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Engine Control Mode Box
Displayed when in N1
control mode.
N1 Readout
Displays the current
N1 readout.
N1 Rating Mode
Displays mode as selected
manually via the FMS
THRUST MGT page.
NOTE:
Before manually reverting to N1 control, the thrust levers
should be retarded to avoid thrust “bumps”.
SYNC
Displays synchronized mode as
selected automatically by the
autothrottle system or manualy via
the FMS. N1 is the default sync
parameter.
For Training Purposes Only
Sept 04
17-33
P I LOT T R A I N I N G GU I D E
POWER PLANT
N2 (HP COMPRESSOR)
The N2 signals are used by the EEC for engine control functions and are used by the
Engine Vibration Monitor Unit (EVMU).
N2 is measured by four speed probes per engine, mounted in the accessory gearbox.
Three speed probes are used by the EEC for the following:
• Variable stator vane control
• Bleed valve control
• Start/relight
• Redline limiting
• Idle control
• Surge protection/recovery
• Overspeed protection
• N2 EICAS indication
The fourth probe is used by the EVM system for engine vibration indication.
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
575O
115
81
93.4
575O
115
81
EEC
CHANNEL
A
IOP
CHANNEL
A
IOP
CHANNEL
B
EEC
CHANNEL
B
ENGINE
VIBRATION
MONITOR
UNIT
AIRFRAME
ENGINE
GX_17_050
N2
SPEED
PROBE
N2
SPEED
PROBE
N2
SPEED
PROBE
N2
SPEED
PROBE
17-34 For Training Purposes Only
Sept 04
P I LOT T R A I N I N G GU I D E
POWER PLANT
ENGINE IDLE CONTROL
The EEC uses one of two modes to set steady state power above idle, EPR or N1
mode. Although idle is controlled to a RPM value, an equivalent EPR is also
calculated so that the EEC can establish a Throttle RVDT Angle (TRA) to EPR
relationship throughout the operating range.
The EEC will control idle to prevent the engine from operating below minimum limits
to:
• Ensure that cabin bleed demands are met
• Ensure cowl anti-ice demands are met on the ground or inflight
• Ensure that the variable frequency generators stay on line
• Protect against inclement weather by opening bleed valves to aid rejection of water
and maintain the surge margin, commanding continuous ignition to maintain
combustion, as well as increasing engine speed by an appropriate margin
Low idle range is commanded when in the forward idle position and the airplane is not
in an approach configuration.
High idle is commanded when in the forward idle position and the airplane is in an
approach configuration.
If the EEC cannot determine whether or not an approach configuration has been set up,
then the EEC will default to high idle.
Forward thrust is set by positioning the thrust levers manually or automatically.
Reverse thrust is a manual selection only.
For Training Purposes Only
Sept 04
17-35
P I LOT T R A I N I N G GU I D E
POWER PLANT
ENGINE FIRE DETECTION SYSTEM
Engine fire detection is provided by a dual-loop system, each loop consisting of
sensing elements. Each zone’s elements are mounted on support tubes.
The Fire Detection and Extinguishing (FIDEEX) system provides fire detection and
extinguishing to both main engine zones.
The detection loops of both zones are monitored as a single zone, and the fire
extinguishing system when discharged, supplies both zones simultaneously.
For more information, please see chapter 9, Fire Protection.
Sensor Elements
(2 Ea. per Assembly)
ENGINE FIRE DETECTION ELEMENTS
GX_17_051
GX_17_052
Feed to the
Right Engine
Discharge into
Fire Zone
Fire Bottles
Discharge into
Fire Zone
Discharge into
Fire Zone
17-36 For Training Purposes Only
Sept 04
P I LOT T R A I N I N G GU I D E
POWER PLANT
ENGINE VIBRATION MONITORING SYSTEM (EVMS)
The EVMS provides the crew with a means of continuously monitoring any imbalance
of the rotating assemblies, N1 and N2. The EVMS is a stand alone system,
independent of FADEC.
The system comprises one airframe-mounted Engine Vibration Monitoring Unit
(EVMU) that processes signals from dedicated N1 and N2 speed probes and vibration
transducers. The EVMU provides indication of engine vibration on EICAS.
EVMS INDICATION
L ENG FLAMEOUT
FUEL LO QTY
FUEL IMBALANCE
　
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