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point for draining possible moisture accumulation. In the normal operating
mode, the DEEC analyzes the TT2 and PT2 inputs and produces
output signals which are sent to a torque motor in the hydromechanical
fuel control unit for fuel flow control and to the control solenoids of the
surge bleed valves.
ITT is measured by thermocouple probes that extend into the gas path
between the high-pressure (N2) and low-pressure (N1) turbines.
The N1 speed signals are produced by a dual element monopole located
in the rear bearing housing and are the primary thrust indicating instruments.
The N2 speed signal is produced by a dual element monopole
located in the transfer gearbox. Both dual element monopoles
provide outputs to the DEEC and EICAS for flight deck display. Output
signals from the DEEC for engine control are also directed to a torque
motor in the hydromechanical fuel control unit and to the control solenoids
of the surge bleed valves.
Pilot’s Manual
2-6 PM-132A
The DEEC has an extensive self-monitoring and fault analysis system.
In the event a minor fault is detected in the system, the DEEC will initiate
an ENGCMPTR FAULT white CAS when ENG CMPTR switch is
in the ON position. If electrical power to the computer is lost, the manual
mode solenoid valve is deenergized closed, engine control reverts
to manual mode, and an ENGCMPTR FAULT amber CAS illuminates.
If a major fault occurs in the DEEC, it may remain in the auto mode or
it may revert to manual mode depending on the fault. In either case,
the ENGCMPTR FAULT amber CAS will illuminate. A MAN amber EI
will also illuminate if DEEC has reverted to manual mode.
When engine control automatically reverts to manual mode, it will not
go back to normal mode until the pilot cycles the ENG CMPTR switch.
If the CAS doesn’t clear, the fault condition still exists. At this point, the
pilot may select the MAN position which will result in the ENGCMPTR
FAULT amber CAS changing to white.
Whenever engine control is in the manual mode of operation, a MAN
amber or white EI will illuminate. If engine control has reverted to
manual because of a DEEC fault or failure, MAN will illuminate amber.
If manual mode was selected by the pilot, MAN will illuminate white.
Engine operation during manual mode is maintained through the secondary
TLA and mechanical linkage to the hydromechanical fuel control
unit.
Power to the DEEC is 28-vdc supplied from the L and R ESS buses
through the 7.5-amp L and R CMPTR circuit breakers located within
the ENGINE groups of the respective pilot’s and copilot’s circuit breaker
panels.
The following CAS illuminations are specific to the DEEC:
The DEEC also functions to provide the crew with automatic performance
reserve and engine synchronization.
CAS Color Description
ENGCMPTR FAULT Amber There is a major fault in the associated (L or
R) engine computer system.
ENGCMPTR FAULT White There is a minor fault in the associated (L or
R) engine computer system.
Pilot’s Manual
PM-132A 2-7
AUTOMATIC PERFORMANCE RESERVE (APR)
Automatic Performance Reserve (APR) provides a change in thrust on
the operating engine in the event of opposite engine thrust loss during
takeoff and missed approach conditions. The APR is controlled by the
APR switch located on the aft portion of the pedestal. Depressing the
switch illuminates the white ARM on the switch and the DEEC performs
a software verification. If the APR circuits are active for both engines,
an APR white EI will then appear at the top of the EICAS once
the system is armed by the DEECs. When armed, each DEEC monitors
the opposite engine in order to automatically increase the maximum
available thrust if the opposite engine fails. An APR ON green EI will
illuminate during automatic APR activity or manual activation. APR
may be manually activated by advancing the thrust lever to the APR
detent. The engine synchronizer will not function during APR
operation.
The following CAS illumination is specific to the APR:
ENGINE SYNCHRONIZER
The engine synchronizer system consists of a three position ENG SYNC
N1/N2/OFF switch (located on the aft pedestal), engine synchronizer
circuits, and data crosslink communication lines integrated within the
DEECs. The synchronizer will function from flight idle to the maximum
power rating as long as the engines are operating within the system
authority limits. The authority limits are: ± 5% N1 during midrange
operation, 0% at takeoff TLA, and -2% to +5% at flight idle. During
flight, the engine synchronizer, if selected, will maintain the two engines’
　
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