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S Pressurization control switch -- On the ground, when the thrust levers are
advanced to approximately 80% N1, the pressurization system begins cabin
pre--pressurization.
S Landing configuration switch -- In flight, when the thrust levers are retarded
towards IDLE, a warning is initiated if the landing gear is not extended.
S Thrust reverser deploy switch -- Allows the thrust reversers to deploy through
signals from the thrust levers at idle and wheel spin--up.
A take--off go--around (TOGA) button, located on each forward thrust lever, can be used by
the flight crew to reset the flight director for go--around.
REV 56, Jan 31/03
Vol. 1 20--20--2
POWER PLANT
Thrust Control
Flight Crew Operating Manual MASTER
CSP A--013
Thrust Control --- Thrust Levers
Figure 20---20---1
Take--Off / Go--Around
(TOGA) Switches
Momentary pushbutton
switches associated with
the take--off / go--around
mode of the flight director.
Idle / Shutoff Release Latches
Lift to advance thrust levers
from SHUTOFF to IDLE
positions or to retard throttle
levers from IDLE to SHUTOFF
positions.
Thrust Levers
Controls forward thrust and acts
as the engine fuel shut--off. Remains
locked at IDLE position during thrust
reverser operation.
Thrust Lever Friction Adjustment knob
Adjusts friction on the hrust levers. Rotate
clockwise to increase friction.
THRUST
REVERSER
LEVERS
MAX
POWER
IDLE
SHUT--OFF
Thrust Settings
SHUTOFF -- Shuts off
fuel to engine at the
FCU. Located at rear
thrust lever stop.
IDLE -- Lowest forward
thrust setting. Located
at idle thrust lever stop.
MAX POWER --
Nominal forward thrust
setting. Located at
forward thrust lever
stop.
Vol. 1 20--30--1
REV 56, Jan 31/03
POWER PLANT
Starting and Ignition Systems
Flight Crew Operating Manual
CSP A--013
MASTER
1. STARTING AND IGNITION SYSTEMS
A. Starting System
Pressurized air and DC electrical power are required for starter operation. The engines
can be started using air from the auxiliary power unit (APU) or from a ground air source.
A minimum supply pressure of 40 psi is required for engine start. The engines can also
be started using 10th stage cross bleed air from a running engine. For cross bleed
starting, the running engine N2 must be above 85%. Pneumatic pressure indications
are displayed on the EICAS ECS synoptic page.
Engine starting is initiated by the respective START switchlight on the Start/Ignition
panel, located on the overhead panel. The start sequence may be terminated at any
time by pressing the engine STOP switchlight.
When the engine START switchlight is pressed, the start control valve opens and allows
pressure from the 10th stage manifold to rotate the air turbine starter. The starter
drives the engine accessory gearbox, which in turn drives the engine N2 core section.
When the engine has accelerated to 20% N2 rpm, the thrust levers are advanced to the
IDLE position to turn on the fuel, resulting in engine light--off. As the engine
accelerates to the on speed condition, the starter will cut-out at 55% N2 rpm.
B. Ignition System
The engine ignition system provides high--energy electrical sparking to ignite the fuel/air
mixture in the combustion chamber during engine start. The system also provides
continuous ignition during icing conditions, in-flight restarts and/or when the aircraft
approaches a high angle of attack (stall).
Each engine has two independently controlled AC ignition systems. Each system (A
and B) consists of two ignition exciters and two igniter plugs. Ignition system A is
powered form the AC essential bus and ignition system B is powered from the battery
bus through a static inverter. Each system supplies electrical power to fire a dedicated
igniter in both engines. The engines are normally started using only one of the systems
as selected by the flight crew (A on even days and B on odd days). The ignitors may
be selected on one at a time (either IGN--A or IGN--B) or as a pair.
Continuous ignition can be activated manually by selecting the CONT switchlight on the
Start/Ignition panel which will activate both ignition systems on both engines.
Continuous ignition is used for the following flight conditions:
S Takeoff and landing on contaminated runways
S Takeoff with high cross wind components
S Flight through moderate to heavy intensity rain
S Flight through moderate to heavy intensity turbulence
S Flight in the vicinity of thunderstorms.
REV 56, Jan 31/03
Vol. 1 20--30--2
　
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