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CSP 700−6
Volume 2
18−10−46
THRUST REVERSER SYSTEM (CONT'D)
Directional Control Unit (Cont’d)
The unit contains the directional control valve which is controlled by a solenoid valve. The solenoid
valve is controlled from thrust lever microswitches and WOW and wheel spin up signals. When the
solenoid is energized, a deploy valve opens allowing hydraulic pressure to sequentially release the
two primary locks (hold doors closed during flight).
GF1810_068
Through the WOW or wheel spin up signal two tertiary locks (prevent uncommanded thrust
reverser deployment) will retract and move the directional control valve to the deploy position.
GF1810_069
POWER PLANT
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
18−10−47
THRUST REVERSER SYSTEM (CONT'D)
Reverse Thrust Levers
The reverse thrust lever microswitches and interlock baulk switches will not allow the engine to
increase reverse thrust, until the upper and lower doors are fully deployed. REV icons are
displayed on N1 display, to indicate position of doors and reverser status.
GF1810_070
REVERSE THROTTLE LEVER
INTERLOCK BAULK POSITION
TRANSIT
DEPLOY SELECTED
REVERSE THRUST INCREASE
26.0 26.0
N1
REV REV
26.0 26.0
N1
REV REV
73.3 73.3
N1
REV REV
TRANSIT
DEPLOYED
In the event that a thrust reverser should become unlocked, an EICAS message will be displayed,
an aural warning is generated and the thrust is retarded to Idle regardless of thrust lever position.
GF1810_071
26.8 73.3
N1
REV
LEFT REVERSER UNLOCKED
L REVERSER UNLKD
POWER PLANT
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
18−10−48
THRUST REVERSER SYSTEM (CONT'D)
Reverser System LockOut
In the event that a reverser is failed (inoperative), the affected reverser can be locked out.
GF1810_072
L REVERSER FAIL
Each door can be fixed in the closed position by an inhibition bolt and by use of a manual inhibit
lever on the isolation control unit.
When fitted, the red bolts, will protrude above the cowl surface and can be seen by the crew on
walkaround. The bottom bolt is located at approximately the six o’clock position and the top bolt at
the 12 o’clock position. The EICAS message will remain posted, but can be scrolled out of view.
GF1810_073
POWER PLANT
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
18−10−49
STARTING AND IGNITION
The engine starting system consists of the Starter Air Valve (SAV), interfacing with the EEC and the
Air Turbine Starter (ATS). Pneumatic bleed air is routed through the SAV and drives the ATS, which
in turn drives the HP compressor via the accessory gearbox.
The EEC receives start commands from the cockpit. SAV position is fed to both EEC lanes and is
powered by 28VDC.
POWER PLANT
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
18−10−50
STARTING AND IGNITION (CONT'D)
The EEC also controls both high energy igniter boxes for starting and relighting and the ignition
system is powered by 28 VDC.
GF1810_074
SUPPLY
HIGH PRESSURE
COMPRESSOR
HP
L
P
PNEUMATIC
MANIFOLD
STARTER AIR
VALVE (SAV)
AIR TURBINE
STARTER (ATS)
ACCESSORY
GEARBOX
AIRFRAME
ENGINE
AIRPLANE
FUEL
SUPPLY
COMBUSTION
CHAMBER
FUEL
PUMP
FUEL
MANAGEMENT
UNIT
(FMU)
HP
SOV
EEC
IGNITION
EXCITER
BOX #1
IGNITION
EXCITER
BOX #2
BATT BUS
F
AN
BYPASS DUCT
N2 SPOOL
N1 SPOOL
IGNITER
PLUGS
MECHANICAL
DRIVE
AIR
ENGINE
FEED SOV
T T
IGNITER
LEADS
ENGINE
IGNITION L CRANK L CRANK
AUTO
ENG START
POWER PLANT
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
18−10−51
STARTING AND IGNITION (CONT'D)
Starter Air Valve (SAV)
The SAV controls the air supply to the starter motor. The SAV is controlled by either channel of the
EEC from crew input.
During AUTO ground starts the EEC will, on command from the crew, open the SAV, initiate
engine rotation, supply fuel and ignition and monitor engine parameters during start. The EEC will
also close the SAV, disengage the starter motor and switch off ignition, at starter cutout speed.
　
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