GE Aircraft Engines

Embraer 170/CF34-8E
FAMILIARIZATION TRAINING

CONTROL SYSTEM
 Control System Design Philosophy
• Redundant, engine critical electrical systems
– Dual channel FADEC (full authority digital electronic control)
– Dual cables, connectors, torque motors, solenoids and sensors
– Dual FADEC power supplies
• Redundant aircraft interfaces
– Dual aircraft data busses (ARINC 429)
– Dual throttle inputs
– Dual 28 Vdc aircraft backup power
• Fail operational control system
– No significant change in power for any single electrical failure from a
full up system
– Reversionary modes provide thrust for multiple failures
• Time Limited Dispatch Capable
– Capable of short and long term dispatch including one FADEC channel
failed
 FADEC
TR
HALF

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

TR GMO
HALF SWITCH
 FADEC

Test
Pressure Inputs Connector
(J5)

Aircraft
Vibe Isolated Mounts Connectors
Engine
(J1, J2)
Connectors
(J3, J4)
 FADEC Components

DUAL
PROCESSORS

DUAL
POWER
SUPPLIES
CROSS
CHANNEL
DATA BUS
 PROCESSOR B POWER SUPPLY A

POWER SUPPLY B PROCESSOR A

P3 SENSORS

P0 SENSORS
 PERMANENT MAGNENT ALTERNATOR (PMA)

FADEC STATOR
CONNECTIONS

ENGINE
VENT
LINE

– Provides power for FADEC channels above 50 % N2

– Provides N2 speed signal to FADEC
– Provides N2 speed signal for Vibration System
PERMANENT MAGNENT ALTERNATOR (PMA)

STATOR

ENGINE
VENT
LINE
 N2 SENSOR – MAIN FUEL PUMP

N2 SPEED SENSOR
MAIN FUEL PUMP

CONNECTIONS
TO FADEC
 N2 SENSOR – MAIN FUEL PUMP

MAIN FUEL
PUMP SHAFT
MAGNETIC SENSOR

CONNECTIONS
TO FADEC
 T2 FAN INLET TEMPERATURE SENSOR

FADEC
CONNECTIONS

T2
SENSOR

– Provides Temperature Input for FADEC channels

– Electrically heated for anti-ice
 N1 FAN SPEED SENSOR

FADEC
CONNECTIONS

MAGNETIC
TIP

N1
SENSOR

– Provides N1 speed signal to FADEC

– Provides N1 speed signal for Vibration System
– Provides once-per-rev signal for Vibration System
– Picks up speed signal from teeth on no. 2 bearing locknut
– One tooth on locknut is “shaved” to provide once-per-rev
 N1 FAN SPEED SENSOR

COMPRESSOR
FRONT FRAME
N1 FAN SPEED
SENSOR MOUNTING
FLANGE
N1 FAN SPEED SENSOR

FAN SPEED
SENSOR
FLANGE
NO. 2 BEARING
LOCKNUT
T4.5 THERMOCOUPLES

THERMOCOUPLE
T4.5 THERMOCOUPLES
 THROTTLE QUADRANT ASSEMBLY (TQA)

FORWARD THRUST
LEVER AUTOTHROTTLE
QUICK DISCONNECT
BUTTON
REVERSE THRUST
LEVER
(PIGGYBACK)
TAKEOFF /
GO AROUND
BUTTON

MASTER
LEVER
SWITCH
MASTER
SELECTOR
START / CONTINUOUS SWITCH
IGNITION BUTTON
 ENGINE CONTROL PANEL

MASTER
LEVER
SWITCH

START / CONTINUOUS MASTER

IGNITION BUTTON SELECTOR
SWITCH
 FADEC

FMV SERVOVALVE
IMPENDING
BYPASS
SENSOR

VG SERVOVALVE

OVERSPEED
SOLENOID

FUEL TEMP SENSOR

FMV
TRANSDUCER
FADEC
 OPERABILITY VALVE

OBV VALVE OBV EXHAUST

DUCT

10TH STAGE
BLEED DUCT

FUEL PRESSURE
LINES FROM
FUEL PUMP

FADEC
CONNECTIONS
 OPERABILITY VALVE

OBV VALVE

OBV EXHAUST
 VARIABLE GEOMETRY ACTUATORS

SLAVE ACTUATOR

LINEAR VARIABLE
DIFFERENTIAL
TRANSDUCER
(LVDT)

MASTER ACTUATOR

– Opens and closes variable geometry vanes in HPC

– Helps prevent compressor surges and stalls
– Fuel powered
– Master actuator has position feedback (LVDT)
 VARIABLE GEOMETRY ACTUATORS

LINEAR VARIABLE
DIFFERENTIAL
TRANSDUCER
(LVDT)

MASTER ACTUATOR CONNECTION

TO ACTUATOR
SHAFT
 VARIABLE GEOMETRY ACTUATORS

ACTUATION RING
LEVER ARMS

VARIABLE GEOMETRY
ACTUATOR CONNECTION

ACTUATOR SHAFT

BRIDGE CONNECTOR
 ENGINE STARTING

AIRCRAFT IGNITION LEAD CONNECTOR

CIRCUIT
CONNECTOR

IGNITION EXCITER

• Converts 115 VAC, 400 Hz to Pulsating DC for Engine Start

• Powered by Aircraft Circuit under FADEC control
• Two per engine
 ENGINE STARTING

EXCITERS

IGNITION LEADS
 ENGINE STARTING

IGNITER
IGNITION LEAD
 ENGINE CONFIGURATION PLUG

• Engine config plug allows storage of engine specific information

– Engine rating
– Engine hardware configuration
– Engine N1 modifier level
– Engine serial number
• Config plug stays with engine - mounted
on fan case
• Communicates stored information to
FADEC upon ground FADEC power-up
– Serial data stream clocked out of EEPROM in ECP
– FADEC conducts numerous data consistency checks
• Engine config plug is field reprogrammable
 ENGINE CONFIGURATION PLUG

TEST / DOWNLOAD CONNECTOR

CONNECTIONS TO FADEC
ENGINE CONFIGURATION PLUG
 FADEC REPROGRAMMING

• FADEC reprogrammed using PMAT 2000

– GE option includes loader software and cable assembly
– PMAT can also be used to reprogram the engine configuration plug
• FADEC software versions may be loaded on PMAT from floppy disk or LAN for
subsequent use for FADEC reprogramming
• PMAT compares three different checksums at the end of each file load. All three
must match or the load is Aborted and Failed.
– VDD Checksum
– Imbedded Checksum
– Calculated Checksum
• PMAT generates Load Recept documenting load results
 ENGINE STARTING

• Start discrete from cockpit initiates starter

• MAU fully controls starter
– Reads cockpit start discrete
– Energizes starter air valve solenoid
– Cuts out starter at 53% N2
• Master lever controls fuel flow and ignition via the FADEC
– Throttle moved from shutoff initiates fuel flow and ignition
– fuel flow held off until 20% N2
– on ground, FADEC alternates igniters on successive starts
• FADEC controls start to N2 acceleration (Ndot)
• FADEC will terminate start on ground for
– hot start
– hung start
• Starter air valve may be manually opened and closed
 POWER MANAGEMENT

Power Management Schedules

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

ALTITUDE hot
hotday
daycutback
cutback
CORRECTED N1

AIRSPEED

corner
point

OUTSIDE AIR TEMPERATURE

 POWER MANAGEMENT

FAN SPEED - N1
100

90
MPR

80 NTO
MCL

70
N1 [%]

MREV
60

50

40

RIDLE
30

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

TLA [deg]
Ignitor A has been commanded on

Ignitor B has been commanded on

Ignitors A and B have been commanded on

Ignitors A and B in OFF

 POWER MANAGEMENT

IDLE Selection

When TL is at forward IDLE detent, different thrust schedules are available depending on flight phase:

• Flight IDLE: is selected when WOW is false, it is determined by either min PS3, minimum
N2K or minimum WF whichever is more limiting
• Approach IDLE: is selected when WOW is false and APPROACH bit is set, it is determined
as minimum N2K to ensure acceptable IDLE - Go Around transients
• Landing IDLE: is selected when WOW is true for less than 5 seconds and TRAS is stowed.
Its purpose is to keep N2 relatively high in order to minimize transition time to Reverse IDLE
(that is higher) without penalizing too much landing distance if TRAS is not operated
• Ground IDLE: is selected when WOW is true for more than 5 seconds

When TL is at Reverse IDLE detent engine control is scheduled on N2K values that are defined to
keep core speed enough high to allow acceptable transition time to MAX REV thrust setting
 POWER MANAGEMENT

Detent Rating Control Variable

MREV Max Reverse N1K = f(Alt, Ma)

R/IDLE Reverse IDLE N2K = f(Alt)

Min WF such that

N2K ≥ 61.3%
Ground IDLE
N2 ≥ 55.8%
WF ≥ 200 pph

Landing IDLE N2K = f(Alt)

IDLE
Approach IDLE N2K = f(Alt)

Min WF such that

PS3 ≥ f(Alt, Bleed)
Flight IDLE
N2K ≥ 64.3%
WF ≥ 200 pph

MCL Max Climb N1K = f(Alt, Ma, Dtamb, Bleeds)

NTO Take Off N1 = f(Alt, Ma, Dtamb, Bleeds)

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

 POWER MANAGEMENT

Takeoff Thrust – Normal

N1 SPEED VARIED AS FUNCTION OF:

ALTITUDE

&

TEMPERATURE

TO MAINTAIN CONSTANT TAKEOFF

THRUST OF 12700 LBS
 THRUST RATING

Selected via MCDU

Possibilities:

•TO-1, TO-2, TO-3

•CLB-1, CLB-2

•CRZ

•CON

•GA
 THRUST RATING

FLEX TAKEOFF
 Takeoff Thrust – Flex Takeoff
• Pilot sets Delta Ambient Temperature
• New Temperature Sets Power Schedule Past Corner Point
• Thrust Is Derated – Simulating Hot Day Cutback

hot
hotday
daycutback
cutback
CORRECTED N1

Actual Flex
OAT OAT
 POWER MANAGEMENT
Flexible Take Off Thrust

• FADEC have the capability to provide reduced thrust at NTO flat. This is obtained by pilot input of a Flex TO
Assumed Temperature.
• This temperature is used by FADEC instead of actual SAT to determine NTO thrust and is echoed back to the
cockpit

• Initial entry of a Flex TO Temperature is possible when all the following condition are met:
– TLA at IDLE
– WOW true for at least 1 minute
– Airspeed < 65 Kts

• Once Accepted Flex TO Temperature can be modified until a Locking Flag is set. Lock is set when any of the
following condition occur:
– TLA at MCL or NTO flats
– WOW transition from True to False
– Aircraft Speed first exceeds 65 Kts and remains above 45 Kts for more than 0.480 sec.

• Flex Mode (Lock and Temperature) is then cleared when any of the following condition occur:
– TL moved from NTO flat (either direction)
– APR activated
– Airspeed > 65 Kts and TL below NTO flat
– WAI activated
 POWER MANAGEMENT

APR - Automatic Power Reserve

• This functionality provides a thrust increase on the operating engine in the event of an engine failure
• Additional thrust is provided at NTO (APR) and MCL (MXCN) detents. TLA scheduling is change
accordingly
• It is enabled and latched when both engine N1 are within 8% of NTO rating. Only local engine data is
required when APPROACH bit is set
• It is activated when
– Cross engine N1 drops 15% below local engine N1
– Cross engine Data Bus is lost
– Cross engine N1 is invalid
• It is cleared when cross engine N1 difference becomes less than 13%
• If not active, it is disabled when local N1 drops below 8% of NTO rating and:
– WOW is true and Wheel Speed < 60 KTS
– WOW is true for more than 1 minute
• APR activation can be invoked by throttles splitting
 ATTCS

ATTCS ARMED
ATTCS ENGAGED

TO-1 RSV

ENGINE FAILURE DETECTED

 POWER MANAGEMENT

AUTOMATIC POWER RESERVE

110

100
APR
MXCN
90
MPR
NTO
MCL
80

70
N1 [%]

60

50

APR Activated
40
All Engine Operative
30

20
-25 -15 -5 5 15 25 35

TLA [deg]
 POWER MANAGEMENT

MANUAL POWER RESERVE

MPR - Manual Power Reserve
110

100
• APR thrust can be manually selected by
advancing throttles up to MPR flat. This sets a 90
MPR

manual OEI latch that activate APR 80

NTO
MCL

70

N1 [%]
• Once MPR flat is reached, retarding throttle to
60
NTO flat will still provide APR thrust. MCL detent
50
will provide MXCN thrust as well.
40
After MPR Selection
Before MPR Selection
• OEI latch is cleared by further retarding throttles 30

below MCL flat

20
-25 -15 -5 5 15 25 35

TLA [deg]
Maximum thrust
available if desired by
throttle selection
FADEC
< MAIN STATUS ECS CPCS ELEC FLIGHT

FUEL HYDR ICE LIGHTS DOORS ENG/APU

TO 88% LINE 01 - WARNING 001

LINE 02 - WARNING 002
87.7 % N1 87.7 LINE 03 - WARNING 003
943 °C ITT 944 LINE 04 - WARNING 004
LINE 05 - CAUTION 001
LINE 06 - CAUTION 002
NO LINE 07 - CAUTION 003
SYNC LINE 08 - CAUTION 004
S S LINE 09 - ADVISORY 01
T V REV REV V T LINE 10 - ADVISORY 02
A IGN IGN
I
A/I A/I I A LINE 11 - ADVISORY 03
R B B R
T T LINE 12 - ADVISORY 04
LINE 13 - STATUS 001
87.9 % N2 88.0 % LINE 14 - STATUS 002
LINE 15 - STATUS 003
LINE 16 - STATUS 004
LINE 17 - STATUS 005
LINE 18 - STATUS 006
LINE 19 - STATUS 001
LINE 20 - STATUS 002
LINE 21 - STATUS 003
OIL TEMP
LINE 22 - STATUS 004
LINE 23 - STATUS 005
OIL PRS
LINE 24 - STATUS 006
APU RPM APU EGT
OIL QTY
90 % 180 °C
2,1 3.1
N1 VIB

1,7 2.4
N2 VIB
NORM
APU DOOR
FLOW FLOW
(lbs/hr) (lbs/hr) OPEN DEICE
FUEL
3784 3788
LINE 01 - WARNING 001
USED TOTAL USED USED
(lbs) (lbs) (lbs) LINE 02 - WARNING 002
LINE 03 - WARNING 003
7500 15000 7500
LINE 04 - WARNING 004
 ENGINE STARTING

Starting Process:
FADEC-observed Limits
below Idle on Ground:
1. Master Lever → ON
2. Mode Selector → RUN IGN → ON FFL → ON • Hot Start T45 > 810°C Starter
3. Start Switch → ON • Hung Start N2dot ↔ T45 Cutout
• No light off N2ind → T45 N2
0% 10% 20% 50% GI
 POWER MANAGEMENT

N1 Synchronization

• This functionality provides N1 synchronization between RH and LH engine in order to accommodate

throttle stagger and reduce cabin noise

• When Synchronization is enabled the RH engine (Slave) N1 reference is biased to match LH engine
(Master) N1 reference.
• Maximum allowed bias is ± 2.36% relative to N1 reference corresponding to actual Slave TL position
• N1 Synchronization is enabled when:
– IDLE <= TLA < MCL detents
– APR not active
– No OEI indication
– Delta N1 reference between Master and Slave < 1.42%
• If delta N1 reference between Master and Slave becomes higher than ±2.36%, Slave engine N1 will
remain biased until Synchronization is disabled
• Slave engine control modes different from N1 reference (N2K, min PS3 etc.) will take priority over N1
synchronization reference
 POWER MANAGEMENT

N2 Overspeed Protection

This system prevents engine core speed to overcome its overspeed threshold (102%)

• Two overspeed electronic circuit within FADEC, but independent from CPU receive N2 signal by
two different transducers.

• When both circuits detect N2 overspeed the FMU shut off solenoid is energized causing an engine
flame out. FADEC will detect flame out and turn ignition ON. When N2 falls below the overspeed
threshold, the FMU solenoid is de-energized to allow engine re-light

• The overspeed system latches fuel shut off if three N2 overspeeds are detected within 30 second

• System is tested at each ground starting and before flight and is activated at each shut down on
ground
 FAULT DETECTION

Maintenance Manual Fault Isolation Page

Fault Message

Bit Code

Fault Description