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N1 or N2 in sync with each other. The engine synchronizer must
not be used during takeoff, landing, or single-engine operations.
If N1 is selected, SYNC green or amber EI will illuminate between the
N1 indicators. If N2 is selected, SYNC green or amber EI will illuminate
between the N2 indicators. The light will be green if the landing gear is
up and amber if the gear is down. ENG SYNC should be OFF for takeoff
and landing; therefore, the amber color is to alert the crew to turn
the synchronization system off if the landing gear is down.
CAS Color Description
APR FAULT White APR fault is detected in the associated (L or R)
DEEC.
Pilot’s Manual
2-8 PM-132A
Synchronization is accomplished by maintaining the speed of the slave
engine in sync with the speed of the master engine. The master engine
is determined and so designated during installation.
The following criteria must be satisfied before the system will operate:
• The ENG SYNC switch is set to N1 or N2.
• The difference between the N1 speed of each engine is no more
than 5%.
• Thrust reversers are stowed.
• APR is disarmed.
Deviating from any of these criteria will cancel engine synchronization.
Electrical power for the ENG SYNC switch is 28-vdc supplied through
the 1-amp SYNC SW circuit breaker located within the ENGINE group
of the pilot’s circuit breaker panel.
ENG CMPTR SWITCHES
The DEECs are controlled by the L and R ENG CMPTR switches located
in the respective L and R ENGINE panels. Normally, the switches
are left in the ON position. The ON position allows full DEEC authority
of engine operation through inputs with the pilot’s primary TLA. If
normal engine control is not satisfactory, the engine can be operated in
the manual mode.
The manual mode can be activated by placing the ENG CMPTR switch
to either MAN or OFF. If the ENG CMPTR switch is placed in the MAN
position, the manual mode solenoid (within the hydromechanical fuel
control unit) is deenergized closed, the engine fuel control is in the
manual mode and the DEEC is no longer controlling the engine. However,
if electrical power is still available, the DEEC will monitor N1 and
N2 and provide ultimate overspeed protection. If the ENG CMPTR
switch is placed to OFF or electrical power is lost, operation is the same,
except the ultimate overspeed protection is no longer available. The
OFF position of the ENG CMPTR switch disconnects power to the
DEEC.
Pilot’s Manual
PM-132A 2-9
SURGE BLEED CONTROL
A surge bleed control system for each engine is installed to prevent
low-pressure compressor surge. Each system consists of two externally
mounted surge valve control solenoids and an internally mounted
surge bleed valve. During normal operation, surge bleed valve position
is controlled by the DEEC via the solenoid control valves. Once the
DEEC transfers to manual mode, the surge bleed valve will go to the
1/3-open position.
FUEL HEATER /OIL COOLER
Each engine is equipped with a fuel heater/oil cooler. The fuel heater/
oil cooler is provided for the purpose of heating the fuel sufficiently to
prevent ice formation in the engine system, and to provide oil cooling
to the planetary gearbox. The fuel heater/oil cooler is of a liquid-toliquid
design utilizing the engine lubricating oil as a source of heat to
warm the fuel. This heat transfer conversely cools the oil.
Fuel heater/oil cooler faults are detected by the Data Acquisition Unit
(DAU). The DAU interprets the temperature as a function of engine oil
temperature and uses the result to illuminate a CAS.
The following CAS illuminations are specific to the fuel heater/oil
cooler:
CAS Color Description
FUEL HEATER Amber The fuel heater, on the associated (L or R)
engine, is not keeping the fuel warm enough.
FUEL HEATER White The fuel heater, on the associated (L or R)
engine, is heating the fuel too much.
Pilot’s Manual
2-10 PM-132A
ENGINE OIL SYSTEM
Oil for engine lubrication is drawn from the engine oil tank by the oil
pump. The oil is output from the pump through a filter, a pressure regulator
valve, an oil-to-air cooler, and a fuel heater/oil cooler. The oil-toair
cooler is a three-segment, finned cooler that forms the inner surface
of the fan duct. From the oil-to-air cooler, the oil flow is divided so that
part of the oil is directed to the accessory drive and transfer gearboxes,
and the engine shaft bearings. The remaining oil is diverted to a fuel
heater/oil cooler and then to the planetary gearbox.
The oil filter assembly incorporates a bypass valve and an electrical
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