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Continuous ignition – Continuous ignition may be selected by pressing the CONT ignition
switch/light on the START/IGNITION panel. Both ignitions A and B are energized. When
continuous ignition is selected, both green ON lights illuminate, and the IGNITION A/B advisory
EICAS message appears.
Continuous ignition must be used during the following flight conditions:
• Takeoff and landings on contaminated runways;
• Takeoff with high crosswind components (greater than 10 knots);
• Flight through moderate or heavier intensity rain;
• Flight through moderate or heavier intensity turbulence; or
• Flight in the vicinity of thunderstorms.
Autoignition (aerodynamic stall protection) – Automatic activation of continuous ignition is
based upon angle-of-attack (AOA) data. Both systems A and B are energized by the stall warning
computer, and remain on until the airplane flight attitude is corrected.
POWER PLANT
Description
Vol. 2 19−10−15
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
IGNITION SYSTEM (CONT'D)
CAUTION
Activation of the Stall Protection System Test will activate continuous
ignition.
Both ignition systems A and B are disabled on the associated engine when the L (R) ENGINE
FIRE PUSH switch/light is selected. If continuous ignition was in use, the white ON legend of the
CONT switch/light will extinguish, but the green ON lights in the switch/lights remain illuminated,
and the IGNITION A/B advisory EICAS message remains displayed (to advise the crew that
continuous ignition is still active on the unaffected engine).
Ignition System
Figure 19−10−10
VIBRATION MONITORING SYSTEM
Description
The power plant consists of two major rotating assemblies, the N1 fan and N2 core sections. Each
assembly is continuously monitored for vibration. Indications are displayed on the EICAS page.
POWER PLANT
Description
Vol. 2 19−10−16
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
VIBRATION MONITORING SYSTEM (CONT'D)
Operation
N1 Fan
N1 fan vibration is displayed as a numeric readout on the EICAS page as FAN VIB. When the
N1 vibration level is 2.7 mils or greater, the color of the readout changes to amber. There is no
associated caution EICAS message.
N2 Core
N2 core vibration levels are continuously monitored, but are presented only when vibration
levels exceed a target value. An amber VIB icon appears in the middle of the N2 gauge when
the vibration target value is exceeded. There is no associated caution EICAS message.
Vibration Monitoring System Test
The system is tested by selecting the VIB switch on the ENGINE CONTROL panel to the TEST
position. In the TEST position, high vibration levels are simulated in the electrical circuitry. The
following indications appear on selection of the ENGINE VIB test switch:
• FAN VIB readouts increase to 3.6 mils, changing from green to amber, passing through
2.7 mils; and
• Amber VIB icons appear on the N2 dials.
ENGINE CONTROL Panel
Figure 19−10−11
THRUST LEVERS
Description
The thrust lever quadrant contains the thrust levers, thrust reverse levers, microswitches, and
internal locks and stops necessary to control the engines in forward and reverse thrust.
Operation
Thrust Levers
Most functions of the thrust levers are conventional in operation. Thrust lever quadrant settings
are SHUT OFF, IDLE, and MAX POWER.
POWER PLANT
Description
Vol. 2 19−10−17
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
THRUST LEVERS (CONT'D)
Mechanical Stop
A mechanical stop prevents the thrust levers from inadvertent movement. When the thrust
lever is at SHUT OFF, the thrust lever is mechanically locked in that position. When the thrust
lever is at idle, the mechanical stop prevents the thrust lever from being accidentally moved to
SHUT OFF. The mechanical stop is released by lifting the idle/shutoff release latch on the
thrust lever.
Friction Knobs
A friction knob is set to a preset friction value for ATS operation, and is not adjustable by the
pilot.
Thrust Lever Position Measurement
Actual thrust lever positions are electrically measured by rotary variable differential
transformers (RVDTs), or sensed by microswitches that are housed within the thrust lever
quadrant. The information is provided to the N1 control amplifier, the flight control computers
(FCCs), and the data concentrator units (DCUs). Other aircraft systems receive thrust lever
position information, including:
　
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