Gulfstream G200 - Engines

POWER PLANT SYSTEMS

DESCRIPTION
The PW306A Engine is a two-spool turbofan engine, featuring a
full-length annular bypass duct. A concentric shaft system supports the
high and low pressure rotors. The inner shaft supports the low
pressure (LP) compressor (fan) and is driven by a three-stage turbine
at the rear. The outer shaft is mechanically independent of the LP shaft
and supports the four axial stages and one centrifugal stage of the high
pressure (HP) compressor, and is driven by a two-stage turbine
supported at the rear.
Air enters the engine through the fan case, is accelerated rearwards by
the fan and is split into bypass and core flow streams through
concentric dividing ducts. The bypass air passes through a single
stage of stators and a faired bypass duct before exiting with the core
flow through a common mixing nozzle.
The core airflow passes through variable inlet guide vanes and
first-stage variable stator vanes, which allow optimum airflow into the
HP compressor. Both sets of vanes are hydraulically actuated by fuel
pressure from the hydro-mechanical unit, as commanded by the
electronic engine control. From the HP compressor, core airflow is
passed through 24 diffuser tubes, which convert velocity to static
pressure. The diffused air then passes to the annulus surrounding the
combustion chamber liner.
The combustion chamber liner consists of an annular straight-through
assembly, with multi-holed patterns for air mixing and dilution with the
combustion gases.
The air enters the combustion chamber liner and mixes with fuel is
injected into the combustion chamber by 24 air blast nozzles supplied
by a single-tube manifold.
Two of the nozzles are hybrid-type, having an additional fuel supply
line of lower pressure, to provide a separate primary fuel flow, for ease
of starting. During starting, the mixture is ignited by two spark igniters
which protrude into the combustion chamber liner.
The resultant gases expand from the combustion chamber liner and
pass through the first-stage HP turbine stator to the first stage HIP

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turbine. The first-stage HP vanes and rotor blades are cooled by air
flowing through second-stage HP vanes and turbine, then to the
three-stage LP turbine and associated stator vanes, then to
atmosphere through the exhaust duct, subsequently mixing with the
bypass flow.
All engine driven accessories, with the exception of the N1 LP rotor
speed sensor, are mounted on the accessory gearbox secured to the
bottom of the intermediate case. The accessories are driven by a tower
drive shaft geared to the HP rotor shaft (N2), passing downward
through the intermediate casing to mesh with a bevel gear in the
accessory gearbox. The N2 speed sensors are of an electromagnetic
pulse type. A spur gear on the alternator gear shaft passes over the
probes, creating an impulse which is transmitted to the FADEC. The N1
speed sensors are mounted in the aft end of the engine, in the exhaust
case. The operation of the N1 probes is the same as the N2 probes,
and transmits signals to the FADEC.
The engine oil tank is integral with the intermediate case and is located
between the core and bypass flow passages.

Maximum continuous and maximum climb ratings (or thrust settings)

are meant for different purposes. Maximum continuous rating is
authorized without time limitations for aircraft certification to meet FAA
approved performance for single engine operations or in emergency
conditions, but it is not authorized for normal cruise operations. Use of
this rating under normal operating conditions may void engine warranty
and cause excessive cost of maintenance. Climb setting is limited
same as the maximum continuous thrust setting, and can only be used
for climb segment and acceleration to cruise speed. For engine
Operating Limitations, see LIMITATIONS, SECTION I.

Anti-icing system for nacelle and engine is also provided. (Sea

ANTI-ICING AND RAIN PROTECTION SYSTEMS, this section.)

Engine vibration is monitored by a system consisting of an

accelerometer mounted on the engine flange and signal conditioner. Its
output is fed to the EICAS

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When the EICAS indicator points at the yellow band, thrust should be
reduced to bring the pointer to the green band. If the pointer stays in
the yellow band with engine idle, shutdown the engine.
If changing thrust does not change pointer position, continue operation
and monitor engine indications.

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Thrust Management

The fuel system regulates fuel flow and operates engine variable guide
vane system as a function of various schedules to meet the required
thrust setting.

The fuel system components control the following features:

• Proper fuel flow at minimum fuel introduction speed (5.2% N2)

• Sequencing fuel distribution to the proper nozzles during start
• Controlling ground and flight idle speed
• Providing strong surge free acceleration
• Providing rapid deceleration without extinguishing the combustion
• Providing fuel shut off and fuel dump after shut down
• Providing protection against ITT overtemperature
• Providing protection against compressor and fan overspeed

PW306A engine thrust is controlled by a dual channel full authority

digital electronic control (FADEC) which regulates high pressure rotor
speed (N2) and low rotor (fan) speed N1 in response to a pilot-operated
Thrust Lever (TL), ambient conditions, pilot selection and aircraft
discrete inputs. The main control system components are the Thrust
Lever, Electronic Engine Control (EEC) and the Hydromechanical Fuel
Metering Unit (HMU).
The hydromechanical fuel metering unit (HMU) responds to EEC
electrical command.

During engine start, left and right FADEC’s are powered by 28 VDC
supplied by Emergency bus, through L and R FADEC-A & B circuit
breakers, on overhead panel. After start, power is supplied by
engine-mounted power management accessory.

During start-up and at idle, the FADEC supervises and controls high
pressure compressor speed (N2). Above idle, the FADEC controls and
supervises N1 speed. This is done in accordance with the data
supplied by aircraft and engine sensors, engine trim and airframe

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discrete inputs from the flight deck.

Determining the proper N1 to get the required thrust is accomplished
by the FADEC. It features two independent channels, either of which
can fully control the engine. The required N1 is a function of thrust lever
position and the ambient conditions. The channel in control adjusts the
fuel metering valve position within the HMU, to achieve the appropriate
fan speed to produce thrust.
Calculated N1 speed is a function of:
• thrust lever position
• Ambient conditions: total temperature, total and ambient pressure
• APR status
• Aircraft status as indicated via discrete inputs for such conditions as
cabin bleed(s) open, inlet anti-ice on, synchronization selection and
reverse thrust operation
• Specific engine trim (T4.5 and N1)
• Mechanical red line speeds
• Engine thermal protection

In addition to dual channel FADEC, following components redundancy

is available:
• Dual overspeed protection system independent of the EEC control
logic
• Redundant low and high pressure rotor speed sensors
• Dual channel permanent magnet alternator supply power to EEC
software logic and overspeed protection circuitry with aircraft 28
VDC bus for start and back up.
• Redundant means of effecting shut-off

The EEC is configured such that, while either channel may fully control
the engine, if one channel degrades, (such as sensor failure), values
are taken from the other channel or control is transferred automatically
to the more fit of the two channels. Control of the engine is still
achieved if both channels become degrades, with reduced capacity.

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The EEC roles are:

• Starting and shut-down control and supervision
• Power management
• Rating display
• Compressor bleed valve control and VGV control
• T4.5, N1 & N2 display
• Speed synchronization
• Automatic power reserve control
• N1 and N2 overspeed protection overtemperature protection (T4.5)
• Fault management
• Motive fuel flow control
• EICAS and diagnostic display
Thrust Levers
Each engine is controlled by a thrust lever, prominently located in
center of pedestal. An RVDT connected to the FADEC senses thrust
lever position to control engine speed for either forward or reverse
thrust setting.
Go-Around (GA) switches on the outboard side of each thrust lever
allow the pilot to disconnect the autopilot (leaving the yaw damper
engaged) and position the flight director command bar to 9°.
Engine Synchronization
Engine synchronization maintains the slave engine speed within
± 0.1% of the master engine speed. Either N1 or N2 engine
synchronization can be selected. The engine with the higher fan speed
is chosen as the master engine. Synchronization is available when the
following conditions are met:

• The ENGINE SYNC switch is either in the N1 or N2 position.

• The thrust lever is at or above idle detent and at or below maximum
climb detent
• APR is not armed
• The thrust reversers are stowed
• The N1 or N2 speed differential between engines is within the
capture band of ± 5%
• N1 and N2 signals are available
• The slave engine is at steady state

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EICAS ENGINE DATA DISPLAY

General

Each engine is factory-trimmed to provide accurate thrust

management and display. The trim is achieved by a trim plug installed
on the engine, providing 0% to -3.3% N1 reduction.
When engine synchronizer is off, the EICAS displays trimmed RPM,
corresponding to the required thrust.
When synchronizer is on, untrimmed (actual) RPM is displayed.
The left engine is normally the master engine. It is factory set to be the
engine with the higher trim value. If the master engine has a lower trim
value, difference of up to 1% is allowed between the engine trim
settings. When the master engine thrust rating is more than 1% less
than the slave engine, strapping changes must be made between the
master and slave engines
Engine synchronizer disconnects when: a difference of more than 5%
N1 between the engines, APR is armed, slave engine thrust setting is
beyond MAX CLIMB or master engine thrust setting is more than 1%
N1 beyond MAX CLIMB.

Thrust Setting and Bug Setting

N1 bug setting and digital readout are always similar. On ground when
not in reverse thrust, the bug is always set to TAKE OFF or APR, if
activated.
Take-off thrust N1 should always be 0% to +2% above bug setting. If
APR is activated N1 thrust setting rises; the failed engine APR display
disappears and the operating engine APR display turns green.
When reverse thrust is selected, the bug is set to MAX REVERSE.
Reverse thrust setting is modulated according to airspeed: from 85%
N1 above 100 KIAS to 50% N1 at 40 KIAS or below.

In flight, the bug settings always correspond to the next higher thrust
lever ‘detent’ settings, with the exception of maximum cruise (MCR) as
follows:
Up to 35,000 ft, bug setting and N1 readout are at normal maximum

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cruise, corresponding to the scheduled thrust setting. Above 35,000 ft,

bug setting stays at normal maximum cruise but N1 readout and thrust
setting are at high maximum cruise (HIGH CRUISE POWER
message on) and rise incrementally (by up to 7% thrust at 39,000 ft).
This is allowed for up to 30 minutes per flight, after which thrust needs
to be reduced to bug setting.

If N1, N2 or ITT is exceeded, EICAS page 1 is automatically displayed

and the above-limit display flashes red for 4 seconds. When APR is
armed, ITT limit is reduced, to accommodate a corresponding rise
when APR is activated.

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Figure 5-40. Engine Cutaway View

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ENGINE CONTROL SYSTEM -

CONTROLS AND INDICATORS
STARTER switch - Located on overhead panel; it has three positions:
START - Momentary position to engage starter
OFF - Starter is off
STOP - Stops starter operation
STBY FUEL PUMP switch - Located on overhead panel; it has three
positions:
AUTO - Standby pump comes on automatically, when required
OFF - Standby pump is off
ON - Standby pump is on continuously
IGNITION switch - Located on overhead panel; it has two positions:
ON - Ignition is continuous
AUTO - Ignition comes on when required during engine start or by
FADEC command
APR ARM pushbutton, on pilot panel - Arms the APR system
ENG. SYNC toggle switch, on pedestal - Engages engine synchronizer
by N1 or N2
L / R ENGINE FUEL CUT OFF pushbuttons - Located on pedestal.
Controls fuel supply to the respective engine. Pushbutton
is lit when fuel supply is cut off.
ENG DATA REC L/R buttons - located on right pedestal sidewall.
Spring-loaded to off. Toggle switch if it is necessary to
record engine data for later maintenance. Four minutes
prior to button press and one minute afterwards are
recorded
Engine vibration indicator - dual indicator for monitoring engine
vibrations. The green band is for normal condition and the
yellow band indicates excessive vibrations.

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Warning Messages

ENG FIRE (L/R) - Engine fire (zone 1)

ENG OVER HEAT (L/R) - Engine overheat (zone 2)
ENG OIL PRESS LOW (L/R) - Engine oil pressure is low
ENG OIL PRESS HI (L/R) - Engine oil pressure above limit
ENG OIL TEMP LOW (L/R) - Engine oil temperature below limit
ENG OIL TEMP HI (L/R) - Engine oil temperature above limit

Caution Messages

FADEC MAJOR (L/R) - Full Authority Digital Engine Control

computer malfunction.
FADEC FAULTY (L/R) - Full Authority Digital Engine Control
computer failure
ENG OIL LEVEL LOW (L/R) - Engine oil quantity too low (comes
on on ground only, & engine not running)
ENG OIL TEMP HI (L/R) - Engine oil temperature approaching limit

Advisory Messages

IGNITION ON (L/R) - Engine ignition is on

HIGH CRUISE POWER - Engine providing high thrust (above
35,000 ft)

Status Messages

ENG CHIP DETECT (L/R) - Metal particles found in engine oil

ENG OIL FILTR (L/R) - Engine oil filter is clogged
FADEC MINOR (L/R) - FADEC (Full authority digital engine control)
minor malfunction. Appears on ground only with engine
off and up to 1 minute after engine start.
L ENG FIRE BTLE - Aircraft in flight and left engine fire extinguisher
bottle pressure below 400 psi
R ENG/APU FIRE BTLE - Aircraft in flight and right engine/APU fire
extinguisher bottle pressure below 400 psi

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ENGINE
START FIRE
DET

L R L R
IGNITION 1 EXT

L R L R
IGNITION 2 THROTTLE

L R L R
ENG. VIB FADEC-A
CONTR

L FADEC-B R
OIL PRESS
CONTR

L R L R
EMERG
SHUT DN

GO GO
AROUND AROUND L THRUST R
REVERSE

L R

ENGINE

APR
ARM

ON PEDESTALL
ENGINE SIDE WALL
SYNC
N1

OFF

N2

Figure 5-41. Engine Controls

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APPROVED OIL
Approved oils conforming to Pratt & Whitney Canada specification,
PWA521:
Aeroshell/Royco 560
Esso/Exxon 2380 Turbo Oil
Castrol 5000
Mobil Jet Oil II
Mobil Jet 254

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