Embraer 170/CF34-8EFAMILIARIZATION TRAINING

GE Aircraft Engines

CONTROL SYSTEM

Control System Design Philosophy• Redundant, engine critical electrical systems

– Dual channel FADEC (full authority digital electronic control) – Dual cables, connectors, torque motors, solenoids and sensors– Dual FADEC power supplies

• Redundant aircraft interfaces– Dual aircraft data busses (ARINC 429)– Dual throttle inputs

– Dual 28 Vdc aircraft backup power• Fail operational control system

– No significant change in power for any single electrical failure from a full up system

– Reversionary modes provide thrust for multiple failures• Time Limited Dispatch Capable

– Capable of short and long term dispatch including one FADEC channel failed

FADECA

FADECB

P0

P0

P3

P3

T2 PMA N1N2

MFP OBVVGACT

FMU

T4.5

T4.5

GMOSWITCH

TRHALF

TRHALF

FADEC

FADEC

Vibe Isolated Mounts

Test Connector

(J5)

Aircraft Connectors

(J1, J2)Engine

Connectors (J3, J4)

Pressure Inputs

FADEC Components

DUALPROCESSORS

DUALPOWER

SUPPLIESCROSS

CHANNELDATA BUS

PROCESSOR A

PROCESSOR B

POWER SUPPLY B

POWER SUPPLY A

P0 SENSORS

P3 SENSORS

STATOR

PERMANENT MAGNENT ALTERNATOR (PMA)

FADECCONNECTIONS

ENGINEVENTLINE

– Provides power for FADEC channels above 50 % N2– Provides N2 speed signal to FADEC

– Provides N2 speed signal for Vibration System

STATOR

PERMANENT MAGNENT ALTERNATOR (PMA)

ENGINEVENTLINE

MAIN FUEL PUMP

N2 SENSOR – MAIN FUEL PUMP

CONNECTIONSTO FADEC

N2 SPEED SENSOR

MAIN FUEL PUMP SHAFT

N2 SENSOR – MAIN FUEL PUMP

CONNECTIONSTO FADEC

MAGNETIC SENSOR

T2SENSOR

T2 FAN INLET TEMPERATURE SENSOR

FADECCONNECTIONS

– Provides Temperature Input for FADEC channels– Electrically heated for anti-ice

N1SENSOR

N1 FAN SPEED SENSOR

FADECCONNECTIONS

MAGNETICTIP

– Provides N1 speed signal to FADEC– Provides N1 speed signal for Vibration System

– Provides once-per-rev signal for Vibration System– Picks up speed signal from teeth on no. 2 bearing locknut– One tooth on locknut is “shaved” to provide once-per-rev

N1 FAN SPEED SENSOR

COMPRESSORFRONT FRAME

N1 FAN SPEEDSENSOR MOUNTING

FLANGE

N1 FAN SPEED SENSOR

NO. 2 BEARINGLOCKNUT

FAN SPEEDSENSORFLANGE

T4.5 THERMOCOUPLES

THERMOCOUPLE

T4.5 THERMOCOUPLES

AUTOTHROTTLEQUICK DISCONNECT

BUTTON

THROTTLE QUADRANT ASSEMBLY (TQA)

TAKEOFF /GO AROUND

BUTTON

FORWARD THRUSTLEVER

START / CONTINUOUSIGNITION BUTTON

MASTERLEVER

SWITCH

MASTERSELECTOR

SWITCH

REVERSE THRUSTLEVER

(PIGGYBACK)

ENGINE CONTROL PANEL

START / CONTINUOUSIGNITION BUTTON

MASTERLEVER

SWITCH

MASTERSELECTOR

SWITCH

VG SERVOVALVE

FMV SERVOVALVE

IMPENDINGBYPASSSENSOR

OVERSPEEDSOLENOID

FUEL TEMP SENSOR

FMVTRANSDUCER

FADEC

FADEC

OPERABILITY VALVE

FUEL PRESSURELINES FROMFUEL PUMP

OBV VALVE

FADECCONNECTIONS

10TH STAGEBLEED DUCT

OBV EXHAUSTDUCT

OPERABILITY VALVE

OBV EXHAUST

OBV VALVE

MASTER ACTUATOR

VARIABLE GEOMETRY ACTUATORS

SLAVE ACTUATOR

LINEAR VARIABLEDIFFERENTIALTRANSDUCER

(LVDT)

– Opens and closes variable geometry vanes in HPC– Helps prevent compressor surges and stalls

– Fuel powered– Master actuator has position feedback (LVDT)

MASTER ACTUATOR

VARIABLE GEOMETRY ACTUATORS

CONNECTIONTO ACTUATOR

SHAFT

LINEAR VARIABLEDIFFERENTIALTRANSDUCER

(LVDT)

VARIABLE GEOMETRY ACTUATORS

ACTUATOR SHAFT

VARIABLE GEOMETRYACTUATOR CONNECTION

LEVER ARMSACTUATION RING

BRIDGE CONNECTOR

ENGINE STARTING

IGNITION LEAD CONNECTORAIRCRAFTCIRCUIT

CONNECTOR

IGNITION EXCITER

• Converts 115 VAC, 400 Hz to Pulsating DC for Engine Start• Powered by Aircraft Circuit under FADEC control• Two per engine

ENGINE STARTING

IGNITION LEADS

EXCITERS

ENGINE STARTING

IGNITION LEADIGNITER

ENGINE CONFIGURATION PLUG

• Engine config plug allows storage of engine specific information– Engine rating– Engine hardware configuration– Engine N1 modifier level– Engine serial number

• Config plug stays with engine - mountedon fan case

• Communicates stored information toFADEC upon ground FADEC power-up

– Serial data stream clocked out of EEPROM in ECP– FADEC conducts numerous data consistency checks

• Engine config plug is field reprogrammable

ENGINE CONFIGURATION PLUG

CONNECTIONS TO FADEC

TEST / DOWNLOAD CONNECTOR

ENGINE CONFIGURATION PLUG

FADEC REPROGRAMMING

• FADEC reprogrammed using PMAT 2000– GE option includes loader software and cable assembly– PMAT can also be used to reprogram the engine configuration plug

• FADEC software versions may be loaded on PMAT from floppy disk or LAN for subsequent use for FADEC reprogramming

• PMAT compares three different checksums at the end of each file load. All three must match or the load is Aborted and Failed.

– VDD Checksum– Imbedded Checksum– Calculated Checksum

• PMAT generates Load Recept documenting load results

• Start discrete from cockpit initiates starter• MAU fully controls starter

– Reads cockpit start discrete– Energizes starter air valve solenoid– Cuts out starter at 53% N2

• Master lever controls fuel flow and ignition via the FADEC– Throttle moved from shutoff initiates fuel flow and ignition– fuel flow held off until 20% N2– on ground, FADEC alternates igniters on successive starts

• FADEC controls start to N2 acceleration (Ndot)• FADEC will terminate start on ground for

– hot start– hung start

• Starter air valve may be manually opened and closed

ENGINE STARTING

Power Management Schedules

CO

RR

EC

TE

D N

1

OUTSIDE AIR TEMPERATURE

ALTITUDE hot day cutbackhot day cutback

AIRSPEED

cornerpoint

• Power management schedules are 4 dimensional (3 inputs)• Engine is flat rated to corner point day

POWER MANAGEMENT

POWER MANAGEMENT

FAN SPEED - N1

20

30

40

50

60

70

80

90

100

-40 -30 -20 -10 0 10 20 30 40

TLA [deg]

N1

[%]

MCL

IDLE

RIDLE

MREV

NTO

MPR

Ignitor A has been commanded on

Ignitor B has been commanded on

Ignitors A and B have been commanded on

Ignitors A and B in OFF

POWER MANAGEMENT

IDLE Selection

When TL is at forward IDLE detent, different thrust schedules are available depending on flight phase:

• Flight IDLE: is selected when WOW is false, it is determined by either min PS3, minimum

N2K or minimum WF whichever is more limiting

• Approach IDLE: is selected when WOW is false and APPROACH bit is set, it is determined

as minimum N2K to ensure acceptable IDLE - Go Around transients

• Landing IDLE: is selected when WOW is true for less than 5 seconds and TRAS is stowed.

Its purpose is to keep N2 relatively high in order to minimize transition time to Reverse IDLE

(that is higher) without penalizing too much landing distance if TRAS is not operated

• Ground IDLE: is selected when WOW is true for more than 5 seconds

When TL is at Reverse IDLE detent engine control is scheduled on N2K values that are defined to

keep core speed enough high to allow acceptable transition time to MAX REV thrust setting

Detent Rating Control Variable

MREV Max Reverse N1K = f(Alt, Ma)

R/IDLE Reverse IDLE N2K = f(Alt)

Ground IDLE

Min WF such thatN2K ≥ 61.3%N2 ≥ 55.8%WF ≥ 200 pph

Landing IDLE N2K = f(Alt)

Approach IDLE N2K = f(Alt)

Flight IDLE

Min WF such that PS3 ≥ f(Alt, Bleed) N2K ≥ 64.3% WF ≥ 200 pph

MCL Max Climb N1K = f(Alt, Ma, Dtamb, Bleeds)

NTO Take Off N1 = f(Alt, Ma, Dtamb, Bleeds)

MPR Manual Power Reserve N1 = f(Alt, Ma, Dtamb, Bleeds)

IDLE

POWER MANAGEMENT

Takeoff Thrust – Normal

N1 SPEED VARIED AS FUNCTION OF:

ALTITUDE

&

TEMPERATURE

TO MAINTAIN CONSTANT TAKEOFFTHRUST OF 12700 LBS

POWER MANAGEMENT

�Selected via MCDU

�Possibilities:

•TO-1, TO-2, TO-3

•CLB-1, CLB-2

•CRZ

•CON

•GA

THRUST RATING

�FLEX TAKEOFF

THRUST RATING

Takeoff Thrust – Flex Takeoff

hot day cutbackhot day cutback

• Pilot sets Delta Ambient Temperature• New Temperature Sets Power Schedule Past Corner Point• Thrust Is Derated – Simulating Hot Day Cutback

ActualOAT

FlexOATC

OR

RE

CT

ED

N1

POWER MANAGEMENTFlexible Take Off Thrust

• FADEC have the capability to provide reduced thrust at NTO flat. This is obtained by pilot input of a Flex TO

Assumed Temperature.

• This temperature is used by FADEC instead of actual SAT to determine NTO thrust and is echoed back to the

cockpit

• Initial entry of a Flex TO Temperature is possible when all the following condition are met:

– TLA at IDLE

– WOW true for at least 1 minute

– Airspeed < 65 Kts

• Once Accepted Flex TO Temperature can be modified until a Locking Flag is set. Lock is set when any of the

following condition occur:

– TLA at MCL or NTO flats

– WOW transition from True to False

– Aircraft Speed first exceeds 65 Kts and remains above 45 Kts for more than 0.480 sec.

• Flex Mode (Lock and Temperature) is then cleared when any of the following condition occur:

– TL moved from NTO flat (either direction)

– APR activated

– Airspeed > 65 Kts and TL below NTO flat

– WAI activated

POWER MANAGEMENT

APR - Automatic Power Reserve

• This functionality provides a thrust increase on the operating engine in the event of an engine failure

• Additional thrust is provided at NTO (APR) and MCL (MXCN) detents. TLA scheduling is change

accordingly

• It is enabled and latched when both engine N1 are within 8% of NTO rating. Only local engine data is

required when APPROACH bit is set

• It is activated when – Cross engine N1 drops 15% below local engine N1– Cross engine Data Bus is lost– Cross engine N1 is invalid

• It is cleared when cross engine N1 difference becomes less than 13%

• If not active, it is disabled when local N1 drops below 8% of NTO rating and:– WOW is true and Wheel Speed < 60 KTS– WOW is true for more than 1 minute

• APR activation can be invoked by throttles splitting

ATTCS

�ATTCS ARMED �ATTCS ENGAGED

TO-1 RSV

�ENGINE FAILURE DETECTED

POWER MANAGEMENT

AUTOMATIC POWER RESERVE

20

30

40

50

60

70

80

90

100

110

-25 -15 -5 5 15 25 35

TLA [deg]

N1

[%]

APR Activated

All Engine Operative

MXCNAPR

MCLNTOMPR

POWER MANAGEMENT

MPR - Manual Power Reserve

• APR thrust can be manually selected by

advancing throttles up to MPR flat. This sets a

manual OEI latch that activate APR

• Once MPR flat is reached, retarding throttle to

NTO flat will still provide APR thrust. MCL detent

will provide MXCN thrust as well.

• OEI latch is cleared by further retarding throttles

below MCL flat

MANUAL POWER RESERVE

20

30

40

50

60

70

80

90

100

110

-25 -15 -5 5 15 25 35

TLA [deg]

N1

[%]

After MPR Selection

Before MPR Selection

MCL

NTO

MPR

Maximum thrust available if desired by throttle selection

CPCS< MAIN STATUS ECS

ENG/APU

FLIGHT

LIGHTSFUEL HYDR ICE

ELEC

DOORS

APU DOOR

OPEN

OIL PRS

N2

USED(lbs)

7500

TOTAL USED(lbs)

15000

USED(lbs)

7500

FLOW(lbs/hr)

3784

FLOW(lbs/hr)

3788FUEL

OIL TEMP

OIL QTY

87.9 % 88.0 %

IGN IGN

TO 88%

REVREV

NOSYNC

VIB A/I A/I

START

START

VIB

87.7

943 °C

% N1

ITT

87.7

944

LINE 01 - WARNING 001LINE 02 - WARNING 002LINE 03 - WARNING 003LINE 04 - WARNING 004LINE 05 - CAUTION 001LINE 06 - CAUTION 002LINE 07 - CAUTION 003LINE 08 - CAUTION 004LINE 09 - ADVISORY 01LINE 10 - ADVISORY 02LINE 11 - ADVISORY 03LINE 12 - ADVISORY 04LINE 13 - STATUS 001LINE 14 - STATUS 002LINE 15 - STATUS 003LINE 16 - STATUS 004LINE 17 - STATUS 005LINE 18 - STATUS 006LINE 19 - STATUS 001LINE 20 - STATUS 002LINE 21 - STATUS 003LINE 22 - STATUS 004LINE 23 - STATUS 005LINE 24 - STATUS 006

%

APU RPM

90

APU EGT

180 °C

LINE 01 - WARNING 001LINE 02 - WARNING 002LINE 03 - WARNING 003LINE 04 - WARNING 004

DEICE

NORM

N1 VIB

N2 VIB1,7

3.1

2.4

2,1

FADEC

ENGINE STARTING

Starting Process:

1. Master Lever → ON2. Mode Selector → RUN3. Start Switch → ON

N20% 10%

IGN → ON

20%

FFL → ON

50%

Starter Cutout

GI

• Hot Start T45 > 810°C• Hung Start N2dot ↔ T45• No light off N2ind → T45

FADEC-observed Limitsbelow Idle on Ground:

POWER MANAGEMENT

N1 Synchronization

• This functionality provides N1 synchronization between RH and LH engine in order to accommodate

throttle stagger and reduce cabin noise

• When Synchronization is enabled the RH engine (Slave) N1 reference is biased to match LH engine

(Master) N1 reference.

• Maximum allowed bias is ± 2.36% relative to N1 reference corresponding to actual Slave TL position

• N1 Synchronization is enabled when:

– IDLE <= TLA < MCL detents

– APR not active

– No OEI indication

– Delta N1 reference between Master and Slave < 1.42%

• If delta N1 reference between Master and Slave becomes higher than ±2.36%, Slave engine N1 will

remain biased until Synchronization is disabled

• Slave engine control modes different from N1 reference (N2K, min PS3 etc.) will take priority over N1

synchronization reference

POWER MANAGEMENT

N2 Overspeed Protection

This system prevents engine core speed to overcome its overspeed threshold (102%)

• Two overspeed electronic circuit within FADEC, but independent from CPU receive N2 signal by

two different transducers.

• When both circuits detect N2 overspeed the FMU shut off solenoid is energized causing an engine

flame out. FADEC will detect flame out and turn ignition ON. When N2 falls below the overspeed

threshold, the FMU solenoid is de-energized to allow engine re-light

• The overspeed system latches fuel shut off if three N2 overspeeds are detected within 30 second

• System is tested at each ground starting and before flight and is activated at each shut down on

ground

FAULT DETECTION

Maintenance Manual Fault Isolation Page

Bit Code

Fault Message

Fault Description