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Gulfstream IV.
A. Circuit Breakers:
The Engine Ignition system is protected by the following circuit breakers:
Circuit Breaker Name: CB Panel: Location: Power Source:
L/R #1 IGN P I-8, I-9 (1) ESS 28V DC Bus
L/R #2 IGN P J-8, J-9 (1) ESS 28V DC Bus
NOTE(S):
(1) Depending on effectivity.
4. Limitations:
A. Flight Manual Limitations:
(1) For airplanes SN 1000 thru 1249 without ASC 304:
The duty cycle time for continuous (airstart) ignition without ASC 304
is five (5) minutes ON and thirty (30) minutes OFF for cooling. There
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is no limitation on the ignition when used in a thirty (30) seconds
ON, thirty (30) seconds OFF cycle.
(2) For airplanes SN 1250 and subs and SN 1000 thru 1249 with ASC
304:
There is no duty cycle time limitation for continuous (airstart) ignition
with ASC 304 installed.
B. System Notes:
Although selection of continuous ignition is not time-limited, it will reduce
overall igniter life. It should be turned off as soon as the condition has
returned to normal.
It is recommended that the Air Start Ignition be selected ON for landing on
a runway with standing water, slush, or snow.
If volcanic ash is encountered, however, it is recommended that Airstart
Ignition be selected OFF. Operation of igniters when flying through volcanic
ash may create a “glassed over” condition and render them inoperative.
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Engine Ignition System
Controls
Figure 1
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Engine Ignition System
Simplified Block Diagram
Figure 2
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ENGINE CONTROLS
2A-76-10: General
The engine controls system governs engine operation through all phases of flight. This is
accomplished by both automatic and manual engine controls.
The engine controls system is composed ot the following subsystems:
• 2A-76-20: Electronic Engine Control System
• 2A-76-30: Engine Thrust Management System
2A-76-20: Electronic Engine Control System
1. General:
A. General Description:
The Tay engine control system, in addition to using the standard
mechanical cable and push/pull rod systems, has three automatic controls,
as follows:
• P3 Limiter
• LP Governor
• Top Temperature Controller
2. Description of Subsystems Units and Components:
A. P3 Limiter:
The P3 limiter controls the maximum internal engine pressure to prevent
over-boosting of the engine. The system is utilized when 238 PSI
(maximum pressure) is exceeded.
B. LP Governor:
The LP governor controls the maximum LP spool speed by limiting the fuel
flow to the fuel spray nozzle. It activates at approximately 94.6% LP RPM,
and attempts to maintain the speed below 95.5% RPM (LP overspeed).
As the speed of the LP compressor shaft approaches the set value, the
force caused by the centrifugal governor fly-weights moves the metering
plunger against the balance spring which decreases the fuel flow through
the governor until the plunger has a balanced condition. This also causes a
decrease in pressure across the governor which causes the HP fuel pump
to decrease the fuel quantity supplied. This prevents any increase in
engine speed. When there is a reduction in the LP shaft speed, the LP
governor drops off line and normal engine speed control resumes.
In addition to the LP governor operating as a power limiter or overspeed
governor, it may also operate during full power conditions in the event of
fuel flow regulator failure. During flight, the governor may also operate if the
power settings are set at less than maximum. This is due to the increase of
the speed differential between the HP and LP compressors with the
increase of altitude and the fall in temperature.
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C. Top Temperature Controller:
NOTE:
Not applicable for aircraft 1000-1319 (with ASC 394
incorporated) or aircraft 1320 and subsequent. The
top temperature controller was removed during the
above ASC and omitted in production thereafter.
The Top Temperature Controller (TTC) controls the maximum TGT of the
engine during high-power operating conditions. The TTC activates at
　
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