Bombardier Global Express - Power Plant

INTRODUCTION The Global airplane is powered by two BMW-Rolls Royce BR710A2-20 engines, each mounted on a pylon on either side of the rear fuselage. The engine is an axial flow, dual shaft turbofan, with a 4.0:1 bypass ratio, with a rated static thrust of 14,750 pounds at sea level to ISA + 20. The BR710A2-20 engine contains two main rotating assemblies (spools), a single- stage low pressure (LP) fan-driven by a two-stage turbine, and a ten-stage high pressure (HP) compressor, driven by a two-stage turbine. The HP spool provides an external drive for the accessories mounted on the accessory gearbox. The engine is made up of eight modules as follows: • Fan assembly •Fan case • Intermediate case • HP Compressor • HP Turbine and combustion chamber • LP Turbine and shaft • Accessory Gearbox (AGB) • Bypass duct Each engine provides bleed air extraction, from either the 5th stage or the 8th stage of compression, for Air Conditioning/Pressurization, Cowl and Wing anti-icing and engine starts. The engine oil system consists of a lubrication system, a heat management system and an oil replenishment system. The fuel system consists of a low-pressure system and a high-pressure system. Fuel is supplied from the airplane fuel system via AC and/or DC fuel pumps and engine- driven fuel pumps. Thrust management is controlled throughout all phases of operation by the Full Authority Digital Electronic Control (FADEC). An Electronic Engine Controller (EEC) is the major part of the FADEC, interfacing between the airplane and the engine. Primary engine indications are displayed on EICAS and secondary indications on the STATUS page. Autothrottle is controlled by the autothrottle computer, located in the IAC, and sends signals to FADEC via the throttle, for thrust commands. Starting is initiated through the FADEC, to provide normal ground/air starts, alternate ground/air starts, wet and dry motoring and continuous ignition. Starting can also be performed manually.

Page 1 Bombardier Global Express - Power Plant

The thrust reverser system is operated by the airplane hydraulic system and is controlled by the EEC. Vibration monitoring system provides signals indicating N1 (Fan) and N2 (HP compressor) vibration levels on each engine. Fire detection is provided by dual element sensor assemblies connected in series to provide two independent sensing loops. Two fire bottles are located at the rear of the airplane.

DESCRIPTION

ENGINE ASSEMBLY AND AIRFLOW The BR710A2-20 engine contains two main rotating assemblies (spools), a single- stage low-pressure (LP), fan-driven by a two-stage turbine, and a ten-stage high pressure (HP) compressor, driven by a two-stage turbine. The HP spool provides an external drive for the accessories mounted on the accessory gearbox.

LP Compressor (fan)

GX_17_018

Accessory LP Turbine Gearbox HP Compressor HP Turbine

All air entering the engine air intake passes through the LP compressor and is divided into two main flows, the bypass and core airflows. The core airflow passes through the HP compressor to the annular combustion chamber, which supplies the engine with its fuel requirements. The core airflow then flows through two stages of HP turbines and two stages of LP turbines into the forced mixer to mix with bypass air. The bypass air passes through the fan outlet guide vanes along the bypass duct to meet with the core airflow. The combined airstream is exhausted to atmosphere.

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Annular HP Turbine LP Compressor HP Compressor Combustion Chamber LP Turbine Forced Mixer

COLD STREAM

AIR HOT STREAM INLET

COLD STREAM

GX_17_019

Exhaust Nozzle Intake Bypass Exhaust Accessory Cone Cowl Gearbox Duct

ENGINE MODULES The engine is made up of eight modules as follows:

Intermediate Case Fan-Case HP Turbine and HP Compressor Combustor

GX_17_020

LP Turbine and Shaft Bypass Duct Fan Assembly

Accessory Gearbox

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• Fan assembly - Compresses the air entering the engine inlet cowl and feeds a percentage of it to the core, while the bypass air provides a major portion of the engine’s thrust • Fan case - Provides containment in the event of fan blade failure and noise attenuation • Intermediate case - Provides a fixed structure for rotating systems and houses the drive for the AGB • HP Compressor - Provides a pressurized airflow to the combustion chamber for combustion and cooling purposes and pressurized air for ECS and Wing and Cowl anti-icing • HP Turbine and combustion chamber - The two stage HP turbine drives the HP compressor. The combustion chamber mixes fuel and air, for an optimum mixture, for maximum efficiency • LP Turbine and shaft - Provides the LP turbine shaft which drives a two stage LP turbine that drives the LP compressor (fan) • Accessory Gearbox (AGB) - Transmits the motoring force from the engine to the accessories mounted on the AGB. The AGB also transmits motoring from the air starter to the engine during start/crank procedures. The AGB also houses the integral oil tank • Bypass duct - Provides a streamlined path for the fan bypass airflow and supports the thrust reverser unit

FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC) Thrust management is controlled throughout all phases of operation by the Full Authority Digital Electronic Control (FADEC). An Electronic Engine Controller (EEC) is the major part of the FADEC, interfacing between the airplane systems and the engine. The EEC provides the following control functions: • Fuel metering through the FMU for: • Automatic start and relight • Idle speed control • Acceleration and deceleration • Engine power setting • Limit protection for N1 and N2 speeds • Limit protection for temperature • Independent overspeed protection of N1 and N2

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• Compressor airflow control via the and HP compressor bleed valves, to ensure: • Surge free acceleration and deceleration • Surge recovery • Stable operation • Control of oil and fuel temperature • Control of the igniters and start air valve • Partial control of the thrust reverser system functions • Control of the engine power in reverse thrust • Control of system electrical supply, either 28 or dedicated generator output to the EEC and through to the FADEC

MAX THRUST

IDLE REV DEDICATED GEN

MAX REV

R

ENG RUN

L THROTTLE FMU MODULE

HPS & BLEED VALVES 28 VDC STATOR VANE SYSTEM DAU 1

DAU 2 EEC DAU 3 FUEL COOLED OIL COOLER IAC 1 STARTER AIR VALVE IAC 2 IGNITION SYSTEM IAC 3 THRUST REVERSER

ADC 1 ENGINE INPUTS

OTHER AVIONICS SYSTEMS ADC 2 GX_17_021 ADC 3

ELECTRONIC ENGINE CONTROLLER (EEC) The EEC is the controlling unit of the FADEC system and is located on the top of the engine. Engine Electronic Controller (EEC)

GX_17_022

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The EEC is an electronic control unit containing two channels A and B. Each channel is comprised of a Central Processor Unit (CPU), Power Supply Unit (PSU) and an Independent Overspeed Protection (IOP) unit. The PSU controls the power supplies to the FADEC system and to the EECs, CPU and IOP. The PSU controls the switch over from the airplane 28 VDC supply to power supplied by the Dedicated Generator (DG). Normally the FADEC is powered by the DG when the engine is operating. If DG power fails, the PSU will revert to the airplane power supply, to continue operation of the engine. The DG is mounted on the front of the accessory gearbox.

Dedicated Generator

Air Starter

Hydraulic Pump

GX_17_023

Oil Tank FRONT VIEW

Variable Frequency Generator No. 1 Dry Drains Outlet

The CPU receives and processes all input signals and calculates the output signals. Control of the engine automatically alternates between channel A and channel B. If channel A is in control, channel B is the backup for the duration of that flight. On the next engine start channel B is in control and channel A is backup. The change command is triggered by the engine shutdown on the ground. An interlock prevents both channels from being in control at the same time. Each CPU’s operation is monitored by a “watchdog timer”. If the watchdog timer senses a CPU malfunction within a set timescale, then it will momentarily pass control to the other channel, while the faulty CPU resets. After four CPU resets the watchdog will impose a freeze and control will pass to the other channel for the remainder of the flight.

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AIRFRAME SIGNALS AIRFRAME SIGNALS ENGINE ENGINE OUTPUTS INPUTSINPUTS INPUTS INPUTS OUTPUTS WATCHDOG CPU CPU VALIDATION VALIDATION TIMER PROCESSING CROSS PROCESSING LINKS OUTPUT SIGNAL OUTPUT SIGNAL

TIMER CALCULATION CALCULATION

WATCHDOG

OUTPUT DRIVER OUTPUT DRIVER

LANE CHANGE RELAY LANE CHANGE RELAY

GX_17_024

SYSTEM CONTROLLER

SYSTEM POSITION SYSTEM FEEDBACK TO CHANNEL A & B ACTUATOR ACTUATOR OF EEC AS "ENGINE INPUTS"

ENGINE PARAMETER FEEDBACK TO BOTH ENGINE CHANNELS OF THE EEC (AS ABOVE) AND DIRECT TO AIRFRAME SYSTEMS, IE: VIBRATION

The IOP will automatically shut off fuel in the event of N1 or N2 reaching the overspeed trigger values. When either N1 or N2 speed signal has exceeded a preset value, one of the IOPs will “vote” to close the HPSOV, located in the FMU and indicate this to the other channel via the cross link. The engine will not shut down unless both IOPs detect an overspeed. The overspeed function is checked during normal engine shutdown by resetting the overspeed trip points to a subidle value. When the speed drops below the reset values, the IOP overspeed detection trip points logic resets.

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ENGINE INDICATIONS Primary engine parameters are displayed on EICAS. Secondary engine parameters are displayed on the STAT page.

Engine Pressure Ratio (EPR) L ENG FLAMEOUT Used to display thrust and is the primary FUEL LO QTY thrust setting indicator. 1.65 1.65 FUEL IMBALANCE 1.54 1.54 YD OFF N1 (FAN) <– FUEL XFER ON CRZ GLD MANUAL ARM Used to display the LP compressor (fan) EPR PARK/EMER BRAKE ON speed, and as Secondary thrust setting indicator and is measured in %. 98.5 98.5 73.3 73.3 Interturbine Temperature (ITT) Used to display engine operating temperatures T/O N1 and is displayed in °C. SYNC GEAR 789 789 DN DN DN N2 (HP compressor) Used to display HP compressor speed and OUT I ITT I is measured in %. G G N SYNC N START START 3O Fuel Flow (FF) 93.4 N2 93.4 Used to display the amount of fuel being 575O FF (PPH) 575O NU –TRIMS– used, in pounds per hour (pph) or kilograms 115 OIL TEMP 115 AIL per hour (kgph). 81 OIL PRESS 81 7.2 Oil Temperature (OIL TEMP) LWD RWD Used to display the oil temperature and is TOTAL FUEL (LBS) 4155O displayed in °C. 146OO 1OOOO 146OO ND 235O STAB NL RUDDER NR Oil Pressure (OIL PRESS) Used to display the oil pressure and is displayed in psi. Aft Tank Not shown on Global 5000

CKPT (°C) AFT CAB ALT 1300 CABIN (°C) CABIN (°C) P 0.00 20 22 22 19 20 20 CAB RATE 1 2 OXYGEN 90%

OUTFLOW VALVES 120 0 OPEN OPEN 1 2 13% 13% Engine Oil Quantity (ENG) OIL QTY (QTS) Used to display the oil quantity in the 12.3 ENG 12.3 engine and is measured in quarts. APU 5.0 RES 5.1

APU RPM 100 EGT 650 BRAKE TEMP Oil Reservoir Quantity (RES) 0504 04 Used to display the amount of oil in the 04 replenishment tank and is measured in quarts.

GX_17_025

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INTERTURBINE TEMPERATURE (ITT) ITT measures engine operating temperatures and is used by the EEC during engine start and relight. Seven dual element (dissimilar metals) thermocouples, located in the LP turbine entry area, are connected in parallel and provide an average ITT to each lane of the EEC. A data entry plug ensures that all engines have the same ITT redline. The redline will change value depending on the start configuration, ground or inflight.

789 789

ITT

DAU’s

AIRFRAME ENGINE

DATA CHANNEL CHANNEL ENTRY A B PLUG

EEC

GX_17_026

Page 9 Bombardier Global Express - Power Plant

ITT INDICATION

ITT Speed Redline Displays the maximum ITT allowed and is set at 900°C, for engine operation (except engine start). Should the ITT limits be 9O6 exceeded, the sweep arm and ITT readout will be red and will flash.

ITT Readout 789 789 Displays the current ITT readout.

ITT Sweep Arm ITT Displays the current ITT readout.

25 ITT Redline (ground start) The redline is reset for ground start to 700°C. It will revert back to 900°C once the engine is at idle. ITT

ITT Redline (inflight start) The redline is reset for inflight start to 850°C. It will revert back to 125 900°C once the engine is at idle.

ITT

GX_17_027

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N2 INDICATION

N2 Readout 93.4 N2 93.4 Displays the current 575O FF (PPH) 575O N2 readout. 115 OIL TEMP 115 81 OIL PRESS 81

N2 Amberline If the N2 speed limit is exceeded the 99.O N2 N2 readout will turn amber. The 575O FF (PPH) amberline is set at > 98.9% N2, or 115 OIL TEMP greater. 81 OIL PRESS

N2 Redline 99.8 N2 If the N2 speed exceeds the 575O FF (PPH) amberline limits, the N2 readout will 115 OIL TEMP turn red and will flash. The redline is 81 OIL PRESS set at> 99.6% N2 , or greater.

N2 Readout with 75.8 N2 Wing Anti-Ice Active 575O FF (PPH) If N2 RPM is < 76% N2 with WAI 115 OIL TEMP active (AUTO or ON) the N2 81 OIL PRESS readout will turn white.

77.O N2 If N2 RPM is> 76% N2 then the 575O FF (PPH) N2 readout will turn green. 115 OIL TEMP 81 OIL PRESS

GX_17_028

FUEL FLOW The fuel flow transmitters will send a signal of engine consumed fuel flow to the EEC. Fuel flow is either displayed in pounds/hour (pph) or kilograms/hour (kph), depending on customer specifications.

Page 11 Bombardier Global Express - Power Plant

FUEL FLOW INDICATION

57OO FF (PPH) 5756 FF (PPH or KPH) Readout Displays the current fuel flow readout.

GX_17_029

OIL TEMPERATURE Oil cooling is achieved by the Fuel Cooled Oil Cooler (FCOC). The oil temperature bulbs provide temperature to the EEC.

OIL TEMPERATURE INDICATION

115 OIL TEMP 115 OIL TEMP Readout Displays the current oil temperature readout.

HIGH Temperature Redline 175 OIL TEMP If the oil temperature exceeds 160°C the OIL TEMP readout will turn red and will flash.

LOW Temperature Redline -4O OIL TEMP If the oil temperature is lower than -30°C the OIL TEMP readout will turn red and will flash.

LOW Temperature Amberline 1O OIL TEMP If the oil temperature is 20°C or less but higher than -30°C the OIL TEMP will turn amber.

GX_17_030

OIL PRESSURE The oil pressure transducer provides an indication of the pressure between the oil feed and scavenge lines.

Page 12 Bombardier Global Express - Power Plant

OIL PRESSURE INDICATION

81 OIL PRESS 81 OIL PRESS Readout Displays the current oil pressure readout.

Low Pressure Redline 25 OIL PRESS if the oil pressure is 25 psi or lower, OIL PRESS readout will turn red and will flash.

Low Pressure Amberline 33 OIL PRESS The minimum low press amberline is N2 dependent as follows: GX_17_031

MINIMUM OIL PRESSURE - N2 DEPENDENT

N2 GROUND FLIGHT

50% 35 psi 25 psi 10 seconds time delay 72.3% 35 psi 25 psi

90% 45 psi 35 psi

ENGINE OIL SYSTEM The function of the oil system is to lubricate and cool the engine bearings and gears. The system is a full flow recirculating type. The oil for the engine is stored in a tank, which is an integral part of the accessory gearbox. An oil pump will take the oil from the tank to supply the front bearing chamber, the rear bearing chamber and the accessory gearbox, via an oil pressure filter and a fuel cooled oil cooler (FCOC). An oil replenishment tank is located in the aft equipment bay.

Page 13 Bombardier Global Express - Power Plant

Quantity Pop-up DE-AERATOR OIL REPLEN Transmitter Indicator TANK Pressure PRV PRV PRV Valve VENT PRESSURE PRESSURE FCOC PUMP FILTER

Differential Pressure Switch

Differential Pressure Flow Transducers Restrictor Strainer RR

AIR OVERBOARD REAR FRONT ACCESSORY BEARING BEARING GEARBOX CHAMBER CHAMBER

VENT VENT VENT BREATHER Magnetic Chip Detector MCD MCD MCD

Scavenge OIL Pump TEMPERATURE BULB T

GX_17_032

The oil quantity transmitter provides indication to the STATUS page and will display an OIL LO QTY message if the oil quantity is low. The pump supplies pressure to move the oil to the bearings and drive gear and to return it to the tank. The oil pressure transducer provides an indication of the pressure between the oil feed and scavenge lines and displays it on EICAS. If the oil pressure is low, while the engine is running, an OIL LO PRESS message is displayed on EICAS. Oil is fed to the pressure filter. The filter removes debris prior to delivery to the bearing/gears. A pressure relief bypass valve allows oil to bypass the filter in the event of filter blockage, and an OIL FILTER message will be displayed on EICAS, indicating an impending bypass. The oil temperature bulbs provide oil temperature to the Electronic Engine Controller (EEC). This data is used by the Heat management System and is also sent to EICAS.

Page 14 Bombardier Global Express - Power Plant

ENGINE OIL HEAT MANAGEMENT SYSTEM The cooling is achieved by the Fuel Cooled Oil Cooler (FCOC). The oil cooler dissipates the engine oil system heat by exchanging heat between engine lubricating oil and low pressure fuel. It also warms the low temperature fuel to prevent the formation of ice particles in the fuel entering the Fuel Metering Unit (FMU).

HP OIL FEED

AIRPLANE LP LP HP FUEL FUEL FMU PUMP FCOC FILTER PUMP FLOW TX SUPPLY HP FILTER

ENGINE GEARBOX

Temperature GX_17_033 Probe

TT

TO TO FUEL SCAVENGE NOZZLES

Page 15 Bombardier Global Express - Power Plant

OIL REPLENISHMENT SYSTEM Each engine oil tank capacity is 13.6 U.S. quarts (12.86 liters). Engine oil level is measured using a sensor (oil probe) which is located in the engine oil tank and provides quantity information on the STATUS display.

Engine OIL QTY (QTS) Oil Tank 12.3 ENG 12.3 APU 5.0

034 RES 3.2 _

17

_

GX

Engine Oil Tank

An oil replenishment tank is located in the aft equipment bay and contains an electrical pump and sensor probe for quantity level. The oil replenishment tank volume contains 6 U.S. quarts (5.7 liters). The oil replenishment system is designed for ground use only and serves both main engines and the APU. The system can be operated using the battery or external electrical power. Oil level monitoring is required during servicing the engine(s) to verify that the system stops when the full level is reached. It is recommended to stop replenishment manually when gauge reads 11.0 quarts. The oil filling system is operated through the oil replenishment panel located behind the pilot’s seat in the flight compartment. The panel will display all lights for a period of three seconds when the panel is powered up. Each engine may be replenished individually if: • Both engines are shut down • The engine to be replenished has been shut down for a minimum of 5 minutes and to a maximum of 30 minutes

Page 16 Bombardier Global Express - Power Plant

• To replenish the APU it has to have been shut down for a minimum of 15 minutes • The engine to be replenished is not already full • One of the other engines or APU is not currently being replenished • The aircraft has Weight on Wheels (WOW)

OIL REPLENISHMENT PANEL

TANK LO LO OIL LH ENG (right engine similar) SYSTEM ON The reservoir TANK LO legend comes The LO OIL comes on to indicate that Selecting the POWER switch does the on to indicate that the reservoir is low the engine is low in oil quantity and following: in quantity. will remain on until the engine oil tank • The SYSTEM ON lamp will come on. is replenished. • A three lamp test will be carried out on all annunciators.

OIL REPLENISHMENT POWER

SYSTEM ON

RESERVOIR LH ENG APU RH ENG

TANK LO LO LO LO OIL OIL OIL PUMP VLV VLV VLV ON OPEN OPEN OPEN

GX_17_035

PUMP ON VLV OPEN RH (left engine similar) The PUMP ON lamp will come on to indicate Selecting the switch will illuminate the operation. The legend will remain on until the VLV OPEN switch legend indicating correct level of the system to be topped up is valve operation. Oil will be pumped from achieved. the reservoir (through the valve) to the engine until full is achieved. • The VLV OPEN and LO OIL switch legends will go out when the correct level is reached. • It is recommended to manually stop replenishment when oil quantity reaches 11.0 quarts.

Page 17 Bombardier Global Express - Power Plant

OIL REPLENISHMENT SCHEMATIC

Left Engine Oil Tank Engine Pylon Firewall Right Engine Oil Tank LH ENGINE FADEC RH ENGINE FADEC OIL REPLENISHMENT POWER

SYSTEM ON EICAS/ CAIMS RESERVOIR LH ENG APU RH ENG DAU 3 TANK LO LO LO LO OIL OIL OIL PUMP VLV VLV VLV ON OPEN OPEN OPEN

Relief Filter Valve Cap Oil Quantity Transmitter DC MOTOR

Airframe- Mounted Oil Tank Oil Replenish- ment Pump

Airframe- DRAIN Mounted Oil Tank Probe A/C Selector Oil Quantity Fuselage Valve Transmitter Skin

APU Oil Tank Check Valve

APU FADEC GX_17_036 The following procedural steps outlined are to be used only as a guide to replenish the engine oil system. The Airplane Maintenance Manual takes precedence over all servicing procedures. • Select the POWER switch on the oil replenishment panel, SYSTEM ON legend on • Confirm that the LO OIL lamp on the oil replenishment panel corresponds to the condition indicated on EICAS L-R OIL LO QTY caution message (if message present) • Select the switch labeled LH or RH ENG on the oil replenishment panel • Confirm that the PUMP ON (below reservoir label) and VLV OPEN (below the engine to be filled) legends are displayed on the oil replenishment panel • Monitor the oil level on EICAS for both the engine and reservoir (example: if approximately 1 liter or 1 U.S. quart is added to the engine, the oil replenishment tank level should have reduced by the same amount) • When the engine reaches maximum level confirm that the PUMP ON legend on the oil replenishment panel goes out (indicating pump stops). Also confirm that the VLV OPEN legend on the oil replenishment panel goes out (indicating valve closed) • It is recommended to manually stop the replenishment when the gauge reads 11.0 quarts to avoid overservicing

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ENGINE FUEL SYSTEM The fuel system provides engine fuel for combustion, HP compressor Variable Stator Vanes (VSV) actuation and engine oil cooling. The main components that are contained in the fuel system are as follows: • Fuel Pump Unit - The fuel pump unit contains both the LP and HP pumps. Fuel supplied from the airplane fuel system passes through the (centrifugal type) LP pump, is pressurized and is delivered to the Fuel Cooled Oil Cooler (FCOC) • LP Filter - Fuel from the FCOC enters the LP fuel filter, where any debris is trapped before proceeding on to the HP pump. The fuel filter contains a combined DP switch/indicator. The combined unit provides indications on EICAS of low pressure fuel or an impending LP fuel filter blockage. A FUEL FILTER message will be displayed on EICAS. A fuel low pressure switch is also provided to alert the crew of low fuel pressure in the supply line to the HP pump. A FUEL LO PRESS message will be displayed on EICAS • HP Fuel Pump - The HP fuel pump increases the pressure of the fuel for delivery to the Fuel Metering Unit (FMU) • The FMU meters the fuel required by the engine in response to the Electronic Engine Controller (EEC) and provides pressure which is used as a motive force for the VSVs. The variable inlet guide vanes and the first three stages of stators of the HP compressor adjust the airflow entering the compressor to assist during engine starts, help prevent compressor surges and maintain best specific fuel consumption. The FMU also prevents fuel flowing to the fuel spray nozzles in the event of an engine overspeed, and drains the fuel manifold into the drain tank on engine shutdown. The desired fuel flow is maintained by controlling the position of the fuel metering valve. A constant pressure drop is maintained across the fuel metering valve by the spill valve, which diverts unused fuel back to the fuel pump. The spill diverter valve allows spill return fuel to the FCOC at low engine speeds to prevent fuel from recirculating around the HP pump, which could cause excessive fuel temperatures. The high pressure shutoff valve (HPSOV) allows the fuel to enter the HP fuel filter and is controlled by the FMU and the engine run switches • Fuel Flow Transmitter - Provides an indication of fuel flow to the EEC and to EICAS

575O FF (PPH) 575O

GX_17_037

NOTE Can be displayed in pounds/hour (pph) or kilograms/hour (kph).

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• HP Filter - Prevents debris from entering the fuel manifold and causing possible blockage of the fuel spray nozzles • Fuel Temperature Transducers - Fuel enters the fuel filter and passes over the temperature transducers which relay the information to the EEC for the heat management system and displays the temperature on the FUEL synoptic

32 °C

GX_17_038

• Overspeed and Splitter Unit (OSU) - Splits the fuel flow equally between the lower and upper fuel manifolds. In the event of LP shaft breakage detection, the OSU has a fuel shutoff mechanism that will open an overspeed valve to allow fuel pressure to close the splitter valve • Fuel Spray Nozzles - Deliver the metered fuel into the combustion chamber. The combination of HP air and narrow fuel orifice in the nozzle causes the fuel to be forced into a fine spray for maximum efficiency combustion • Fuel Drain Tank - The fuel is drained from the fuel manifold after engine shutdown and is passed through a drain valve in the FMU to the drain tank. The drain tank delivers the fuel to the LP pump during the next engine run. The tank has an integral injector which uses LP pump delivery fuel as a motive force to empty the tank

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FUEL SYSTEM SCHEMATIC TO TO FUEL-COOLED EEC EEC OILCOOLER TO TO (FCOC) FUEL FLOW EEC ENGINE TRANSMITTER VARIABLE HP FUEL LP FUEL LP FILTER STATOR-VANE DIFFERENTIAL FILTER FILTER (VSV) ACTUATOR TO PRESSURE T SWITCH EEC TO FUEL TEMP COCKPIT TRANSDUCERS FUEL- Fuel Low- MANIFOLD Pressure SPLITTER UNIT Switch

HP FUEL PUMP SDV VSV CONTROLLER SPILL METERING HP VALVE VALVE SOV LP FUEL METERING FUEL DV PUMP UNIT (FMU)

DRAIN 10 FUEL 10 FUEL TANK & NOZZLES NOZZLES EJECTOR LOWER UPPER FUEL FROM MANIFOLDS LP FUEL PUMP

MAX REV L L WING FEED WING FEED INHIBIT INHIBIT ENG AUX PUMP AUX PUMP RUN RL OFF OFF

OFF OFF PRI PUMPS PRI PUMPS

OFF OFF

L RECIRC L RECIRC INHIBIT

ON OFF

GX_17_039 Global 5000 and A/C equipped with -9 FMQGC or later

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ENGINE BLEED AIR SYSTEM The pneumatic system supplies compressed air for air conditioning and pressurization, Ice and Rain Protection and Engine starting. The pneumatic air supply normally comes from the engines (inflight), and the APU or a high pressure ground air supply unit (on the ground).

AIR APU CONDITIONING SYSTEM

BLEED ENGINE ENGINES AIR STARTING SYSTEM

GROUND ANTI-ICING SOURCE SYSTEM

DISTRIBUTION BLEED MANAGEMENT EICAS INDICATING CONTROLLER

GX_17_040

The engine bleed air system is controlled during all phases of operation by two Bleed Management Controllers (BMC). The BMC selects air from either the low pressure port (5th stage of the high pressure compressor) or the high pressure port (8th stage of the high pressure compressor) depending on the demand. Under normal operation (inflight), the air is selected from the 5th stage of compression. When the airflow is insufficient, the BMC will select the 8th stage of compression. L and R ENG BLEED AIR selection, AUTO or ON, is accomplished via the BLEED/ AIR COND/ANTI-ICE panel on the overhead panel. A crossbleed valve (CBV) is installed between the left and right pneumatic ducts, which can be opened, automatically by the BMC or manually, to provide bleed air for engine starting. The APU is normal source of bleed air used for engine starting.

Page 22 Bombardier Global Express - Power Plant

L ENG BLEED XBLEED R ENG BLEED AUTO AUTO AUTO OFF ON CLSD OPEN OFF ON

APU BLEED AUTO OFF ON

GX_17_041

For more information on ECS, see chapter 13, Integrated Air Management System. For more information on cowl and wing anti-icing, see chapter 3, Anti-Ice System.

THRUST MANAGEMENT SYSTEM

THRUST LEVERS The thrust lever quadrant incorporates a main lever for setting forward thrust and reverse thrust, with a finger lift lever for thrust reverser operation, Takeoff/Go Around (TOGA) switches, autothrottle engage and disengage switches, quick disconnect and engine run switches. Pressing the TOGA switches will change the pitch on the command bars on the PFD. For more information see chapter 2, AFCS. The autothrottle is engaged by pressing the left or right engage/disengage switch(es). It is disengaged by a second press of either engage/disengage switch or by pressing either autothrottle quick disconnect button or by moving the thrust lever manually. Selecting the ENGINE RUN switches to ON activates fuel pumps, opens the HPSOV in the fuel management unit and initiates the start sequence. Selecting the ENGINE RUN switches to OFF deactivates fuel pumps, closes the HPSOV and shuts down the engine. Thrust lever movement transmits a signal to a dual channel RVDT. Each channel in the RVDT is dedicated to an EEC channel. The dedicated generator provides (through the EEC) the electrical power required for the RVDT to function. The EEC interprets the RVDT signal as a power demand and adjusts engine parameters accordingly. There is no mechanical linkage between thrust lever and engine.

Page 23 Bombardier Global Express - Power Plant

No 1 RVDT No 2 RVDT FORWARD

CHACHB CHA CHB

MAX THRUST

IDLE REV

MAX REV

ENG RUN RL

OFF OFF

EEC EEC

CHA CHB CHA CHB

DEDICATED AIRCRAFT DEDICATED GENERATOR ENGINES GENERATOR

GX_17_042

Page 24 Bombardier Global Express - Power Plant

Autothrottle Takeoff/Go Around Quick Disconnect (TOGA) Switch

Reverse Thrust Lever

Autothrottle Engage/Disengage Switch

MAX THRUST Maximum Forward Thrust MAX TOGA Switch THRUST Autothrottle Engage/Disengage IDLE Switch Idle Forward Thrust

Reverse Thrust IDLE Lever REV REV Idle Reverse Thrust Autothrottle Quick Disconnect MAX REV MAX REV Maximum Reverse Thrust

TOGA Switch ENG RUN RL

OFF OFF

GX_17_043

Engine Run Swicthes

Page 25 Bombardier Global Express - Power Plant

ENGINE PRESSURE RATIO (EPR) EPR is the primary control mode for thrust setting. Raw EPR is calculated as a ratio of engine inlet total pressure and engine exhaust total pressure (P20 and P50) and then trims are applied to generate a fully trimmed EPR for engine control and display. The engine inlet total pressure and temperature are sampled at the fan inlet. Engine inlet total pressure (P20/T20) is used by the EEC. P20 is used by the EEC for control functions and in the calculation of EPR and Mach number. Temperature sensor (T20) is used by the EEC for control function and for various EPR related functions.

Outlet Guide Intake Cowl Vane Casing Leading Edge Outlet Guide Vane Trailing Edge

TAT Probe (P20/T20)

Fan Blades

P50 Pressure GX_17_044 Probe Spinner VIEW LOOKING FORWARD TAT PROBE ONTO OGV EXIT (P20 / T20) The core engine exhaust total pressure (P50), in combination with P20/T20, is also used by the EEC for EPR calculation. P50 air is sensed by four pressure probes, located on the outlet guide vane assembly. The pressure transducer within the EEC provides a signal to both channels of the EEC and is temperature compensated. The data entry plug ensures that both engines display the same EPR for the same actual engine thrust level.

Page 26 Bombardier Global Express - Power Plant

P20

AIRFRAME 1.65 1.65 ENGINE 1.54 1.54 CRZ EEC EEC EPR CHANNEL CHANNEL DATA A B ENTRY PLUG

GX_17_045

P20 P50

EPR RATING MODE SELECTION EPR rating mode is automatically or manually set through the FMS PERF pages on the FMS. The following modes are available: • TAKEOFF (TO) Rating - This rating is always set whenever the airplane is on the ground or whenever an engine failure is detected in flight. TO rating is limited to a maximum of 5 minutes (10 minutes in the event of an engine failure). Also, if AFCS mode is go-around or windshear, the rating is also automatically set to TO. The TO rating will remain until all of the following conditions are met: • The airplane is ≥ 400 feet above the runway • The flaps/slats are retracted • The pilot retards the thrust lever (Throttle Lever Angle (TLA) < 37°). This condition does not apply when autothrottle is engaged • Reduced Thrust Takeoff (FLX) Rating - The FLX mode is permissible when the airplane weight and runway conditions are such that full TO rating is not required. FLX thrust is implemented by the use of an assumed temperature higher than ambient day temperature and is subject to the following: • The use of FLX thrust is limited to airport elevations below 10,000 feet MSL • The use of FLX thrust is at the pilot’s discretion • Flex thrust does not result in any loss of function, failure warnings or takeoff configuration warnings • 75% of full rated thrust is used on all takeoffs • Manually advancing thrust levers to MAX THRUST changes the rating from FLX to TO • Climb (CLB) Rating - After transition from TO or FLX to climb, the engine rating will stay in CLB until reaching the cruise altitude

Page 27 Bombardier Global Express - Power Plant

• After reaching initial cruise altitude, the rating will go back to CLB if a new climb is performed (step climb) • Cruise (CRZ) Rating - This rating will transition from CLB to CRZ after reaching the Top Of Climb (TOC) altitude and the airplane speed has reached cruise speed target within 1 knot or 0.005 Mach • The rating will remain in CRZ as the airplane descends, until flaps/slats or gear are selected down, at which point the rating will return to TO • Maximum Continuous Thrust (MCT) - This rating is valid: • When an engine is failed, the rating mode will transition out of TO and into MCT instead of CLB or CRZ • The rating will remain at MCT in the engine out condition, as long as the twin engine rating would have been CLB or CRZ • Manual Engine Rating - Any rating (TO, CLB, MCT, CRZ) but FLEX can be selected on the FMS RATING Select page. This freezes the rating type

Page 28 Bombardier Global Express - Power Plant

FMS SELECTION (EPR) To select EPR ratings on the FMS proceed as follows:

1. Press PERF function key and go to page 2/2 of the PERF INDEX.

000ACTIVE FLT PLAN 1/4 00OOOO0PERF INDEX 2/2 00BOWORIGIN PASS/@ LB0 00BOWINIT<––WHAT–IF PASS/@–––>DATA LB0 KPHX00000001152Z 0/170 KPHX00000001152Z 0/170 0INIT<–STORED FPL–>DATA 000055° 154NM CLS SJN15820 (00+21 .75M/10000A SJN15820 (00+21 .75M/10000A 0FUEL MGT S.E. RANGEO 15820ABQ (00+15 .75M/10000A 000059° 121NM CLS 0THRUST MGT T.O.INIT0 15820ABQ (00+15 .75M/10000A COMPARE FUEL QUANTITY 0DEPARTURE T.O.INIT0 COMPARE FUEL QUANTITY 123456789012345678901234

2. Select THRUST MGT line select key.

00OOOO0PERF INDEX 2/2 00 THRUST MANAGEMENT000001/1 00BOWINIT<––WHAT–IF PASS/@–––>DATA LB0 00BOWRATING MODE KPHX00000001152Z 0/170 AUTO 1.65(TO) 0/170ORO 0INIT<–STORED FPL–>DATA 0 SYNC MODE ORS SJN15820 (00+21 .75M/10000A N1 ORO 0FUEL MGT S.E. RANGEO 0FUEL MGT S.E. RANGEO 15820ABQ (00+15 .75M/10000A 15820ABQ (00+15

0THRUST MGT T.O.INIT0 0THRUST MGT T.O.INIT0 COMPARE FUEL QUANTITY COMPARE FUEL QUANTITY

3. Select applicable OR line select key on RATING line and set as required.

00 THRUST MANAGEMENT000001/1 00OOOORATING MODE 2/2 00BOWRATING MODE O0AUTOBOWAUTO1.65 (TO) RETURN0 AUTO 1.65(TO) 0/170ORO 00000001152Z 0/170 0 SYNC MODE ORS 0TO 1.65 1.58 MCTO N1 ORO SJN15820 (00+21 .75M/10000A 0FUEL MGT S.E. RANGEO 0CLB 1.60 1.58 CRZO 15820ABQ (00+15 15820ABQ (00+15 .75M/10000A

0THRUST MGT T.O.INIT0 –.––EPR<–––MAN–––T.O.INIT0>N1 ––.– COMPARE FUEL QUANTITY COMPARE FUEL QUANTITY

4. To select SYNC mode, select OR line select key on SYNC line and set as required.

00 THRUST MANAGEMENT000001/1 00OOOORSYNC MODE 1/1 00BOWRATING MODE RETURN0 AUTO 1.60(TO) 0/170ORO 0N1 0/170 0 SYNC MODE ORS EPR ORO 0N2 OFFO 0FUEL MGT S.E. RANGEO 15820ABQ (00+15 OEPR (ACT)

046 0THRUST MGT T.O.INIT0 _

17

COMPARE FUEL QUANTITY _

GX

Page 29 Bombardier Global Express - Power Plant

EPR CONTROL EPR control mode is selected on the engine control panel, located on the pedestal. Both EPR or N1 switches must be the same selection.

Engine Switches ENGINE Used to select L R engine control N1 N1 mode: •N1 - selects engine control EPEPR EPR in alternate mode. •EPR - selects engine control GX_17_047 in primary mode.

EPR Sweep Arm EPR Rating Readout EPR Readout Displays the current Displays the EPR readout Displays the current EPR readout. for the mode selected. EPR readout.

EPR Rating “V” Bug 1.65 1.65 Engine Control Mode Box Displays the target EPR bug for 1.54 1.54 Displayed when in EPR the rating mode selected. control mode. Note: CRZ When the EPR readout and the EPR EPR rating match, the bugs will EPR “T” Readout Bug blend. Displays the current EPR command bug Epr Rating Mode (throttle position) Displays thrust rating are selected automatically or manually. The following rating modes are available: • Takeoff (TO ) mode • Reduced Thrust Takeoff Mode (FLX ) • Climb Mode (CLB ) • Cruise Mode (CRZ ) • Maximum Continuous Thrust Mode (MCT ) • Manual Mode (MAN ).

Note: If the EPR rating mode is MAN, the mode, rating readout and rating V bug will be cyan.

Page 30 Bombardier Global Express - Power Plant

N1 (FAN) The N1 LP compressor (fan) speed is used as the alternate engine control. The N1 signals are used by the EEC for engine control functions and are used by the Engine Vibration Monitor Unit (EVMU). N1 is measured by four speed probes per engine, mounted on the front bearing housing. Three speed probes are used by the EEC for the following: • N1 EICAS indication • N1 redline limiting • N1 rating control • Thrust control (reverse thrust) • Independent Overspeed Protection (IOP) at 111.0% N1 speed The fourth probe is used by the EVM system for engine vibration indication.

73.3 73.3

T/O ENGINE N1 VIBRATION SYNC MONITOR UNIT

AIRFRAME ENGINE

EEC EEC CHANNEL CHANNEL A B IOP IOP CHANNEL CHANNEL A B

N1 N1 N1 N1 SPEED SPEED SPEED SPEED PROBE PROBE PROBE PROBE

GX_17_048

Page 31 Bombardier Global Express - Power Plant

N1 CONTROL N1 control mode is selected on the engine control panel, located on the pedestal. Both switches must be in the same position. N1 can also be selected automatically by the EEC in the event of an EPR control mode failure. A reversion done by EEC is known as a soft reversion. As per QRH, both switches should then be selected to N1. A manual reversion is known as a hard reversion. An amber EICAS message will be displayed when a failure is detected and a status message will be displayed, when the control switches have been selected to N1 control manually.

Soft Reversion ENGINE L N1 R N1 L-R FADEC N1 CTL

EPEPR EPR

NOTE: Before manually reverting to N1 control, the thrust levers should be retarded to avoid thrust “bumps”.

N1 Sweep Arm N1 Speed Redline Displays the current Displays the maximum N1 speed N1 Rating Readout N1 readout. allowed and is set at 101.0%. Displays the N1 readout Should the N1 limits be for MAN mode. exceeded, the sweep arm and 98.5 98.5 N1 readout will be red. N1 Rating “V” Bug Displays the target N1 73.3 73.3 Engine Control Mode Box bug for MAN mode. Displayed when in N1 T/O control mode. N1 N1 “T” Readout Bug SYNC N1 Readout Displays the current Displays the current N1 command bug. N1 readout. N1 Rating Mode SYNC Displays mode as selected Displays synchronized mode as manually via the FMS selected automatically by the THRUST MGT page. autothrottle system or manualy via the FMS. N1 is the default sync parameter.

GX_17_049

NOTE When the N1 readout and the N1 rating match, the bugs will blend.

Page 32 Bombardier Global Express - Power Plant

N2 (HP COMPRESSOR) The N2 signals are used by the EEC for engine control functions and are used by the Engine Vibration Monitor Unit (EVMU). N2 is measured by four speed probes per engine, mounted in the accessory gearbox. Three speed probes are used by the EEC for the following: • Variable stator vane control • Bleed valve control • Start/relight • Redline limiting • Idle control • Surge protection/recovery • Overspeed protection • N2 EICAS indication The fourth probe is used by the EVM system for engine vibration indication.

93.4 N2 93.4 575O FF (PPH) 575O 115 OIL TEMP 115 ENGINE VIBRATION 81 OIL PRESS 81 MONITOR UNIT

AIRFRAME ENGINE

EEC EEC CHANNEL CHANNEL A B IOP IOP CHANNEL CHANNEL A B

N2 N2 N2 N2 SPEED SPEED SPEED SPEED PROBE PROBE PROBE PROBE

GX_17_050

Page 33 Bombardier Global Express - Power Plant

ENGINE IDLE CONTROL The EEC uses one of two modes to set steady state power above idle, EPR or N1 mode. Although idle is controlled to a RPM value, an equivalent EPR is also calculated so that the EEC can establish a Throttle RVDT Angle (TRA) to EPR relationship throughout the operating range. The EEC will control idle to prevent the engine from operating below minimum limits to: • Ensure that cabin bleed demands are met • Ensure cowl anti-ice demands are met on the ground or inflight • Ensure that the variable frequency generators stay on line • Protect against inclement weather by opening bleed valves to aid rejection of water and maintain the surge margin, commanding continuous ignition to maintain combustion, as well as increasing engine speed by an appropriate margin Low idle range is commanded when in the forward idle position and the airplane is not in an approach configuration. High idle is commanded when in the forward idle position and the airplane is in an approach configuration. If the EEC cannot determine whether or not an approach configuration has been set up, then the EEC will default to high idle. Forward thrust is set by positioning the thrust levers manually or automatically. Reverse thrust is a manual selection only.

Page 34 Bombardier Global Express - Power Plant

ENGINE FIRE DETECTION SYSTEM Engine fire detection is provided by a dual-loop system, each loop consisting of sensing elements. Each zone’s elements are mounted on support tubes. The Fire Detection and Extinguishing (FIDEEX) system provides fire detection and extinguishing to both main engine zones.

ENGINE FIRE DETECTION ELEMENTS

GX_17_051

Sensor Elements (2 Ea. per Assembly)

The detection loops of both zones are monitored as a single zone, and the fire extinguishing system when discharged, supplies both zones simultaneously.

Fire Bottles

Feed to the Right Engine

GX_17_052

Discharge into Fire Zone

Discharge into Fire Zone Discharge into Fire Zone For more information, please see chapter 9, Fire Protection.

Page 35 Bombardier Global Express - Power Plant

ENGINE VIBRATION MONITORING SYSTEM (EVMS) The EVMS provides the crew with a means of continuously monitoring any imbalance of the rotating assemblies, N1 and N2. The EVMS is a stand alone system, independent of FADEC. The system comprises one airframe-mounted Engine Vibration Monitoring Unit (EVMU) that processes signals from dedicated N1 and N2 speed probes and vibration transducers. The EVMU provides indication of engine vibration on EICAS.

L ENG FLAMEOUT FUEL LO QTY 1.65 1.65 FUEL IMBALANCE 1.54 1.54 YD OFF <– FUEL XFER ON CRZ GLD MANUAL ARM EPR PARK/EMER BRAKE ON

98.5 98.5 73.3 73.3

T/O N1 SYNC GEAR 789 789 DN DN DN OUT I ITT I G G N SYNC N START START 3O 93.4 N2 93.4 575O FF (PPH) 575O NU –TRIMS– 115 OIL TEMP 115 AIL 81 OIL PRESS 81 7.2 LWD RWD TOTAL FUEL (LBS) 4155O 146OO 1OOOO 146OO ND 235O STAB NL RUDDER NR

ENGINE VIBRATION MONITORING UNIT

AIRFRAME LEFT ENGINE RIGHT ENGINE

N1 N1 SPEED SPEED PROBE PROBE

N2 N2 SPEED SPEED PROBE PROBE

VIBRATION VIBRATION TRANSDUCER TRANSDUCER

GX_17_053

EVMS INDICATION

VIB VIB N2 VIB Indication 93.4 N2 93.4 If the N2 vibration monitor readings are greater than 575O FF (PPH) 575O 1.0 in/sec then theVIB icon is displayed. 115 OIL TEMP 115 81 OIL PRESS 81

N1 VIB Indication 93.4 N2 93.4 1. If the N1 vibration monitor readings are less than 575O FF (PPH) 575O 0.5 in/sec, then the N1 VIB will not be displayed. 115 OIL TEMP 115 81 OIL PRESS 81 2. However, anytime VIB above N2 is displayed O.5 N1 VIB 1.1 then N1 VIB is displayed.

3. N1 VIB indications above 1.0 in/sec turn amber. GX_17_054

Page 36 Bombardier Global Express - Power Plant

STARTING AND IGNITION The engine starting system consists of the Starter Air Valve (SAV), interfacing with the EEC, and the Air Turbine Starter (ATS). Pneumatic bleed air is routed through the SAV and drives the ATS, which in turn drives the HP compressor via the accessory gearbox. The EEC receives start commands from the cockpit. SAV position is fed to both EEC lanes and is powered by 28 VDC. The EEC also controls both high energy igniter boxes for starting and relighting and the ignition system is powered by 28 VDC.

ENGINE

ENG START IGNITION AUTO L CRANK R CRANK

ON

AIRPLANE FUEL PNEUMATIC SUPPLY BATT BUS MANIFOLD ENGINE AIRFRAME FEED SOV ENGINE

STARTER AIR VALVE (SAV) EEC

AIR TURBINE IGNITION IGNITION STARTER (ATS) EXCITER EXCITER BOX #1 BOX #2

FUEL MANAGE- ACCESSORY FUEL FUELHP PUMP MENT PUMPSOV Igniter GEARBOX UNIT Leads (FMU) Mechanical Drive

Igniter Bypass Duct Plugs

F H L A HIGH-PRESSURE P P N COMBUSTION COMPRESSOR CHAMBER T T

N1 Spool N2 Spool GX_17_055

Page 37 Bombardier Global Express - Power Plant

STARTER AIR VALVE (SAV) The SAV controls the air supply to the starter motor. The SAV is controlled by either channel of the EEC from crew input. During AUTO ground starts the EEC will, on command from the crew, open the SAV, initiate engine rotation, supply fuel and ignition and monitor engine parameters during start. The EEC will also close the SAV, disengage the starter motor and switch off ignition at starter cutout speed. During manual ground starts, opening and closing of the SAV and HPSOV is controlled by the crew. The EEC will control ignition sequencing, after ignition is enabled by the crew. The SAV can also be operated manually, by ground personnel, in the event of a valve failure. The SAV is displayed on the BLEED/ANTI-ICE synoptic, anytime an engine is not operating.

BLEED / ANTI-ICE

AIR COND L R LP LP

HP 40 40 HP PSI PSI

Starter APU Air Valve

GX_17_056

AIR TURBINE STARTER (ATS) The ATS rotates the HP compressor to enable engine start. The ATS comprises a single-stage turbine, a tungsten cutter (to cut off turbine, if rotor bearings fail), a sprag-type clutch, an output drive shaft decoupler (prevents driving the turbine, in the event the sprag clutch seizes) and an output drive shaft shear neck (protects the gearbox, in the event the starter overtorques or seizes). At starter cutout speed, the SAV is closed, the turbine loses speed, which disengages the sprag clutch.

Page 38 Bombardier Global Express - Power Plant

The START message is displayed on EICAS and on the BLEED/ANTI-ICE synoptic page.

2O 789

ITT SYNC START START L R OFF OFF 1O.2 N2 93.4 LP LP O FF (PPH) 575O NU –TRIMS– HP 45 45 HP 2O OIL TEMP 115 AIL PSI PSI O OIL PRESS 81 7.2 START LWD RWD TOTAL FUEL (LBS) 4155O APU 146OO 1OOOO 146OO ND 235O STAB NL NR RUDDER GX_17_057

START Aft tank not shown START Annunciation on Global 5000 Annunciation

IGNITION SYSTEM The ignition system ignites the fuel/air mixture in the combustion chamber, as commanded by either of the two channels of the EEC, during the start sequence and to maintain combustion during critical phases of flight (stall). The ignition system comprises two exciter boxes, two igniter leads and two igniter plugs. Power is supplied from 28 VDC and is controlled from channel A or B in the EEC. For consecutive ground start attempts the EEC alternates channels and igniters as follows: • EEC channel A Igniter 1 • EEC channel B Igniter 1 • EEC channel A Igniter 2 • EEC channel B Igniter 2 The above only applies if there are no failures within the FADEC, which prevents alternate selection. In the event that the ground start (AUTO) has been aborted, the EEC will automatically select the other igniter on the following ground start. During air starts (AUTO), the EEC will select both igniter channels. During manual ground and air starts, the EEC will select both igniters, as commanded by the IGNITION switch.

Page 39 Bombardier Global Express - Power Plant

The crew can manually select the ignition system energized continuously on the ENGINE panel, located on the overhead panel. Upon selection of the ignition switch, the EEC will energize the igniter unit, on an operating engine. Crew selection of ignition is not time limited, but will reduce overall igniter life.

ENGINE

ENG START IGNITION AUTO L CRANK R CRANK

ON

GX_17_058

IGNITION Select Switch ENGINE START Selector Used to select all 4 igniters Used to start both engines. (2 per engine). AUTO - Selects automatic Normal (dark) - Default starts for either engine. mode of operation. The EEC L-R CRANK - Initiates controls ignition. rotation of the left or right ON (illuminated) - Indicates engine for dry or wet cranking that the switch has been or manual start. selected ON and igniters are firing continuously.

NOTE There is a timed out limit (30 seconds), for igniter operation on the ground (with engines not operating), for maintenance purposes.

An EICAS message is displayed when IGNITION is selected ON.

L-R IGNITION ON

GX_17_059

Page 40 Bombardier Global Express - Power Plant

ENGINE RUN SWITCHES The ENGINE RUN switch(es), when selected by the crew to either the ON or OFF position, will inhibit or allow the EEC to control the engine. The switch(es) interface(s) with both EEC and the HP Shut Off Valve (HPSOV) to: • Manually control closing and opening of the HPSOV • Indicate to the EEC the Engine Run switch position and perform a dual channel reset and to close the HPSOV in the Fuel Management Unit (FMU)

HPSOV FMU CLOSED HPSOV OPEN

EEC CH A

OFF CH B

ENG

RUN

OFF

RL CH A

CH B EEC

FMU HPSOV OPEN HPSOV CLOSED

GX_17_060

The Engine Run switch controls the respective HPSOV. The switch in the ON position enables the HPSOV open and the switch in the OFF position enables the HPSOV closed. The Engine Run switch in the ON position gives EEC authority to open HPSOV during an automatic ground or air start. When the switch is set to the OFF position, the HPSOV will close. The Engine Run switch in the ON position will directly command the EEC to open the HPSOV during a manual ground or air start. When the switch is set to the OFF position, the HPSOV will close. The EEC will override an Engine Run Switch ON command by closing the HPSOV only for an automatic start abort or relight abort, or in the case of an overspeed. The transition ON to OFF initiates a reset of both lanes of the EEC of the associated engine and will also send a signal to command the starter air valve to close.

Page 41 Bombardier Global Express - Power Plant

ENGINE STARTING

AUTO START - GROUND The normal start sequence is initiated automatically, with the ENGINE START switch selected to AUTO, IGNITION switch selected to Normal (default), thrust levers IDLE and the engine RUN switch to ON. The APU is the normal source of air during ground start. ENGINE

ENG START ENG IGNITION AUTO RUN RL L CRANK R CRANK

ON

OFF OFF

TOTAL FUEL FUEL FUEL USED TOTAL FUEL FUEL FUEL USED 292OOLBS 3OOLBS 292OOLBS 3OOLBS OLBS OLBS 146OOLBS 146OOLBS 146OOLBS 146OOLBS

AUX P P P P AUX AUX P P P P AUX

P P P P

23°C 23°C 23°C 23°C P P P P

APU APU P P

OLBS 32°C 32°C 32°C 32°C LO PRESS LOPRESS LO PRESS LO PRESS

GLOBAL EXPRESS FUEL SYNOPTIC GLOBAL 5000 FUEL SYNOPTIC

L ENG SHUTDOWN END 1.55 1.55 BLEED / ANTI-ICE 1.OO 1.OO TO EPR

98.5 98.5 O.O O.4

T/O N1 SYNC GEAR 15 15 DN DN DN OUT ITT SYNC AIR COND START 3O L R OFF OFF O.O N2 1O.O LP LP O FF (PPH) O NU –TRIMS– HP 43 43 HP 15 OIL TEMP 21 AIL PSI PSI O OIL PRESS 1O 7.2 START LWD RWD TOTAL FUEL (LBS) 292OO APU 146OO O 146OO ND O STAB NL RUDDER NR

GX_17_061

No aft tank Note: on Global 5000 The engine data quoted in this example are approximate values.

Page 42 Bombardier Global Express - Power Plant

At approximately 15% N2, the ignition sequence occurs.

L ENG SHUTDOWN END 1.55 1.55 1.OO 1.OO TO EPR

98.5 98.5 O.O O.8

T/O N1 SYNC GEAR 15 15 DN DN DN OUT ITT I G SYNC N IGN START 3O Annunciation O.O N2 15.O O FF (PPH) O NU –TRIMS– 15 OIL TEMP 18 AIL O OIL PRESS 1O 7.2 LWD RWD TOTAL FUEL (LBS) 292OO 146OO O 146OO ND O STAB NL RUDDER NR

GX_17_062

At approximately 15% N2 the igniters are turned on, at 20% fuel flow occurs and at approximately 25% N2 light-off occurs.

L ENG SHUTDOWN END 1.65 1.65 1.OO 1.OO TO EPR

98.5 98.5 O.O 2.5

T/O N1 SYNC GEAR 15 26 DN DN DN OUT ITT I G SYNC N START 3O IGN Annunciation O.O N2 2O.2 O FF (PPH) O NU –TRIMS– 15 OIL TEMP 28 AIL O OIL PRESS 18 7.2 LWD RWD TOTAL FUEL (LBS) 292OO

146OO O 146OO ND GX_17_063 O STAB NL RUDDER NR

NOTE The engine data quoted in this example are approximate values.

Page 43 Bombardier Global Express - Power Plant

At approximately 42% N2, IGN off and at approximately 45% N2 START off (SAV closed).

L ENG SHUTDOWN L ENG SHUTDOWN END END 1.55 1.55 1.55 1.55 1.OO 1.O2 1.OO 1.OO TO TO EPR EPR

98.5 98.5 98.5 98.5 O.O 19.O O.O 25.5

T/O T/O N1 N1 SYNC SYNC GEAR GEAR 15 45O DN DN DN 15 36O DN DN DN OUT OUT ITT ITT SYNC SYNC 3O 3O O.O N2 46.O O.O N2 68.6 O FF (PPH) 8OO NU –TRIMS– O FF (PPH) 68O NU –TRIMS– 15 OIL TEMP 3O AIL 15 OIL TEMP 45 AIL O OIL PRESS 35 O OIL PRESS 71 7.2 7.2 LWD RWD LWD RWD TOTAL FUEL (LBS) 292OO TOTAL FUEL (LBS) 292OO 146OO O 146OO ND 146OO O 146OO ND GX_17_064 O STAB NL RUDDER NR O STAB NL RUDDER NR

During an automatic start the EEC will perform all checks for starting anomalies. If a fault is detected, (hot start, hung start, etc.) the EEC will abort the start. The crew can stop the start sequence anytime by selecting the ENGINE RUN switch to OFF.

ROTOR BOW If the BR710A-20 engine is to be started between 20 minutes and 5 hours after the previous shutdown, there is a high potential for high core vibration during the next start. This is known as “Rotor Bow”, which occurs due to differential cooling of the high-pressure spool and subsequent distortions of the rotating assembly. In all manual ground starts, the operator must carry out an Extended Dry Crank (EDC) procedure, consisting of motoring the engine prior to start, for a period of 30 seconds at the maximum motoring speed achievable. However, during all automatic starts, the FADEC will determine if the EDC procedure is required and carry it out automatically. In both manual and automatic starts, it is permissible to continue the starting operation immediately following the EDC procedure, without performing a spool down of the engine.

Page 44 Bombardier Global Express - Power Plant

AUTO START - AIR The EEC will determine if an ATS ENVELOPE (≤ 249 knots) or a WINDMILL ENVELOPE (≥ 250 knots) will be performed. The type of start will be displayed on EICAS.

ATS ENVELOPE WINDMILL ENVELOPE

GX_17_065

The air start sequence is initiated with the ENGINE START switch selected to RUN. ENGINE

ENG START ENG IGNITION AUTO RUN RL L CRANK R CRANK

ON

OFF OFF

GX_17_066

If ATS ENVELOPE (starter assisted air start) has been selected, the EEC will select the SAV open, activate the starter motor, if N2 is below starter reengagement speed (up to 42% N2). If WINDMILL ENVELOPE has been selected, the EEC will not select the SAV open. The EEC will activate ignition immediately and open the HPSOV if N2 ≥ 8%. At approximately 45% N2, IGN will deactivate. During an automatic start the EEC will perform all checks for starting anomalies. If a fault is detected, the EEC will abort the start (EEC will not abort an airborne relight, for hot starts). The crew can stop the start sequence anytime, by selecting the ENGINE RUN switch to OFF.

MANUAL START - GROUND The manual ground start sequence is as follows: • Crew selects IGNITION switch ON

IGNITION

ON

GX_17_067

• Crew selects the START SELECT switch to CRANK for the appropriate engine

Page 45 Bombardier Global Express - Power Plant

1.65 1.OO TO EPR

98.5 ENG START O.4 AUTO L CRANK R CRANK T/O N1 SYNC

15

I ITT G N SYNC START 2O.O N2 23O FF (PPH) Note: 28 OIL TEMP The engine data quoted in this 18 OIL PRESS

example are approximate values. GX_17_068

• At 20% N2, crew selects the ENGINE RUN SWITCH to ON. Fuel flow and light off occur

1.65 1.OO TO EPR

98.5 2.5 ENG RUN RL T/O N1 SYNC

OFF OFF 26

I ITT G N SYNC START 2O.O N2 Note: 23O FF (PPH) The EEC does not protect the engine 28 OIL TEMP from overtemp or any start anomalies 18 OIL PRESS during a manual start.

GX_17_069

• At approximately 45% N2, SAV closes automatically

Page 46 Bombardier Global Express - Power Plant

During manual start, the EEC will not limit ITT, the crew has to abort the start in case of starting anomalies. After completion of the manual start sequence, the crew select IGNITION to Normal and returns the START SELECT switch to AUTO.

ENGINE SHUTDOWN The normal engine shutdown sequence is as follows: • Place thrust lever in Idle position

MAX THRUST

IDLE REV

MAX REV

ENG RUN RL

OFF OFF

GX_17_070

• Place ENGINE RUN switch to the OFF position, when engine has stabilized at Idle. Normal procedure is to stabilize engine at Idle for a 3-minute period

ENG RUN RL

OFF OFF

GX_17_071

The EEC will reset (in preparation for the next engine start) after ENGINE RUN switch has been selected to OFF.

Page 47 Bombardier Global Express - Power Plant

DRY CRANKING Dry cranking of the engine is accomplished as follows: • Ensure ENGINE RUN switch is selected to OFF • Ensure IGNITION switch is Normal (the EEC will inhibit IGNITION when CRANK is selected, unless IGNITION has been selected to ON) • Select START SELECTOR to L CRANK or R CRANK

ENGINE

ENG START ENG IGNITION AUTO RUN RL L CRANK R CRANK

ON

OFF OFF

GX_17_072

The EEC will open the SAV and activate the starter motor (if N2 below starter reengagement speed). The EEC will keep the starter motor operating as long as the N2 is below starter disengagement speed (approximately 45% N2), for 3 minutes maximum. The crew can stop cranking by selecting START SELECTOR to AUTO.

WET CRANKING Wet cranking is normally performed by maintenance personnel. Wet cranking of the engine is accomplished as follows: • Ensure IGNITION switch is Normal (the EEC will inhibit IGNITION when CRANK is selected, unless IGNITION has been selected to ON) • Select START SELECTOR to L CRANK or R CRANK • Select ENGINE RUN switch to ON (HPSOV opens allowing fuel to the engine burners)

ENGINE

ENG START IGNITION AUTO ENG L CRANK R CRANK RUN RL

ON

OFF OFF

GX_17_073

The EEC will open the SAV and activate the starter motor (if N2 below starter reengagement speed). The EEC will keep the starter motor operating as long as the N2 is below starter disengagement speed (approximately 45% N2), for 3 minutes maximum.

Page 48 Bombardier Global Express - Power Plant

STARTING ANOMALIES

AUTOMATIC GROUND START ABORT Any of the following events will result in an automatic ground start abort: • Crew selecting ENGINE RUN switch to OFF • N2 speed not greater than or equal to 15% (120 seconds from ENGINE RUN switch ON) • Idle speed not achieved (120 seconds from HPSOV open) • Starter cutout not being reached within starter duty timer (180 seconds from SAV open) • ITT exceeding the ground start limit (700°C) after light-off and during acceleration to Idle

MANUAL GROUND START ABORT Any of the following events will result in a manual ground start abort: • Crew selecting ENGINE RUN switch to OFF • Crew selecting the START SELECTOR switch to AUTO • Crew selecting the IGNITION switch to Normal

AUTOMATIC AIR START ABORT Any of the following events will result in an automatic air start abort: • Crew selecting ENGINE RUN switch to OFF • N2 speed not greater than or equal to 15% (60 seconds from ENGINE RUN switch ON) • Idle speed not achieved (600 seconds from HPSOV open) • Starter cutout not being reached within inflight starter duty timer (180 seconds from SAV open)

Page 49 Bombardier Global Express - Power Plant

AUTO-RELIGHT The EEC provides an Auto-Relight function to detect and recover an engine flameout. The Auto-Relight function is enabled when the engine is at or above Idle and the ENGINE RUN switch is ON. Two methods are used to detect a flameout at all engine speeds at or above Idle: • By monitoring the rate of change of N2. The threshold for the rate of change is calculated as a function of HP compressor pressure exit (P30) and altitude. A flameout is assumed to have occurred if N2 decelerates at a rate greater than this threshold • By monitoring the difference between commanded Idle N2 and actual N2. If the difference is greater than a preset threshold, a flameout is assumed to have occurred. This method is suppressed for 15 seconds, following a transition from low idle to high idle When a flameout is detected, the EEC will energize both igniters and schedule fuel flow until the engine relights. The igniters are energized for 20 seconds after an engine relight. If the engine continues to run down (no relight), then the EEC will close the HPSOV at 35% N2 and deenergize the igniters and an EICAS message is posted.

L ENGINE FLAMEOUT

GX_17_074

QUICK RELIGHT The EEC provides a Quick Relight function which automatically relights the engine if the ENGINE RUN switch has been momentarily selected to OFF then reselected to ON. The Quick Relight functionality is defined as follows: • Enabled only if in-flight • Activated when ENGINE RUN switch is reselected ON within 30 seconds after selecting ENGINE RUN switch to OFF and N2 greater than or equal to Idle (42% N2) • When Quick Relight activated, fuel is commanded ON and both ignition systems ON If N2 continues to fall below Idle speed, Quick Relight will maintain both the ignition systems and fuel ON until the engine speed is regained for up to 20 seconds. The crew can cancel Quick Relight by selecting the ENGINE RUN back to OFF.

Page 50 Bombardier Global Express - Power Plant

AUTOTHROTTLE SYSTEM The autothrottle system performs the following functions: • Operation over the full range of available forward thrust for two engine operation. The autothrottle will not operate under single engine conditions • Hands-off operation from takeoff to landing • Engine synchronization • Electronic Thrust Trim System (ETTS) The A/T has two basic modes of operation: 1. Thrust control for the following AP/FD modes: - T/O (Takeoff) - GA (Go Around) - WS (Windshear) - FLC (Flight Level Change) 2. Speed control - For all other Flight Director modes Note that the default operation for the A/T is speed control when no AP/FD modes are active.

AUTOTHROTTLE (A/T) DATA SOURCES The A/T selects the IRS displayed on the coupled PFD as the IRS source during non- dual coupled AP/FD operation. During dual coupled AP/FD operation A/T selects the IRS displayed on each PFD and averages the data. The A/T selects the ADC displayed on the coupled PFD as the ADC source during non-dual coupled Autopilot/Flight Director (AP/FD) operation. During dual coupled AP/FD operation A/T selects the ADC displayed on each PFD and averages the data.

A/T LIMITING The A/T system provides speed and thrust envelope limiting. Thrust envelope limiting is based on the active EPR rating, while speed envelope limiting is based on minimum speed limits as well as placard and structural speed limits.

Page 51 Bombardier Global Express - Power Plant

A/T MONITORING Monitoring is incorporated in the A/T system to ensure control integrity. The monitoring consists of validity, servo response and pilot override monitoring. Validity monitoring ensures that all parameters required for A/T control, during a specific phase of flight, are present and valid and detects engine out, engine reversion, thrust reverser deployment and internal faults. The servo response monitor compares the servo response with the commanded response to ensure the integrity of the servo control system. The pilot override monitor detects pilot movement of the thrust levers while the A/T system is engaged, to provide automatic disconnect of the A/T system.

ELECTRONIC THRUST TRIM SYSTEM (ETTS) The electronic engine trim system will command limited authority thrust. The trim system will perform trimming to assist the A/T as well as the crew at setting trimmed thrust. In addition, the system will perform N1/N2 synchronization when selected by the crew. The engine trim operating mode (N1 SYNC, N2 SYNC, EPR CMD SYNC and NO SYNC) are selectable via the FMS CDU. Only one operating mode can be active at a time. Selection of an operating mode arms the Sync system for engagement, when the conditions and flight phase are appropriate.

FORWARD Autothrottle Quick No. 1 RVDT Disconnect EICAS Switch

CHAN CHAN AUTO- A B No. 1 No. 2 THROTTLE THROTTLE THROTTLE SELECTION CONTROL

THROTTLE THROTTLE SERVO SERVO EPR DISPLAY PARAMETERS THROTTLE ANGLE INC INCDEC DEC

IAC EPR/TRA TRIM EEC EPR ACTUAL CHAN CHAN EPR COMMAND A B EPR MAX EPR TRA EPR IDLE DAU N1 (TO ADJUST N2 THE ENGINES)

THRUST NOTE GX_17_001 No.1 AIRFRAME Thrust reverser levers ENGINE ENGINE omitted for clarity

Page 52 Bombardier Global Express - Power Plant

SYNC MODE SELECTION The engine synchronization (SYNC) function is selected automatically by the autothrottle system (if engaged), or manually via the FMS. SYNC system will compare engine speeds and compute a trim value in order to match the two engine speeds. SYNC mode may be selected by the crew for takeoff below 400 feet, but it is inhibited in the automatic mode below 400 feet. N1 shaft speed, N2 shaft speed or EPR mode can be synchronized. The ETTS provides EPR trim, N1 synchronization, N2 synchronization, engage status as well as fault annunciation on EICAS. N1 SYNC will be selected by default on FMS power-up. In the following tables: • Cruise phase refers to all in-flight phases except takeoff, approach and go around • The approach mode is based on flaps ≥16° and landing gear down or the active AP/FD mode being glideslope or glide path capture • EPR sync is active throughout all phases of flight except for the landing • N1 and N2 are inhibited during the approach phase to prevent unwanted thrust reductions, in the event of an engine out

N1 SYNC ON

A/T ON A/T OFF

T/O Phase Trim activates when both thrust levers are set to a position corresponding to a thrust setting greater than 60% T/O Phase maximum thrust.Trims to higher of two EPR CMDs from No active trim command. Trim commands are zeroed. FADEC’s. Trims to T/O EPR setting when within trim authority range.

Cruise Phase Cruise Phase N1 Sync performed as thrust levers are moved between N1 Sync performed as thrust levers are moved between the active cruise rating and flight idle rate the active cruise rating and flight idle rate settings. settings.Trimming to the computed A/T EPR.

Approach Phase Approach Phase Trimming to the computed A/T EPR. No active trim commands. Trim commands are zeroed.

GA Phase GA Phase Trims to higher of two EPR CMDs. Trims to GA EPR No active trim commands. Trim commands are zeroed. setting when within range of GA EPR rating.

Page 53 Bombardier Global Express - Power Plant

N2 SYNC ON

A/T ON A/T OFF

T/O Phase Trim activates when both thrust levers are set to a position corresponding to a thrust setting greater than 60% T/O Phase maximum thrust.Trims to higher of two EPR CMDs from No active trim command. Trim commands are zeroed. FADEC’s. Trims to T/O EPR setting when within trim authority range.

Cruise Phase Cruise Phase N2 Sync performed as thrust levers are moved between N2 Sync performed as thrust levers are moved between the active cruise rating and flight idle rate the active cruise rating and flight idle rate settings. settings.Trimming to the computed A/T EPR.

Approach Phase Approach Phase Trimming to the computed A/T EPR. No active trim commands. Trim commands are zeroed.

GA Phase GA Phase Trims to higher of two EPR CMDs. Trims to GA EPR No active trim commands. Trim commands are zeroed. setting when within range of GA EPR rating.

EPR CMD SYNC ON

A/T ON A/T OFF

T/O Phase T/O Phase Trim activates when both thrust levers are set to a position Trim activates when both thrust levers are set to a position corresponding to a thrust setting greater than 60% corresponding to a thrust setting greater than 60% maximum thrust.Trims to higher of two EPR CMDs from maximum thrust.Trims to higher of two EPR CMDs from FADEC’s. Trims to T/O EPR setting when within trim FADEC’s. Trims to T/O EPR setting when within trim authority range. authority range.

Cruise Phase Cruise Phase Trimming to the computed A/T EPR. Trimming to the average of the two EPR CMDs.

Approach Phase Approach Phase Trimming to the computed A/T EPR. Trimming to the average of the two EPR CMDs.

GA Phase GA Phase Trims to higher of two EPR CMDs. Trims to GA EPR Trims to higher of two EPR CMDs. Trims to GA EPR setting when within trim authority range. setting when within trim authority range.

Page 54 Bombardier Global Express - Power Plant

N1, N2, EPR CMD SYNC OFF

A/T ON A/T OFF

T/O Phase Trim activates when both thrust levers are set to a position corresponding to a thrust setting greater than 60% T/O Phase maximum thrust.Trims to higher of two EPR CMDs from No active trim command. Trim commands are zeroed. FADECs. Trims to T/O EPR setting when within trim authority range.

Cruise Phase Cruise Phase Trimming to the computed A/T EPR. No active trim command. Trim commands are zeroed.

Approach Phase Approach Phase Trimming to the computed A/T EPR. No active trim command. Trim commands are zeroed.

GA Phase GA Phase Trims to higher of two EPR CMDs. Trims to GA EPR No active trim command. Trim commands are zeroed. setting when within range of GA EPR rating.

The phase of flight is determined by the electronic trim system and is based on the A/ T mode, as well as the active autopilot/flight director pitch mode. The electronic trim system will hold trim commands at 60 knots during T/O roll in order to prevent undesirable thrust changes during T/O phase between 60 knots and 400 feet. The trim commands cannot be changed, including deselection, until the airplane transitions 400 feet above ground level.

SYNC ANNUNCIATION A SYNC annunciation will be displayed on N1 or N2 or EPR, when the sync system is engaged and is issuing electronic trim commands.

START START EPR N1 SYNC SYNC SYNC 93.4 N2 93.4

GX_17_017

There will be no SYNC annunciation while: • A/T is engaged with EPR CMD sync selected • A/T is not engaged during T/O or approach phase with EPR CMD sync selected The engine trim control is not available for the following conditions: • Engine out condition • While an engine is in reversionary control (N1 control) • While data, required for control, is invalid

Page 55 Bombardier Global Express - Power Plant

A/T 1 OR 2 SELECT AUTOTHROTTLE channel is automatically selected. To manually change the selection, select MENU twice on the MFD control panel, then select AUTOTHROTTLE 1 or 2 and select ENT.

MAP NAV 1 TCAS MENU TERR SYSTEM 2/3 PLAN APT 12.5NM KDVT FGCO 1 2 ETE 1+36 SKP PAG AUTOTHROTTLE 1 2 WX 2 NORM ABN EMER SAT -56 RCL ENT

TAT -40 GX_17_002 TAS 234 AUTOTHROTTLE 2 1 GSPD 345

3 ENT AUTOTHROTTLE 1 2

NOTE Unlike the autopilot computers, there is no automatic transfer between Autothrottle Computer 1 and Autothrottle Computer 2. A manual reversion must be done via the MFD control panel.

A/T ENGAGEMENT/DISENGAGEMENT A/T Engagement - The A/T system is engaged or armed to engage by toggling the A/T engage/disengage switch(es), located on either thrust lever.

A/T Engage/Disengage A/T Mode Annunciation Annunciation Active Mode Green (except LIM) Armed Mode White

HOLD ROLAP1 TO 200 ATT2 13000 70 TO VAPP VNAV ADC1 500 AT/1 60 20 20 50 10 10 40 1 20 130 051000000 80

TO ROLAP1 TO 200 ATT2 13000 70 TO VAPP VNAV ADC1 500 AT/1 60 20 20 50 10 10 40

1 20 GX_17_003 130 051000000 80

Page 56 Bombardier Global Express - Power Plant

Toggling the switches, while on the ground, during T/O phase, with the thrust levers less than 60% of max. thrust (23° TRA), will engage the A/T in an armed state. Subsequent advancement of both thrust levers above 60% maximum thrust, while airspeed is less than 60 knots, will result in automatic engagement of the system into takeoff thrust control, moving the thrust levers to the appropriate thrust settings. Toggling the switches, while on the ground, with the thrust levers greater than 60% maximum thrust, while airspeed is less than 60 knots, will engage the system directly into takeoff thrust control. Toggling the switches, while inflight, above 400 feet, will engage the system into a control mode which is compatible to the active AP/FD mode. In the event that no AP/ FD mode has been selected, the A/T will engage into basic speed control mode. Engagement is inhibited during a detected fault condition or during an invalid flight condition. The A/T system can be disengaged both manually and/or automatically.

A/T DISENGAGEMENT Automatic disengagement will occur when the A/T system, for any engaged or on- ground armed state, in the event of a detected system failure (abnormal disconnect) or when A/T control is inappropriate for the current phase of flight (normal disconnect) such as on the ground, following touchdown. The A/T annunciation will turn red and flash, and an aural AUTOTHROTTLE is generated when the A/T is disengaged automatically or manually. The aural AUTOTHROTTLE is not generated when the A/T disconnects due to aircraft weight on wheels on touchdown.

LIM ROLAP1 TO ATT2 190 SPD VAPP VNAV ADC1 3000 1500 180 A/T1 20 20 AUTOTHROTTLE 170

160 10 10 1506 20 145 051000000 GX_17_004 80

A normal disconnect results in a one-second aural warning as A/T 1 or A/T 2 is removed from the PFD. An abnormal disconnect results in flashing A/T 1 or A/T 2 annunciation continuously, along with a continuous aural warning, until the crew confirms the disengagement by pressing the quick disconnect button(s).

Page 57 Bombardier Global Express - Power Plant

A/T DISENGAGEMENT AND MANUAL OVERRIDE Manual disengagement of the system, for both inflight and on-ground operation, is accomplished by the crew in the following manner: • Pressing the quick disconnect button(s), located on either thrust lever, while the system is engaged or in an on-ground armed state (normal disconnect) • Toggling the engage/disengage switch(es), located on either thrust lever, while the system is engaged or in an on-ground armed state (normal disconnect) • Overriding the system by manually positioning the thrust levers, while A/T is engaged. Movement of the thrust levers while on-ground T/O armed state will not disconnect the system (abnormal disconnect)

12Pressing quick disconnect button(s) Toggling the engage/disengage switch(es)

LIM ROLAP1 TO ATT2 190 SPD VAPP VNAV ADC1 3000 1500 180 A/T1 20 20 AUTOTHROTTLE 170 160 10 10 1506 20 145 051000000 GX_17_005 80

3 Overriding by manually advancing or retarding the thrust levers.

Page 58 Bombardier Global Express - Power Plant

A/T MODE OPERATION The A/T system is integrated with the flight control systems of the airplane to provide compatibility with the active vertical mode of the Flight Guidance System (FGS). The flight guidance vertical mode is normally determined by the flight director or autopilot and is influenced by the FMS during vertical navigation control. The A/T mode operation results in A/T thrust control which compliments the pitch control being performed by the FGS. In the event that no FGS vertical mode is active, the A/T will provide independent thrust control based on internally computed mode. The following table outlines the integrated functional control provided by the A/T and FGS for the various control modes of the AP/FD and FMS for specified phases of a typical flight.

5 6 7

4 8

3 9 12 13 1 2 10 11

GX_17_006

AP/FD VERTICAL FMS VERTICAL FLIGHT PHASE AUTOTHROTTLE FUNCTION AP/FD/FMS FUNCTION MODE MODE (VNAV) Sets TO rated thrust or FLEX reduced thrust by controlling to the MAX or 1 Takeoff Roll Takeoff (TO) N/A FLEX EPR rating. Throttle servos Pitch Control depower when airspeed reaches 60 knots Throttle servos remain depowered until Airspeed control during FLC and 2 Takeoff Climb Out Takeoff (TO) N/A 400 ft. Above 400 ft AGL A/T controls VFLC. Pitch Control during PIT. to active MAX or FLEX T/O EPR rating Vertical speed control during VS Flight Level Change Reduced climb thrust during FLC and Airspeed control during FLC and Small Flight Level VNAV Flight Level 3 (FLC), Pitch Hold (PIT) VFLC. Airspeed control during PIT and VFLC. Pitch Control during PIT. Changes (Climb) Change (VFLC) Vertical Speed (VS) VS Vertical speed control during VS Flight Level Change Reduced climb thrust during FLC and Airspeed control during FLC and Large Flight Level 4 (FLC), Pitch Hold (PIT) VFLC VFLC. Airspeed control during PIT and VFLC. Pitch Control during PIT. Changes (Climb) Vertical Speed (VS) VS Vertical speed control during VS Top of Climb Altitude Capture VNAV Altitude Capture 5 Airspeed Control Altitude Capture Control (TOC) (ASEL) (VASEL) VNAV Altitude Hold 6 Cruise Altitude Hold (ALT) Airspeed Control Altitude Control (VALT) Airspeed control during FLC and Top of Descent Transition to idle thrust during FLC and 7 FLC or VS VFLC VFLC. Vertical speed control (TOD) VFLC. Airspeed control for VS during VS Airspeed control during FLC and Full idle thrust during FLC and VFLC. VFLC or VNAV Path VFLC. Pitch Control during PIT. 8 FLC (Descent) FLC, PIT or VS Airspeed control during PIT, VS and Descent (VPATH) Vertical speed control during VS VPATH and VPATH 9 Approach Glideslope Track N/A Airspeed Control Glideslope Control 10 Flare Glideslope Track N/A Thrust retard to idle stop Disengaged 11 Landing/Roll N/A N/A Disengaged Disengaged 12 Go Around Go Around N/A Sets TO Pitch Control 13 Windshear Windshear N/A Sets TO Pitch Control

Page 59 Bombardier Global Express - Power Plant

TAKEOFF THRUST CONTROL MODE The takeoff thrust control mode is activated when the A/T is armed for engagement for takeoff, airspeed less than 60 knots and both thrust levers are set above 23°, corresponding to 60% of maximum thrust. Once activated, the A/T will advance the thrust to the TO EPR rating. The A/T will control the thrust lever to the active EPR rating during takeoff roll until the airspeed increases above 60 knots, at which time the takeoff thrust hold control mode activates.

T/O ROLAP1 TO ATT2 HOLD ROLAP1 TO 200 SPD VAPP VNAV ADC1 3000 200 SPD VAPP VNAV ATT2 3000 ADC1 80 A/T1 100 A/T1 70 20 20 90 20 20

60 10 10 500 80 10 10 500 506 20 706 20 45 0300 65 0300 40 80 60 80

4 60 4 60 GX_17_007 10 10 10 10 On Ground below 60 knots, thrust TO EPR On Ground above 60 knots

The takeoff thrust control mode reactivates at an altitude transition of 400 feet during the takeoff climb-out. If a change to the active EPR rating, either by the crew or by automatic means, has occurred, then the A/T will control the engine power setting to the new active rating.

TAKEOFF THRUST HOLD CONTROL MODE The takeoff thrust hold control mode is activated to ensure that no thrust reductions occur during takeoff between the time the airplane transitions above 60 knots to 400 feet AGL. The takeoff thrust hold control mode deactivates as the airplane transitions through 400 feet AGL during takeoff climb out.

RETARD LOCAP1 GS T/O ROLAP1 TO 135 SPD VAPP VNAV ATT2 2000 200 SPD VAPP VNAV ATT2 3000 ADC1 ADC1 200 A/T1 200 A/T1 40 190 20 20 190 1000 30 30 180 10 10 180 1000 1706 60 1706 20 20 20 135 0740 165 0800 160 20 160 80 4 4 10 10 60 GX_17_008 Inflight below 400 feet AGL Inflight above 400 feet AGL

A/T T/O mode will remain enabled until 400 feet AGL. Following the 400 feet AGL transition, with A/T engaged, T/O mode remains active until a non T/O AP/FD mode activates. NOTE Anytime an A/T mode changes, it will flash for 5 seconds.

Page 60 Bombardier Global Express - Power Plant

T/O ROLAP1 TO ATT2 250 SPD VAPP VNAV ADC1 3000 200 A/T1 1500 190 20 20

180 10 10 1706 20 165 1100 160 80 4 100060 10 10 GX_17_009 Inflight TO mode selected on AP/FD

FLIGHT LEVEL CHANGE THRUST CONTROL MODE The flight level change thrust control mode activates when crew selects the FLC mode or when FMS engages the VFLC mode. The A/T selects the active upper/lower EPR rating for climb/descent. The active upper and lower EPR ratings are either computed from the phase of flight or are pilot selected via an EPR rating menu. For small flight level change climbs and descents, the A/T will provide thrust as required to attain a programmed rate of climb/descent. The programmed rate of climb/ descent is proportional to the magnitude of the selected altitude change. Full power climbs and full idle descents are achieved when the target climb/descent rate increases beyond the capability of the airplane for the active upper and lower EPR rating.

THRUST HDG FLCAP1 250 SPD VAPP VNAV ATT2 35000 ADC1 200 A/T1 190 20 20

180 10 10 3500 1706 20 165 3300 160 80 4 60 10 10 GX_17_010 Inflight HDG and FLC selected on AP/FD

When the selected altitude is captured, the thrust mode will automatically change to SPD mode.

SPD HDGAP1 ASEL 290 SPD VAPP VNAV ATT2 35000 ADC1 A/T1 280 20 20

10 10 35500 2606 20 255 35300 80 4 60 10 10 GX_17_011 Flight Level Change mode transition to SPD Mode

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AIRSPEED CONTROL MODE The airspeed control mode is the basic control mode of the A/T. Engagement of the A/ T system in-flight, with no AP/FD mode engaged, will result in the A/T engaging in airspeed control mode. Airspeed control mode is also active if the A/T is engaged in- flight with the AP/FD engaged in: • Altitude capture (ASEL) • Altitude hold (ALT) • Vertical speed (VS), pitch hold (PIT), or • Glideslope track (GS) modes The airspeed control mode tracks the active airspeed (IAS) or Mach target. The airspeed target is selected on the flight guidance panel and is modified by the FMS or manually. LIM is annunciated when the A/T cannot reach the speed target due to either not enough thrust available to climb or thrust at IDLE and configuration will not allow a deceleration.

LIM HDG ALTAP1 280 SPD VAPP VNAV ATT2 35000 ADC1 35500 FD FLC 300 A/T1 20 20 CRS 1 FMS SPD MAN SPD Knob 280 10 10 6 20 PUSH DCT PUSH CHG 265 3503500000 260 80 4 60 10 10 GX_17_012

The airspeed control mode provides high and low speed protection. In the event that the active speed target is above the structural limits (Vmo, Mmo, Gear and Flaps placards) minus 3 knots, the A/T will limit the speed to the lower of the appropriate limits, as a function of airplane configuration, minus 3 knots. In the event that the active speed target is below the lower speed limit, the A/T will limit the speed to one of the following: 1. If the A/T is in approach mode (flaps 16 or greater and gear down, or GS mode active) the minimum speed is limited to 1.3 Vs. 2. If the A/T is not in approach mode, the speed is limited to 1.2 Vs + 3 kts. The SPD active mode will go to armed and LIM will be active. In the event that a speed target is selected that requires an engine EPR higher than the upper active EPR rating or lower than the active lower EPR rating, the A/T will limit the commanded thrust to the appropriate EPR rating.

Page 62 Bombardier Global Express - Power Plant

RETARD MODE The retard mode control provides a fixed-rate thrust lever retard of both thrust levers to the idle position during airplane flare or landing. The A/T remain engaged until touchdown to provide go around thrust if go around mode is selected. The retard mode activates based on the radio altitude of less than 50 feet AGL, if the airplane is in landing configuration (gear down and flaps ≥ 16°). In the event that the airplane touches down without the A/T retarding the thrust levers, due to failing to detect a landing configuration or lack of valid radio altitude. Upon touchdown detection, the A/T will disconnect and throttle levers position and engine rpm remain the same.

RETARD LOCAP1 GS RETARD LOC GSAP1 135 SPD VAPP VNAV ATT2 2000 135 SPD VAPP VNAV ATT2 2000 ADC1 ADC1 200 A/T1 170 A/T1 190 20 20 160 20 20 1000 1000 180 10 10 150 10 10 1706 60 1406 20 135 0740 135 0700 160 20 130 80

4 4 GX_17_015 Example: Flare and less than 50 feet Rad Alt. Example: Touchdown

GO AROUND THRUST CONTROL MODE The A/T go around mode provides a fixed rate thrust lever advance to the active upper EPR rating in response to the activation of the AP/FD go around mode.

GA ROLAP1 GA 200 SPD VAPP VNAV ATT2 2000 ADC1 200 A/T1 190 20 20

180 10 10 1000 1706 20 165 0800 1604 80 GX_17_016 Go Around Mode Activated

TOGA Switch Activated

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THRUST REVERSER SYSTEM The thrust reversers provide additional deceleration to assist during landing and rejected takeoff. The thrust reverser is a pivoting door type. When deployed, the upper and lower doors pivot to redirect exhaust gases through the top and bottom of the nacelle, eliminating forward thrust and providing a braking effect. Each door has a kicker plate, attached to its front edge, designed to ensure that the exhaust gases are ejected in the proper direction. In-flight the pivot doors are locked closed.

BD 100

THRUST REVERSER BRAKES ONLY OPERATION

GX_17_075

THRUST REVERSER The thrust reverser is powered by hydraulic system No. 1 for the left reverser and hydraulic system No. 2 for the right reverser, and is controlled by the EEC and electrical signals from the airplane. The hydraulic system comprises: • Isolation Control Unit - controlled by the EEC • Directional Control Unit - controlled by electrical signals • Primary Lock Actuators - lock both upper and lower doors • Door Actuators - one for each door

Page 64 Bombardier Global Express - Power Plant

The electrical system comprises: • Tertiary Locks - one for each door, feedback signal to cockpit • Stow Switches - two per door, stow signal feedback to EEC • Linear Variable Transformer (LVT) - one per door, LVT signals door position to EEC • Maintenance Test Switch - allows thrust reverser deployment without engine operating

WOW OR COCKPIT COCKPIT WHEEL INDICATIONS CONTROLS SPIN UP

AIRPLANE HYDRAULIC RETURN AND SUPPLY

DAU’s

ISOLATION CONTROL VALVE

EEC DIRECTIONAL CONTROL VALVE

MAINTENANCE TEST SWITCH LVT

STOW SWITCH UPPER DOOR PRIMARY TERTIARY ACTUATOR LOCK LOCK RH SIDE STOW SWITCH PRIMARY LOCK STOW LH SIDE SWITCH LOWER DOOR ACTUATOR TERTIARY LOCK

GX_17_076 STOW SWITCH HYDRAULIC ELECTRIC LVT

Page 65 Bombardier Global Express - Power Plant

REVERSE THRUST OPERATION

Normal Flight Forward Thrust- Reverser Stowed

Door Kicker Plate Thrust Reverser Deployed- Reverse Thrust Upper Door

Actuators

Exhaust Exhaust Cone Nozzle

Exhaust Unit Fixed Structure Door Pivots Cowl Door

Lower Door GX_17_077

Page 66 Bombardier Global Express - Power Plant

REVERSER COMPONENTS

Upper Upper Door Actuator Upper Tertiary Lock

Primary Lock Lever and Actuator

LVT’s

Stow Switches (two per door)

Primary Lock Lever and Actuator

Lower Door Note: Lower Tertiary The isolation control unit Lock Lower is airframe-mounted Actuator (not illustrated) GX_17_078

Isolation Control Unit The isolation control unit controls the hydraulic system pressure to the thrust reverser system.

DIRECTIONAL CONTROL UNIT The directional control unit controls hydraulic pressure to the upper and lower door actuators to provide the deploy force. A pressure switch sends a signal to the directional control unit and through the directional control unit to the upper and lower door actuators. This causes an overstow of the doors to enable unlatching of the primary locks.

STOWED OVERSTOW

GX_17_079

Page 67 Bombardier Global Express - Power Plant

The unit contains the directional control valve which is controlled by a solenoid valve. The solenoid valve is controlled from thrust lever microswitches and WOW and wheel spin up signals. When the solenoid is energized, a deploy valve opens allowing hydraulic pressure to sequentially release the two primary locks (hold doors closed during flight).

Upper Door

Upper Door Catch

Primary Lock Actuator

Latching Lever

Lower Door FWD Catch

Lower Door GX_17_080

Through the WOW or wheel spin up signal two tertiary locks (prevent uncommanded thrust reverser deployment) will retract and move the directional control valve to the deploy position.

Tertiary Locks

GX_17_081

Page 68 Bombardier Global Express - Power Plant

REVERSE THRUST LEVERS The reverse thrust lever microswitches and interlock baulk switches will not allow the engine to increase reverse thrust until the upper and lower doors are deployed. REV icons are displayed on N1 display, to indicate position of doors and reverser status.

26.O 26.O REV REV TRANSIT T/O N1

REVERSE THROTTLE LEVER INTERLOCK BAULK POSITION

26.O 26.O REV REV T/O TRANSIT N1

REVERSE THRUST INCREASE

7O.O 7O.O DEPLOYED REV REV T/O N1

GX_17_082

In the event that a thrust reverser should become unlocked, an EICAS message will be displayed, an aural warning is generated and the thrust is retarded to idle regardless of thrust lever position. Should the door open, a red REV icon will be shown in the N1 gauge.

LEFT L REVERSER UNLKD 26.8 7O.O REVERSER REV UNLOCKED T/O N1

GX_17_083

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REVERSER SYSTEM LOCKOUT In the event that a reverser fails (inoperative), the affected reverser can be locked out.

L REVERSER FAIL

GX_17_084

Each door can be fixed in the closed position by an inhibition bolt and by use of a manual inhibit lever on the isolation control unit. When fitted, the red bolts will protrude above the cowl surface and can be seen by the crew on walkaround. The bottom bolt is located at approximately the six o’clock position and the top bolt at the 12 o’clock position. The EICAS message will remain posted, but can be scrolled out of view.

Upper Door

Inhibition Bolt

Fixed Structure

GX_17_085 Inhibition Bolt

Actuator Front Mount and Lock-Out Fitting

Kicker Plate

SIDE VIEW OF LOCK-OUT BOLT POSITION

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POWER PLANT EICAS MESSAGES

L (R) REVERSER UNLKD DUAL ENGINE OUT L (R) OIL LO PRESS Indicates that the affected reverser Double engine flame out Indicates that the affected is unlocked, with the thrust lever in engine has low oil pressure, the forward position. while the engine is operating.

L (R) ENG FLAMEOUT DUAL ENGINE OUT Indicates that the affected L OIL LO PRESS 1.65 engine is flameout. R OIL LO PRESS L REVERSER UNLKD R REVERSER UNLKD L (R) ENG FUEL LO TEMP Indicates that the affected engine L ENG FLAMEOUT fuel inlet temperature is less R ENG FLAMEOUT than 5 C.° L ENG FUEL LO TEMP R ENG FUEL LO TEMP L ENG OVHT L (R) ENG OVHT Indicates that the affected engine R ENG OVHT turbine cooling air has overheated. L ENG SAV FAIL R ENG SAV FAIL L FADEC FAIL L (R) FADEC FAIL Indicates that there is a failure of both R FADEC FAIL lanes in the affected FADEC. Engine L FADEC N1 CTL operation may be affected. R FADEC N1 CTL 789 L (R) FADEC N1 CTL L FADEC OVHT Indicates that the affected engine is R FADEC OVHT in N1 control. FADEC has detected a fault and has reverted to N1 control.

GX_17_086

L (R) ENG SAV FAIL L (R) FADEC OVHT Indicates that the affected Indicates that the affected engine’s engine start air valve has FADEC internal temperature monitor failed. has tripped.

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POWER PLANT EICAS MESSAGES (CONT)

A/T NOT IN HOLD Autothrottle not in takeoff hold mode A/T NOT IN HOLD L (R) ENG OVERSPEED L (R) ENG FUEL SOV L(R) ENG OVERSPEED Engine fuel shutoff valve 1.65 Overspeed shutdown L(R) ENG FUEL SOV failure L AND R FUEL FILTER L-R FUEL FILTER Indicates that both engines have L (R) FUEL LO PRESS impending fuel filter bypass. Indicates that the affected L FUEL LO PRESS engine has low fuel feed R FUEL LO PRESS pressure with the HPSOV L OIL LO QTY L (R) OIL LO QTY open. Indicates that the affected R OIL LO QTY engine’s oil quantity is low L REVERSER FAIL R REVERSER FAIL L (R) REVERSER FAIL Indicates that the affected L REV LOCK FAIL reverser has failed and the doors R REV LOCK FAIL will remain in current position. L START ABORTED L (R) THROTTLE FAIL L (R) REV LOCK FAIL Indicates that the affected R START ABORTED Indicates that 2 of 3 reverser thrust lever has failed. Engine L THROTTLE FAIL locks, on the affected reverser, are not locked, with the thrust operation will be affected and R THROTTLE FAIL corresponding thrust reverser lever in the forward position. will not deploy. 789 L (R) START ABORTED Indicates that FADEC has aborted the affected engine start.

GX_17_087

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POWER PLANT EICAS MESSAGES (CONT)

ATS ENVELOPE L (R) FADEC FAULT Indicates that FADEC has determined Indicates that there is a minor fault that the airplane is within the starter in the affected FADEC. Engine assisted engine relight envelope. operation should not be affected.

L (R) FUEL FILTER Indicates that the affected fuel filter is impending bypass. ATS ENVELOPE L FADEC FAULT L (R) OIL FILTER 1.65 Indicates that the affected oil R FADEC FAULT filter is impending bypass. L FUEL FILTER R FUEL FILTER L OIL FILTER L (R) REVERSER FAULT R OIL FILTER Indicates that there is a minor fault in the affected thrust L REVERSER FAULT reverser system. Engine R REVERSER FAULT operation should be normal. L REV LOCK FAULT R REV LOCK FAULT L (R) REV LOCK FAULT Indicates that one of two OIL RES LO QTY primary stow switches, on the WINDMILL ENVELOPE affected thrust reverser, is indicating not stowed, with the OIL RES LO QTY thrust lever in the forward range. Indicates that the oil replenishment reservoir has < 1.5 quarts of oil WINDMILL ENVELOPE remaining. Indicates that FADEC has 789 determined that the airplane is within the windmill start envelope.

GX_17_088

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POWER PLANT EICAS MESSAGES (CONT)

A/T 1-2 FAIL A/T ADC MISCOMP Indicates that the A/T is invalid, Indicates that the A/T is not or reporting a hardware or servo available due to an ADC data failure. miscompare.

A/T IRS MISCOMP A/T ADC MISCOMP Indicates that the A/T is not available due to an IRS data A/T IRS MISCOMP 1.65 miscompare. A/T 1 FAIL A/T 2 FAIL ENG SYNC FAIL ENG SYNC FAIL Indicates that the affected ENG SYNC LIMITED SYNC system has failed. L and R IGNITION ON Indicates that the IGNITION L BLEED ON ENG SYNC LIMITED switch has been selected R BLEED ON Indicates that the selected SYNC and the EEC is activating L BLEED OFF system is unable to function due all igniters. R BLEED OFF to authority limit or engine split L-R IGNITION ON greater than SYNC authority. L FADEC N1 CTL R FADEC N1 CTL L (R) BLEED ON L (R) FADEC N1 CTL Indicates that the selected bleed Indicates that the affected L ENG SHUTDOWN is ON. engine is in N1 control, by R ENG SHUTDOWN switch selection on the L (R) BLEED OFF engine control panel. Indicates that the selected bleed 789 is OFF.

L (R) ENG SHUTDOWN Indicates that the crew has initiated shutdown on the affected engine.

GX_17_089

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EMS CIRCUIT PROTECTION

CIRCUIT BREAKER - SYSTEM 1/1 AFCS DOORS AIR COND/PRESS ELEC APU ENGINE BLEED FIRE CAIMS FLT CONTROLS COMM FUEL

M BRT CIRCUIT BREAKER SYSTEM BUS PREV NEXT EMER STAT SYS BUS CNTL TEST PAGE PAGE CONT

CB - ENGINE SYSTEM 1/3 L ENG FUEL HPSOV BATT IN L ENG IGN 1 BATT IN L ENG IGN 2 BATT IN L ENG START A BATT IN L ENG START B BATT IN L FADEC CH A BATT IN

M CB - ENGINE SYSTEM 2/3 L FADEC CH B BATT IN R ENG FUEL HPSOV BATT IN R ENG IGN 1 BATT IN R ENG IGN 2 BATT IN R ENG START A BATT IN R ENG START B BATT IN

M CB - ENGINE SYSTEM 3/3 R FADEC CH A BATT IN R FADEC CH B BATT IN VIBE MONITOR DC 1 IN

M GX_17_090

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EMS CIRCUIT PROTECTION (CONT)

CIRCUIT BREAKER - SYSTEM 2/2 GEAR NAV HYD OIL ICE OXYGEN IND/RECORD THRUST REV LIGHTS

M BRT CIRCUIT BREAKER SYSTEM BUS PREV NEXT EMER STAT SYS BUS CNTL TEST PAGE PAGE CONT

CB - OIL SYSTEM 1/1 APU LUBE BATT IN L ENG LUBE BATT IN LUBE PUMP BATT IN R ENG LUBE BATT IN

M GX_17_091

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EMS CIRCUIT PROTECTION (CONT)

CIRCUIT BREAKER - SYSTEM 2/2 GEAR NAV HYD OIL ICE OXYGEN IND/RECORD THRUST REV LIGHTS

M BRT CIRCUIT BREAKER SYSTEM BUS PREV NEXT EMER STAT SYS BUS CNTL TEST PAGE PAGE CONT

CB - THRUST REV SYSTEM 1/2 L T/R CTL VALVE BATT IN L T/R LOWER LOCK BATT IN L T/R TQA LOCK BATT IN L T/R UPPER LOCK BATT IN R T/R CTL VALVE BATT IN R T/R LOWER LOCK BATT IN

M CB - THRUST REV SYSTEM 1/2 R T/R TQA LOCK BATT IN R T/R UPPER LOCK BATT IN

M GX_17_092

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