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LOW NOISE CABLE
STANDARD WIRING
EICAS
EVMS Indication
GF1810_040
N2 VIB Indication
If the N2 vibration monitor readings are
greater than 1.2 in/sec then the icon
is displayed.
N1 VIB Indication
If the N1 vibration monitor readings are less
1.0 in/sec, then the N1 is displayed green. If
N1 is greater than 1.0 in/sec then the readout
NOTE is displayed amber.
N1 VIB is not displayed unless:
Core VIB is displayed or,
L or R N1 VIB is >1.0 in/sec.
VIB
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
5750
115
81
93.4
5750
115
81
VIB
N2
FF (PPH)
OIL TEMP
OIL PRESS
N1 VIB
93.4
5750
115
81
0.2
93.4
5750
115
81
1.2
POWER PLANT
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−27
THRUST MANAGEMENT
The EEC uses one of two modes to set steady state power above idle, EPR or N1 mode. Although
idle is controlled to a RPM value, an equivalent EPR is also calculated so that the EEC can establish
a Throttle RVDT Angle (TRA) to EPR relationship throughout the operating range.
The EEC will control idle to prevent the engine from operating below minimum limits to:
· Ensure that cabin bleed and antiice
demands are met.
· Prevent ice accumulation on the fan, on the ground or inflight.
· Ensure that the variable frequency generators stay on line.
· Ensure cowl antiice
demands are met on the ground or inflight
· Protect against inclement weather by opening bleed valves to aid rejection of water and
maintain the surge margin, commanding continuous ignition to maintain combustion, as well as
increasing engine speed by an appropriate margin.
Low idle range is commanded when in the forward idle position and the airplane is not in an
approach configuration.
High idle is commanded when in the forward idle position and the airplane is in an approach
configuration.
If the EEC cannot determine whether or not an approach configuration has been set up, then the
EEC will default to high idle.
Forward thrust is set by positioning the thrust levers (manually or automatically). Between idle and
maximum thrust are various thrust levels such as:
· Maximum Takeoff
(MTO)
· Maximum Climb (CLB)
· Flexible Climb (Flex CL)
· Maximum Continuous (MCT)
· Flexible Takeoff
(Flex TO)
Reverse thrust is a manual selection only.
Each thrust lever drives a dual channel RVDT. Each channel in the RVDT is dedicated to an EEC
channel.
POWER PLANT
Flight Crew Operating Manual Rev 3, Apr 25, 2005
CSP 700−5000−6
Volume 2
18−10−28
THRUST MANAGEMENT (CONT'D)
GF1810_041
#1 RVDT #2 RVDT
CHA CHB CHA CHB
CHA CHB CHA CHB
FORWARD
EEC
DEDICATED
AIRCRAFT
GENERATOR ENGINES
DEDICATED
GENERATOR
EEC
POWER PLANT
Rev 3, Apr 25, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−29
THRUST LEVERS
The thrust lever quadrant consists of a main lever for setting forward thrust and reverse thrust, with a
finger lift lever for thrust reverser operation, Takeoff/
Go Around (TOGA) switches, autothrottle
engage and disengage switches, quick disconnect and engine run switches.
Pressing the TOGA switches will change the pitch and roll on the command bars on the PFD. For
more information, see Chapter 4, AFCS.
The autothrottle is engaged by pressing the left and/or right engage/disengage switch(es). It is
disengaged by a second press of either engage/disengage switch or by pressing either autothrottle
quick disconnect button or by moving the thrust lever manually.
Selecting the ENGINE RUN switches to ON activates fuel pumps, opens the HPSOV in the fuel
management unit and initiates the start sequence. Selecting the ENGINE RUN switches to OFF
deactivates
fuel pumps, closes the HPSOV and shuts down the engine.
Thrust lever movement transmits a signal to a dual channel RVDT. Each channel in the RVDT is
dedicated to an EEC channel. The dedicated generator provides (through the EEC) the electrical
power required for the RVDT to function. The EEC interprets the RVDT signal as a power demand
and adjusts engine parameters accordingly. There is no mechanical likage between thrust lever and
engine.
POWER PLANT
Flight Crew Operating Manual Rev 3, Apr 25, 2005
CSP 700−5000−6
　
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