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ENGINE MOTORING
Dry motoring is accomplished by toggling the start switch from OFF to CRANK and hold for the duration of the cranking.
Dry motoring may become necessary to cool the engine when restarting the engine immediately after shutdown.
Wet motoring is accomplished by setting the RUN/OFF switch to RUN, toggling the start switch from OFF to CRANK and
holding the latter for the duration of cranking. In response, the ECU energizes the air turbine starter control valve, controls
the run solenoid, and controls the fuel metering valve per the start sequence.
A dry motoring follows the wet motoring start. Dry motoring is used to clear any pools of fuels that may have collected in
the engine during the wet motoring.
IGNITION SYSTEM
DESCRIPTION
The ignition system consists of an ignition exciter, two igniter plugs, and two sets of igniter leads. The ignition system for
each engine is a dual independent and redundant system. The ECU will activate the ignition system during automatic starts
and restarts. The ECU will also automatically turn the ignition system off when the engine is running. The pilot can manually
activate the ignition system by turning on the IGNITION switch.
For automatic ground starts, the ECU uses one ignition channel, changing the channel used on each start. For all other starts,
both ignition channels are used simultaneously. The system is capable of continuos operation by manual activation by the
pilot, but is normally only energized during the starting sequence.
COMPONENTS AND OPERATION
ENGINE STARTING
When the FADEC in-control channel is determined during N2 spool-up, the in-control channel closes the associated ignition
relay. When the applicable L (R) ENGINE RUN switch is selected, the FADEC selected dc powered ignition exciter
is energized. Ignition is de-energized by the FADEC at starter cutout.
AERODYNAMIC STALL
At an excessively high angle of attack (AOA), there is a possibility that turbulent airflow from the wing root could disrupt
the flow of air into the engine intake. Disruption of airflow at the intake could lead to engine compressor stall. The FADEC
and the stall protection computer provide two levels of compressor stall protection.
As the aircraft angle of attack reaches the stick shaker firing angle, the stall protection computer signals the FADEC
to energize both ignition channels.
If the FADEC detects a compressor stall or surge, the FADEC will modulate engine thrust to clear the event.
FLAMEOUT PROTECTION
If the FADEC detects an engine flameout, it will automatically initiate a re-light. Both ignitions systems are energized.
An engine flameout is detected when the following occurs:
- The engine is subidle and either the ITT rate of change is negative, or the N2 rate of change is lower
than commanded
- A flameout is detected while the engine RUN/OFF switch is still in the RUN position
- The L (R) ENGINE FLAMEOUT (C) CAS message is illuminated
When the affected engine’s ENGINE RUN switch is placed in the OFF position, the L (R) ENGINE FLAMEOUT caution
message is replaced by the L (R) ENGINE SHUTDOWN (S) message.
POWERPLANT
May 06/2005 Flight Crew Operating Manual Volume 2
REV 2 CSP 100-6 18-01-17
THRUST LEVERS
DESCRIPTION
The thrust lever quadrant contains the thrust levers, thrust reverse finger lifts, microswitches and internal locks and stops
necessary to control the engines in forward and reverse thrust.
COMPONENTS AND OPERATION
THRUST LEVERS
Thrust lever quadrant settings are MAX REV, REV, IDLE, CLB, TO, and APR. In addition, the range of movement of the
thrust lever between IDLE and CLB is defined as the cruise range.
The thrust levers incorporate both mechanical stops and soft detents.
Self-centering soft detents prevent the thrust levers from moving inadvertently.
FRICTION KNOB
A friction knob allows the pilot to change the friction setting for the thrust levers.
THRUST LEVER POSITION MEASUREMENT
Actual thrust lever positions are electrically measured by rotary variable differential transformers (RVDTs) or sensed by
micro switches that are housed within the thrust quadrant. The information is provided to the FADEC, the flight control
computers (FCC) and to the data concentrator units (DCU). Other aircraft systems are influenced by thrust lever position
are as follows:
- Landing gear warning system
- Takeoff configuration warning system
- Cabin pressurization
- Ground spoilers
TAKEOFF AND GO-AROUND (TOGA)
Takeoff and go-around (TOGA) switches are included in each thrust lever. When pressed, the TOGA switch signals the
flight control computers to modify flight director commands and the FMS position is updated through the flight management
　
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