V2500 LINE AND BASE MAINTENANCE

Power Management

CHAPTER 6

POWER MANAGEMENT
ATA 76

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OBJECTIVES

1. Describe the purpose of the Power Management System.

2. Describe the purpose of the EEC/Fuel System interface.
3. Identify Line Replaceable Units (LRUs).

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Power Management

OVERVIEW

The Power Management System is designed to allow control of

engine power either through manual or auto throttle authority.

Engine throttle control levers are located in the center console of

the flight deck.

Auto-thrust mode does not provide motorized movement of the

throttle levers with changes in engine thrust settings.

Thrust levers are equipped with a disconnect button that

disengages auto-thrust.

Each thrust lever drives dual throttle resolvers. The two resolvers
convert the mechanical movement of the thrust lever into an
electrical signal to the EEC. Each resolver output is dedicated to
one EEC channel.

The Throttle Lever Angle (TLA) is the input to the resolver. The
resolver input fed to the EEC is known as the Throttle Resolver
Angle (TRA). The relationship between the TLA and TRA is linear.

1 degree TRA = 1.9 degree TLA

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Power Management

ENGINE POWER SETTING

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THROTTLE CONTROL SYSTEM

The Throttle Control System consists of the throttle control lever,

the mechanical box, and the throttle control unit.

The throttle control lever moves over a range of 65°. Throttle control
lever movement is transmitted through a control rod to the
mechanical box. The mechanical box uses soft detents, which
provide the selected engine rating position.

Another control rod from the mechanical box transmits the output to
the throttle control unit. The throttle control unit incorporates two
resolvers and six potentiometers.

The output from the potentiometers provides TLA signals to the

aircraft flight management computers.

A rig pin position is provided on the throttle control unit for rigging
the resolvers and potentiometers.

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THROTTLE CONTROL SYSTEM

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THROTTLE CONTROL MECHANISM

The throttle control lever moves over a range of 65° from -20° to Auto-Thrust System (ATS)
+45°. An intermediate retractable mechanical stop is provided at 0°.
The ATS can only be engaged between 0° and +25°.
Forward Thrust Range
• Twin-engine operation is between 0° and 25° (Max CL)
The forward thrust range is from 0° to +45°.
• Single engine operation is 0° to 35° (FLX/MCT)
• 0° = forward idle power
Thrust Rating Limit
• 45° = Take-Off/Go-Around power (TOGA)
Thrust rating limit is computed according to the thrust lever position.
Two detents are provided in this range. If the thrust lever is set in a detent, the FADEC will select the rating
limit corresponding to this detent.
• Max Climb (CL) at 25°
If the thrust lever is set between two detents, the FADEC will select
• Max Continuous/Flexible (de-rated) take-off power at 35º the rating limit corresponding to the higher detent.

Reverse Thrust Range

Lifting the reverse latching lever allows the throttle to operate in the
range 0°–20°. A detent at -6° corresponds to thrust reverse deploy
commanded and reverse idle power. Maximum reverse power is
provided at -20°.

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ENGINE CONTROL – THROTTLE SETTING

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BUMP RATING PUSH BUTTON

Dependent upon customer option, some throttle control levers are When the bump rating button is selected, the letter B appears next
provided with “bump rating” push buttons, one per engine thrust to the associated EPR display.
lever. This enables the EEC to be re-rated to provide thrust
increase of up to a 6.5 percent in hot day conditions. The bump rating is activated under the following conditions:

The bump rating button can be selected when the following • bump rating is initially selected on the ground
conditions are met:
• thrust lever set above FLX/MCT
• aircraft is on the ground
• aircraft is within the take-off envelope.
• engines are running
In flight, the bump rating is de-activated when the thrust lever is
• engine is in Engine Pressure Ratio (EPR) mode moved from the take-off detent to or below max continuous thrust.
However, the thrust bump function can be re-activated if the thrust
• bump push button located on either thrust lever is actuated. levers are set back to the TOGA position.

Actuation of either push button switch will generate a digital signal NOTE
to both EECs via the Engine Interface Unit (EIU) and select both
engines for bump rating. Use of the bump rating function must be recorded and tracked by
power plant engineering, as it affects the life cycle of Life Limited
Bump ratings can be deselected at any time by actuating the bump Parts (LLP).
rating push button again, as long as the aircraft is on the ground
and the thrust lever is not set to the TOGA position.

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Power Management

BUMP RATING PUSH BUTTON LOCATIONS

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OVERVIEW
Flexible Take-Off (FLX)
In some instances, the aircraft takes off with a lower weight than the
maximum permissible take-off weight. When this happens, it can
meet the required performance with a decreased thrust that is
adapted to the weight. This is called Flexible Take-Off (FLX) and
the thrust is called Flexible Take-Off Thrust (FLXTO). The use of
FLXTO saves engine life.
The maximum permissible take-off weight decreases as
temperature increases. It is then possible to assume a higher
temperature would decrease the take-off thrust rating to a level
required by the actual take-off weight. This is called Flexible, or
Assumed, Temperature and is entered into the Multipurpose
Control and Display Unit (MCDU) “PERF TO” page for the EEC to
adapt the thrust to the desired level. Thrust cannot be reduced by
more than 25 percent of the full rated thrust when using FLX.
Once FLX is selected via the MCDU, it is activated by placing the
thrust levers into the Flexible/Maximum Continuous Thrust
(FLX/MCT) detent.
On The Ground
The engine runs at the FLXTO rating if the crew has selected a
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flex take-off temperature on the MCDU that is higher than the actual
Total Air Temperature (TAT). Otherwise, the engine produces MCT.
After Take-off
The pilot can change from the FLX to MCT rating by moving the
thrust lever from the FLX/MCT detent to the TOGA or Climb (CL)
detent, then back to FLX/MCT. After that, the FLX rating cannot be
used.
Setting the thrust lever out of the FLX/MCT detent without reaching
the TOGA or CL detent has no effect. The pilot can always demand
maximum take-off thrust by pushing the thrust lever all the way
forward, to the TOGA position.
NOTE
If both a bump and a FLX are selected, the bump take-off level shall
be activated in the take-off detent and the flex take-off level in the
FLX/MCT detent.
A change in FLEX temperature during take-off has no effect on the
thrust.
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FLAT RATED THRUST CONTROL AND MODIFICATION INPUTS

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EEC/FUEL SYSTEM INTERFACE

The EEC/Fuel System Interface allows the thrust resolver reading to

be converted to a signal that alters the fuel flow.

Movement of the throttle control lever is sensed by the dual

resolvers, which signal the TRA to the EEC.

The EEC computes the fuel flow, which will produce the required
thrust based on the parameters shown in the chart.

The computed fuel flow request is converted to an electrical current

(I), which drives the torque motor in the Fuel Metering Unit (FMU).
The FMU modulates fuel servo pressure for moving the Fuel
Metering Valve (FMV) to provide the required fuel flow.

A dual resolver, or Rotary Variable Differential Transducer (RVDT),

located in the FMU senses the movement of the FMV. This RVDT
translates the FMV movement into an electrical signal that is fed
back to the EEC.

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EEC/FUEL SYSTEM INTERFACE

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BASIC CONTROL LOOP

The EEC uses closed loop control based on EPR, or N1 if EPR is The WF error is converted to an electrical current (I), which is sent
not available. to the FMU to drive the torque motor. This moves the FMV to
change the fuel flow. The change in fuel flow causes the engine to
accelerate/decelerate and brings about a change in actual EPR.
EPR Closed Loop Control

This process continues until EPR target equals EPR actual, and
The EEC computes a target EPR as a function of the following
there is no EPR error.
parameters.

• Thrust Resolver Angle TRA NOTE

• Ambient temperature Tamb The EEC controls the change rate of fuel flow, and thus
acceleration/deceleration times, as a function of the rate of change
• Engine air inlet temperature T2 of HPC speed (N2).
• Altitude Alt

• Mach Number Mn

The EPR target is compared to actual EPR to determine the EPR

error. The EPR error is converted to a rate-controlled fuel flow
command (WF), which is compared with the current measured fuel
flow (WF actual) to produce the WF error.

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POWER SETTING – EPR/N1 CLOSED LOOP CONTROL

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ALTERNATE ENGINE CONTROL

N1 Mode Automatic Reversion N1 Rated Mode

The EEC will automatically revert to either N1 rated- or N1 unrated-
control mode if it is unable to control thrust in the primary EPR
mode.
At the reversion to either N1 mode, thrust equivalent to that
achieved in EPR mode is provided until a thrust lever position
change.
NOTE
Auto-thrust control is lost at N1 reversion.
An automatic reversion to N1 rated mode occurs if sensed EPR
(either P2 or P4.9) is not available.
Upon an automatic reversion, the upper ECAM displays the
following:
• amber “XX” replaces the EPR indication for the engine where
the automatic reversion took place
• ENG 1(2) EPR MODE FAULT message
• actions required by the pilot, which include the manual
selection of N1 mode on both engines and the manual
adjustment of thrust.

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LOSS OF EPR CONTROL

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ALTERNATE ENGINE CONTROL (CONT.)

N1 Mode Manual Selection on Both Engines

N1 mode is manually selected by actuating push buttons labeled N1 • an amber index displays on the N1 indication gauge to
MODE, located on the ENG overhead panel in the flight deck. indicate the take-off N1 limit.

When both have been selected to N1 control mode, the engines will
provide the required thrust levels dictated by the throttle lever
physical position.

Thrust ratings are achieved as in the EPR mode by placing the

thrust levers in their corresponding detents.

When both engines have been selected to N1 rated mode, the

indications on the upper ECAM display as follows:

• EPR indication of both engines is not available and is replaced

with amber X symbol

• N1 MODE rating limit is displayed, instead of the EPR rating

limit, on the upper right-hand corner of the upper ECAM display

• on the N1 indication gauge a white circle displays to indicate

predicted N1 speed related to thrust lever position

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N1 MODE MANUAL SELECTION

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ALTERNATE ENGINE CONTROL (CONT.)

N1 Unrated Mode

If either T2 or altitude data is lost in addition to losing EPR

parameters, the EEC automatically reverts to N1 unrated thrust
control.

The N1 unrated thrust control requires the thrust to be set manually

to an N1 speed. An engine overboost situation can occur in this
mode at the full forward thrust lever position. N1 rating limits are no
longer computed.

N1 unrated mode indications are displayed on the upper ECAM

screen as follows:

• EPR indication of both engines is not available and is replaced

with amber “XXs”

• N1 mode rating limit percentage display is replaced with an

amber “XX”

• amber index on the N1 indication gauge representing take-off

limit is lost

• thrust limit mode display changes from cyan to amber.

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N1 UNRATED MODE SCHEMATIC

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THRUST MODES Memo Mode

The engine operates in one of three thrust modes: auto, memo or The Memo mode is entered automatically from auto mode under
manual. Entering or exiting these three modes is controlled by one of these conditions:
inputs to the EIU.
• the EPR target is invalid
Auto Thrust Mode (A/THR)
• one of the instinctive A/THR disconnect buttons on the throttle
A/THR is available when thrust levers are set between idle and is activated
climb when the aircraft is in flight during two-engine operation.
• auto thrust is disconnected by the EIU.
After take-off, the throttle is pulled back to the max climb detent
position, activating the auto-thrust system. The Flight Management In the Memo mode, the thrust is “frozen” to the last actual EPR
Guidance Computer (FMGC) will then provide the EEC with an EPR value and will remain frozen until the throttle lever is moved
target to provide one of the following thrust levels: manually, or auto thrust is reset.

• max climb Manual Thrust Mode

• optimum Manual Thrust mode is entered whenever the conditions for AUTO
are not present or once the thrust levers are moved while in the
• minimum Memo mode. In Manual mode, thrust is a function of throttle lever
position.
• aircraft speed (Mach number) in association with the autopilot.
NOTE

Auto thrust active range extends to FLX/MCT detent point during

single engine operation.

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THRUST MODE SETTING

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THRUST MODES (Cont.)

Alpha Floor Protection

If an aircraft stall is imminent, the A/THR sets the engine power to

maximum, regardless of actual throttle position. The thrust level
provided by the Alpha Floor Protection is equal to maximum EPR
level at TOGA.

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ALPHA FLOOR PROTECTION DISPLAY

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THRUST MODES (Cont.)

Automatic Mode

In A/THR function active, the FMGC calculates thrust. The thrust is

limited to the value corresponding to the thrust lever position,
unless Alpha Floor Protection mode is activated.

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AUTOMATIC MODE

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THRUST MODES (Cont.)

Manual Mode

The engines are in the Manual mode when the A/THR function is in
one of the following conditions:

• not armed

• armed and not active (thrust lever is not in the operating range
and there is no alpha floor).

In these conditions, each engine is controlled by the position of the

thrust lever. The pilot controls thrust by moving the thrust lever
between IDLE and TOGA position. Each position of the thrust lever
within these limits corresponds to an EPR rating.

When the thrust lever is in a detent, the corresponding EPR rating is

equal to the EPR rating limit computed for that engine.

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MANUAL MODE

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