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are satisfied. These are the ground idle speed requirements:
* N2 speed more than 58 percent (8500 RPM) if TAT is less
than 125F (52C) to keep N2 speed high enough for IDG
operation
* N2 speed more than 66 percent (9500 RPM) if TAT is more
than 125F (52C) to provide improved engine component
cooling
* Maintain PS3 above minimum for airplane ECS system (the
minimum PS3 changes with altitude and airplane model)
* Maintain fuel flow at or more than 300 lb/hr (136 kg/h).
During flight, the EEC controls engine idle to satisfy idle speed
requirements.The EEC software maintains flight idle at 72%.
The EEC goes to the approach idle mode when the airplane is in
flight and one of these conditions occur:
* Cowl thermal anti-ice switch is in the on position for engine 1
or engine 2
* Below 15,500 feet and the left or right main gear is down and
locked
* Below 15,500 feet and the left or right flaps are equal to or
more than 15.
NOTE: There are no mechanical adjustments for idle speeds.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - IDLE CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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ENGINE FUEL AND CONTROL - ENGINE CONTROL - IDLE CONTROL - FUNCTIONAL DESCRIPTION
ENGINE FUEL AND CONTROL - ENGINE CONTROL - IDLE CONTROL - FUNCTIONAL DESCRIPTION
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Engine Thrust Control
The EEC uses N1 speed to control engine thrust. The EEC
calculates six N1 reference speeds based on this data:
* Airplane model
* Engine thrust rating
* P0 (ambient static pressure)
* Mach number (air speed divided by the speed of sound at
the current ambient conditions).
The N1 reference speeds are at the same thrust lever resolver
and thrust lever angles for all engine thrust ratings and airplane
models. These are the N1 reference speed names, the thrust
lever resolver angles (TRA), thrust lever angles (TLAs), and
reverse lever angles (RLA) (note: the angles are in degrees):
* Maximum reverse thrust (8 TRA, 104 RLA)
* Idle reverse (24 TRA, 62 RLA)
* Idle (36 to 38 TRA, 0 to 2.4 TLA)
* Maximum climb (72 TRA, 44 TLA)
* Maximum take-Off/go-around (78 TRA, 52 TLA)
* Maximum certified thrust (82.5 TRA, 58 TLA).
You can see TRA angles in engine BITE input monitoring pages
on the CDU. See the training information point pages in this
section for more information on input monitoring pages.
The EEC calculates the commanded N1 speed based on the
position of the thrust levers with respect to the N1 reference
speed thrust lever positions. When the thrust lever is between
two N1 reference speeds, the EEC does a linear interpolation to
find the commanded N1 speed. When the thrust lever is moved
forward, the commanded N1 speed is more than the actual N1
speed. The EEC controls the engine servo systems to
accelerate the engine to the commanded N1 speed. When the
thrust lever is moved back, the commanded N1 speed is less
than the actual N1 speed. The EEC again controls the engine
servo system to slow the engine to the commanded N1 speed.
The EEC adjusts the commanded N1 value for the amount of
bleed air the airplane takes from the engine. If bleed air
demand increases, N1 speed decreases to compensate for the
additional load. This keeps engine hot section in limits for the
current engine thrust rating. The EEC gets this airplane bleed
configuration data from the DEU to find the airplane bleed load:
* Right pack on or off
* Right pack in high or normal flow
* Left pack on or off
* Left pack in high or normal flow
* Isolation valve open or closed
* Bleed valve for opposite engine open and engine running
* Wing anti-ice on or off
* Cowl thermal anti-ice on or off.
ENGINE FUEL AND CONTROL - ENGINE CONTROL - THRUST CONTROL - FUNCTIONAL DESCRIPTION
EFFECTIVITY
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The EEC locks the airplane bleed load in the current
configuration during takeoff when airspeed is more than 65
knots. The EEC unlocks airplane bleed load if the airplane is 400
　
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