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The FADECs are in the tail cone on the aft
pressure bulkhead, outside the engine-rotor
noncontainment zone.
The FADECs are the interface between the engines
and pilot throttle control. Additionally,
the FADECs are the main source of engine data
for cockpit indications. Each FADEC receives
signals directly from the engine and communicates
through two channels. The Garmin
interface adapter (GIA) 1 receives the output
from FADEC channel A and GIA 2 from
FADEC channel B.
The FADEC controls the engine power settings
using inputs from the engine sensors,
aircraft sensors, and pilot-selected throttle
position. The FADECs analyze pilot demands,
environmental conditions, and engine
Figure 7-12. Oil Filter Bypass Indicator
GIA 1
LH FADEC
ENGINE 1
A B A RH FADEC B
GIA 2
ENGINE 2
429
429
429
429
Figure 7-13. FADEC/Avionics Interface
operating limits. It then uses these parameters
to schedule fuel flow to the engines
(through the FMU) as necessary to provide
the thrust level selected by the pilot with the
throttles (see Figure 7-8).
The FADECs monitor rotor speed and ITT,
and can schedule fuel to prevent engine damage.
During ground starts, the FADEC limits
fuel flow to prevent an ITT exceedance.
However, during in-flight restarts, the pilot is
responsible for monitoring ITT.
Depending on pilot settings of ignition
switches and engine synchronization, FADEC
may also control ignition and engine synchronization.
The FADEC channel in control is alternated
during each successive engine start. As the engine
reaches idle speed on every ground start,
the channel in control is switched in order to
ensure both FADEC channels are capable of engine
control. This also allows the FADEC to
check for faults that can only be detected when
the FADEC channel is in control. The FADEC
does not switch the channel in control during
in-flight start attempts.
Normal DC power is provided to each FADEC
and is available for engine starting and all engine
operation. After engine start, if normal
DC power becomes unavailable, the enginedriven
PMA provides AC electrical power to
the FADEC. The aircraft electrical system
does not supply electrical power to the FADEC
when using the emergency bus.
Air data computer (ADC) data is provided to
the FADEC in order to allow the FADEC to determine
when a stabilized flight condition is
established so a signal can be set telling the
avionics package to record engine trend monitoring
data.
The only direct communication between the
left and right FADEC is for engine synchronization
and fault detection.
FADEC RESET SWITCH
The FADEC RESET switch is on the bottom
of the pilot tilt panel below the control yoke.
It allows FADEC faults to be reset. After
FADEC reset, if the fault is still present, the
ENG CTRL SYS message remains displayed.
To reset the left engine FADEC, push the
switch momentarily to the RESET L position.
Push the opposite direction to reset the right
engine FADEC (Figure 7-14).
THROTTLES
One throttle for each engine is in the cockpit.
The two throttles are on the throttle quadrant,
and are labeled “L THROTTLE” and “R
THROTTLE” outboard of their respective
tracks (Figure 7-15). Each throttle controls a
dual-coil position sensor, which sends pilot
commands to the FADEC.
CITATION MUSTANG OPERATING MANUAL
7-12 510OM-00
Figure 7-14. FADEC Switch
Figure 7-15. Throttle Quadrant
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-13
Each throttle has detents at five thrust-level
positions:
• TO (takeoff power)—Commands maximum
takeoff power and is intended for
brief use at takeoff only.
• CLB (climb power)—Commands maximum
climb power and is mainly intended
for use during climb to cruising altitude.
• CRU (maximum cruise power)—
Commands maximum cruise power and
is mainly intended for use during normal
cruise.
• IDLE (normal engine idle)—Commands
minimum safe continuous power and is
mostly used for descent, landing, and
stationary ground operations. Varies depending
on aircraft on the ground,in
flight, or with engine anti-ice turned on.
• CUT OFF (engine cutoff)—Commands
engine shutdown (fuel cut-off and igniters
off).
Refer to the AFM for specific, current guidance
on the use of these settings.
The pilot can position the throttles at any detent,
　
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