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Chapter 6.4
Thrust Management Systems
Introduction
Most modern aeroplanes are equipped with systems to control and compute engine thrust.
Knowledge of how engine thrust is computed, how it is controlled, and how engine inputs are
collected is therefore necessary.
Determining the Thrust Required
Thrust curves and charts are published in the aeroplane manual, and also in the performance
manuals. These are used to determine the required Engine Pressure Ratio (EPR) and/or
Fan Speed (N1) for any desired engine rating, which depends solely on the prevailing ambient
temperature and barometric pressure. Time, engine speed, and the Exhaust Gas Temperature
(EGT) limit the take-off rated thrust. Maximum continuous, maximum climb and maximum
cruise thrust ratings are alternatively limited by EGT for a given length of time, or continuously,
as defined below.
Engine Pressure Ratio (EPR). This is the amount of useful thrust being developed by
an engine. It is the product of the mass of air passing through the engine, and its
velocity at the exhaust nozzle, minus the drag due to the air passing through the
engine. By comparing the air pressure across the engine, ie. the ratio of the exhaust
pressure to the compressor inlet pressure, it gives the Engine Pressure Ratio (EPR),
which is an indication of the thrust output from the engine. EPR is usually given as a %
thrust value.
RPM, N1, N2 or N3. These are normally given as a % of the maximum value.
EGT. The exhaust gas temperature, which must be monitored in order to prevent
excessive heat damaging the turbine.
Rated Maximum Continuous Thrust. This is the thrust that is approved for
unrestricted periods of use, and according to JAR, is defined in the aeroplane flight
manual.
Maximum Continuous Thrust (MCT). This is the amount of thrust, which is authorised
for emergency use at the discretion of the pilot only. This is also used, for aeroplane
certification requirements, and for climb operations as determined by the airframe
manufacturer.
Maximum Climb Thrust. This is the maximum thrust approved for the climb phase,
which on some engines is identical to the rated maximum continuous thrust level. This
rating is selected by positioning the throttle to give the required EPR or N1, for the
prevailing climb profile and engine inlet temperature. The climb thrust curves or charts
are contained in the aeroplane performance manual.
Maximum Cruise Thrust. This is the maximum approved thrust for cruise operation.
These thrust limitations must be closely adhered to, because are allied to specific
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The system requires no engine adjustment, and therefore no engine running, which
saves fuel.
The system reduces fuel consumption through improved engine bleed air control.
The system fully modulates the active clearance control systems, producing a
substantial benefit in performance by reducing the engine blade tip clearances.
The higher precision of the digital computer ensures more repeatable engine
transients
(ie. acceleration/deceleration) than that possible with a hydromechanical system. The latter is subject to manufacturing tolerances, deterioration
and wear, which will affect its ability to consistently provide the same acceleration
and deceleration times.
The system ensures improved engine starts by means of digital schedules and logic
that adjusts for measured conditions.
The system provides engine limit protection by automatic limiting of the critical
engine pressures and speeds. Direct control of the rating parameter also prevents
inadvertent overboost of the selected rating when the power is being set.
FADEC takes over virtually all of the steady state and transient control intelligence and replaces
most of the hydro mechanical and pneumatic elements of the fuel system. The fuel system
solely reduced to a fuel pump and control valve, an independent shut-off cock and a minimum
of other additional features, which are necessary to keep the engine safe in the event of
extensive electronic failure. FADEC also furnishes information to the engine instrument and
crew alerting system.
The FADEC is mounted on the engine compressor casing on anti-vibration mounts and is aircooled. The figure below indicates the signals, which are transmitted between the engine,
mounted components and the engine/aeroplane interface.
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The control has dual electronic channels, each having its own processor, power supply,
programme memory, selected input sensors and output actuators. A dedicated engine gearbox
driven alternator also provides power to each electronic control channel. If computational
capability is lost in the primary channel, the FADEC will automatically switch to the secondary
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Computes and displays EPR and/or N1 and speed (IAS or MACH) information.
Provides automatic control from start of the take off, through the climb, cruise,
descent, approach and Go-Around or landing.
The throttle position for each engine is controlled in order to maintain a specific engine thrust
(N1 or EPR) or target airspeed, for all flight regimes as directed by the Thrust Management
Computer. Autothrottles are fitted in modern jet engine aeroplanes, primarily to conserve fuel,
and a typical system is shown below.
It has inputs from a Thrust Management Computer (TMC), which integrates signals from the
engines, a Thrust Mode Select Panel (TMSP), a Flight Management Computer (FMC), and also
receives signals from the Air Data Computer (ADC). With full forward throttle the TMC provides
maximum engine power without exceeding the specified operating limits during the take-off and
go-around phases of flight. The system can however be manually over ridden at any time.
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The FMC calculates a reference thrust for the following modes (typical):
Takeoff
Climb
Reduced climb
Cruise
Go-around
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Calculate thrust limits (using outside pressure and temperature), and thrust
settings, or follow any FMC thrust commands.
Provide automatic control of the three primary modes (EPR, MACH HOLD and
speed) for various flight phases, as shown on the next page.
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