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Monitoring EICAS Indications 20--55--2
Figure 20--55--2 ITT Exceedance Detection 20--55--3
VIBRATION MONITORING
Figure 20--60--1 Vibration Monitoring VIB Icon 20--60--2
Vol. 1 20--00--3
POWER PLANT
Table of Contents REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
Figure 20--60--2 Vibration Monitoring 20--60--3
REVERSE THRUST
Figure 20--70--1 Reverse Thrust -- General 20--70--1
Figure 20--70--2 Reverse Thrust -- Thrust Reverser Subpanel 20--70--1
Figure 20--70--3 Reverse Thrust -- Thrust Reverser Levers 20--70--2
Figure 20--70--4 Reverse Thrust -- EICAS Indications 20--70--3
Vol. 1 20--00--4
POWER PLANT
Table of Contents REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
THIS PAGE INTENTIONALLY LEFT BLANK
Vol. 1 20--10--1
POWER PLANT
Introduction Sep 09/02
Flight Crew Operating Manual
CSP C--013--067
1. INTRODUCTION
The airplane is equipped with two General Electric CF34--8C5 high bypass ratio turbofan
engines which have a normal take-off thrust rating of 13,600 pounds. The engines are
controlled by a full authority digital electronic control system (FADEC). In the event of an
engine failure during takeoff, an automatic power reserve (APR) function of the FADEC, will
increase the thrust on the remaining engine to 14,510 pounds.
The engine is a dual rotor assembly consisting of a fan rotor (N1) and a compressor rotor
(N2). The N1 rotor consists of a single-stage fan connected through a shaft to a 4-stage low
pressure turbine. The N2 rotor is a 10-stage axial flow compressor connected through a
shaft to a 2-stage high pressure turbine.
For normal engine function, intake airflow is accelerated through the single-stage N1 fan and
is divided into two airflow paths:
S Bypass air -- Air that is ducted around the engine to produce most of the thrust. Thrust
reversers are used to divert the bypass air forward to assist in braking on the ground.
S Core air -- Air that enters the engine core section is compressed, mixed with fuel and
ignited. The gases pass through the high pressure turbine which drives the compressor.
Air from the high pressure turbine passes through the low pressure turbine which drives
the N1 fan. The exhaust gases are then accelerated through the exhaust nozzle to
produce a portion of engine thrust.
A variable geometry (VG) system regulates airflow through the compressor by changing the
position of the compressor inlet guide vane and the variable geometry stator vanes on the
first four stages of the compressor. This is done to prevent compressor stall and surge by
optimizing the angle of attack of the vanes. The VG system is controlled by FADEC and
positioned by actuators through a mechanical linkage. High pressure fuel from the engine
fuel metering unit is used to hydraulically move the actuators.
An operability bleed valve provides additional compressor airflow control by extracting bleed
air to off--load the compressor during starts and high aerodynamic loads. The operability
bleed valve is controlled by FADEC and hydraulically actuated by high pressure fuel from the
fuel metering unit.
The N2 compressor drives the accessory gearbox. Mounted on the gearbox are:
S Engine lubrication pump and integral oil reservoir
S FADEC alternator
S Hydraulic pump
S Engine fuel pump and fuel metering unit
S Integrated drive AC generator
S Air turbine starter
Vol. 1 20--10--2
POWER PLANT
Introduction REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
Power Plant -- Cross Section
Figure 20--20--1
CENTERBODY
PRIMARY
EXHAUST
NOZZLE
AFT CORE
COWL
NOSE
INLET COWL
FAN
COWL
CONCENTRIC
SHAFT
6th--STAGE
BLEED
4th--STAGE
BLEED
TRANS
COWL
FORWARD
CORE COWL
LP TURBINE
SECTION (N1)
HP TURBINE
SECTION (N2)
COMBUSTOR
SECTION
COMPRESSOR
SECTION (N2)
REVERSER
ASSEMBLY
FAN
COMPARTMENT
POWER
TAKEOFF
FAN
SECTION
N1 ACCESSORY
GEARBOX
BYPASS
AIR
CORE
AIR
Vol. 1 20--20--1
POWER PLANT
Thrust Control Sep 09/02
Flight Crew Operating Manual
CSP C--013--067
1. THRUST CONTROL
Thrust control is provide using thrust levers and managed by a full authority digital electronic
control system (FADEC).
A. Thrust Levers
Thrust levers control the application of forward thrust. Idle / shutoff release latches are
used to remove mechanical locks that guard against inadvertent movement of the thrust
　
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