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and bug are removed from the display. Once the doors are fully stowed, the REV icon will disappear, and the N1 target and
bug will reset to the takeoff setting. Also, the forward interlock baulk will be removed, allowing for forward
thrust modulation above idle thrust.
Thrust reverser operation of each engine is independent of the other engine. If the FADEC senses that a thrust reverser door
is unlocked in flight, the FADEC will limit engine thrust to idle, irrespective of thrust lever position. It will also post
a L (R) REVERSER UNSAFE (W) CAS message. If the main thrust levers are pulled rearward to the REV position when
the aircraft is not on the ground (no WOW or wheel spinup signal), the doors will not be unlocked, and an amber REV icon
is illuminated inside the N1 display. This caution signal is removed if the levers are restored to IDLE or forward while in
the air.
ISOLATION CONTROL UNIT
The isolation unit controls the hydraulic system pressure to the thrust reverser system.
DIRECTIONAL CONTROL UNIT
The directional control unit controls hydraulic pressure to the upper and lower door actuators to deploy force.
A pressure switch sends a signal to the directional control unit. The directional control unit control also sends a signal to
the upper and lower door actuators causing an overstow of the thrust reverser doors to enable unlatching of the primary
locks.
The unit contains a directional control valve that is controlled by a solenoid valve. The solenoid valve is controlled from
thrust lever microswitches, WOW and wheel spinup signals. When the solenoid is energized, a deploy valve opens allowing
hydraulic pressure to sequentially release the two primary locks.
Through the WOW or wheel spinup signal, two tertiary locks (prevents uncommanded thrust reverser deployment) release
and allows the directional control valve to the deploy position.
As the aircraft decelerates, the maximum N1 is reduced which limits thrust reverser authority and also helps prevent thrust
reverser controllability problems.
POWERPLANT
Volume 2 Flight Crew Operating Manual Sep 13/2004
18-01-22 CSP 100-6 REV 1
VIBRATION MONITORING SYSTEM
DESCRIPTION
The vibration sensor is a self-generating velocity pickup design that outputs a voltage signal proportional to velocity. The
signal is shared by both ECUs and annunciated in the cockpit.
COMPONENTS AND OPERATION
VIBRATION MONITORING SYSTEM
The powerplant fan assembly is continuously monitored for vibration. There is a vibration pickup on each engine, to provide
feedback to the aircrew which engine is producing high vibration levels. It is also used by maintenance personnel for
ground based fan trim balancing. A L (R) ENGINE VIBRATION (C) CAS message is illuminated and a VIB icon is displayed
on the MFD. If there is a loss of vibration signals from the affected engine(s), a L (R) ENGINE VIB FAIL (A) is
displayed as a CAS message.
CFO1801002_007
ENGINE CONTROL
UNIT
N1
SPEED
PROBE
N2
SPEED
PROBE
VIBRATION
TRANSDUCER
RIGHT ENGINE
AIRFRAME
LEFT ENGINE
N1
SPEED
PROBE
N2
SPEED
PROBE
VIBRATION
TRANSDUCER
STANDARD WIRING
LOW NOISE CABLE
EICAS
POWERPLANT
May 06/2005 Flight Crew Operating Manual Volume 2
REV 2 CSP 100-6 18-01-23
CONTROLS AND INDICATIONS
DESCRIPTION
The thrust levers control the application of forward and reverse thrust.
TOGA switches provide data for other operating systems.
The ENGINE panel provides switches to control engine starts, continuous ignition, Mach hold, engine synchronization,
disabling of the auto APR function, as well as fire extinguishing.
Engine-operating parameters are presented on the EICAS display. Indications include N1 and N2 (in percent values), as
well as ITT, fuel flow, oil pressure and temperature, ignition system and start status, high engine vibration levels, thrust
reverser use, as well as the selection of engine synchronization and mach hold.
THRUST LEVER QUADRANT AND ENGINE CONTROL PANEL
CFO1801002_023
ENGINE
1 2
IGNITION
MACH HOLD
L STARTER R STARTER
OFF OFF
FIRE EXT
CRANK START CRANK START
OFF N2
N1
SYNC
EVENT
R ENG FIRE
AUTO
FIRE FIRE
L ENG FIRE
APU FIRE
OFF
AUTO APR
L ENGINE
RUN
OFF
R ENGINE
RUN
OFF
CLB
APR
TO
CLB
EV
TO
IDLE
REV
IDLE
REV
APR
REV REV
TO/GA TO/GA
FIRE
ARMED ARMED
REV 2
POWERPLANT
Volume 2 Flight Crew Operating Manual May 06/2005
18-01-24 CSP 100-6 REV 2
　
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