GE Aircraft Engines

Embraer 170/CF34-8E
FAMILIARIZATION TRAINING

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

FADEC
TR HALF T4.5 FADEC A P0 P3 FADEC B P0 P3 T2 PMA N1 N2 MFP OBV VG ACT FMU

T4.5

TR HALF

GMO SWITCH

FADEC
Pressure Inputs Test Connector (J5)

Vibe Isolated Mounts

Engine Connectors (J3, J4)

Aircraft Connectors (J1, J2)

FADEC Components
DUAL PROCESSORS

DUAL POWER SUPPLIES CROSS CHANNEL DATA BUS

PROCESSOR B

POWER SUPPLY A

POWER SUPPLY B

PROCESSOR A

P3 SENSORS

P0 SENSORS

PERMANENT MAGNENT ALTERNATOR (PMA)

FADEC CONNECTIONS

STATOR

ENGINE VENT LINE

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

PERMANENT MAGNENT ALTERNATOR (PMA)

STATOR

ENGINE VENT LINE

N2 SENSOR MAIN FUEL PUMP

N2 SPEED SENSOR MAIN FUEL PUMP

CONNECTIONS TO FADEC

N2 SENSOR MAIN FUEL PUMP

MAIN FUEL PUMP SHAFT MAGNETIC SENSOR

CONNECTIONS TO FADEC

T2 FAN INLET TEMPERATURE SENSOR

FADEC CONNECTIONS T2 SENSOR

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

N1 FAN SPEED SENSOR

FADEC CONNECTIONS

MAGNETIC TIP

N1 SENSOR

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

COMPRESSOR FRONT FRAME N1 FAN SPEED SENSOR MOUNTING FLANGE

N1 FAN SPEED SENSOR

FAN SPEED SENSOR FLANGE NO. 2 BEARING LOCKNUT

T4.5 THERMOCOUPLES

THERMOCOUPLE

T4.5 THERMOCOUPLES

THROTTLE QUADRANT ASSEMBLY (TQA)

FORWARD THRUST LEVER

AUTOTHROTTLE QUICK DISCONNECT BUTTON

REVERSE THRUST LEVER (PIGGYBACK) TAKEOFF / GO AROUND BUTTON MASTER LEVER SWITCH MASTER SELECTOR SWITCH

START / CONTINUOUS IGNITION BUTTON

ENGINE CONTROL PANEL

MASTER LEVER SWITCH

START / CONTINUOUS IGNITION BUTTON

MASTER SELECTOR SWITCH

FADEC
FMV SERVOVALVE IMPENDING BYPASS SENSOR

VG SERVOVALVE

OVERSPEED SOLENOID

FUEL TEMP SENSOR

FMV TRANSDUCER

FADEC

OPERABILITY VALVE

OBV VALVE

OBV EXHAUST DUCT

10TH STAGE BLEED DUCT

FUEL PRESSURE LINES FROM FUEL PUMP

FADEC CONNECTIONS

OPERABILITY VALVE

OBV VALVE

OBV EXHAUST

VARIABLE GEOMETRY ACTUATORS

SLAVE ACTUATOR

LINEAR VARIABLE DIFFERENTIAL TRANSDUCER (LVDT)

MASTER ACTUATOR

Opens and closes variable geometry vanes in HPC Helps prevent compressor surges and stalls Fuel powered Master actuator has position feedback (LVDT)

VARIABLE GEOMETRY ACTUATORS

LINEAR VARIABLE DIFFERENTIAL TRANSDUCER (LVDT)

MASTER ACTUATOR

CONNECTION TO ACTUATOR SHAFT

VARIABLE GEOMETRY ACTUATORS

ACTUATION RING LEVER ARMS VARIABLE GEOMETRY ACTUATOR CONNECTION ACTUATOR SHAFT

BRIDGE CONNECTOR

ENGINE STARTING

AIRCRAFT CIRCUIT CONNECTOR

IGNITION LEAD 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

EXCITERS

IGNITION LEADS

ENGINE STARTING

IGNITER IGNITION LEAD

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 - mounted on fan case Communicates stored information to FADEC 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

TEST / DOWNLOAD CONNECTOR

CONNECTIONS TO FADEC

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

ENGINE STARTING
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

POWER MANAGEMENT Power Management Schedules

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

ALTITUDE

hot day cutback hot day cutback

CORRECTED N1

AIRSPEED

corner point

OUTSIDE AIR TEMPERATURE

POWER MANAGEMENT
FAN SPEED - N1
100

90

MPR
80

NTO MCL

70

N1 [%]

60

MREV

50

40

RIDLE
30

20 -40

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

TLA [deg]

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

POWER MANAGEMENT
Detent MREV R/IDLE Rating Max Reverse Reverse IDLE Control Variable N1K = f(Alt, Ma) N2K = f(Alt) Min WF such that N2K 61.3% N2 55.8% WF 200 pph N2K = f(Alt) N2K = f(Alt) Min WF such that PS3 f(Alt, Bleed) N2K 64.3% WF 200 pph N1K = f(Alt, Ma, Dtamb, Bleeds) N1 = f(Alt, Ma, Dtamb, Bleeds)

Ground IDLE

Landing IDLE IDLE Approach IDLE

Flight IDLE

MCL NTO MPR

Max Climb Take Off

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

POWER MANAGEMENT

Takeoff Thrust Normal

N1 SPEED VARIED AS FUNCTION OF: ALTITUDE & TEMPERATURE TO MAINTAIN CONSTANT TAKEOFF THRUST OF 12700 LBS

THRUST RATING

Selected via MCDU Possibilities: TO-1, TO-2, TO-3 CLB-1, CLB-2 CRZ CON GA

THRUST RATING

FLEX TAKEOFF

Takeoff Thrust Flex Takeoff

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

CORRECTED N1

hot day cutback hot day cutback

Actual OAT

Flex OAT

POWER MANAGEMENT
Flexible 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

110

100

MXCN
90

APR

80

MCL

NTO

MPR

N1 [%]

70 60

50

40

APR Activated All Engine Operative

30

20 -25

-15

-5

15

25

35

TLA [deg]

POWER MANAGEMENT

MANUAL POWER RESERVE

MPR - Manual Power Reserve

110

APR thrust can be manually selected by advancing throttles up to MPR flat. This sets a manual OEI latch that activate APR

100

90

MPR NTO MCL

80

Once MPR flat is reached, retarding throttle to NTO flat will still provide APR thrust. MCL detent will provide MXCN thrust as well.

N1 [%]

70

60

50

40

After MPR Selection Before MPR Selection

OEI latch is cleared by further retarding throttles below MCL flat

30

20 -25

-15

-5

15

25

35

TLA [deg]

Maximum thrust available if desired by throttle selection

FADEC
< MAIN FUEL STATUS HYDR TO 88% 87.7 % 943 C N1 ITT 87.7 944 ECS ICE CPCS LIGHTS ELEC DOORS FLIGHT ENG/APU LINE 01 - WARNING 001 LINE 02 - WARNING 002 LINE 03 - WARNING 003 LINE 04 - WARNING 004 LINE 05 - CAUTION 001 LINE 06 - CAUTION 002 LINE 07 - CAUTION 003 LINE 08 - CAUTION 004 LINE 09 - ADVISORY 01 LINE 10 - ADVISORY 02 LINE 11 - ADVISORY 03 LINE 12 - ADVISORY 04 LINE 13 - STATUS 001 % LINE 14 - STATUS 002 LINE 15 - STATUS 003 LINE 16 - STATUS 004 LINE 17 - STATUS 005 LINE 18 - STATUS 006 LINE 19 - STATUS 001 LINE 20 - STATUS 002 LINE 21 - STATUS 003 LINE 22 - STATUS 004 LINE 23 - STATUS 005 LINE 24 - STATUS 006 APU RPM 90
2,1

S T A R T

NO SYNC V I B IGN REV A/I REV A/I IGN

S V T I A B R T 88.0

87.9 %

N2

OIL TEMP OIL PRS OIL QTY

APU EGT % 180 C

N1 VIB N2 VIB

3.1 2.4

1,7

NORM FLOW (lbs/hr) 3788 APU DOOR OPEN DEICE

FLOW (lbs/hr) 3784 USED (lbs) 7500

FUEL

TOTAL USED (lbs) 15000

USED (lbs) 7500

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

ENGINE STARTING

Starting Process:
1. Master Lever ON 2. Mode Selector RUN 3. Start Switch ON 0% FADEC-observed Limits below Idle on Ground: IGN ON FFL ON Hot Start T45 > 810C Hung Start N2dot T45 No light off N2ind T45 Starter Cutout 50% N2 GI

10%

20%

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

Fault Message Bit Code

Fault Description