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and is issuing electronic trim commands.
EPR
SYNC
N1
SYNC 93.4 N2
SYNC
93.4
There will be no SYNC annunciation while:
· A/T is engaged with EPR CMD sync selected.
· A/T is not engaged during T/O or approach phase with EPR CMD sync selected.
The engine trim control is not available for the following conditions:
· Engine out condition.
· While an engine is in reversionary control (N1 control).
· While data, required for control, is invalid.
POWER PLANT
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
18−10−44
THRUST REVERSER SYSTEM
The thrust reversers provide additional deceleration to assist during landings and rejected takeoffs.
The thrust reverser is a pivoting door type. When deployed, the upper and lower doors pivot to
redirect exhaust gases through the top and bottom of the nacelle, eliminating forward thrust and
providing a braking effect. Each door has a kicker plate, attached to its front edge, designed to
ensure that the exhaust gases are ejected in the proper direction.
Inflight the pivot doors are locked closed.
GF1810_063
POWER PLANT
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−45
THRUST REVERSER SYSTEM (CONT'D)
Thrust Reverser
The thrust reverser is powered by hydraulic system #1 for the left reverser and hydraulic system
# 2 for the right reverser and is controlled by the EEC and electrical signals from the airplane.
The hydraulic system comprises:
· Isolation Control Unit − controlled by the EEC.
· Directional Control Unit − controlled by electrical signals.
· Primary Lock Actuators − lock both upper and lower doors.
· Door Actuators − One for each door.
The electrical system comprises:
· Tertiary Locks − one for each door, feedback signal to cockpit.
· Stow Switches − two per door, stow signal feedback to EEC.
· Linear Variable Transformer (LVT) − one per door, LVT signals door position to EEC.
· Maintenance Test Switch − allows thrust reverser deployment without engine operating. GF1810_064
LVT
LVT
ISOLATION
CONTROL
VALVE
AIRPLANE HYDRAULIC
RETURN AND SUPPLY
WOW OR
WHEEL
SPIN UP
COCKPIT
CONTROLS
COCKPIT
INDICATIONS
DAUs
EEC
MAINTENANCE
TEST SWITCH
STOW
SWITCH
STOW
SWITCH
TERTIARY
LOCK
TERTIARY
LOCK
STOW
SWITCH
STOW
SWITCH
HYDRAULIC
ELECTRIC
DIRECTIONAL CONTROL
VALVE
UPPER DOOR
ACTUATOR
PRIMARY
LOCK
RH SIDE
LOWER DOOR
ACTUATOR
PRIMARY
LOCK
LH SIDE
POWER PLANT
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
18−10−46
THRUST REVERSER SYSTEM (CONT'D)
Reverse Thrust Operation
GF1810_065
POWER PLANT
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
18−10−47
THRUST REVERSER SYSTEM (CONT'D)
Reverser Components
GF1810_066
UPPER TERTIARY LOCK
UPPER ACTUATOR UPPER DOOR
PRIMARY LOCKLEVER
AND ACTUATOR
LOWER TERTIARY LOCK
LOWER ACTUATOR
LOWER DOOR
LVTS
DIRECTIONAL CONTROL UNIT
PRIMARY LOCKLEVER AND ACTUATOR
NOTE
THE ISOLATION CONTROL UNIT
IS FRAME MOUNTED
(NOT INSTALLED)
Isolation Control Unit
The isolation control unit controls the hydraulic system pressure to the thrust reverser system.
Directional Control Unit
The directional control unit control hydraulic pressure to the upper and lower door actuators to
provide the deploy force.
A pressure switch sends a signal to the directional control unit and through the directional control
unit to the upper and lower door actuators. This causes an overstow of the doors to enable
unlatching of the primary locks.
GF1810_067
STOWED OVER−STOW
POWER PLANT
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
18−10−48
THRUST REVERSER SYSTEM (CONT'D)
Directional Control Unit (Cont’d)
The unit contains the directional control valve which is controlled by a solenoid valve. The solenoid
valve is controlled from thrust lever microswitches and WOW and wheel spin up signals. When the
solenoid is energized, a deploy valve opens allowing hydraulic pressure to sequentially release the
　
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