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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’
N1 or N2 in sync with each other. The engine synchronizer must
not be used during takeoff, landing, or single-engine operations.
If N1 is selected, SYNC green or amber EI will illuminate between the
N1 indicators. If N2 is selected, SYNC green or amber EI will illuminate
between the N2 indicators. The light will be green if the landing gear is
up and amber if the gear is down. ENG SYNC should be OFF for takeoff
and landing; therefore, the amber color is to alert the crew to turn
the synchronization system off if the landing gear is down.
CAS Color Description
APR FAULT White APR fault is detected in the associated (L or
R) DEEC.
Pilot’s Manual
2-8 PM-126A
Synchronization is accomplished by maintaining the speed of the slave
engine in sync with the speed of the master engine. The master engine
is determined and so designated during installation.
The following criteria must be satisfied before the system will operate:
• The ENG SYNC switch is set to N1 or N2.
• The difference between the N1 speed of each engine is no more
than 5%.
• Thrust reversers are stowed.
• APR is disarmed.
Deviating from any of these criteria will cancel engine synchronization.
Electrical power for the ENG SYNC switch is 28-vdc supplied through
the 1-amp SYNC SW circuit breaker located within the ENGINE group
of the pilot’s circuit breaker panel.
ENG CMPTR SWITCHES
The DEECs are controlled by the L and R ENG CMPTR switches located
in the respective L and R ENGINE panels. Normally, the switches
are left in the ON position. The ON position allows full DEEC authority
of engine operation through inputs with the pilot’s primary TLA. If
normal engine control is not satisfactory, the engine can be operated in
the manual mode.
The manual mode can be activated by placing the ENG CMPTR switch
to either MAN or OFF. If the ENG CMPTR switch is placed in the MAN
position, the manual mode solenoid (within the hydromechanical fuel
control unit) is deenergized closed, the engine fuel control is in the
manual mode and the DEEC is no longer controlling the engine. However,
if electrical power is still available, the DEEC will monitor N1 and
N2 and provide ultimate overspeed protection. If the ENG CMPTR
switch is placed to OFF or electrical power is lost, operation is the same,
except the ultimate overspeed protection is no longer available. The
OFF position of the ENG CMPTR switch disconnects power to the
DEEC.
Pilot’s Manual
PM-126A 2-9
SURGE BLEED CONTROL
A surge bleed control system for each engine is installed to prevent
low-pressure compressor surge. Each system consists of two externally
mounted surge valve control solenoids and an internally mounted
surge bleed valve. During normal operation, surge bleed valve position
is controlled by the DEEC via the solenoid control valves. Once the
DEEC transfers to manual mode, the surge bleed valve will go to the
1/3-open position.
FUEL HEATER /OIL COOLER
Each engine is equipped with a fuel heater/oil cooler. The fuel heater/
oil cooler is provided for the purpose of heating the fuel sufficiently to
prevent ice formation in the engine system, and to provide oil cooling
　
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