswitches are installed on each thrust control
lever. The Takeoff and Go-Around (TOGA) switch is recessed on the
throttle lever knob, the autothrottle disconnect switch is located on
the top front surface of the throttle lever knob, and the autothrottle
engage / disengage switch is mounted at the base of each throttle lever
(Figure 76‑5).
NOTES

FMU
CONFIGURATION AT ENGINE SHUT-DOWN
COSS HPSOV
RUN
RUN SOLENOID
OFF POSITION
N1/N2 N1/N2 FUEL INDICATOR
ON MICRO
SWITCHES
RUN CLSD
28V
SUPPLY
OFF OPEN
FUEL
OFF
OFF SOLENOIDS
IOP IOP
RUN CLSD
FMV &
OFF HPSOV OPEN
CONTROL
LOGIC
CLSD
RUN
15V
SUPPLY FMV &
HPSOV OPEN
OFF CONTROL
LOGIC
FUEL OFF
15V
SUPPLY
AIRCRAFT
ENGINE
CH A FUEL ON
CH B
FUEL
SWITCH EEC
Figure 76–6. Fuel Switch / FADEC Interface

Fuel Control Switches The fuel switch is hard-wired to the Combined Overspeed and Shutoff
Solenoid (COSS) in the FMU. The fuel control switch OFF position
The fuel control switches are mounted in the cockpit control pedestal, is the ultimate authority to close the HPSOV. Transition from RUN to
below the throttle levers. They are lever-type switches which are OFF initiates a reset of both channels of the EEC for the next available
latched at both the RUN and OFF positions (Figure 76‑6). start for the respective engine.
One switch for each engine controls fuel to the combustor and resets
the EEC channels for the next available start. The switch is hard-wired NOTES
to the Combined Overspeed and Shutoff Solenoid (COSS) in the fuel
metering unit (FMU).
The fuel switch also provides indication to the EEC of the fuel control
switch position and performs a dual-channel reset following the RUN
to OFF sequence. The closing action of the HPSOV repositions the
three switches in the FMU to the closed position. Following the reset,
the EEC commands the Fuel Metering Valve (FMV) to the minimum
stop position, thereby providing a second means to close the HPSOV
hydraulically via the FMV shuttle valve.
NOTE
Refer to the Maintenance Schematic Manual, Chapter 73
for appropriate corresponding information.
The RUN position allows the HPSOV to open, provided fuel pressure
is present. Moving the switch to the OFF position closes the HPSOV.
In the top of the switch is a red fire warning light that indicates which
engine should be shut down when a fire is present The RUN position
gives the EEC authority to open the FMU during normal ground start
or airstart at the appropriate conditions. The EEC may override the
RUN command to close the FMU in normal ground start or normal
relight mode only.

PFD MAP 1/6 SYS 2/3

BARO
ON ON ON ON
ENG ALT CTRL PUSH
SENSOR FLT REF TRS NAV L CTRL ALT STD
ON ON ON ON R CTRL ALT
SET
TEST CHKLST HUD BRT
ON ON ON RETURN
Honeywell
Figure 76–7. Display Controllers

Display Controllers NOTES

The display controllers (Figure 76‑7) are located on the pilot’s and
copilot’s glareshield and control the information that is displayed on
the display units. For engine purposes, the FADEC mode of operation
can be changed using the display keys.
The engine control mode can be accessed through the display controller
by:
• Selecting the “sensor” button on the display controller.
• Pushing line select key 5 left “ENG ALT CTRL”
Once at the ENG ALT CTRL menu, you will have the option of
selecting left or right engine for the alternate control mode (N1 mode).

FWD
RVDT 1 RVDT 2
AFCS
A/C INPUTS
ARINC 429 TRIM AUTHORITY ARINC 429
+
–
O ∆ TRA
ENGINE TRIM ENGINE SYNC
CONTROL CONTROL
∆ N1/N2
COMPUTED N1/N2 REF +
–
+ –
– +
MAU
N1/N2
(OR EPR)
TRIM LIMIT & TRIM LIMIT &
EPR/TRA CONTROL EPR/TRA CONTROL
L ENG EEC R ENG EEC
Figure 76–8. Engine Synchronization Block Diagram

Operations NOTES
Engine Synchronization
Engine synchronization is controlled by the Automatic Flight Control
System (AFCS) portion of the MAU, which is located in the left and
right avionics racks (Figure 76‑8).
The engine synchronization system monitors both engines’

Low-Pressure (LP), High-Pressure (HP), and Engine Pressure Ratio
(EPR) signals. The system then sends a trim signal via ARINC 429 to
the engines’ EEC to provide a trim function of up to ±5% to synchro-
nize both engines. The EPR, LP, and HP synchronization is selected by
the pilot through the display controllers on the TRS page (Figure 76‑8).
The phase of flight is determined by the AFCS, which is based on A/T

mode and the active autopilot / flight director pitch mode.

THROTTLE MODULE ASSEMBLY
L RVDT R RVDT
FWD
CH A CH B CH A CH B
AUTO THROTTLE
DISCONNECT
BUTTONS
TO/GA
SELECT
BUTTONS
MANUAL OVERRIDE DEVICE
A/C SERVO
INPUTS THROTTLE LEVER DRIVER MONITOR
EPR
COMMAND
TRIM TRIM
EPR
COMMAND LIMITERS AND
CONTROL
EPR COMMAND
CH A CH B EPR ACTUAL CH A CH B
EPR MAX
EPR IDLE
N1
L ENG EEC N2 R ENG EEC
ENGINE RUNNING
AFCS
MAU
Figure 76–9. Autothrottle Block Diagram

Autothrottle Operation NOTES

Automatic thrust control is based on the autothrottle or motorized
throttle concept (Figure 76‑9). The autothrottle servos are located
within the throttle quadrant assembly and are connected to the throttle
levers. Changes in commanded thrust level requirements result in the
throttles being moved by a servo driver system.
The throttle position then sets the Rotary Variable Differential

Transformer (RVDT) position, which, in turn, sets engine power level
input to the EEC. The Automatic Flight Control System (AFCS) within
the MAUs receives inputs from the FMS and display controllers, then
calculates throttle position for engine control within engine limitations
(Figure 76‑10). Servo jam or failure can be overridden by pilot input.
The AFCS holds the trim commands at 60 knots during takeoff roll
to prevent any undesirable thrust changes during the takeoff phase
between 60 knots and 400 feet.
The EEC also transmits EPR MAX for prevailing ambient conditions.
Autothrottle is not available in the alternate (N1) control mode.

PFD MAP 1/6 SYS 2/3

BARO
ON ON ON ON
TO/GA :1.78 FLEX: 1.76 PUSH
SENSOR FLT REF TRS NAV STD
CLB :1.72
ON ON ON ON CRZ :1.53 AUTO 1
TEST CHKLST HUD BRT MCT :1.75 MAN SET
ON ON ON
SYNC :EPR LP HP
Honeywell
Figure 76–10. Display Controller—TRS Page

Power Management Reduced Thrust Takeoff (FLEX)

Takeoff Thrust The use of FLEX takeoff thrust is permissible when aircraft weight
and runway conditions are such that full power is not necessary. The
Rated Thrust advantages of the flex power are less engine wear and lower turbine
Selecting Maximum Takeoff thrust (MTO) is achieved by advancing operating temperatures which will prolong engine life and reduce
the throttles manually or automatically to the forward hard stop posi- maintenance costs (see Figure 76‑8).
tion. The EEC includes limiter functions to prevent exceedances of
N1, N2, P30 and fuel flow (Figure 76‑10). Flex takeoff thrust is implemented by the use of an assumed tempera-
ture higher than ambient day temperature and is subject to certain
certifying authority requirements, such as:
Lockup Mode
This mode is entered during the critical flight phase of takeoff and • The use of flex thrust is always at pilot discretion.
initial climb, and is a function of airspeed and attitude. In this mode, • When conducting a FLEX takeoff, max takeoff power can be
any large or sudden changes in EPR are prevented by the EEC. The selected if required at any time without introducing any control
only contributions to ratings calculations that are currently latched difficulties.
during this phase are bleed debits.
• Reduced thrust does not result in loss of any function, engine
failure warnings, or takeoff configuration warnings.
• At least 75% of full rated thrust is used on all takeoffs.
Derated Climb
In the same way as utilizing derated takeoff thrust, derated climb
thrust can be used to operate the aircraft without incurring noise
violations.


G550 MTM 76

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

G550 MTM 76

Uploaded by

Copyright:

Available Formats

GULFSTREAM G550

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Savannah Learning Center

Copyright © 2013 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

*Zero in this column indicates an original page.

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-i

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-iii

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-1

MANUAL OVERRIDE DEVICE

Figure 76–1. Engine Throttle Interface

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-2

GENERAL POWER CONTROL SYSTEM

When the autothrottle is controlling thrust management, servos on the

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-3

PFD MAP 1/6 SYS 2/3

L CONT IGN R CONT IGN

Figure 76–2. Engine Control Components

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-4

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-5

+39° RVDT –22° RVDT

Figure 76–3. Power Management Throttle Settings

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-6

Controls Reverse Thrust Control

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-7

MAIN THROTTLE LEVERS

28V ESS DC BUS

Figure 76–4. Throttle Lever / EEC Interface

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-8

Electrical Throttle Control NOTES

The EEC provides an excitation current to the throttle resolvers which,

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-9

105° 25° 23° 19.5° 2.5° 35.5° 52°

REVERSE THRUST FORWARD THRUST

Figure 76–5. Throttle Quadrant Internal Microswitches

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-10

Thrust Control Lever Microswitch Unit NOTES

Thrust Control Lever Momentary Switches

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-11

Figure 76–6. Fuel Switch / FADEC Interface

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-12

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-13

PFD MAP 1/6 SYS 2/3

Figure 76–7. Display Controllers

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-14

Display Controllers NOTES

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-15

L ENG EEC R ENG EEC

Figure 76–8. Engine Synchronization Block Diagram

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-16

The engine synchronization system monitors both engines’

The phase of flight is determined by the AFCS, which is based on A/T

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-17

THROTTLE MODULE ASSEMBLY

MANUAL OVERRIDE DEVICE

Figure 76–9. Autothrottle Block Diagram

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-18

Autothrottle Operation NOTES

The throttle position then sets the Rotary Variable Differential

Revision 0.0 FOR TRAINING PURPOSES ONLY 76-19