Citation Mustang Powerplant

INTRODUCTIONThis chapter describes the Citation Mustang powerplants, including the engines and theirsubsystems. The Mustang is powered by two turbofan engines. Each powerplant includesignition, oil, and fuel systems. This chapter also describes powerplant controls and in-dicating systems.

CITATION MUSTANG OPERATING MANUAL

CHAPTER 7POWERPLANT

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GENERALThe Mustang is powered by two Prat t &Whitney PW615F turbofan engines (Figure7-1). Each Mustang powerplant installation in-c ludes a fue l me te r ing un i t (FMU) , anaccessory gear box (to drive accessories withengine power), and ports to provide bleed airfor the environmental control system (ECS)and ice-protection systems.

A remotely located dual-channel full-author-ity digital engine control (FADEC) monitorsand controls each engine. The two FADECS

are in the tail cone on the aft pressure bulk-head. FADECs adjust engine set t ings inresponse to pilot throttle settings, ambient airconditions, and engine conditions to provideoptimum engine performance. A dual-coil,permanent-magnet alternator (integral to theFMU) powers each engine FADEC when nor-mal DC power is not available.

Each powerplant includes ignition, fuel, and oilsystems. Engine indications are integrated intothe G1000 electronic cockpit displays. This

chapter includes information on normal engineoperations (including starting, ground opera-tion, and flight), powerplant limitations, andemergency/abnormal procedures. Fire detectionand extinguishing systems for the powerplantare described in Chapter 8Fire Protection.

DESCRIPTIONTwo Pratt & Whitney PW615F turbofan en-gines are in nacelles mounted on pylons oneach side of the tail cone. Each engine is flat-rated at 1,460 pounds of maximum continuousthrust (sea level static, standard day). Enginestation numbers are assigned at particular pointsto locate various components and functions,usually relating to air temperature and pressure(Figure 7-2).The PW615F is a twin-spool, counter-rotatingturbofan engine (the N1 spool and N2 spool ro-tate in opposite directions). It has a single-stage,low-pressure axial turbine that directly drivesa single-stage, high-efficiency fan. A single-stage, high-pressure axial turbine drives asingle-stage, mixed-flow compressor and a sin-gle-stage centrifugal compressor (Figure 7-3).


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Figure 7-1. Mustang Engine Mounting

1STATIC

2DYNAMIC

3COMPRESSED

4TURBINE INLET

5TURBINE OUTLET

6EXHAUST

INDUCTION AIR

LEGEND

CENTRIFUGAL COMPRESSION AIR

TURBINE AIR

EXHAUST AIR

AXIAL COMPRESSOR

COMBUSTION CHAMBER

Figure 7-2. Engine Stations

TURBOFAN ENGINE BASICSTurbofan engines provide thrust from twosources: the fan and the high-speed engineexhaust. The fan provides thrust like a pro-peller, pulling air into the fan and pushing itaft. The mass of exhaust exiting aft from theengine at high speed and pressure creates anequal reaction, pushing the engine (and the air-plane) in the opposite direction (forward). The core of the engine operates a continuous se-quence of air intake, air compression, fuel/airmixture combustion, and exhaust. The exhaustturns turbines that provide torque to the fan andcontinuous air compression for the engine core.The compressed air is mixed with fuel and ig-nited, resulting in rapid expansion. The exhaustthen exits the engine at high speed to providethe additional thrust (Figure 7-4).

Intake and CompressionThe spinning fan pulls ambient air into theengine inlet and sends some of it through the

fan bypass duct for direct thrust. The fan alsopushes air into the compressor section, wherethe axial-flow and centrifugal-flow compres-sors compress the incoming air to a very highpressure and temperature.

CombustionThe compressed air enters the combustion cham-ber where it is mixed with fuel and ignited. Atengine start, electric igniters create sparks thatignite the mixture. After each engine start, theflame in the combustion chamber continuesburning as long as fuel and air are supplied.The burning fuel/air mixture creates hot, high-pressure exhaust, which expands rapidly andmoves aft through the engine.

ExhaustAs the hot, high-pressure exhaust moves aftthrough the engine, it turns the high-pressureturbine. The high-pressure turbine is con-nected to the compressors through a short,


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Figure 7-3. Engine Schematic/Cutaway

hollow shaft. The high-pressure rotors (tur-bine, shaft, and compressors) are referred toas the high-pressure (HP) spool. Its rate ofrotation is referred to as N2 rpm or simplyN2. N2 rotation keeps the airflow enteringthe engine and maintains the intake/com-pression/combustion/exhaust cycle.

A thermocouple harness at engine Station 6measures exhaust stream temperature. This in-formation is processed by the FADEC andconverted to an equivalent interstage turbinetemperature (ITT) for use by the pilot.After exiting the HP turbine, the exhaust (nowat lower pressure and temperature, but at higherspeed) continues through the LP turbine, turn-ing it. The LP turbine turns a long, narrow,inner shaft (which passes through the hollowHP spool) to directly drive the fan. The LP ro-tors (LP turbine, inner shaft, and fan) arereferred to as the LP spool. Its rate of rota-tion is referred to as N1 rpm or simply N1.

The exhaust loses some heat as it turns the tur-bines, and then mixes with the fan bypass airbefore exiting aft through the engine exhaustnozzle. As the engine moves the exhaust aftand out, it produces jet propulsion thrust. Jetpropulsion thrust and fan bypass thrust com-bine to produce total engine thrust.

COMPONENTSENGINE SYSTEMS ANDACCESSORIESOn the bottom of the engine is an accessorygearbox (AGB) with an integral oil reservoir,pump, and mechanical power connections forengine-driven accessories. The AGB is drivenby the HP spool (N2) through a gear-drivenshaft. The AGB drives the engine fuel pumpand its associated alternator. The AGB alsoconnects the starter-generator to the engine.


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FAN BYPASS DUCT

LEGENDAMBIENT-AIR AND FAN-BYPASS AIRLOW-PRESSURE COMPRESSED AIRHIGH-PRESSURE COMPRESSED AIR

BURNING FUELHOT, SLOW, HIGH-PRESSURE EXHAUSTHOT, FAST, LOW-PRESSURE EXHAUST

LOW-PRESSURETURBINECOMBUSTION CHAMBER

FAN

HIGH-PRESSURETURBINE

HIGH-PRESSURE COMPRESSOR(CENTRIFUGAL-FLOW, SINGLE-STAGE)LOW-PRESSURE COMPRESSORMIXED-FLOW ROTOR

Figure 7-4. Turbofan Engine Basics

Two ports on the outside of the front bypassduct allow for bleed off of HP P3 air. Thisair is used in conjunction with the environ-mental and ice-protection systems.

To prevent engine surge, a bleed valve actua-tor (BVA) controls pressure in the compressorsection of the engine. Compressor surge ismanaged by bleeding off pressure as requiredduring the different phases of operation to thefan bypass duct. This process is controlled bythe FADEC throughout the engine operatingenvelope.

Nacelles and CoversThe engine nacelles (cowlings) are aluminumand consist of the inlet, upper, and lower nacelledoors, and the aft nacelle assembly. The lead-ing edge of the inlet is heated with engine bleedair for anti-icing purposes (see Figure 7-1).

When engine anti-ice is operated, andfor some time after, the nacelle lead-ing edge and starter-generator coolinginlet may be extremely hot and causeburns to skin. Avoid direct contact.

The upper and lower nacelle doors are at-tached using quarter-turn fasteners, whichallow for quick access to the engines for main-tenance or inspection (Figure 7-5).On the lower outboard side of each of thelower nacelles is an oil door, which providesthe crew with easy access to the oil level sightglass (Figure 7-6).A spring-loaded closed door is provided oneach lower nacelle (outboard on the right na-celle and inboard on the left nacelle), allowingfor a visual inspection of the oil filter bypassindicator.

Engine contamination is possible from manysources and may cause engine damage. Thesesources include:

Hail Condensation and freezing Salt water spray Blowing sand Dirt, dust, or volcanic ash Birds Insects Leaves Other debris

CAUTION


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Figure 7-5. Engine Nacelle Doors andFasteners

VISUALINSPECTIONHOLE

Figure 7-6. Oil Servicing Panel


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To prevent contamination of the engine on theground when the engines are off, engine cov-ers are provided for the inlet and exhaust portsof each engine.

ENGINE SYSTEMSIgnition SystemEach engine has dual igniters, which producesparks to ignite fuel in the engine combustionchambers. They are powered by exciter boxesand controlled by the FADEC. Igniters are nor-mally only operated during starting (Figure 7-7).Engine start is initiated when the pilot pressesand releases the respective engine start button,then immediately thereafter advances the sameside throttle into idle. Once the correct N2 isreached, the FADEC commands the light-offfuel flow and both igniters on. When an ade-quate rise in ITT is detected, the igniters areautomatically powered off by the FADEC.

The FADECs also command the igniters on andoff during an autorelight situation. Pilot con-trol of the igniters consists of two options:normal and on. In normal mode, the FADECscommand the igniters on and off as required.

For the autorelight feature, the FADEC mon-i t o r s f ue l f l ow and N 2 speed . I f anuncommanded drop in N2 rpm lasts for morethan 0.25 seconds, the FADEC activates the ig-niters. Once a positive engine accelerationand adequate rise in ITT are detected, the ig-niters are turned off by the FADEC. Alongwith fuel flow, the igniters are commanded offby the FADEC when the throttles are put intothe CUT OFF position.

Engine Fuel SystemThe engine fuel system consists of the fuelsystem components between the firewall shut-off valves and the engine. An FMU, under thedirection of the FADEC, regulates the fuelflow to the engines (Figure 7-8). The FMUalso provides HP motive fuel flow to the fueltank ejector pump system (refer to Chapter

5Fuel System) and the fuel pressure isalso referenced to the BVA.

Fuel/Oil Heat ExchangerA fuel/oil heat exchanger (FOHE) is also partof the FMU assembly. The heat exchangertransfers heat from the hot engine oil to thecooler incoming fuel. This cools engine oil toimprove lubrication and warms the fuel to pre-vent ice formation from water in the fuel system.

Fuel Filter and BypassThe engine fuel system includes a fuel filterand a bypass valve, which allows fuel to con-tinue to the engine in the event of a cloggedfilter. Before the bypass valve opens, a pres-sure sensor sends a signal to the cockpit,alerting the pilot to an impending bypass sit-uation. This may indicate fuel contamination.

Emergency Fuel Shutoff ValveThe FMU incorporates an emergency fuelshutoff valve that is automatically actuatedclosed in the event of aft N1 shaft movement.This feature prevents N1 overspeed in theevent of shaft separation by mechanicallyclosing the emergency fuel shutoff valve.

Permanent Magnet Alternator The FMU also has a dual-coil permanent mag-net alternator (PMA) that is integral to the FMUand is driven by the fuel pump drive shaft. It hasa single rotor, with dual coils for dual output ofelectrical power. Under normal operating con-ditions, power is provided either from DC powerby the aircraft electrical system or the PMA(whichever source is providing the greatestvoltage). If normal DC power is not available,the PMA provides AC electrical power to theFADEC during all phases of operation.

Oil SystemThe oil system provides cooling and lubrica-tion of the engine bearings and the accessorysection (Figure 7-9).


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7.57.5

EXCITER BOX

LEGENDNORMAL DC POWERHIGH-ENERGY IGNITION

L IGNITION NO. 1SSR

L IGNITION NO. 2SSR

L ENGFADEC

A

L ENGFADEC

B

EXCITER BOX

R IGNITION NO. 1SSR

R IGNITION NO. 2SSR

R ENGFADEC

A

R ENGFADEC

B

7.5 7.5

LH IGNSSR NO. 1

(AFT J-BOX)LH IGN

SSR NO. 2(AFT J-BOX)

RH IGNSSR NO. 1

(AFT J-BOX)RH IGN

SSR NO. 2(AFT J-BOX)

Figure 7-7. Ignition System (Left Engine Battery Start)


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Approved OilsCheck the current list of engine oils in theLimitations section of the Airplane FlightManual (AFM). Mixing approved oils is per-missible if they are from the same brand but isnot recommended except in emergency situa-tions. Refer to the AFM for specific procedures.

NOTEMaximum oil consumption is 1 U.S.quart per 13.5-hour period.

ComponentsOil TankThe oil reservoir is an integral part of theAGB. Total capacity is 5.12 quarts (4.85 liters)(Figure 7-10).

The engines include a sight glass with MAXand MIN marks, and a sight-glass access doorto make it more convenient to check the sightgauge oil level (see Figure 7-6). It has a fillerport for servicing (Figure 7-11). The oil vol-ume between MAX and MIN is approximately0.4 quarts. Do not fill above the MAX mark.

After servicing the engine, ensure the en-gine oil cap is correctly installed and the

doors secured. The engine is equipped witha check valve feature to ensure that oil lossis prevented if the cap is not installed or isimproperly installed.

Oil PumpAn engine-driven oil pump on the forward sideof the AGB pressures oil throughout the engineto p rov ide fo r lubr ica t ion and coo l ing .Strategically located engine-driven scavengepumps collect oil from the extremities andserves to return oil to the tank.

Oil CoolingThe oil cooler is an oil-to-fuel heat exchanger.It uses output fuel from the low-pressure sideof the engine-driven fuel pump to cool engineoil. Fuel is heated in the process so that icedoes not form in the fuel (see Figure 7-9).

Oil FilterThe oil filter is a disposable cartridge that re-moves solid contaminants. I t has bypasscapability; however, there is no cockpit indi-cation that the oil filter is bypassed. If thefilter is approaching bypass, a poppet valveopens, pushing a mechanical indicator outfrom the valve to indicate that the filter is ap-proaching bypass (Figure 7-12). This oil filterbypass indicator is checked during preflightand postflight inspection.


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AGB WITH OIL TANK OIL FILTERBYPASS INDICATOR

Figure 7-10. Oil System

Figure 7-11. Oil Filler Port and Sight Glass Gauge


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Starter-GeneratorsOn each engine, a 28-VDC starter-generator isattached to the AGB. To start the engines, thestarter uses power from a ground power unit, theaircraft battery, or the opposite side generator.

After engine start, as the engine exceeds ap-proximately 40% N2, the starter-generatortransitions to operate as a generator. For de-tails on starter-generators, refer to Chapter2Electrical System.

CONTROLS ANDINDICATIONSFADECEach engine is controlled and monitored byits own dual-channel FADEC (Figure 7-13).The FADECs are in the tail cone on the aftpressure bulkhead, outside the engine-rotornoncontainment zone.

The FADECs are the interface between the en-gines and pilot throttle control. Additionally,the FADECs are the main source of engine datafor cockpit indications. Each FADEC receivessignals directly from the engine and commu-nicates through two channels. The Garmininterface adapter (GIA) 1 receives the outputfrom FADEC channel A and GIA 2 fromFADEC channel B.

The FADEC controls the engine power set-tings using inputs from the engine sensors,aircraft sensors, and pilot-selected throttleposit ion. The FADECs analyze pilot de-mands, environmental conditions, and engine

Figure 7-12. Oil Filter Bypass Indicator

GIA 1

LH FADEC

ENGINE 1

A B RH FADECA B

GIA 2

ENGINE 2

429

429

429

429

Figure 7-13. FADEC/Avionics Interface

operating limits. It then uses these parame-ters to schedule fuel flow to the engines(through the FMU) as necessary to providethe thrust level selected by the pilot with thethrottles (see Figure 7-8).The FADECs monitor rotor speed and ITT,and can schedule fuel to prevent engine dam-age. During ground starts, the FADEC limitsfuel f low to prevent an ITT exceedance.However, during in-flight restarts, the pilot isresponsible for monitoring ITT.

Depending on p i lo t se t t ings of igni t ionswitches and engine synchronization, FADECmay also control ignition and engine syn-chronization.

The FADEC channel in control is alternatedduring each successive engine start. As the en-gine reaches idle speed on every ground start,the channel in control is switched in order toensure both FADEC channels are capable of en-gine control. This also allows the FADEC tocheck for faults that can only be detected whenthe FADEC channel is in control. The FADECdoes not switch the channel in control duringin-flight start attempts.

Normal DC power is provided to each FADECand is available for engine starting and all en-gine operation. After engine start, if normalDC power becomes unavailable, the engine-driven PMA provides AC electrical power tothe FADEC. The aircraft electrical systemdoes not supply electrical power to the FADECwhen using the emergency bus.

Air data computer (ADC) data is provided tothe FADEC in order to allow the FADEC to de-termine when a stabilized flight condition isestablished so a signal can be set telling theavionics package to record engine trend mon-itoring data.

The only direct communication between theleft and right FADEC is for engine synchro-nization and fault detection.

FADEC RESET SWITCHThe FADEC RESET switch is on the bottomof the pilot tilt panel below the control yoke.It allows FADEC faults to be reset. AfterFADEC reset, if the fault is still present, theENG CTRL SYS message remains displayed.To reset the left engine FADEC, push theswitch momentarily to the RESET L position.Push the opposite direction to reset the rightengine FADEC (Figure 7-14).

THROTTLESOne throttle for each engine is in the cockpit.The two throttles are on the throttle quadrant,and are labeled L THROTTLE and RTHROTTLE outboard of their respectivetracks (Figure 7-15). Each throttle controls adual-coil position sensor, which sends pilotcommands to the FADEC.


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Figure 7-14. FADEC Switch

Figure 7-15. Throttle Quadrant


510OM-00 7-13

Each throttle has detents at five thrust-levelpositions:

TO (takeoff power)Commands max-imum takeoff power and is intended forbrief use at takeoff only.

CLB (climb power)Commands maxi-mum climb power and is mainly intendedfor use during climb to cruising altitude.

C RU (max imum c ru i s e power )Commands maximum cruise power andis mainly intended for use during nor-mal cruise.

IDLE (normal engine idle)Commandsminimum safe continuous power and ismostly used for descent, landing, andstationary ground operations. Varies de-pending on aircraft on the ground,inflight, or with engine anti-ice turned on.

CUT OFF (engine cutoff)Commandsengine shutdown (fuel cut-off and ig-niters off).

Refer to the AFM for specific, current guid-ance on the use of these settings.

The pilot can position the throttles at any de-tent, or at any position between the IDLE andCRU detents. When the throttle is not in a de-tent, FADEC estimates the intended thrustlevel based on throttle position and adjuststhe engine accordingly.

A barrier (gate) between the IDLE and CUT OFFdetents prevents accidental engine cutoff andprotects against accidental throttle advance outof CUT OFF. To move a throttle above or belowthe gate, use one finger to pull up the spring-loaded slide latch (triggers) under the throttlehandle and hold the slide latch up while usingthe rest of the hand to move the throttle over thegate. When the throttle is over the gate, releasethe slide latch, and verify the throttle is full aft(on the IDLE detent).On the outboard side of each throttle handle,a large slide switch controls the speedbrakes,and a small GO AROUND pushbutton switchdisconnects the autopilot and sets the flight di-rector for a go-around. Refer to Chapter

15Flight Controls for details on speed-brakes, and refer to Chapter 16Avionicsfor details on the GO AROUND switch.

L AND R IGNITION SWITCHESThe L and R IGNITION switches are on thelower instrument panel, left of the pilot con-trol wheel. Each switch has two positions: ONand NORM (Figure 7-16). In the NORM po-sition, ignition is controlled by the respectiveengine FADEC, which automatically ener-gizes igniters as necessary. FADECs energizeigniters during engine start, or if the FADECdetects flameout and activates autorelight.

In the ON posi t ion, the igni ters operate continuously.

ENGINE START SWITCHESENGINE START switches are grouped on thetilt panel, left of the pilot control wheel. Eachis a lighted pushbutton switch. These includethe L and R ENGINE START switches andthe DISENG switch. Each pushbutton switchis a momentary-contact switch (Figure 7-16):

L and R ENGINE START switchesWhen the engines are not running, theL and R ENGINE START switches con-trol the corresponding engine starters.Pressing either switch energizes the cor-responding engine starter. Refer toChapter 2Electrical Systems for de-tails on these switches and engine-startoperations.

Figure 7-16. ENGINE START and IGNITIONSwitches


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DISENG switchThe DISENG switch(starter-disengage switch) opens the startrelay. This may be required if a starter con-tinues to operate too long, or when theengine has reached too high a speed with-out the starter automatically disengaging.

ENGINE SYNC SWITCHThe ENGINE SYNC switch is on the throttlequadrant, to the right of the CUT OFF positionof the right engine throttle (Figure 7-17).

The switch enables or disables the engine syn-chronization capability of the FADECs. It hastwo positions: NORM and OFF. In the OFF po-sition, engine synchronization is disabled. Inthe NORM position, FADECs automaticallycontrol engine synchronization in flight whenall of the following conditions are true:

ENGINE SYNC switch is in the NORMposition

Landing gear are retracted Each throttle is out of the TO detent and

above the IDLE detent Throttle levers are within 5 of each other N1 references are within 5% of each other

ENGINE INDICATING ANDCREW ALERTING SYSTEMThe engine indication and crew alerting sys-tem (EICAS) contains all indications for thepowerplant and its systems. These includecontinuous engine indications and crew alertsas necessary. In normal EICAS display mode,these indications are in two columns on the leftside of the G1000 multifunction display (MFD)(Figure 7-18).

Reversionary mode is selected by pressing thered DISPLAY BACKUP button at the bottomof either audio control panel. In this mode,most of these indications are presented in a sin-gle-column EICAS display. The reversionarymode EICAS display normally is on the leftside of the pilot and/or copilot PFD. In re-versionary mode, some EICAS displays aresimplified or eliminated, and crew alerts ap-pear in a box on the right side of the affecteddisplay (Figure 7-19).The FADECs pass information to and fromthe GIAs. The GIAs then send updated en-gine performance and fault information to theEICAS display. The FADEC provides enginedata to the EICAS for:

N1 % rpm N2 % rpm ITT

54

96

35

35235

135

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ARKANSAS RIVER

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Figure 7-18. EICAS Display on MFDFigure 7-17. ENGINE SYNC Switch

Colors of scales, pointers, and digits indicatethe current condition of the affected system(Figure 7-20):

Red indicates a warning that a limitationhas been exceeded.

Amber indicates a caution that a sys-tem is near its limitation, and operatingin a time-limited region.

Green indicates normal operation. White indicates vertical analog tapes

when in normal operating range, andalso for labels on indications.

Cyan indicates pilot-defined settings, orrecommended target values as determinedby FADEC.

On some EICAS indications (ITT, oil pressure,oil temperature), digits only appear when rel-evan t o r when abno rma l o r emergencyconditions exist. If the EICAS does not receivevalid data for an indication, it replaces the in-dication with a red X (Figure 7-21).


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E

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110

100

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20

10

20

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2

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4

4

2

2

34003000

3300

3200

3000

2900

3100

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043HDG 013CRS

31 2000

21

S15

12

E63

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GPS TERM

LCLXPDR1 R 18:11:371200 ALTMETRIC DFLTS WIND DME BRG1 CDI ADF/DME BRG2 IDENT STD BARO BACK MSG

16.5NMICT

NAV2

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GPS

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DISCHITO / KICT

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HDG MISCOMPIAS NO COMPALT NO COMP

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CAS

OIL PRESS LO LCABIN ALTT2 HTR FAIL RW/S OHEAT LW/S A/I FAIL LFUEL PRES LO RENG A/I COLD LCABIN DOORAFT DOORP/S HTR LF/W SHUTOFF RSURFACE DE-ICESPD BRK EXTENDFUEL TRANSFER

89.5CRUCRU

46.2

13466

3001040

400950

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27

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68.3 70.1

N1%

100

90

80

50

20

ITTC

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DC VOLTSDC AMPS

CABIN PRESSALT FT

DIFF PSI

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BATT VOLTS

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500

600

700

800

900

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Figure 7-19. EICAS Reversionary Displayon PFD

EXCEEDANCE LEVEL

EXCEEDANCEREGION

MAJOR GRADUATION

SLIDER (SAFE REGION)

SLIDER (IN EXCEEDANCE)

EXCEEDANCE REGION

POINTER (SAFE REGION)

POINTER (IN EXCEEDANCE)

NORMAL REGION

EXCEEDANCE REGION

MINOR GRADUATION

Figure 7-20. EICAS Analog Markings

N1%

OIL

FUEL

LBS

PPH

C

1500

1000

500

N2%DC

BATTERY

CABIN PRESS

TRIMAILERON

RUDDER

FLAPS

CAS

UPTO/APR

LAND

X1000+1

ALT FT RATE FPM

DEST ELV

DIFF PSI

0 5 10

VOLTS

AMPS

VOLTS AMPS

PSI C

ITTC

100

90

80

200

500

600

700

800

900

50

20

0

-10

5

10

15

Figure 7-21. EICAS DisplayInvalid Data


510OM-007-16

NOTEA red X on an EICAS indicationdoes not mean that the indicated valueis zero or is exceeding normal levels.It only indicates that the EICAS can-not determine the correct value todisplay, and that the EICAS indicationis inoperative. Red lines on somescales, indicating maximum allow-able limits, may not appear. This doesnot mean there is no limit for that item.It means the EICAS cannot determinewhat the appropriate red line value is.

In addition to powerplant status indications, theEICAS provides information on most other air-craft systems. For details on those indications,refer to Chapter 4Master Warning System.

EICAS powerplant indications include: N1 % rpm and thrust mode* SYNC indications ITT and ignition indications* N2 % rpm* Oil pressure (psi) and temperature (C) Crew alerting system (CAS) messages

* If normal DC power fails, these items arepowered from the permanent magnet alter-nator (PMA) and remain visible on the EICAS.

N1% WINDOWFor each engine, the N1% window of theEICAS (Figure 7-22) indicates:

N1% rpm N1% target bug Thrust mode Engine SYNC

The N1% window is powered by normal oremergency DC power. It is always visibleand operating when any DC power is activein the aircraft. All N1% window indications

remain valid when the aircraft is on emer-gency DC power.

N1% RPMThe N1% scale indicates the rotation speed ofthe N1 spool and is calibrated in percent ofmaximum N1 rpm (as determined by FADEC).It is the primary indication of engine thrust.When in acceptable range, the analog tapes arewhite and the digits are green. When outsideacceptable range, both tapes and digits arered. When N1 is below 20% of maximum, thedigits are displayed and the tape display doesnot indicate below 20% N1. A red line indi-cating maximum rpm limit (as determined byFADEC) is at 100% rpm on each scale.

N1% Target BugN1% target rpm, as calculated by FADEC forthe selected thrust mode, is indicated by cyandigits in a box centered at the top of the N1scales, and by a cyan marker (bug) on theoutboard side of each N1 scale (Table 7-1).

Thrust Mode Thrust-mode indications appear in cyan at thetop of each N1 scale. These indications cor-respond to the throttle settings currentlyselected by the pilot. If the pilot selects a set-t i ng be tween de t en t s , t he t h ru s t modeindications do not appear.

CRU CRU89.5

46.2

N1%

100

90

80

50

20SYNC100.1

THRUST MODE INDICATOR

N1% TARGET (DIGITAL)N1% RED LINE

N1% TARGET (ANALOG)

N1% (ANALOG)

N1% SYNC INDICATOR

N1% (DIGITAL)

Figure 7-22. N1% Window


510OM-00 7-17

In normal display mode, these indications arein the upper-left corner of the MFD. In rever-sionary mode, they are presented at the top ofthe reversionary EICAS display on the pilotand/or copilot PFD.

Engine SYNCAt the bottom-center of the N1% display, thelabel SYNC appears in green letters whenthe engines are synchronized in flight by theFADEC, when ENGINE SYNCNORM isselected by the pilot.

ITT AND IGNITION WINDOWThe ITT and ignition window provides currentstatus of ITT and engine ignition systems (Figure7-23). It is powered by normal or emergency DCpower, and is always visible and operating whenany DC power is active in the aircraft. All ITTand ignition window indications remain validwhen the aircraft is on emergency DC power.

ITT DisplayThe ITTC window appears on the top of theright column of the normal EICAS display, orbelow the N1% window on the EICAS rever-sionary display. For each engine, it indicatescurrent ITT, which provides an indication ofinterstage turbine temperature. Maximum al-lowable (red line) ITT and abnormal high ITTranges are calculated by FADEC and displayedas a red line and a short amber band, respec-tively, on each scale.

The ITT scale is calibrated in degrees Celsius(C). A white tape and pointer moves alongthe outboard side of each scale. Digits appearat the bottom of the scale to indicate currentITT during engine start or if ITT values areunder 200.

Ignition (IGN) DisplayThe green IGN letters appear on the top of anengine ITT scale when one or both igniters areenergized in that engine (Figure 7-23).

N2% WINDOWThe N2% window indicates the rotation speedof the N2 spool in percent of maximum N2 rpm(as determined by the FADEC) (Figure 7-24).It is a key indication of engine condition. Thewindow appears immediately below the ITTand ignition window, whether in the EICASnormal display or reversionary display. Thedigit colors are:

White during engine start Green in acceptable range Red when outside acceptable range

The N2% window is powered by normal oremergency DC power. It is always visible and

GEAR THROTTLE BUG STATUS POSITION DOWN ANY TO PWR UP CRU DETENT CRU PWR UP CLB DETENT CLB PWR UP TO DETENT TO PWR UP BETWEEN NEXT HIGHER DETENTS DETENT PWR

Table 7-1. TARGET N1 BUG

IGN IGN

ITT RED LINE

ITT AMBER BAND

ITT (ANALOG) ITT (DIGITAL)

Figure 7-23. ITT and Ignition Window Figure 7-24. N2% Window

operating when any DC power is active in theaircraft. All N2% window indications remainvalid when the aircraft is using emergencyDC power.

OIL PRESSURE (PSI) ANDTEMPERATURE (C)INDICATIONSThe OIL window appears immediately below theN1% window on the normal EICAS display(Figure 7-25), or immediately below the N2%window on the reversionary display (Figure 7-26). The OIL window is powered by normalDC power. However, when the aircraft is usingemergency DC power, only the oil temperature(C) indication for the left engine remains valid.

Oil Pressure (psi)In the normal EICAS display, oil pressure (inpsi) for each engine is displayed by pointers on

the corresponding sides of twin vertical analogscales (and by pointers and digits when at theend of the scale). The scales have color bandsindicating normal (green), abnormal (yellow),and unsafe (red) ranges. The analog scale bandsfor the left and right engine are separate becausethe low oil pressure caution region and the redline limit change as a function of N2 speed. Thepointers are the same color as the band to whichthey are pointing. The digits display at the bot-tom of the oil pressure scales in the same coloras the pointer, but only when the pointer is out-side the green range. In EICAS reversionarymode, only the color-coded digits appear, butthey appear at all pressures.

Oil Temperature (C)In normal EICAS display, oil temperature (de-grees celsius) for each engine is displayed bypointers on the corresponding sides of a sin-gle vertical analog scale. The scale has colorbands indicating normal (green), abnormal(yellow), and unsafe (red) ranges. The point-ers are the same color as the band to which theyare pointing. Digits display at the bottom ofthe oil temperature scale in the same color asthe pointer, but only when the pointer is out-side the green range. In EICAS reversionarymode, only the color-coded digits appear, butthey appear at all temperatures.

CAS MESSAGESCAS messages about powerplant conditionsnormally are followed by the letters L or R(left or right powerplant). When the same mes-sage applies to both powerplants, the messageis followed by L-R. Powerplant CAS mes-sages include (Figure 7-27):

Red OIL PRESS LO L-R message Amber ENG CTRL SYS L-R message Amber F/W SHUTOFF L-R message Amber FUEL FLTR BP L-R message Amber FUEL PRESS LO L-R message Amber or white ENG A/I COLD L-R

message Amber T2 HTR FAIL L-R message


510OM-007-18

Figure 7-25. Oil Pressure and TemperatureWindow (Normal)

Figure 7-26. Oil Pressure and TemperatureWindow (Reversionary)


510OM-00 7-19

OIL PRESS LO L-RThe red OIL PRESS LO L-R message indicatesthe oil pressure is below the minimum ac-ceptable pressure (lower red line limit on theoil pressure display). This is an indicationthat engine failure has occurred or may soonoccur. Immediate pilot action is required.Refer to Emergency/Abnormal Proceduresin the AFM. This message does not appearduring startup, or if the engine is shut down,and cannot appear when the battery switch isselected to EMER power.

ENG CTRL SYS L-R The amber ENG CTRL SYS L-R message in-dicates the engine control system is not operatingnormally. The pilot must closely monitor the en-gine for signs of abnormal engine operation. Thisindication is only valid when normal DC poweris available. This message will be posted anytime emergency power is selected.

F/W SHUTOFF L-R The amber F/W SHUTOFF L-R message in-dicates the firewall shutoff valve has closed onthe corresponding side. Fuel cannot travel tothe affected engine from either tank. Refer toChapter 8Fire Protection for more infor-mation. This indication is valid only whennormal DC power is available.

FUEL FLTR BP L-R The amber FUEL FLTR BP L-R message in-dicates fuel filter bypass is impending, or isoccurring. Contamination of the engine (andpossible engine damage or engine failure) isimminent or is occurring. Refer to Chapter5Fuel System for more information. Thisindication is valid only when normal DC poweris available.

FUEL PRESS LO L-R The amber FUEL PRESS LO L-R messageappears when fuel pressure falls below 4.65psig, and extinguishes when fuel pressure risesabove 6.4 psig. This may indicate impendingengine failure or flameout. Refer to Chapter5Fuel System for more information. Thisindication is valid only when normal DC poweris available, and does not appear when the af-fected engine is shut down (throttle selectedto CUT OFF).

ENG A/I COLD L-R The amber or white ENG A/I COLD L-R mes-sage indicates engine anti-ice has been selectedbut the engine inlet is still cold. If the aircraftis in icing conditions, this problem may causeengine damage (due to ice ingestion) and/orengine failure. Refer to Chapter 10Ice andRain Protection for more information. Thisindication is valid only when normal DC poweris available, and is suppressed during engineshutdown.

T2 HTR FAIL L-R The amber T2 HTR FAIL L-R message indicatesfailure of the anti-ice heating system for the T2probe in the engine inlet. If the aircraft is in icingconditions, this failure may cause improperFADEC operation and/or engine failure. Thisalso indicates an increased risk of ice ingestioninto the engine because ice may form on the T2probe, then break off and enter the engine. Referto Chapter 10Ice and Rain Protection formore information. This indication is valid onlywhen normal DC power is available, and is sup-pressed during takeoff and landing.

OIL PRESS LO L-R ENG CTRL SYS L-RF/W SHUTOFF L-RFUEL FLTR BP L-RFUEL PRESS LO L-RENG A/I COLD L-RT2 HTR FAIL L-R

Figure 7-27. CAS Window

OPERATIONFor specific, current instructions on normal op-erating procedures, refer to the AFM. Wherethe following information differs from theAFM, use the AFM information and followthe AFM instructions. These procedures focusonly on powerplant items in these stages of air-craft operat ions. Other systems are alsoinvolved, and steps are required for them, butare not noted here. Refer to the AFM or check-list for details.

PREFLIGHTIn addition to the other systems that must bechecked during preflight, the powerplants re-quire particular attention. Before preflight,ensure that all four engine covers are removedand stowed, and that both throttles are se-lected to CUT OFF.

Inspect the engine intakes and exhaust (in-cluding the fan bypass duct) for any indicationof ice or foreign object contamination. Ensurethe following are all clear:

Engine air inlet Generator cooling air inlet Engine anti-ice exhaust Pylon precooler inlet Generator cooling air exhaust Engine fluid drains Pylon precooler exhaust

Check the engine rotors (and the engine T2probe in the engine inlet) for bent blades, nicks,and blockage of fan stators (stationary blades).Check the oil filter bypass indicator by view-ing the indicator button through the accesspanel on the lower right side of each enginenacelle (see Figure 7-7). If the button is ex-tended (popped), maintenance is requiredbefore flight.

Open the oil door to check the oil level in theoil level sight glass (see Figure 7-11). It shouldbe between MIN and MAX. The normal timeto check engine oil is 10 minutes after engineshutdown.When finished checking the oil sys-tem, ensure that the access doors are secure.

STARTBefore starting the engines, complete pre-f l i gh t i n spec t i on and ensu re t ha t noinappropriate CAS messages appear (Figure7-28). Ensure that no blowing debris is likelyto be ingested by the engine. Verify that no air-craft are closer than 50 feet immediately behindthe engine and that no people are within thehazard area in front or behind the engine (seeFigure 1-4 in Chapter 1Aircraft General).

NOTEConsider wind velocity prior to at-tempting engine start in order topreclude exceeding wind-related lim-itations. Reposition the aircraft ifrequired (see section II of the FAA-approved AFM).

Prior to starting the first engine, review theSTARTING ENGINES checklist to preparefor steps that will take place during the se-quence . Ver i fy tha t adequate vol tage i savailable for the start and then press the STARTbutton, verifying that the appropriate STARTgroup lights illuminate. Lift the throttle trig-ger, then place the lever to the idle position.FADEC introduces fuel and energizes the ig-nition, which should result in combustion.Scan to check that all components of the startoccur and monitor ITT as it begins to rise.Ensure that the starting limitations are not ex-ceeded as the engine accelerates, and alwaysstand ready to terminate the start, if required,by guarding the throttle.

Check that the ITT rises immediately. If ITTrapidly approaches 830C or shows no risewithin 10 seconds, abort the start. Do not ex-ceed 830C for more than 5 seconds; and neverexceed the maximum limit of 862C.


510OM-007-20


510OM-00 7-21

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510OM-007-22

If engine maintenance has been per-formed, air in fuel lines may causea hot start. Accomplish proper purg-ing procedures prior to attempting astart. Be prepared to abort the start.

With the throttle at idle, on the ground, FADECautomatically varies fuel flow as required tomaintain N2 at 48.6%. Note that the N2 displaydigits change from white to green, indicatingthat the FADEC start sequence is complete.Also, verify that all EICAS indications are nor-mal and proceed to start the second engine.

GROUND OPERATIONWhen operating on the ground, maintain throt-tles at IDLE, except as necessary for engineand system checks or for taxiing.

When operating on the ground, beaware of the hazardous effect of jetexhaust blast on people and otheraircraft in the area. Avoid groundmaneuvers and/or power settings thatmay result in damage or injury toothers in the area (see Figure 1-4 inChapter 1Aircraft General).

When beginning to taxi, verify both brakes areoperating and nosewheel steering is effective.

FLIGHT OPERATIONSTakeoffAt takeoff, while holding brakes, select throt-tles to the TO detent. Verify the FADECthrust mode EICAS indicator (top of the N1%window) displays a cyan TO for each en-gine. Verify all EICAS indications are normaland N1% rpm is at the cyan command bug foreach engine. Release the brakes and maintainfull takeoff power until reaching safe altitude.

NOTETakeoff thrust is limited to 5 min-u t e s excep t du r ing emergencysituations (i.e., one engine inopera-tive). Refer to the AFM.

After TakeoffClimbDuring climb, select throttles to the CLB de-tent. Verify that the FADEC thrust modeindicator displays a cyan CLB for each engine,which indicates the FADECs are automaticallysetting maximum climb thrust on each engine.

CruiseDuring cruise, select throttles to CRU detent,or as desired. If using the CRU detent, FADECautomatically sets maximum cruise thrust;verify that the FADEC thrust mode indicatordisplays a cyan CRU for each engine.

NOTEThe throttles should be reduced to theCRU detent or below within 10 min-utes after reaching an intermediate orfinal cruise altitude. The use of CLBduring normal operations beyond 10minutes after reaching cruise altitudewill significantly decrease engine lifeand increase operator costs.

Descent, Approach, andLandingDuring descent, approach, and landing, reducethe thrott les as necessary to manage de-scent/approach profile and navigate as required.

On final approach or landing, if an all-enginesgo-around is desired, push both throttles fullforward to select the TO detent and maintaintakeoff power until a safe altitude is reachedand the aircraft is cleaned up (speedbrakes,flaps, and landing gear retracted). Reducethrottles to the CLB detent.

CAUTION

CAUTION

SHUTDOWNPrior to shutdown, allow the ITT to stabilizeat a minimum value for 2 minutes. When readyto shut down, lift the side latch (triggers) andpull each throttle into CUT OFF, individu-a l ly. Moni to r the EICAS pane l du r ingshutdown to verify that operation of each en-gine has terminated and that the ITT hasdecreased accordingly.

Check the oil level 10 minutes after shutdown.Ensure that the cowl door is secured. When theengine, inlet, and exhaust nozzle are cool, in-stall the four engine covers.

EMERGENCY/ABNORMAL For specific information on emergency/ab-normal procedures, refer to the appropriateabbreviated checklists or the FAA-approvedAFM.


510OM-00 7-23

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