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During start and at low power, the FCU hydromechanically schedules the fuel.
POWER PLANT
Description
Vol. 2 19−10−3
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE FUEL SYSTEM (CONT'D)
Engine Fuel System − Schematic
Figure 19−10−2
POWER PLANT
Description
Vol. 2 19−10−4
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE FUEL SYSTEM (CONT'D)
Electronic Control Unit (ECU)
When at high thrust settings, the engine is controlled by an electronic control unit (ECU), which
works in tandem with the FCU. The ECU is also referred to as the N1 control amplifier. The ECU
(or N1 control amplifier) trims the FCU fuel output to maintain a N1 speed schedule for a given
thrust lever setting.
Fuel System Operation
N2 Speed Control (N1 <79%)
At low power settings (N1 below 79%), the FCU hydromechanically controls the N2 speed. In
N2 mode, the FCU adjusts N2 speed, so that matched movement of the thrust levers produces
nearly matched N2 rpm for the engines. N1 speeds, fuel flows, or ITT indications may differ
between engines.
N1 Speed Control (N1 >79%)
At takeoff, climb and cruise power settings (N1 above 79%), the N1 control amplifier controls
the engine N1 rpm. The amplifier trims the FCU fuel output to achieve the desired N1 rpm.
With the ENG SPEED switches selected to ON, automatic switchover from N2 to N1 speed
governing occurs at 79% N1. Matched movement of the thrust levers produces nearly matched
N1 rpm and nearly matched thrust between the engines.
NOTE
If an ENGINE SPEED switch is moved from ON to OFF at high
power settings, the engine will revert to N2 speed control. A rapid
increase in engine acceleration will occur, and an overtemperature
limit may be exceeded.
ENGINE CONTROL Panel
Figure 19−10−3
AUTOMATIC PERFORMANCE RESERVE SYSTEM
Description
During takeoff, the APR system monitors the N1 rpm of both engines. If a significant loss of N1 rpm
is sensed on one engine, the APR system automatically increases the thrust of the remaining
engine to the APR thrust rating.
POWER PLANT
Description
Vol. 2 19−10−5
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
AUTOMATIC PERFORMANCE RESERVE SYSTEM (CONT'D)
APR activation does not override thrust lever input to the FCU, nor does it restrict movement of the
thrust lever.
Operation
The APR system is armed during takeoff when the APR switch is selected to ARM, and both
engines’ N1 rpm is above 79% (N1 speed mode). This is indicated by the APR ARM advisory
EICAS message. During a normal takeoff, the advisory message is removed five minutes after
APR arming.
During takeoff, the APR system monitors the N1 rpm of both engines through the DCUs. If an N1
rpm drop below 67.6% rpm is sensed at either engine, the system automatically commands both
engines to increase N1 speed. Only the normally operating engine can respond, which it does by
increasing the N1 fan speed by a minimum of 2%. This increase in rpm equates to an increase of
approximately 500 pounds of thrust. No roll-back in N1 rpm occurs when APR thrust has been
commanded and the APR system times-out.
When the APR system is activated, a green APR icon appears in the center of the N1 gauge of the
operating engine.
APR Test
The APR TEST switches allow the system to be tested on the ground. The system can only be
tested successfully with the engines operating. Normal system test operation results in the APR
TEST 1 (2) OK advisory EICAS message. If the system fails, an APR INOP caution EICAS
message is displayed.
ENGINE CONTROL Panel
Figure 19−10−4
ENGINE OIL SYSTEM
Description
Oil from each engine nacelle tank is circulated under pressure to lubricate the engine and
accessory gearbox.
Components and Operation
The gearbox-driven main lubrication pump pressurizes the lubrication system. Oil flows from the
pump through an oil filter, a fuel/oil heat exchanger, and continues through the engine sumps to
the bearings and gearbox.
POWER PLANT
Description
Vol. 2 19−10−6
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE OIL SYSTEM (CONT'D)
The oil is returned to the oil tank by the gearbox-driven main lubrication and scavenge pumps. The
oil passes through scavenge screens for filtering prior to the oil pumps. The oil then flows through
a chip detector and a deaerator to the tank. Maximum oil consumption is 6.4 ounces or 0.05 US
　
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