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Volume 2
18−10−30
THRUST LEVERS (CONT'D)
GF1810_042
TAKEOFF/
GO AROUND
(TO/GA) SWITCH
AUTOTHROTTLE
QUICK DISCONNECT
ENGINE RUN
SWITCHES
REVERSE THRUST
LEVER
REVERSE THRUST
LEVER
AUTOTHROTTLE
QUICK DISCONNECT
TOGA SWITCH
AUTOTHROTTLE
SWITCH
IDLE
Idle Forward Thrust
MAX THRUST
Maximum Forward Thrust
REV
Idle Reverse Thrust
MAX REV
Maximum Reverse Thrust
ENGAGE/DISENGAGE
IDLE
REV
MAX REV
MAX
THRUST
ENGINE
L RUN R
OFF OFF
POWER PLANT
Rev 3, Apr 25, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−31
AUTOTHROTTLE SYSTEM
The dual Autothrottle (A/T) system provides, full flight regime, thrust management via automatic
positioning of the thrust levers. The A/T system modulates thrust, through dual throttle servo controls,
to provide thrust control and speed control. The A/T system can only be used when in EPR control
mode.
The PFD displays A/T engage status, operating mode and faults. All A/T faults are annunciated on
EICAS.
The dual Electronic Thrust Trim System (ETTS) provides limited authority thrust trimming, over the
full flight regime, via electronic trim commands to the FADEC.
The ETTS provides EPR trim, N1 synchronization, N2 synchronization, engage status as well as fault
annunciation on EICAS.
GF1810_043
The A/T − ETTS system contains the following :
· AT/ETTS software which coresides
and coexecutes
with the FMS software, on the processor
of the FMS card, in Integrated Avionics Computers’ (IACs) #1 and #2.
· Interface with the Throttle Quadrant Assembly (TQA).
· Interface with both FADECs (output via Fault Warning Computers (FWC), input via Data
Acquisition Units’ (DAUs) #1 and #2 for the left and DAUs #3 and #4 for the right engine).
· Two servos located in the TQA.
· Two engage/disengage switches and two quick disconnect switches, located on the thrust
levers.
· An A/T source selection on the MFD menu.
· An EPR rating and a EPR CMD/N1/N2 SYNC selection on the FMS menu.
POWER PLANT
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
18−10−32
AUTOTHROTTLE SYSTEM (CONT'D)
Autothrottle Data Sources
The A/T system is compatible with the active pitch mode, as determined by the AFCS or FMS.
Thrust control is maintained when speed is controlled via pitch control.
The A/T uses sensor data from the coupled PFD, to ensure consistent and compatible operation
with the AFCS. Data received from the AFCS and FMS is selected from the active AFCS and FMS
to ensure A/T control is compatible with the pitch control.
The A/T selects the ADC displayed on the coupled PFD as the ADC source during nondual
coupled Autopilot/Flight Director (AP/FD) operation. During dual coupled AP/FD operation, the A/T
selects the ADC displayed on each PFD and averages the data.
The A/T selects the IRS displayed on the coupled PFD as IRS source during nondual
coupled
AP/FD operation. During dual coupled AP/FD operation, the A/T selects the IRS displayed on each
PFD and averages the data.
The A/T selects the coupled side PFD during single coupled AP/FD operation. During dual coupled
AP/FD operation the A/T continues to use the PFD it was using prior to coupled operation.
The A/T selects and uses status information and data from the active AFCS and the active FMS.
The A/T identifies the active DAU channel via data received from the Fault Warning Computer
(FWC).
The A/T indicates the DAU selected source for the FADEC data and uses status information and
data from the FWC. The FWC monitors the channel in control status, to assess FADEC integrity.
The A/T identifies the active radio altimeter via selection data received from the FWC. The radio
altimeter data is obtained via the EFIS.
Limiting
The A/T system provides speed and thrust envelope limiting. Thrust envelope limiting is based on
the active EPR rating, while speed envelope limiting is based on minimum speed limits as well as
placard and structural speed limits.
Monitoring
Monitoring is incorporated in the A/T system to ensure control integrity. The monitoring consists of
validity, servo response and pilot override monitoring. Validity monitoring ensures that all
parameters required for A/T control, during a specific phase of flight, are present and valid and
detects engine out, engine reversion, thrust reverser deployment and internal faults. The servo
　
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