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• Landing gear warning system;
• Takeoff configuration warning system;
• Cabin pressurization; and
• Ground spoilers.
Takeoff/Go-Around (TOGA) Switches
A takeoff/go-around switch is mounted on each thrust lever. When pressed, the TOGA switch
signals the flight control computers to activate flight director modes accordingly.
Autothrottle System (ATS) Disconnect Switches
These switches, on the forward face of each thrust lever (ATS DISC), are associated with the
autothrottle system (ATS). In addition to control through the ATS control panel on the
glareshield, ATS disengage is also provided by these disconnect pushbutton switches.
Thrust Reverse Levers
The thrust reverse levers control the operation of the thrust reverser system. See the thrust
reverser description in this chapter for further details.
POWER PLANT
Description
Vol. 2 19−10−18
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
THRUST LEVERS (CONT'D)
Thrust Levers
Figure 19−10−12
THRUST REVERSER SYSTEM
Description
The thrust reverser system is used to assist in stopping the aircraft on landing and during a
rejected takeoff (RTO). The system is operable on the ground only.
Operation
The thrust reversers are armed when the appropriate switches on the THRUST REVERSER panel
are selected to ARM, and the respective 14th-stage bleed air shutoff valves are opened. When
armed, a L (R) REV ARMED advisory EICAS message is displayed.
POWER PLANT
Description
Vol. 2 19−10−19
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
THRUST REVERSER SYSTEM (CONT'D)
Reverse thrust is generated by blocking fan bypass airflow, and redirecting it forward through a
series of cascade vanes. Bleed air, from the 14th stage of the compressor, pneumatically activates
a power drive unit (PDU), which mechanically moves the engine translating cowls rearward by
means of a flexible driveshaft and ballscrew actuators. As the translating cowl moves rearward,
blocker doors rotate to redirect fan airflow forward through the cascade vanes.
Reverser deployment is accomplished by squeezing the thrust reverser triggers and applying
upward pressure on the thrust reverse levers. Thrust reverse lever movement is initially restricted
to approximately 20 degrees by a solenoid stop and a reverse thrust lever lock. This locks the
thrust lever in the IDLE position, and prevents thrust from being applied. When the translating cowl
reaches full aft travel, the solenoid stop is released, allowing the reverse lever to be operated
though its full range, and reverse thrust to be applied.
During normal thrust reverser deployment, an amber REV icon appears in the engine N1 gauge
while the reverser is in transit. When the reverser is fully deployed, the REV icon changes to
green. Reverser deployment is achieved in approximately 5 seconds.
Anti-Ice Disable
On touchdown, or during rejected takeoff with the wing and/or cowl anti-ice system on, the
anti-ice systems are automatically disabled while the thrust reversers are activated. This
disabling action redirects all 14th-stage bleed air to the thrust reverser PDU to ensure proper
operation.
POWER PLANT
Description
Vol. 2 19−10−20
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
THRUST REVERSER SYSTEM (CONT'D)
Thrust Reverser Operation
Figure 19−10−13
POWER PLANT
Description
Vol. 2 19−10−21
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
THRUST REVERSER SYSTEM (CONT'D)
GND SPOILERS/THRUST REVERSER Panel
Figure 19−10−14
The thrust reverse system incorporates the following safety features:
• In-flight protection – The reversers are locked out in flight. WOW (weight-on-wheels)
signals from the proximity sensing electronics unit (PSEU) or wheel spin-up (from the
anti-skid control unit) must be sensed in order to energize the thrust reverser deploy
relays.
• Flexshaft lockpin and lock cam – The reverse thrust PDU flexshaft is equipped with a
lock pin and lock cam, as well as a brake, which act to prevent uncommanded travel of
the reverser by more than 1/4 of an inch from the fully stowed position.
• Auto stow – In the event of flexshaft lock cam failure, resulting in uncommanded
movement of the thrust reverser away from the fully stowed position, the stow solenoid
will energize, and provided 14th-stage bleed air is available, the thrust reverser will be
returned to the fully stowed position.
　
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