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INTRODUCTION
0 TABLE OF CONTENTS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 18.1 18.2 19 20 21 22 23 24 25 26 27 28 29 Control System Operation Thrust Setting, Normal Mode Engine Control System Engine Control Indicators Engine Start Panel Operating Limits Pre-Start Procedure Abort Start Initiate Start Cut-off to Idle Light Off Starter Dropout Idle Acceleration from Idle Take-Off N1 Graph Take-Off Power (-10C, Sea Level) Take-Off Power (35C) Operating Characteristics Normal Mode Manual Mode Power Lever, Manual Mode Normal Mode vs. Manual Mode (35C) Normal Mode vs. Manual Mode (0C, Sea Level) Engine Shutdown Procedures Adjustment Problems EFR Adjustment Take-Off Power DEEC Climb/Cruise T5 Limiter Adjust Items Affecting Throttle Matching Power Lever Splits 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 20 21 22 23 24 25 26 27 28 29 30 31 32
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GROUND/FLIGHT CHECK-OUT
1 CONTROL SYSTEM OPERATION
To this point, discussion of the engine was centred on specific isolated systems. The engine operating characteristics are a result of the interaction of all systems. The engine discussion in this section will examine the operating characteristics and review normal and abnormal engine operating conditions. The engine operation will consist of a routine engine start and operation with emphasis on normal parameters. To accomplish this, a "generic" engine installation with "typical" cockpit switches and indicators will be used. While not intended to reflect any specific aircraft installations, the configuration is applicable to most. The TFE731 engines utilise two control systems. The primary system consists of an electronic engine control that schedules fuel through an electro/hydro-mechanical fuel control. This is the normal mode of operation. The back-up system consists of a hydro-mechanical fuel control incorporating a centrifugal speed governor. This is termed manual mode and is used in the event that the EEC/DEEC becomes inoperative. Dispatch of the aircraft in manual mode is governed by specific aircraft flight manual/pilot operating handbook procedures, and as such will not be discussed in this section.
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OPERATING CHARACTERISTICS
Normal Mode When operating the engine in normal mode, the electronic engine control provides automatic start sequencing and engine parameter control. Some of the operating characteristics are outlined above. The power lever operates the high pressure fuel shutoff valve located in the fuel control. During start, the first 8-12 travel of the power lever opens the shutoff valve. The power lever sets N1 RPM between idle and maximum power setting. During start, the EEC provides automatic enrichment to provide a smooth acceleration to idle speed, and automatically deactivates the ignition and starter after start. The electronic control will set the minimum power setting for idle thrust based on OAT and pressure altitude. Maximum thrust will be set for takeoff power by the electronic control when the power lever is in the maximum position. Engine speed and temperature limits are provided by the electronic control.
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EFR ADJUSTMENT
During the examination of the electronic control schedules and the adjustment description, it was stated that the EFR adjustment was made using an EFR adjustment tester and procedures outlined in the LMM. An alternate procedure is provided when the P/N 298226-2 J2 tester is not available. This procedure provides a set number of turns of the EFR adjustment screw to provide the required setting for your installation. Looking at the above graph, it should be apparent that by adjusting one engine using the P/N 298226-2 and the other using the alternate method, power lever splits and/or failure to attain climb/cruise N1 could result. If, for example, the EFR adjustment was accomplished using the alternate procedures on a cold day, takeoff N1 may not be attained on a hot day. Further adjustments of the FR/Mn may be required to match N1 as ambient conditions change. For this reason, the more exacting adjustment procedures utilising the EFR tester provide more consistent results in performance.
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Any deviation from established LMM adjustment procedures may cause power lever splits and other performance problems.
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When engines are disassembled for maintenance or modification work, the resulting minor changes in clearances or aerodynamic flow path has some effect on engine matching upon reinstallation. These differences may increase or decrease the spread in indications between engines.
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