Power Plant¶
Power Plant: 1 General¶
The engine is a Pratt & Whitney of Canada PW127M, or PW127N, or PW127XT-M, certified for a 2750 SHP MAX takeoff rating. However, in normal operation, takeoff rating is 2475 SHP. An automatic power increase to 2750 SHP (reserve takeoff rating RTO) occurs in case of other engine failure. Power setting is characterized by constant power lever and condition lever positions. The pilot selects the power adapted to the flight phase through a power management selector. The engine includes two spool gas generators that drive a 6-blade propeller via a free turbine/ concentric shaft/reduction gear box assembly. Propeller regulation is electronically controlled. The propeller is an Hamilton Sundstrand 568F-1 with the following characteristics: - Diameter: 3.93 m - Rotation: clockwise (looking forward) - 100 % NP: 1200 RPM - Weight: 180 kg. The engine accessories are mounted on two accessory gear boxes, one powered by the HP spool, and one by the propeller reduction gear box.
Power Plant: 2 External View (Right)¶
FEATHERING ELECTRICAL PUMP LOCATION REDUCTION GEAR BOX LOW COMPRESSOR HIGH COMPRESSOR HIGH COMPRESSOR TURBINE LOW COMPRESSOR TURBINE POWER TURBINES EXHAUST DUCT DIFFUSER PIPES BETWEEN LP AND HP COMPRESSOR OIL PUMP ACCESSORY GEAR BOX STARTER/GENERATOR LOCATION IGNITION EXCITER AIR INTAKE FUEL COOLED OIL COOLER
Power Plant: 3 External View (Left)¶
HANDLING BLEED VALVE (HBV) OIL FILTER ENGINE ELECTRONIC CONTROL BOX (EEC) AUTO FEATHERING UNIT (AFU) LOCATION REDUCTION GEAR BOX OVERSPEED GOVERNOR HYDROMECHANICAL UNIT (HMU) PROPELLER ELECTRONIC CONTROL (PEC) FUEL FILTER EXTERNAL VIEW (LEFT)
Power Plant: 1 Engine¶
1 2 3 4 5 6 7 8 9 AIR INLET 1 Low PRESS Compressor The low PRESS compressor is a centrifugal type. 2 High PRESS Compressor The high PRESS compressor is a centrifugal type. 3 Diffuser Pipes The diffuser pipes from the first stage lead into constant diameter cross over ducts that blend together to give a full ring with uniform flow at entry to the second stage. 4 Combustion Chamber The combustion chamber is of the fully annular reverse-flow type with perforated metal sheet. 14 piloted air blast fuel nozzles provide quick, clean light off. Hot inner parts are ceramic-covered. 5 High PRESS Axial Turbine The high pressure axial turbine drives the high PRESS compressor. It includes a cooled vane ring and cooled blades that enable an increase in turbine inlet temperature, higher specific work and therefore a lower flow and a lighter engine. 6 Low PRESS Axial Turbine The low PRESS axial turbine drives the low PRESS compressor. It has uncooled blades and vanes.
7 Free Turbine The two axial free turbine stages drive the reduction gear box. 8 Accessory Gear Box Turbo machine accessories are mounted on the accessory gear box that is driven by the HP spool. The accessory gear box is at the top of the engine and contains drives for: - The DC starter/generator - The HP fuel pump - The oil pumps. 9 Propeller Reduction Gear Box The power turbine shaft is connected to the propeller reduction gear box by a coupling driveshaft that has flexible diagram connections at each end. The gear box is mounted offset of the centerline of the turbo machine. The speed reduction is obtained in two stages. The reduction gear box includes: - The ACW generator - The Propeller Valve Module (PVM) controlled by Propeller Electronic Control (PEC) - The feather pump (HP) and overspeed governor - The auxiliary feather pump - The propeller brake (on RH engine only) - The Fuel Cooled Oil Cooler (FCOC). Note Auxiliary feather pump is electrically powered. On ground, its activation by the CL is inhibited. The other components are actuated through the reduction gear box.
Power Plant: 2 Fuel System¶
FUEL TANK -> jet pump / motive-flow valve -> FILTER -> FUEL HEATER -> HP PUMP
^ |
| v
OIL [HMU]
|
metering valve assembly
|
+-------------------+--------------------+
| | |
FLOW DIVIDER FCOC FLOW METER
| | |
FUEL NOZZLES OIL FUEL-FLOW display
Filter-clog, fuel-temperature and pump-run signals feed the MFD indications.
The fuel supplied from the aircraft fuel tank flows through: - A fuel heater which includes: o A filter 1 with a bypass capability o A fuel heater element 2 . The source of heat is engine oil, and the fuel temperature is thermostatically controlled. A fuel heater outlet temperature indication is provided - A HP pump 3 with a filter. When filter begins to clog, an amber “CLOG” label comes on MFD Fuel System Page. If clogging continues, fuel flow is diverted through a bypass valve - The Hydro Mechanical Unit (HMU) which has two functions: o To measure the fuel flow delivery to the engine by a metering valve assembly 4 , the excess being returned to HP pump inlet o To provide the HP motive flow required by the fuel tank jet pump through an engine valve 5 - A fuel flowmeter 6 - A FCOC 7 , that provides cooling of the lubricating system by using fuel system as cooling source - A flow divider 8 to the fuel nozzles.
Power Plant: 3 Lubrication System¶
[OIL TANK] -> PRESSURE PUMP -> AIR/OIL COOLER -> PRESSURE FILTER
^ | |
| bypass/low-temp bypass sensing
| |
+<-- SCAVENGE PUMPS <-- BEARING CAVITIES / ACCESSORY G/B
+<-- SCAVENGE PUMP <-- REDUCTION GEARBOX <-- filter/bypass
Pressure-regulating / pressurizing valves route oil to RGB lubrication,
bearing cavities and accessory gearbox. Pressure switch/transducer and
temperature sensor feed FWS/MFD; the fuel heater/FCOC is in the oil path.
The engine require the use of synthetic oil compliant with the specification MIL-L-23699. A single oil system supplies the turbo machinery, the reduction gear box, and the propeller pitch change system. Oil Tank Oil is contained in a 14.4 l tank 1 . A filter cap is provided on the tank. Quantity indication is checked by sight glass on the side of the tank. Pressure System A gear pump 2 driven by the accessory gear box supplies oil through an air/oil cooler 3 installed in the nacelle, and a pressure filter 4 . The air/oil cooler and the pressure filter have a bypass to avoid oil clogging. RGB oil is also cooled in a fuel heater, 5 as well as the FCOC 6 . An oil temperature sensor is provided. Oil pressure is controlled by a regulating valve 7 . A low temperature valve 8 is provided to avoid damage pressures surges on cold starts. A pressure transducer 9 and a LOW PRESS sw 10 are installed. Scavenge System Scavenging is blown down or gravity drained except for N° 6 and 7 bearing cavity and the Reduction Gear Box (RGB), on which gear pumps are used.
Power Plant: 4 Ignition System¶
Each engine is equipped with a high energy ignition system: Two engine mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark igniters, one for each ignition exciter. Ignition cycle includes two phases. During 25 s, the frequency is 5 to 6 sparks/s. After 25s, the frequency becomes 1 spark/s. The engine ignition system provides ignition for: - On ground starting using exciter A, exciter B, or exciters A + B (based on ENG START selector position) Note The use of exciter A or exciter B can enable to detect an hidden failure. - In-flight starting using exciters A + B regardless of start selection When NH<60 %, exciters A + B are automatically activated. Then, the EEC’s auto ignition logic stops commanding ignition above 65% NH.
These actions are inhibited when: - NH drops below 30 %, or - EEC is deselected, or - CL is set to FEATHER or FUEL S.O. position, or - On the failed engine in the case of ATPCS sequence. Note When EEC is deselected or lost, exciters A + B can manually be activated, using the MAN IGN pb.
Power Plant: 5 Air Inlet¶
The engine air intake 1 is offset and is a shallow “S” bend designed to provide uniform inlet flow to the compressor. The curvature 2 is designed to provide inertial separation and protection in the event of foreign object ingestion. It is also used to divide airflow in a primary flow directed to the engine, and a secondary flow directed to the oil cooler 3 . Automatic oil cooler flaps ( 4 ) control the secondary airflow. 1 2 3 4 GAS GENERATOR
6 Propeller General The propeller is driven by a free power turbine by means of a reduction gear box. Pitch (β) change is hydromechanically controlled by a Propeller Servo Valve (PSV). The PSV is controlled by a Propeller Electronic Control (PEC) installed in each engine nacelle which provides the synchrophasing between the two propellers. Interface between flight deck and PEC is ensured by a Propeller Interface Unit (PIU) installed in the electronic rack. The propeller control system uses the condition lever, the PWR MGT selector, and the power lever to activate the pitch change mechanism through the governors and associated equipment. The system is protected against: - Low pitch angle in flight - Overspeed - Hydraulic pressure loss. The RH propeller reduction gear box is provided with a brake to be used on the ground for Hotel mode operation. Propeller Brake The propeller brake is installed on a countershaft on the RH engine reduction gearbox in order to stop the propeller (and the power turbine). When the engine is running in Hotel mode : - The HP spool drives the DC generator - Bleed pressure is available downstream the HP compressor and supplies both packs. Engagement Logic CONTROL SW SELECTED ON AIRCRAFT ON GROUND GUST LOCK ENGAGED CL ON FTR POSITION (OR FUEL S.O.) BLUE HYDRAULIC PRESSURE AVAILABLE AND BRAKING SEQUENCE READY LIGHT COMES ON GREEN
READY light must be ON, before any propeller brake activation. Loss of one of the above indicated required conditions for engagement does not cause propeller brake disengagement. However, when gust lock is released and propeller brake is still engaged, PROP BRK red warning is generated: - PROP BRK FWS alert (EWD) - Flashing MASTER WARNING lights - CRC aural warning. Note After a propeller braking or releasing sequence, READY light can remain ON for about 15 s. Propeller Valve Propeller Valve Module (PVM) The PVM is installed on the reduction gear box and enables: - Basic speed setting - Beta scheduling - Reversing - Synchrophasing - Feathering - Low pitch protection -14 ° (Reverse) < βref < 78.5 ° (Feather) Additionally it is used, with the overspeed governor, to contain propeller overspeed. The PVM includes: - An Electro Hydraulic Valve (EHV) that: o Measures the pitch change oil to the pitch change actuator o Enables a normal feathering of the propeller. - A protection valve that is a part of overspeed, low pitch and back-up feathering functions - A feather solenoid (EHV back-up) - A Rotary Variable Differential Transducer (RVDT) that adjusts and confirms PLA position. PEC The PEC is a dual channel electronic box which provides closed loop control over the propeller pitch change system. The PEC detects, isolates, and accommodates systems faults. In the event of a failure of the primary channel, control of the propeller system is automatically transferred to the back-up channel. Propeller speed is calculated by the PEC through EEC (altitude and airspeed data) and NP sensors.
PIU The PIU (one per PEC) is an electronic box in the electronic rack. It manages the interface between the PEC and the cockpit for: - Propeller speed selection - PEC fault signalization logics - Propeller anti-icing system.
Propeller Regulation 1 FAULT OFF PL PIU PEC CL FAULT OFF PEC1 PEC2 TO MCT CLB CRZ PWR MGT 401VM PWR MGT POSITION FAILURE IND. CL POSITION AUTO FEATHER 100 OVRD EEC AIR SPEED ALTITUDE RVDT EHV BLADE ANGLE POS. FEED BACK PLA POSITION PITCH CHANGE CL FUEL S.O. POSITION HMU PVM 2
PL -------------------------------> [PIU]
PWR MGT selector -----------------> [PIU] -- PWR MGT position --> [PEC]
CL -------------------------------> [PIU] -- CL position -------> [PEC]
EEC airspeed / altitude -------------------------------> [PEC]
|
blade-angle command
v
PLA / blade-angle feedback --> [RVDT / EHV / PVM] --> PITCH CHANGE
| |
+--> [HMU] +--> PROPELLER
CL FUEL S.O. position --------------> PVM/HMU shutdown path
Power Plant: 1 GENERAL¶
Power Plant: 1.1 General¶
The power control parameter is the torque: TQ = P (engine power) Np (propeller speed)
The maximum torque for each flight condition, at the selected rating, is computed by the EEC and displayed on the TQ indicator on EWD (Automatic BUG). An EEC provides control of fuel flow in the Hydro Mechanical Unit (HMU), through a stepper motor in such a way as to control the torque in accordance with outside conditions and positions of: - The power lever (PLA) - The power management selector (PWR MGT selector) - The bleed valves. The HMU provides a fuel flow which generates the NH compressor rotation speed.
PL + PWR MGT + BLEED POSITION --> [EEC] --> POWER CONTROL / NH MIN
PL -----------------------------> [HMU] --> NH / fuel flow
PWR MGT + PL --------------------> [PEC] --> [PVM] --> blade-angle governing,
CL ------------------------------> [PVM] reverse, NP max, feather
CL ------------------------------> [HMU] --> engine shutdown / HP fuel shutoff
Power Plant: 2 ENGINE GOVERNING¶
Power Plant: 2.1 MAIN UNITS¶
Power Plant: 2.1.1 Hydro Mechanical Unit (HMU)¶
The HMU:
- Performs fuel metering in steady state operation and protects the system in the case of transients
- Commands a rotor speed in accordance with two laws (NH = f (PLA)): o 1st law (called top) used when EEC is ON to protect NH overspeeds o 2nd law (called base) used when EEC is OFF.
105 86 73.5 NH (%) GI FI 75 90 PLA (°) HMU TOP LAW HMU BASE LAW - Includes a stepper motor which adjusts the flow controlled by the hydromechanical channel, in accordance with commands transmitted by the EEC - Ensures engine shutdown (HP fuel shutoff) - Delivers a motive flow to the fuel tank jet pump.
Power Plant: 2.1.2 Electronic Control¶
Engine Electronic Control (EEC) The EEC: - Regulates a given power, by controlling the stepper motor, to obtain a predicted torque as a function of: o The power lever position o The PWR MGT selector position o Flight conditions o The position status of the bleed air valves
105 86 NH (%) GI FI 75 90 PLA (°) NH OVERSPEEDS PROTECTION OPERATING POINT OPERATING LINE WITH EEC Note In accordance with the weather conditions, the operating point with EEC ON may be above or below the HMU base law.
NH (%) PLA (°) NH OVERSPEEDS PROTECTION EEC ON WARM TEMP COND HMU BASE LAW EEC ON COLD TEMP COND - Ensures minimum propeller speed control, on ground and at low power (see propeller governing) - Delivers automatic uptrimmed takeoff power to the remaining engine (ATPCS) in case of engine failure at takeoff. The Auto-Feather Unit (AFU) of the failed engine sends a signal to the EEC to report the failure. - Controls the modulated opening of the Handling Bleed Valve (HBV) in order to ensure correct LP compressor operation.
Power Plant: 2.1.3 Propeller Control¶
Propeller Valve Module (PVM) The PVM: - At high power, controls the propeller maximum speed NP, according to the PWR MGT selection - Controls propeller pitch at low power and when using reverse - Ensures low pitch through a solenoid (when PLA are below FI position).
Power Plant: 2.1.4 PWR MGT Selector¶
LINE A: ONE ENGINE OUT OPERATION LINE B: NORMAL TO OR MCT LINE C: CLB LINE D: CRZ Note Sensible sector designed to fix throttle engine control.
50 100 81 67 POWER LEVER ANGLE (°) 0 NOTCH RAMP WALL 2750 2500 2475 2192 2132 SHP 115% TQ 102% TQ 100% TQ 100% Np TO 90% TQ 100% Np MCT 90.9% TQ 100% Np RTO (UP TRIM) MCT OR TO A B C D NORMAL OPERATION, EEC ON, ISA CONDITIONS
Power Plant: 2.2 ENGINE POWER CONTROL LAWS¶
1 Top Law (EEC ON) General This is a TQ (PLA) control law, ensuring a constant power. It is backed-up by an NH (PLA) law which becomes active: - At low power (authority of engine torque control is gradually reduced to be canceled out at FI) - In case of engine torque control failure - In Hotel mode.
EEC ON - TOP LAW (PDF 3263, ICN-...00893-C-01-N)
PLA / PWR MGT / bleed / flight conditions --> [EEC] --> commanded power
^ |
| v
TQ / NP feedback <--- ENGINE + PROPELLER <-- fuel flow from HMU stepper motor
|
+--> propeller pitch via PVM/PEC
EEC OFF - BASE LAW (PDF 3269, ICN-...00898-A-01-N)
PL / CL --> [HMU] --> fuel flow --> NH
^ |
+-- mechanical/base-law feedback
EEC and stepper-motor authority are removed; ambient conditions affect the
hydromechanical schedule. Gust-lock stop and feather limits remain mechanical.
Full sources:
ICN-7X-Y-700000-T-FB429-00893-C-01-NICN-7X-Y-700000-T-FB429-00898-A-01-N
In accordance with the rating selected on the PWR MGT selector, with the PL at a set point, the EEC commands a determined engine power and therefore a torque value (for a given propeller speed). Therefore, the torque which is the engine control parameter, is controlled (with PLA constant) in all ambient conditions. When necessary, power is automatically reduced in such a way as to maintain the torque at the maximum value, authorized for the rating considered (thermo dynamic limit).
94.5 90 16.5° C 22° C ISA CRZ WITH 82% Np TO POWER WITH 100% Np THERMO DYNAMIC LIMIT (MECHANICAL LIMIT) TQ (%) 100 RTO POWER WITH 100% Np 97.2 CLB WITH 82% Np 12.5° C Example for: Sea level, bleed off, static conditions. PLA Position 1 At this position indicated by a notch the control system delivers max rated power corresponding to the mode selected. TO P = 2475 SHP MCT P = 2500 SHP CLB P = 2192 SHP CRZ P = 2132 SHP
1) Engine Regulation Engine regulation uses pitot and static data coming from EEC. EEC data are elaborated either from the selected ADC (normal configuration) or from engine sensors and imposed data (emergency configuration). ADC is selected through the VPC TAT SEL.
ENG1 SENSOR ADC1 EEC 1 ADC2 ENG2 SENSOR CAC EEC 2 ENG1 REGULATION ENG2 REGULATION Note If the selected ADC electrical supply fails, two events may occur: - If ADC 2 was selected, ADC 1 immediately takes over from ADC 2 - If ADC 1 was selected, engine sensors immediately take over from ADC 1. The engine torque must match the TQ BUG, except when TO is selected at the PWR MGT selector. When TO is selected at the PWR MGT selector, with the ATPCS armed: - The TQ bug corresponds to RTO - In normal T.O. configuration PL NOTCH PWR MGT TO ATPCS ARMED TQ BUG is positioned at RTO. This value must be crosschecked between engines. In the event of engine failure and automatic uptrim, the engine torque will coincide with TQ BUG (RTO). Example: (ISA conditions)
UPTRIM 90.0 50 100 0 90.0 50 100 0 100.0 100.0 AUTOMATIC Note If necessary, moving the lever out of the notch will enable to set precise power setting without interruptions. PLA Position 2 This position, characterized by a ramp threshold is used during go-around or at takeoff in the event of ATPCS failure. The power delivered is GA (or RTO) for NP = 100 % with PWR MGT selector on TO or MCT position. In this position, the engine torque agrees with the RTO torque calculated by the EEC. Note The ramp threshold can be overriden. This enables the flight crew to set the lever up to the stop of the PLA quadrant. This procedure must remain EXCEPTIONAL. It is AN EMERGENCY PROCEDURE AND PROVIDES UP TO 15 % more power than RTO.
Power Plant: 2.2.1 EEC Failure¶
NH (%) NHo GI FI 52° NOTCH PL (°) NH OVERSPEEDS PROTECTION OPERATING LINE WITH EEC FAILED INEFFECTIVE RANGE
When the EEC is fault: - EEC FAULT Flashes - NH is automatically frozen to its prior value (FAIL FIX) (PL set forward 52 °) - As long as EEC Fault flashes, deselection is strictly prohibited - The PL stays ineffective until PL travel reaches 52 °. When PL reaches 52 °, the reversion is automatically assured to the manual mode. - EEC FAULT light stays ON - The flight crew deselects EEC - PL is active again and follows HMU base law.
Power Plant: 2.2.2 Base Law (EEC off)¶
The NH (function of PLA) base law is used when the EEC is deselected. (REVERSION MODE). EEC Deselection Sequence (A) At time of EEC failure: - PLA = PLo (NOTCH) - NH = NHo NH remains fixed at NHo value until either PL travel reaches 52 ° or NH reaches its overspeed protection. (B) NH changes to NH 1 value (at that time a power increase or decrease can be noted, based on the operating point position before EEC failure with respect to HMU base law). (C) NH follows the NH (PLA) schedule of the HMU base law.
NH (%) 73.5 GI FI 52° PLO (NOTCH) PLA (°) NH OVERSPEED PROTECTION OPERATING LINE WITH EEC ON NHo NH1 86 105 A B C C OPERATING LINE AFTER EEC DESELECTION - HMU BASE LAW
This mode of operation (REVERSION) features: - Loss of torque regulation at constant power lever position (changes in ambient conditions require PLA adjustments to maintain maximum engine torque). Note Loss of the EEC has no effect on the two torque indications (digital and analogic) displayed. - HBV is still monitored by the EEC deselected with a law function of NH instead of PLA - Loss of propeller underspeed control at low power (FUEL GOVERNING).
Power Plant: 2.3 HOTEL MODE¶
Power Plant: 2.3.1 Hotel Mode¶
This mode, available on the RH engine only, is only used on the ground to provide aircraft autonomy in terms of air conditioning and DC power supply with the gas generator operating and the propeller locked by a hydraulic brake. - PL is controlling the power of the generator (NH = f (PL)) since the fuel governing function of the EEC is automatically canceled when selecting feather. A throttle stop is provided by the gust lock lever to avoid an overtorque risk. Without this protection, Hotel mode cannot be selected - CL has to be set to feather before selecting Hotel mode and must be left in this position. Hotel mode can be used with EEC ON or OFF. The gust lock stop prevents overpowering the engine.
EEC ON - TOP LAW (PDF 3263, ICN-...00893-C-01-N)
PLA / PWR MGT / bleed / flight conditions --> [EEC] --> commanded power
^ |
| v
TQ / NP feedback <--- ENGINE + PROPELLER <-- fuel flow from HMU stepper motor
|
+--> propeller pitch via PVM/PEC
EEC OFF - BASE LAW (PDF 3269, ICN-...00898-A-01-N)
PL / CL --> [HMU] --> fuel flow --> NH
^ |
+-- mechanical/base-law feedback
EEC and stepper-motor authority are removed; ambient conditions affect the
hydromechanical schedule. Gust-lock stop and feather limits remain mechanical.
Full sources:
ICN-7X-Y-700000-T-FB429-00893-C-01-NICN-7X-Y-700000-T-FB429-00898-A-01-N
Note SM: Stepper Motor.
Power Plant: 3 PROPELLER SPEED GOVERNING¶
Power Plant: 3.1 Blade Angle Governing¶
This is the normal in-flight governing mode. The PVM adjusts the propeller pitch based on the power setting in order to maintain a constant propeller speed NP. This governing is available regardless of EEC is ON or OFF. PWR MGT selector commands NP propeller speed (through the PEC). PL commands power (and therefore TQ, at a given NP).
Power Plant: 3.2 Fuel Governing¶
This is the ground governing mode at low speed and low power. The EEC automatically increases the fuel flow to maintain a minimum propeller speed (NP = 70.8 %). CL is set to AUTO position.
Note This control mode is canceled: - When EEC is OFF - When the propeller is in FEATHER position.
Power Plant: 3.3 Transition Mode¶
This is the intermediate mode between Blade Angle Governing mode, and Fuel Governing mode. It only applies on ground, or in flight at low power and low speed. The NP speed varies between 70.8 % and NP selected. Control operation can be summarized through the graph below, which illustrates evolution of the propeller speed NP function of Power Lever Angle (PLA) (example given in MCT mode).
NP 70.8% GI FI PLA (°) 100% NP LIMIT FIXED BY CL POSITION NP UNDERSPEED CONTROL FIXED BY FUEL GOVERNING FUEL GOVERNING TRANSITION MODE BLADE ANGLE GOVERNING
Power Plant: 1 ATPCS¶
Power Plant: 1.1 General¶
The propulsion unit includes an Automatic Takeoff Power Control System (ATPCS). In the case of an engine failure during takeoff, the ATPCS feathers the failed engine, and provides the remaining engine with the uptrimmed takeoff power. This system enables to reduce the power normally used for takeoff by an amount of about 10 % below the power certified by the engine manufacturer. This is favorable to engine/ propeller life without affecting the takeoff performance in case of an engine failure. Full ATPCS (i.e. uptrim and autofeather) is only available for takeoff.
Power Plant: 1.2 Components¶
The ATPCS operates with the following components on each engine: - The AFU which is the main system element. It conditions the torque signal coming from the engine and provides the torque indication to: o The cockpit indicators (analog pointer) o The FDAU o The MFC which includes the autofeathering/uptrim logic functions, and delivers the corresponding control signals to the feather solenoid, to the feathering electrical pump, and to the opposite EEC. - The EEC which transmits a signal that enables the power to increase from TO to RTO (or a ∆NH signal during ATPCS test at ground idle) - The feather solenoid mounted on the PVM - The feathering electric pump installed on the reduction gear box. In the Cockpit: - The ATPCS pb on the cockpit center panel - The PL position (switch set to 49 °) - A test selector on the pedestal.
Power Plant: 1.3 Arming Conditions¶
AND PWR MGT SELECTOR TO ATPCS PB ON BOTH PL ABOVE 49° BOTH TORQUES ABOVE 46% AIRCRAFT ON GROUND UPTRIM AND AUTO FEATHERING FUNCTIONS ARMED AUTO FEATHERING FUNCTION ARMED AND PWR MGT SELECTOR TO ATPCS PB ON BOTH PL ABOVE 49° BOTH TORQUES ABOVE 46% AIRCRAFT IN FLIGHT
Power Plant: 1.4 Triggering Conditions¶
One torque below 18 %.
Power Plant: 1.5 Sequence after Trigger¶
ATPCS Time Trigger 2.15 s ARMED ON GROUND Uptrim is triggered and bleed valve is shut off on the remaining engine Autofeather is activated on the affected engine ARMED IN FLIGHT Autofeather is activated on the affected engine
When Autofeather is activated on the affected engine: - Feather solenoid activated - Feathering electric pump energized - Autofeather on the remaining engine inhibited - ARM light turns off. Note Nothing happens on the affected engine for 2.15 s, but uptrim is energized on the remaining engine. This feature enables to perform an acceleration stop without having autofeather in order to take advantage from some reversing action on the failed engine. In this case, the throttle reduction occurring within 2.15 s period automatically disarms the mode. Once the mode triggers, its cancellation can only result from either: - PWR MGT selector other than TO, or - ATPCS pb set to OFF, or - Both PL retarded.
Power Plant: 1.6 ATPCS Sequence¶
OFF FAULT ARM OFF ENG1 400VM ENG2 FAULT EEC1 EEC2 ATPCS OFF OFF FAULT ARM OFF ENG1 400VM ENG2 FAULT EEC1 EEC2 ATPCS OFF OFF FAULT ARM OFF ENG1 400VM ENG2 FAULT EEC1 EEC2 ATPCS OFF
NORMAL TAKEOFF
ATPCS armed on ground -> both TQ approximately 90% -> ARM light on
ENGINE FAILURE
failed-engine TQ drops below 18% -> live engine UPTRIM to approximately 100%
-> bleed valve on live engine closes
AFTER 2.15 s
failed engine AUTO FEATHER -> NP trends to zero
live-engine UPTRIM maintained -> ATPCS ARM light extinguishes
Power Plant: 1.7 ATPCS Function¶
Disarming Conditions
OR PWR MGT SELECTOR OTHER THAN TO ATPCS PB OFF AT LEAST ONE PL RETARDED BELOW 49° BOTH TORQUES BELOW 46% AUTOFEATHER SIGNAL TRIGERRED ON ONE ENGINE ARM ATPCS EXTINGUISHED Note During a normal flight (without engine failure) uptrim/autofeather is disarmed after takeoff when leaving the TO position on PWR MGT selector.
Power Plant: 2 POWER LEVERS¶
Power Plant: 2.1 Power Levers¶
The Power Levers (PLs) are mechanically connected to the HMU and to the PVM through cables and rods. They control the power plant thrust from MAX rated TQ to MAX reverse. CAUTION In the case of engine failure, the PLs remain active controlling the pitch angle, and therefore associated propeller drag as long as propeller is not feathered.
FWD STOP GO AROUND RAMP MAX RATED TQ NOTCH TO FI GI MAX REVERSE LIMIT WHEN GUST LOCK ENGAGED For takeoff acceleration, the flight crew pushes both PLs from the GI to the TO position, which is identified by a notch. At landing, the flight crew retards both PLs to the FI position. After flight idle gate automatic unlocking, they act on the triggers to retard the PLs to the GI position, and to the reverse sector if required. The reverse sector is “protected” by a spring rod : The flight crew must apply a force to set the PL into reverse sector. The PLs go back to the GI position when this pull force is released. When the PLs are on the MAX RATED TQ position, the flight crew can increase the power (if necessary) by pushing the PLs up the RAMP position (after GO AROUND position) to the FWD stop. Note On ground, the gust lock, when engaged, prevents excessive PL in the forward traction sector angle.
Power Plant: 2.2 Power Lever Switches¶
13° 31° 37° 49° 52° 62° 67° 40 45 50 55 60 65 70 75 80 R E V R E V OFF 40 45 50 55 60 65 70 75 80 R E V R E V OFF MAX PWR NOTCH FI GI HP BLEED VALVE OPERATING CTL LANDING GEAR NOT DOWN WARNING LOW PITCH STOP RETRACTION PROP 1 FEATHERING SYSTEM ARM PROP 2 FEATHERING SYSTEM ARM HMU MANUAL MODE AUTO CONTROL WITH FAIL 100% Np CONTROL (PWR MGT ON TO POSITION) SWITCH ON SWITCH OFF
Power Plant: 3 IDLE GATE¶
Power Plant: 3.1 Idle Gate¶
IDLE GATE GND PULL FLT PUSH OVRD IDLE GATE FAIL 1 2 At takeoff, as soon as both landing gear absorbers are released, a gate prevents PL angle reduction below FI. At landing, as soon as one landing gear absorber is compressed, this gate is automatically retracted and the PL can travel down to GI and reverse (below GI). 1 IDLE GATE FAIL Light Comes on amber and the FWS is activated when the gate does not engage automatically in flight or does not retract automatically at landing. 2 IDLE GATE Lever Enables manual override in case of failure of the automatic logic. In flight Push. On ground Pull. An amber band appears.
Power Plant: 4 CONDITION LEVERS¶
Power Plant: 4.1 Condition Levers¶
The Condition Levers (CLs) operate feathering control, HP fuel shutoff valves and propellers speed (NP), controlled by PVM when in blade angle governing propulsion mode.
100% OVERRIDE AUTO FEATHER IGNITION FUEL SHUT OFF - AUTO position controls propeller speed through PWR MGT selector position - 100 % OVRD position sets manually NP MAX. The flight crew must act on a trigger on the lever side in order to set the CLs: - From AUTO to FTR (and return) - From FTR to FUEL S.O. (and return). A red light incorporated in the lever comes on if a fire is detected on the associated engine provided CL is not in FUEL S.O. position.
Power Plant: 4.2 Condition Lever Switches¶
60° 55° 42° 33°39' 25°42' 1°40' 0° SWITCH ON SWITCH OFF 100% NP PROPELLER/100% OVERRIDE 2ND FEATHERING CONTROL SIGNAL NP GOVERNING CANCEL 1ST FEATHERING CONTROL SIGNAL HP FUEL SHUT OFF SIGNAL 100 OVRD AUTO FTR FUEL SO 100 AUTO FTR FUEL SO OVRD
Power Plant: 5 INDICATORS¶
Power Plant: 5.1 FU-FOB Indicator¶
EWD 88888 11111 TAT SAT KG FOB GW °C °C H 52 12 52 H 13 : FUEL USED KG 8888 KG 8000
13 FT -12 -21 1 2 1 Fuel Used Indication (per engine) In normal operation, values are displayed in green with kg unit. For invalid data, dashes appear in amber. In the case of FU incoherence, “LAB” flag appears in green. Note The Fuel Used can be reset by use of the EFIS Control Panel (EFCP) via the Virtual Control Panel (VCP) window / PERF/ Take-off Data page. 2 Fuel On Board Indication In normal operation, values are displayed in green with kg unit. For invalid data, dashes appear in amber. In the case of FOB incoherence, “LAB” flag appears in green.
Power Plant: 5.2 Engine Indications¶
1) Primary Engine Indications
EWD
SGL CH 0 ITT °C IGN 500 0 AUTO FTR PROP BRK % S H S TQ % LOOP LAB CLB 0 99.9 FIRE 2 MCT 50 100 0 100 450 0 500 LO PITCH FIRE 1 1 2 4 5 8 7 7 3 9 3 4 NP 6 LOOP 50 100 UP TRIM UP TRIM 40 40 LO PITCH SGL CH
1 Torque Indicator
TQ % 90.0 100 90.0 50 90.0 100 90.0 50 TO TO 0 0 E C D B A There are two sensing torque probes on the reduction gear box. One of them sends a signal to the AFU which controls the torque analogic pointer B . The other one sends a signal to the EEC which controls the torque digital counter A . A Digital counter Indicates the numerical value of the current torque measured on the reduction gear box. Torque readout is: - Green surrounded by a grey rectangle if TQ is in green sector - Amber surrounded by an amber rectangle if TQ is in amber sector - White in red reverse video if TQ is above amber sector limit - Amber LAB label surrounded by an amber rectangle if a wrong EEC is installed - Green, amber, white or red reverse video surrounded “-- -- --. --” in the case of invalid torque value - Amber HBV label surrounded by an amber rectangle if EEC cannot control the HBV. B Pointer Displays graphically the current torque measured on the reduction gear box. Pointer is: - Green in green sector (0 - TQ bug) - Amber in amber sector (TQ bug- 120 %) - Red if torque is higher than 120 %. The pointer is stopped if TQ > 120 %. C Takeoff torque objective Provides graphical round and digital indication of torque objective at takeoff if NP > 25 %. It is indicated in cyan. Readout is replaced by “-- -- --” amber label in case of not valid data. D Torque objective Provides graphical indication (triangle) of torque objective: - Magenta if go-around is selected - Amber if go-around is not selected.
E Engine 1 and 2 Power Management selection Provides an indication of engine 1 and engine 2 power management selection. It is displayed in cyan. Label is: - TO if Engine Power Management is set to Takeoff - MCT if Engine Power Management is set to Maximum Continuous Thrust - CLB if Engine Power Management is set to Climb - CRZ if Engine Power Management is set to Cruise. 2 NP Indicator
NP % 121 55.0 Provides digital indication of analogic NP. Readout is: - Green if NP < 41.6 % or 62.5 % < NP < 103.5 % - Amber surrounded by an amber rectangle if 41.6 % <NP<62.5 % or 103.5 %<NP<106 % - White in red reverse video if NP > 106 % - Replaced by “-- -- --. --" label in case of NP value not valid.
3 ITT Indicator
A B 0 500 ITT °C IGN 500 0 S H H S 450 780 A Digital counter Indicates the numerical value of the current Inner Turbine Temperature (ITT). ITT readout is: - Green surrounded by a grey rectangle if ITT is in green sector - Amber surrounded by an amber rectangle if ITT is in amber sector - White in red reverse video if ITT is above amber sector limit - Amber “-- -- --. --" surrounded by an amber rectangle if ITT is not valid. B Pointer Provides the analogic indication of Inter Turbine Temperature in °C. Pointer is displayed if ITT is valid. ITT arc sectors description: - Green sector: from 0 °C to amber sector, normal temperatures - Amber sector: up to 800 °C, or 715 °C when hotel mode is set, or 765 °C during takeoff (variable according OAT) - Red point H: 715 °C, limit in hotel mode - Red sector: from 840 °C or 715 °C in hotel mode - Red line S: 950 °C, limit during start ITT Pointer is: - Green if ITT is in green sector - Amber if ITT is in amber sector - Red if ITT is in red sector. The pointer is stopped if ITT > 1 000 °C. 4 UPTRIM Message Indicates uptrim status message. It is displayed in green reverse video when engine uptrim is activated. 5 AUTO FTR Message For each engine, indicates AUTO FTR in green reverse video if auto feather is activated. Indicates auto feather in green reverse video for each engine if is activated. 6 PROP BRK message Indicates in cyan, that the propeller brake is engaged on engine 2.
7 LO PITCH and NO REV Message For each engine, LO PITCH flag indicates that the propeller is in low pitch range. LO PITCH flag is displayed in: - Green reverse video in normal operation (below 8 ° on ground) - Amber reverse video in abnormal operation. NO REV red reverse video flag replaces LO PITCH flag when any propeller pitch remains above 8 ° after touchdown with PL retarded to GI. 8 SGL CH Message It is displayed in amber: - When one channel of the propeller engine control is lost. The system is automatically transferred to the other channel. - During the starting, when the propeller in unfeathered (PEC self test). 9 IGN Message Indicates engine ignition. It is displayed in cyan. 2) Secondary Engine Indications The Secondary Engine Indications are displayed on the upper part of the MFD: - The oil information on the top, on each side of engine informations, describes the current state of the oil systems - The engine system, between oil information, displays the status of the two engines.
MFD
0 LO PR PRESS PSI TEMP °C 0 1 4 3 5 2 START ITT °C ITT °C X START FAIL ENGINE OIL NH % NL % 60 0 64.0 60 0 NAC OVHT 125 800 100 105 105.0 START 6 OIL LO PR 0 0 PRESS PSI TEMP °C 1 Start Engine Indicator The START label indicates the status of the engine during engine start: - Green reversed video: Normal start configuration - Amber reversed video: o Discrepancy between engine start indication and light test, or o An engine start fault is detected. 2 Cross Start Failure The amber X START FAIL label indicates that the cross start sequence failed with the opposite DC GEN connected to the network.. Amber X START FAIL label is displayed between the start engine indicators. 3 High Pressure Turbine Indicator (NH Indicator) Indicates the speed of the high pressure turbine in numerical and graphical formats: - From 0 % to 62 %, segment is displayed in white, readout and pointer are displayed in green - From 62 % to 103.1 %, segment, readout and pointer are displayed in green - From 103.2 % to 106.3 %, segment, pointer and a framed readout are displayed in amber - For a value equal or higher than 106.4 %, pointer is displayed in red, readout is displayed in red reverse video - For not valid value, three amber dashes are displayed instead of the digits.
4 Low Pressure Turbine Indicator (NL Indicator) Indicates the speed of the low pressure turbine: NL readout is: - Green if NL is lower than 104.1 % - Amber surrounded by an amber rectangle from 104.2 % to 106.7 % - In red reverse video for a value equal or higher than 106.78 % - Three amber dashes instead of digits in case of not valid value . 5 ITT Digital Counter Displays the Inter Turbine Temperature value in °C. ITT readout is: - Green surrounded by a grey rectangle if ITT is in green sector - Amber surrounded by an amber rectangle if ITT is in amber sector - In red reverse video if ITT is above amber sector limit temperature. Note See ITT indicator pointer in “Primary Engine Indication" section for sectors description.
6 Oil Indicator 0 OIL PRESS PSI TEMP °C LO PR A B C
LO PR 0 A LO PR message Displayed in red reverse video to indicate an oil low pressure. B Oil Pressure Displays oil pressure of engines in psi. Displays the oil pressure of the engine in numerical and graphical formats: - 0 to 40 psi: Red segment , pointer and red reverse video readout - 40 to 55 psi and above 65 psi: Amber segment, pointer and amber framed readout - 55 to 65 psi: Green segment, pointer and readout In case of value not valid, the value is changed by amber “-- --" label and there is no pointer displayed. C OiL Temperature Displays oil temperature of engines in °C. Displays the oil temperature of the engine in numerical and graphical formats: - 0 to 40 °C: Segment in white, pointer and readout in green - 40 °C to 125 °C: Segment, pointer and readout in green - From -40 °C to 0 °C and from 125 °C to 140 °C: Segment, pointer and readout in amber
- Below -40 °C and above 140 °C pointer and readout in red. A red line is set at 140 °C. In case of value not valid, the value is changed by amber “-- -- --" label and there is no pointer displayed.
Power Plant: 6 CONTROL PANELS¶
Power Plant: 6.1 ENG 1 ENG 2 Panel¶
ATPCS EEC1 EEC2 ENG1 ENG2 400VM
1 2 1 FAULT OFF ARM OFF FAULT OFF
1 EEC pb Controls the EEC of the associated engine. ON (Pb pressed in) EEC adjusts HMU action, by controlling the stepper motor which reduces the fuel flow ordered by HMU. OFF (Pb released) The HMU controls only NH as a function of PL angle. OFF light turns on white. FAULT When EEC failure is detected: - Flashing amber: The fuel flow is frozen to maintain the power, when FAULT flashes, never deselect the EEC. Retard first the PL in the green sector (FAULT become steady: PL < 52 °) Reversion to HMU base law is achieved when the PL are retarded in the green sector. - Steady amber: Automatic reversion to HMU base law. 2 ATPCS pb Pb pressed in - If pressed in on ground, uptrim and autofeather function are armed - If pressed in in flight, only the autofeather function is armed. OFF (Pb released) OFF light comes on white. Uptrim and autofeather functions are deselected. ARM Turns on green when arming conditions are met (Refer to Arming Conditions).
Power Plant: 6.2 ENG START Panel¶
ABORT START OFF & CRANK START A START B START A & B ON FAULT START 1 O N 27VU ENG START MAN IGN 1 2 2 3 ON FAULT START 2 1 ENG START Selector Selects the ignition mode and/or start sequences. OFF & START ABORT Ignition circuit is deenergized. Starting sequence is disarmed or interrupted. CRANK Enables engine cranking. Ignition is inhibited. START Selects a start sequence. Ignition is selected when fuel shutoff valve is open (controlled by CL). Starter and ignition are automatically deactivated when NH reaches 45 %. Note There are three START positions. START A Only ignition exciter A is supplied on ground. START B Only ignition exciter B is supplied on ground. START A and B Both ignition exciters are supplied.
2 START pb Initiates the starting (or cranking) sequence of the related engine provided the ENG START selector is in one of the START positions (or CRANK). ON (Pb pressed in) Initiates a sequence. The ON light comes on green. During a start sequence, the light automatically turns off when NH reaches 45 %. FAULT Comes on amber and the FWS is activated if: - Starter remains engaged after 45 % - GCU fails during starting - On RH engine when the propeller brake is ON but the gust lock is not engaged. Note As soon as one engine is running and the associated DC GEN is connected to the main DC electrical network, the other engine start is achieved as a “cross start”: Initiated on Main BAT supply only, the start is assisted by the opposite DC GEN from 10 % NH (on ground only). If the DC GEN is connected to the network, but the cross start does not operate normally, the amber X START FAIL light comes on on the main electrical panel. X START FAIL is displayed on the engine SD page. 3 MAN IGN guarded pb Manual ignition is selected by pressing the guarded pushbutton. Exciters are continuously energized on both engines. ON light comes on blue. Note The manual ignition should only be used following an EEC(s) loss(es) under certain flight conditions (Atmospheric or ground icing conditions, engine(s) flame out, emergency descent, severe turbulence, heavy rain). Refer to DSC.70.2.4 Ignition System for Cycles and thresholds of the auto-relight.
Power Plant: 6.3 PROP BRAKE Panel¶
PROP BRAKE ON OFF UNLOCK
1 3 2 READY PROP BRK 1 PROP BRAKE sw The PROP BRAKE switch controls the propeller brake engagement/disengagement on the RH engine provided blue hydraulic power is available. ON Propeller brake is engaged. OFF Propeller brake is released. UNLOCK The light comes on red and after 15 s the FWS is activated to indicate that the propeller brake is not locked in the fully locked or the fully released position. 2 READY Light Comes on green when engagement or disengagement conditions are met. 3 PROP BRAKE Light - Comes on blue when the propeller brake is fully locked - Turned off when the propeller brake is not fully locked. Note PROP BRK cyan label is displayed on EWD when the propeller brake is engaged.
Power Plant: 6.4 PWR MGT Panel¶
(Applies: 1124;1142-1160)
PEC1 PEC2 TO MCT CLB CRZ PWR MGT 401VM SUPER-BOOST BOOST OFF
2 5 4 1 2 3 FAULT OFF FAULT ON FAULT ON FAULT OFF 1 PWR MGT Selector Made up of two independent parts (front and back). Provides FDAU, PIU and EEC with basic power requirements corresponding to the selected position. - For left engine with the back part of the selector - For right engine with the front part of the selector. 2 PEC FAULT pbs FAULT Comes on amber and FWS is activated when the two channels are lost. OFF (Pb released) PEC is deactivated and NP is blocked at 102 % whenever power is sufficient. 3 BOOST FUNCTION toggle switch OFF Standard rating (127 F) is activated. BOOST BOOST rating (127M) is activated. SUPER BOOST SUPER BOOST rating (127 N) is activated.
4 5 BOOST FUNCTION lights ON Comes on green when BOOST 4 or SUPER BOOST 5 is selected and available. FAULT Comes on amber in case of BOOST FUNCTION fault (BOOST 4 , SUPER BOOST 5 ) are detected or a discrepancy between positions of the toggle switch and rating selection feedback from any EEC. ENG BOOST amber caution is displayed on EWD. Note Both ON lights simultaneously lighting indicates system failure (ERIU)
(Applies: 1054-1096;1126;1237-1283)
1 2 2 PEC2 PEC1 MCT CRZ PWR MGT 401VM 1 2 TO CLB
FAULT OFF FAULT OFF BOOST FAULT ON 3
1 PWR MGT Selector Made up of two independent parts (front and back). Provides FDAU, PIU and EEC with basic power requirements corresponding to the selected position. - For left engine with the back part of the selector - For right engine with the front part of the selector. 2 PEC FAULT pbs FAULT Comes on amber and FWS is activated when the two channels are lost. OFF (Pb released) PEC is deactivated and NP is blocked at 102 % whenever power is sufficient. 3 BOOST pb ON (Pressed in) BOOST function is selected. FAULT Comes on amber in case of BOOST fault detected or a discrepancy between position of the pushbutton and rating selection feedback from any EEC. ENG BOOST amber caution is displayed on EWD.
Power Plant: 6.5 X START FAIL Light¶
Comes on amber to indicate that, although the opposite DC GEN is connected to the network, the cross start sequence failed.
Power Plant: 6.6 ENG TEST Panel¶
ATPCS TEST 114VM ARM ENG 1 ARM ENG 2 (COVER REMOVED)
Enables the flight crew to check the correct functioning of the ATPCS. This selector is spring loaded to the neutral position.
Power Plant: 1 Description¶
(Applies: 1124;1142-1160) Engine Rating Interface Unit (ERIU) associated with PW127N engine has full authority on engine rating selection. Two ERIU are installed per aircraft. Boost function enables flight crew to manually select engine thermal rating to improve takeoff performance, in hot and high condition. Three ENGINES THERMAL RATINGS are available: - 127N or SUPER--BOOST, which is PW127N engine baseline rating; - 127M or BOOST, which corresponds to PW127N de-rated to 127M thermal rating; - 127F or standard, which correspond to PW127N de-rated to PW127F thermal rating. The three ratings are described in the table below (PW127N engine): POWER MANAGEMENT MECHANICAL THERMAL TO SAME Up to 12 500 ft 127M +4.5 % From 12 500 ft to 13 500 ft decreasing from 127M +4.5 % to 127M +2.5 % Above 13 600 ft 127M +2 % MCT SAME 127N =127M = 127F +4 % CLB SAME SAME AS 127 F CRZ SAME SAME AS 127 F ENGINE POWER (SHP) MECHANICAL LIMIT OAT, ALT
(Applies: 1054-1096;1126;1237-1283) Engine Rating Interface Unit (ERIU) associated with PW127M engine has full authority on engine rating selection. One ERIU is installed per aircraft. Boost function enables flight crew to manually select engine rating between: - Original engine power rating - PW127M higher boost rating achieved by increasing engine thermal limit in TO and MCT since mechanical limit remains the same. PW127M Rating MECHANICAL THERMAL TO SAME +4.5 % up to 4 000 ft +4 % above 4 000 ft MCT SAME 4 % CLB SAME SAME CRZ SAME SAME OAT, ALT
MECHANICAL LIMIT ENGINE POWER (SHP)
Power Plant: 2 Schematics¶
(Applies: 1054-1096;1126;1237-1283)
POWER LEVERS / PLA>FI ----+
WOW / ENG 1+2 CAUTIONS ---+--> [MFC] --> [ERIU logic] --> ERIU OFF / fault logic
| |
RATING SELECTOR ----------+ +--> NORM SIGNAL / BOOST RETURN --> EEC 1
LOW OIL PRESS / EEC FAULT ------------+--> NORM SIGNAL / BOOST RETURN --> EEC 2
SINGLE-ERIU CONFIG (PDF 3302)
One ERIU arbitrates rating selection and boost returns.
DUAL-ERIU CONFIG (PDF 3304)
ERIU 1 <--> ERIU 2 with CAC/MFC monitoring; selector supports BOOST and
SUPER-BOOST configuration-specific commands.
Sources:
ICN-7X-Y-700000-T-FB429-00934-B-01-NICN-7X-Y-700000-T-FB429-00934-C-01-N
POWER LEVERS / PLA>FI ----+
WOW / ENG 1+2 CAUTIONS ---+--> [MFC] --> [ERIU logic] --> ERIU OFF / fault logic
| |
RATING SELECTOR ----------+ +--> NORM SIGNAL / BOOST RETURN --> EEC 1
LOW OIL PRESS / EEC FAULT ------------+--> NORM SIGNAL / BOOST RETURN --> EEC 2
SINGLE-ERIU CONFIG (PDF 3302)
One ERIU arbitrates rating selection and boost returns.
DUAL-ERIU CONFIG (PDF 3304)
ERIU 1 <--> ERIU 2 with CAC/MFC monitoring; selector supports BOOST and
SUPER-BOOST configuration-specific commands.
Sources:
ICN-7X-Y-700000-T-FB429-00934-B-01-NICN-7X-Y-700000-T-FB429-00934-C-01-N
Power Plant: 1 RH Maintenance Panel¶
On RH Maintenance panel, several tests and control device are provided, for maintenance purpose only. All buttons on this panel must be used on ground only.
E N G 2 E N G 1 PROP OVSPD ENG 1 FEATH PUMP PROP E N G 2 E N G 1 E N G 2 P L A FI P L A
FI ENG 2 PITCH LO ENG EEC ARINC DATA BUS ENG 1 ENG 2 T R I M L R U T R I M L R U E E C E C P EEC/PEC SEL 2 SET OVSPD P L A FI P L A FI 1 3 5 6 2 4 2 E N G 1 1 EEC/PEC SEL Switch Is used to select EEC or PEC depending on appropriate maintenance test on Engine TRIM switches or LRU (Line Replaceable Unit) code failures. 2 Engine TRIM Test and LRU Switches Switch with two stable positions used to: - Test EEC or PEC channel. Maintenance data are managed by MPC. (Selected by EEC/PEC SEL sw) - Perform EEC or PEC trim to ensure that power delivered corresponds to PL position (can be performed with engine not running and PL in the notch) or LRU code failures.
3 BUS ARINC Switches Bus ARINC switches select the source. 4 PROP Overspeed Test Switches Are used to test hydraulic part of overspeed governor. A First OVSPD threshold is tested at 102 % NP on the affected engine. A + B , 2nd OVSPD threshold is tested at 106 % NP. 5 PROP FEATH PUMP Switch This switch with two stable positions enables to test the feathering pump. For safety reasons, this test is impossible in flight. 6 Propeller LO PITCH Test Switches - With the test switch on PLA > FI position, the PL low pitch protection switch and feather solenoid are tested - With the test switch on PLA < FI position, secondary low pitch solenoid is tested. Note In both cases, LOW PITCH message is displayed on EWD.
Power Plant: 1 ENG 1¶
EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) Feather control DC EMER BUS (+ DC BUS 1) (on overhead panel C/B FEATH CTL) NIL Start control and indications DC ESS BUS (on overhead panel C/B START CTL and C/B IND) NIL Ignition system DC ESS BUS (on overhead panel C/B IGN) NIL EEC - Power supply DC EMER BUS and DC BUS 1 (on overhead panel C/B PWR SUPPLY) NIL - Control DC EMER BUS (on overhead panel C/B CTL and C/B CAUTION) NIL Propeller overspeed test DC BUS 1 (on lateral panel C/B PROP OVSPD TEST) NIL
Power Plant: 2 ENG 2¶
EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) Feather control DC EMER BUS (+ DC BUS 1) (on overhead panel C/B FEATH CTL) NIL Start control and indications DC ESS BUS (on overhead panel C/B START CTL and C/B IND) NIL Ignition system DC ESS BUS (on overhead panel C/B IGN) NIL EEC - Power supply DC EMER BUS and DC BUS 1 (on overhead panel C/B PWR SUPPLY) NIL - Control DC EMER BUS (on overhead panel C/B CTL and C/B CAUTION) NIL Propeller overspeed test DC BUS 1 (on lateral panel C/B PROP OVSPD TEST) NIL Propeller brake DC ESS BUS (on lateral panel C/B PWR SUPPLY CTL IND) NIL Feather pump test DC SVCE BUS (on lateral panel C/B FEATH PUMP TEST) NIL PEC 1 & 2 (NORMAL) associated PSV and PIU DC EMER BUS (on overhead panel) NIL PEC 1 & 2 (BACK UP) DC ESS BUS (on overhead panel) NIL Idle gate DC BUS 1 (on overhead panel C/B SOL) DC BUS 2 (on overhead panel C/B CAUTION) NIL
Power Plant: 1 ENG 1(2) FIRE - Alert - on Ground¶
CONDITION VISUAL AURAL On ground engine fire - MW light flashing red - ENG 1(2) FIRE red message on EWD - FIRE 1(2) red message flashing reverse video on EWD engine indications - Red light in associated FIRE handle - FUEL SO red light in associated CL CRC
Power Plant: 2 ENG 1(2) Flame Out in Flight - Alert¶
CONDITION VISUAL AURAL Engine power dissymmetry - OR - External noise modification - OR - Engine parameters: TQ, ITT, NH decrease NIL NIL
Power Plant: 3 ABNORMAL PROP BRK - Alert (with Indications)¶
CONDITION VISUAL AURAL PROP BRAKE sw set to ON and propeller brake not locked in full locked position after 15 s - OR - PROP BRAKE sw set to OFF and propeller brake not locked in full released position after 15 s - OR - Propeller brake engaged and GUST LOCK released - MW light flashing red - PROP BRK red message on EWD - UNLOCK red light on overhead panel if propeller brake not locked in full locked or in full released position CRC
Power Plant: 4 ABNORMAL PROP BRK - Alert (without Indications)¶
CONDITION VISUAL AURAL Propeller brake engaged and propeller rotating NIL NIL
Power Plant: 5 EXCESSIVE ITT DURING START - Alert¶
CONDITION VISUAL AURAL ITT incident during start - MC light flashing amber - ENG START ITT amber message on EWD SC
Power Plant: 6 No ITT During Start - Alert¶
CONDITION VISUAL AURAL No ITT during start - MC light flashing amber - ENG START ITT amber message on EWD SC
Power Plant: 7 No NH During Start - Alert¶
CONDITION VISUAL AURAL No NH during start - OR - Starter motor failure suspected if oil pressure does not increase - MC light flashing amber - ENG START NO NH amber message on EWD SC
Power Plant: 8 START 1(2) FAULT- Alert¶
CONDITION VISUAL AURAL Start sequence incident - MC light flashing amber - ENG START amber message on EWD - START amber message reverse video on Secondary ENG page - Associated START FAULT amber light on overhead panel SC
Power Plant: 9 X Start Fail - Alert¶
CONDITION VISUAL AURAL On ground, during second engine start, operating DC GEN does not come on line to supply the START BUS between 10 % and 45 % NH - MC light flashing amber - ELEC X START amber message on EWD - X START FAIL amber light on overhead panel SC
Power Plant: 10 EEC 1(2) FAULT - Alert¶
CONDITION VISUAL AURAL EEC failure - MC light flashing amber - ENG EEC amber message on EWD - Associated EEC FAULT amber light on central panel SC
Power Plant: 11 EEC 1+2 FAULT - Alert¶
CONDITION VISUAL AURAL Both EEC failure - MC light flashing amber - ENG EEC 1+2 amber message on EWD - Both EEC FAULT amber lights on central panel SC
Power Plant: 12 ENG 1(2) Over Limit - Alert¶
CONDITION VISUAL AURAL ITT above limit in flight or on ground except at start - OR - TQ in red range - OR - NH in red range - OR - NL in red range - MC light flashing amber - ENG 1(2) OVER LIM amber message on EWD - Any parameter in red range (ITT, TQ, NH, NL) SC
Power Plant: 13 ENG NAC OVHT - Alert¶
CONDITION VISUAL AURAL Nacelle temperature exceeds 170 °C (338 °F) when aircraft is on ground. - MW light flashing red - NAC OVHT red message on EWD CRC
Power Plant: 14 PROP 1(2) OVER LIMIT - Alert¶
CONDITION VISUAL AURAL Propeller speed in red range - MC light flashing amber - ENG 1(2) PROP LIM amber message on EWD SC
Power Plant: 15 Unexpected 100 % NP on One or Two Engines - Alert¶
CONDITION VISUAL AURAL Unexpected 100 % NP on one or two engines - MC light flashing amber - ENG PROP NP amber message on EWD SC
Power Plant: 16 ENG 1(2) Oil LO PR - Alert¶
CONDITION VISUAL AURAL Oil pressure drops below 40 psi - MW light flashing red - ENG 1(2) OIL PRESS red message on EWD - LO PR flag in MFD system page CRC
Power Plant: 17 ENG 1(2) Oil TEMP below 45 °C - Alert¶
CONDITION VISUAL AURAL Engine oil TEMP below 45 °C and PLA > 30° - OR - Engine oil TEMP below 0 °C on ground - MC light flashing amber - ENG 1(2) OIL TEMP L amber message on EWD SC
Power Plant: 18 ENG 1(2) Oil TEMP High - Alert TEMP Below 140 °C¶
CONDITION VISUAL AURAL Engine oil TEMP between 125 °C and 140 °C - MC light flashing amber - ENG 1(2) OIL TEMP H amber message on EWD SC
Power Plant: 19 ENG 1(2) Oil TEMP High - Alert TEMP Above 140 °C¶
CONDITION VISUAL AURAL Engine oil TEMP above 140 °C - MC light flashing amber - ENG 1(2) OIL OVHT amber message on EWD SC
Power Plant: 20 ENG Stall - Alert¶
CONDITION VISUAL AURAL An engine stall can be recognized by various degrees of abnormal engine noise (rumbling bangs) - OR - Fluctuating engine parameters - OR - Abnormal PL response - OR - Rapid ITT increase. NIL NIL
Power Plant: 21 LO Pitch in Flight - Alert¶
CONDITION VISUAL AURAL Low pitch detection in flight - MC light flashing amber - ENG 1(2) LO PITCH amber message on EWD - LO PITCH amber message reverse video on SD page SC
Power Plant: 22 Single Engine Operation - Alert¶
CONDITION VISUAL AURAL Engine flame out - MC light flashing amber - SINGLE ENGINE amber message on EWD SC
Power Plant: 23 ENG BOOST FUNCTION FAULT- Alert¶
ENG Boost Fault - Alert
(Applies: 1126) CONDITION VISUAL AURAL Rating disagreement between EEC and ENG BOOST FUNCTION - MC light flashing amber - ENG amber message on CAP - FAULT amber light on ENG BOOST pb SC
(Applies: 1054-1096;1237-1283) CONDITION VISUAL AURAL Rating disagreement between EEC and ENG BOOST FUNCTION - MC light flashing amber - ENG BOOST amber message on EWD - FAULT amber light on ENG BOOST pb SC
(Applies: 1124;1142-1160) CONDITION VISUAL AURAL Rating disagreement between EEC and ENG BOOST FUNCTION - MC light flashing amber - ENG BOOST amber message on EWD - FAULT amber light on ENG BOOST or ENG SUPER-BOOST or both SC
Power Plant: 24 Idle Gate Fail - Alert¶
CONDITION VISUAL AURAL Automatic idle gate system failure - MC light flashing amber - IDLE GATE amber message on EWD - IDLE GATE FAIL amber light on pedestal panel SC
Power Plant: 25 PEC 1(2) SGL CH - Alert¶
CONDITION VISUAL AURAL Anomaly detection on either PEC channel - MC light flashing amber - ENG 1(2) PEC SG CH amber message on EWD - SGL CH amber message on SD page SC
Power Plant: 26 PEC 1(2) FAULT - Alert¶
CONDITION VISUAL AURAL Anomaly detection on both PEC channels - MC light flashing amber - ENG 1(2) PEC amber message on EWD - Associated PEC FAULT amber light on central panel SC
Power Plant: 27 ENG 1(2) FIRE - Alert - at Takeoff¶
CONDITION VISUAL AURAL Fire signal - MW light flashing red - ENG 1(2) FIRE red message on EWD - FIRE 1(2) red message flashing reverse video on EWD engine indications - Red light in associated FIRE handle - FUEL SO red light in associated CL CRC
Power Plant: 28 ENG 1(2) FIRE - Alert - In Flight¶
CONDITION VISUAL AURAL In flight engine fire - MW light flashing red - ENG 1(2) FIRE red message on EWD - FIRE 1(2) red message flashing reverse video on EWD engine indications - Red light in associated FIRE handle - FUEL SO red light in associated CL CRC
Power Plant: 29 ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - (without¶
Dedicated Alert) - on Ground ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - (without Dedicated Alert) - on Ground CONDITION VISUAL AURAL Severe mechanical damage on ground can be recognized by: Any abnormal noises - OR - Any abnormal vibrations - OR - Non–response of the engine to power lever movement - OR - Severe variations of the engine parameters: TQ, NH, fuel flow, ITT, loss of power....etc. NIL NIL
Power Plant: 30 ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - on Ground¶
CONDITION VISUAL AURAL Both engines are running - AND - NH < 60 % - AND - PLs in the notch - MW light flashing red - ENG 1(2) OUT red message on EWD CRC
Power Plant: 31 ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - In Flight¶
CONDITION VISUAL AURAL Severe mechanical damage in flight can be recognized by: Any abnormal noises - OR - Any abnormal vibrations - OR - Non–response of the engine to power lever movement - OR - Severe variations of the engine parameters: TQ, NH, fuel flow, ITT, loss of power....etc NIL NIL
Power Plant: 32 Fire Loop 1A (1B) (2A) (2B) Fault - Alert¶
CONDITION VISUAL AURAL Fire loop fault detected - MC light flashing amber - LOOP 1A(1B)(2A)(2B) amber message on EWD - Associated LOOP amber message on SD - Associated LOOP FAULT amber light on the overhead panel. SC