CL604 Thrust Reverser Troubleshooting

ATA 78-30-00 Thrust Reverser https://customer.aero.bombardier.com/smartfixplus/cl604/cl604/ch...
03/29/16
Overview
The thrust reversers are normally used during landing rollout and serve as additional means
of stopping the airplane, complementing the main wheel brakes.
Each thrust reverser is fitted at the discharge end of the fan bypass duct. It provides reverse
thrust by blocking and redirecting fan bypass airflow in the forward direction through a series
of cascade vanes.
The system gives control of a thrust reverser if it extends in flight. Protective features in
the system guard against initiation of reverser deployment in flight as well as application of
high levels of reverse thrust in the event of uncommanded reverser deployment in flight.
If the thrust reverser extends when there is no selection, the system will pull the
throttles back automatically to reduce the level of reverse thrust.
The thrust reverser actuating system uses pneumatic power from the engine 14th-stage bleed
air. It serves to provide reversible linear positioning of the reverser torque box through an
arrangement of four ballscrew actuators. They are moved by a closed-loop system of rotary
flex shafts.
The ballscrew actuators which are attached to the thrust reverser torque box move the
thrust reverser rearward to extend or forward to retract. The blocker doors are installed
around the inner surface of the torque box and turn on hinges.
The blocker doors are pulled into position around the core cowls by link arm
assemblies which are installed in the fixed core cowl. When the thrust reverser is in the
extended position, the blocker doors stop the bypass air and turn it in a forward
direction through the cascades in the torque box.
The flex shafts are driven by a pneumatic drive unit equipped with a primary brake
mechanism and an integral flex shaft lock unit.
1 von 31 06.08.20, 05:21

2 von 31 06.08.20, 05:21

Thrust Reverser Control

Throttle Quadrant
Thrust reverser deployment and control of reverse thrust levels is accomplished by the thrust
reverse (T/R) lever mounted on each throttle lever. Each lever is normally held down in the
STOW position by a mechanical lever safety lock, which is released by depressing on a
release trigger. Raising the thrust reverse lever is possible only in the IDLE position of the
throttle lever. This action simultaneously locks the thrust reverse lever in that position.
The thrust reverse lever can initially be raised up to 20° only, where it contacts a spring-
loaded solenoid stop that acts as a lever lock. Only after the solenoid stop has been released
by the control system can the thrust reverse lever be raised to obtain up to approximately 80°
PLA at the FCU.
DEPLOY/STOW Command Microswitch
Each thrust reverse lever operates a microswitch that supplies electrical commands to the
3 von 31 06.08.20, 05:21

control system to deploy or stow the thrust reverser according to the lever position.
Each DEPLOY/STOW microswitch sends out a DEPLOY command to a pneumatic drive unit
(PDU) when the reverse thrust lever is raised up near the 20° solenoid stop. It also gives a
STOW command to the PDU whenever the T/R lever is lowered down.
GND SPOILERS/THRUST REVERSER Control Panel
On the spoilers/thrust reverser panel are two toggle switches and two switch/lights above the
placard THRUST REVERSER. The spoilers/thrust reverser panel is located to the left of the
spoiler lever, at the middle of the center pedestal. Each toggle switch has two positions, OFF
and LH ARM/RH ARM.
Each switch is used to arm the associated reverser circuit, so as to enable the reverser to be
deployed when all the relevant conditions co-exist. It is described later. If the switch is in the
OFF position, reverser deployment is not possible. It should be noted that this switch need not
be in the ARM position for stowing the reverser at any time.
The two switch/lights are marked UNLK and each may be pushed in to provide emergency
stow action of the associated reverser.
The amber UNLK light in each switch/light indicates an uncommanded deployment of the
associated reverser.
03/29/16
4 von 31 06.08.20, 05:21

Thrust-Reverser Actuating System

Engine bleed air from the 14th stage is changed to mechanical power by the pneumatic drive
unit (PDU). This mechanical power is transmitted through flexible drive shafts which operate
four ballscrew actuators. The ballscrew actuators operate in a linear direction to extend
(deploy) and retract (stow) the thrust reverser.
Pneumatic Drive Unit
A combined unit consisting of a flex shaft lock and a pneumatic drive unit (PDU) converts
14th-stage bleed air pressure into rotary mechanical power. This power is used to actuate the
remainder of the thrust reverser system components.
The PDU includes three pressure regulators, a shutoff valve, an air motor, a directional valve
actuator, a brake, an internal feedback mechanism, a latching deploy/stow-solenoid valve, a
brake indicator switch, a poppet valve, a spur gearbox and a flex shaft lock.
The flex shaft lock assembly which is part of the PDU is made of a solenoid valve, a flex shaft
lock indicator switch, a shaft, a cam shaft, a lock actuator, a manual release and a manual
drive adapter.
5 von 31 06.08.20, 05:21

PDU Brake Microswitch
This switch is located on the spring-loaded motor brake of the PDU, and makes contact when
the brake is released.
PDU Flex Shaft Lock Microswitch
This switch is located on the flex shaft lock of the PDU, and is operated by the lock piston
when the lock plunger is released.
Ballscrew Actuator
Each of the four ballscrew actuators consists of a ballscrew assembly supported in a housing
assembly by thrust bearings. Power is transferred from the input shaft to the ballscrew
assembly through a spur and bevel gear train.
The ball nut moves the threaded spindle in a forward and aft direction to operate the thrust
reverser. Mechanical power from the PDU is transmitted to the ballscrew actuator through the
flexible drive shafts. The threaded spindle is attached by a rod end bearing assembly to the
main track fittings. Each ballscrew actuator is attached by a gimbals to the inlet cowl to
prevent possible side loads during operation.
Flex shaft
The flex shaft system consists of five flexible shafts interconnecting all the major components
and forms a continuous loop which maintains a required synchronization during operation.
Two flexible shafts are connected between the PDU and the lower ballscrew actuators
and the other three connected between the remaining ballscrews.
The flex shafts consist of a flexible power core with hexagonal-shaped end fittings sheathed in
a corrosion-resistant steel flexible casing with captured flanges at each end that attach to the
ballscrew actuators.
6 von 31 06.08.20, 05:21

03/29/16
Blocker Doors and Cascades Links

The thrust reverser assembly is the component that is used to turn the bypass air in the
opposite direction. This helps to stop the aircraft during the landing. The part of the thrust
reverser system that changes the direction of the bypass air includes the components that
follow:
Blocker Doors
During thrust reversal the engine fan airflow exit nozzle is blocked by 10 blocker doors, which
direct fan airflow radially outward through the cascade vanes. When the thrust reverser is
stowed, these doors lie against the torque box inner skin to form part of the fan airflow exit
nozzle surface.
Each door is pinned to a pair of hinge fittings on the torque box and are actuated by the
translational motion of the thrust reverser. This causes the hinges to move the forward edge of
each door rearward relative to its trailing edge, which is constrained by a curved link
connected to the core cowl.
During deployment, these links rotate the doors radially inward so that their trailing edges seal
7 von 31 06.08.20, 05:21

against the core cowl.
Blocker Doors Housing-Assembly
There are 10 blocker door housing assemblies installed in the forward core cowl. The
mechanism for the blocker door links is contained in the blocker doors housing-assembly. The
mechanism operates through an assembly of springs and supports.
Link
Each blocker door link attaches to its applicable blocker door in the torque box. The link is
attached to the blocker door by a clevis pin, a washer and a cotter pin.
As the thrust reverser extends, the links pull the doors in to close the bypass duct and turn the
bypass air in the opposite direction.
Cascades
The cascades consist of six rectangular panels with a series of aerodynamic cascade vanes
and frames to redirect the flow of engine fan air forward over the nose cowl assembly.
The cascades are attached to the forward edge of the torque box and to the main and pylon
thrust reverser tracks to form an integral translating assembly.
8 von 31 06.08.20, 05:21

03/29/16
Track and Sliders Torque Box

When thrust reverser is deployed, the torque box is moved rearward on tracks. The torque
box transmits the reverser load from the cascades and blocker doors to the main tracks and
the pylon tracks. There are four main tracks held by eight slider blocks and two pylon tracks
that move on four slider blocks.
Torque Box Assembly
The torque box is a box-section ring located between the cascades and the translating cowl
doors and bounded at its end by rib closure fittings which attach to the upper and lower pylon
tracks. The torque box is supported by four dagger fittings, which protrude through the forward
frame to pick up the main tracks.
Extruded ring segments attach the cascades to the forward frame. Six interlock fittings on the
rear frame engage similar fittings on the forward edges of the translating cowl doors to locate
them axially around the torque box. The torque box has honeycomb sound-attenuation
panels which are attached to the inner skin. Blocker door hinge fittings are bolted to the
forward cap which is stabilized by internal reinforcing channels.
9 von 31 06.08.20, 05:21

The torque box functions as a primary structural support for the various thrust reverser
components. In the deployed position reverse thrust loading on the cascades and blocker
door hinges is transmitted to the torque box and redistributed to the main tracks and pylon
tracks. Thrust reverser inertia loads are transmitted around the torque box ring to the pylon
tracks. In the stowed position, exhaust nozzle pressure on the inner skin is transmitted by the
torque box to the main track sliders and service pylon.
Main Tracks
There are four main tracks and two pylon tracks that hold the torque box assembly during
movement. Each main track is attached to a ballscrew actuator at the forward end and to the
torque box at the rear end. The main track is held by two slider blocks that are attached to a
track support on the engine fan case. When the ballscrew actuator extends the main track
moves rearward. When the ballscrew actuator retracts the main track moves forward.
Pylon Tracks
The pylon tracks hold the inboard section of the cascades and make the hinge point for the
upper and lower translating cowl doors. The primary function of the pylon tracks is to transmit
thrust-reverser inertia loads through the sliders to the service pylons. Reverse thrust axial load
is also transmitted to the pylon by the operation of the track stops on the forward sliders. In
the stowed position, the tracks give continuity across the service pylon hoop loading.
Each pylon track has a lipped groove 0.125 in (3.18 mm) thick with different lugs and blades
machined from an aluminum bar. In the area where the cascade attaches, half of the groove
section is removed to give clearance for the auto throttle-retarder mechanism. This
mechanism is operated by a stainless steel cam attached with bolts in the cascade attach
blade on the upper pylon track.
Main and Pylon Track Slider-Blocks
On aircraft 5301, the upper pylon track is held by 10 slider blocks and the lower pylon track is
held by 10 slider blocks. On aircraft 5302 and subs, the upper pylon track is held by two one-
piece slider blocks. The lower pylon track is also held by two one-piece slider blocks.
There are two auxiliary slider block assemblies attached to the forward part of the service
pylon. Each of four main tracks is held by two slider blocks. These slider blocks are attached
to track supports which are installed on the engine fan case.
10 von 31 06.08.20, 05:21

11 von 31 06.08.20, 05:21

Auto Throttle-Retarder Control System

The auto throttle retarder control system part of the thrust reverser system and is
mechanically attached to the engine-mounted throttle-control linkage. If the flight compartment
throttle-lever is above the idle position and there is an accidental thrust reverser deployment,
the mechanical interlink cable will pull the throttle lever to the idle position. This prevents the
engine from producing more than idle power during the deployment stage.
The mechanism protects against high PLA (power lever angle) settings during thrust reverser
operation. This feature eliminates the undesirable risk of an engine producing high thrust
during any reverser transit, especially during deployment.
The system consists of a profiled steel track which acts as a linear cam, a cam-follower roller
on a bellcrank and a flexible cable. The cable is attached to the bellcrank at one end, and to
the throttle control box at the other.
Since the linear cam is attached to the reverser torque box, reverser operation either way will
move the linear cam forward or rearward. During deploy or stow operations, reverser travel
results in the cam-follower roller riding on the raised portion of the linear cam until the torque
box has reached the limit of its normal travel in that direction.
At this time, when the reverser is either fully stowed or fully deployed, the roller will slide down
a ramp and drop into one of the two detents located at the ends of the linear cam.
12 von 31 06.08.20, 05:21

Any time the roller is on the raised position of the linear cam, the cable is kept pulled by the
bellcrank. This response is fed into the throttle control box, and prevents any attempts by the
pilots to advance the throttle lever while the reverser is in transit. Such a pullback action, if
triggered when the throttle lever is far above IDLE, will retard the throttle lever to a position
near IDLE.
Since the power lever at the FCU and the throttle lever in the cockpit move very close to the
IDLE position, the engine thrust in turn will be reduced to a level not far above idle.
The ATR system has no effect on the throttle control mechanism, if the reverser is fully stowed
or deployed, if the cam-follower roller is in either the forward or the aft detent.
Auto Throttle-Retarder Control Cable
The flexible cable is attached to the bellcrank at one end and to the throttle control box at the
other end.
When the roller is on the raised flat part of the linear cam, the cable is kept pulled by the
bellcrank. This response is input to the throttle control gearbox, and if the throttle is moved
above idle a pull back of the throttle to idle will occur.
Auto Throttle-Retarder Control
The linear cam is a profiled steel track attached to the forward end of the upper pylon track.
The cam follower goes along this linear cam as the pylon track moves. The profile of the linear
cam is a flat raised part with lower detents at each end.
The linear cam is attached to the torque box, movement of the torque box will move the linear
cam. During deploy or stow operations, reverser travel moves the cam follower roller on the
raised flat part of the linear cam until the torque box has moved the limit of its normal travel in
that direction.
When the reverser is either fully stowed or fully deployed the roller will move down a ramp to
one of the two detents located at the ends of the linear cam. The auto throttle retarder control
system has no effect on the throttle control mechanism if the reverser is fully deployed or fully
stowed.
Bellcrank Assembly
The cam follower roller is attached to a bellcrank assembly which is attached to the service
pylon. This roller follows the linear cam as it moves.
The roller is attached to one end of the bellcrank assembly and the cable is attached at the
opposite end. When the roller is operated by the linear cam, the bellcrank pulls or releases the
cable, which operates the retard mechanism in the throttle control gearbox.
13 von 31 06.08.20, 05:21

Throttle Lockout
When the thrust reverser is not in the fully stowed position and the aircraft weight is on the
wheels the throttle lockout system prevents movement of the throttle lever above the flight idle
position.
A safety feature associated with the autothrottle retarder system is the throttle control lock.
This solenoid-operated lock is normally dormant, and the solenoid remains deenergized. The
lock is situated inside the throttle control box mounted on the engine.
The lock engages only when the solenoid is energized, and prevents a retarded throttle
control from being advanced beyond the IDLE position.
The solenoid will energize only in the unlikely event of the following conditions occurring
simultaneously:
Weight-off-wheels condition is being sensed

The reverser is away from the fully stowed position by more than approximately 0.75 in,
as sensed by the throttle lock microswitch
Thus, if a thrust reverser should start to deploy in flight, the ATR system would pull the throttle
control system close to idle. The throttle control lock would engage and lock it at the near-idle
position and prevent application of power by the crew.
Throttle Lockout Microswitch
14 von 31 06.08.20, 05:21

The throttle lockout microswitch is attached to the inlet cowl adjacent to the thrust reverser
lower-inboard main-track for the left engine or the lower-outboard main track for the right
engine.
The throttle lockout microswitch is operated by a cam follower which moves on the profile of a
linear cam. The linear cam is part of a casting that also holds the stow microswitch striker bolt.
The casting is attached to the thrust-reverser main-track actuator fitting. The linear movement
of the thrust reverser operates the microswitch.
Throttle Lockout Solenoid
The throttle lockout solenoid is in the throttle control gearbox. The throttle lockout solenoid
operates a locking arm that locks the auto throttle-retarder pulley and prevents the movement
of the throttle lever above the idle position.
03/30/16
Thrust Reverser Indicating and Warning

Stow Microswitch
On aircraft 5301 to 5340 pre SB 604-78-001, the stow microswitch is a double switch and is
installed on the inlet cowling near the forward travel range of the head of the lower-inboard
main track on the left engine (or the lower-outboard main track on the right engine).
On aircraft 5341 & subs and post SB 604-78-001, it is installed on the microswitch bracket
assembly. The bracket assembly is between the A4 and A4.5 flanges, adjacent to the lower
pylon track of the thrust reverser.
15 von 31 06.08.20, 05:21

The stow microswitch has a plunger. On aircraft 5301 to 5340 pre SB 604-78-001, it is
pushed in when the thrust reverser is in the fully stowed position by an adjustable striker bolt
on the track. On aircraft 5341 & subs and post SB 604-78-001, the thrust reverser is in the
fully stowed position by a striker plate on the lower pylon track.
Deploy Microswitch
The deploy microswitch is a double pole double throw switch. It is installed on the fan stator
case near the aft travel range of the head of the same track as for the stow microswitch.
The deploy microswitch plunger is pushed in when the thrust reverser is in the fully deployed
position by an adjustable striker bolt on the track.
Throttle Lockout Microswitch
The throttle lockout microswitch is a double pole double throw switch.
On aircraft 5301 to 5340 pre SB 604-78-001, it is installed on the inlet cowling above the
stow microswitch. The throttle lockout microswitch has a plunger with a roller. The plunger is
pushed in the stowed position by contact with a shoe shaped cam bolted to the main track
attachment link.
On aircraft 5341 & subs and post SB 604-78-001, it is installed on the microswitch bracket
assembly below the stow microswitch. The throttle lockout microswitch has a plunger. The
plunger is pushed in the stowed position by contact with striker plate on the lower pylon track.
The microswitch makes contact when the track has moved approximately more than 0.75
inch.
16 von 31 06.08.20, 05:21

03/29/16
System Operation
The thrust reverser system is controlled from the flight compartment by levers
attached to the throttles. The levers are locked in flight and can only be operated when
the aircraft is on the ground. If the thrust reverser extends in flight accidentally, an
emergency system will retract the thrust reverser automatically.
The thrust reverser system comprises provisions for normal deployment and stowing of the
reverser as well as automatic and emergency stowing in the event of an uncommanded
deployment both in flight and on the ground. If the thrust reverser is not fully retracted in
flight it will prevent selection of the throttle lever above IDLE.
The thrust reverser conditions are shown on the Engine Indication and Crew Alerting
System (EICAS). The thrust reverser will extend when the thrust reverser lever is
moved from the stow position.
The thrust reverser system can only be deployed under weight-on-wheels and/or wheel spin-
up is over 16 knots conditions. With these signals supplied from the landing gear control unit
and/or the brake antiskid system 'wheels-spin-up' signals, the inboard wheel signals are
controlling the LH reverser, the outboards, and the RH reverser.
In addition, safeguards in the circuit preclude in flight initiation of deploy-commands by the

flight crew. They also prevent advancement of the affected throttle lever above the idle
position approximately, should a reverser become deployed even partially in flight.
Deployment
To select a reverser deployment, the system is first armed by selecting its toggle switch to
ARM with the respective 14th-stage bleed valve open.
When the ARMED switch on the center pedestal is selected to ARMED it will arm the
PDU. The PDU will then accept a selection and make it possible to extend the thrust
reverser. The associated green EICAS status message reading ARMED comes on if the two
conditions above are satisfied, to confirm the reverser status.
With the system armed and the airplane on the ground and/or the wheels spinning, the T/R
lever is next raised, depressing the deploy/stow microswitch and initiating a deploy command
as stated above. The LH and RH reverser deploy circuits can be maintained electrically
activated as above, by the I/B and O/B A/Skid 'wheels-spinup' signals respectively, in the
event of a bouncy landing or a loss of WOW signal.
17 von 31 06.08.20, 05:21

This completes the circuits to energize both the arm and deploy solenoids on the PDU. It
results in the release of the flex shaft lock and the supply of 14th-stage bleed air to both the
directional valve and the arming port of the inlet valve.
In addition, an integral mechanical interlock in the throttle quadrant drives the throttle control
cables to move the throttle system, including the PLA, to a position slightly above IDLE. It
simultaneously restrains the thrust lever from being moved to any position other than IDLE.
The directional valve now moves to the deploy position while the inlet valve opens allowing air
to release the air motor brake and drive the PDU shaft towards the deploy position.
The release of the flex shaft lock operates the associated lock indicator switch. It causes an
amber REV to appear in the corresponding N1 dial on the EICAS primary page to illuminate.
The release of the brake operates the brake switch. Both of these switches complete parallel
circuits to illuminate the same message. The icon will always be amber in color when the
thrust reverser is not retracted. When the thrust reverser is fully retracted the color of
the icon will change to green.
At the same time that the circuit is completed to the WOW and wheel spin-up relay, a circuit is
also completed to close the wing and engine-ice shut-off valves. The bleed air from the 14th-
stage is not sufficient to supply the anti-ice and thrust reverser systems at the same time. The
anti-ice systems are prevented from operation during thrust reverser operation and for five
seconds after the thrust reverser is retracted.
The 14th-stage bleed air goes into the lock actuator when the arming solenoid valve is
energized. The lock actuator operates and retracts the lock pin from the lock cam and permits
the lock cam to turn freely. Indication of the lock pin position by the unlock microswitch is
shown on the EICAS by a L/R REV UNLOCKED indicator. When the lock actuator is operated
it allows bleed air to go to the arming port of the PDU.
The arming air goes through the orifice No. 1 to the directional control valve. The directional-
control bleed-off pressure-regulator controls this pressure. The pressure-regulator will control
the bleed-off pressure necessary to operate the directional valve actuator and give protection
to the feedback mechanism.
The latching stow/deploy solenoid-valve is open. The directional valve actuator is

pressurized and moves off the feedback mechanism to the deploy position. The
feedback mechanism turns the directional valve at the air motor to the fully open
(deploy) position. At the same time the feedback cam moves to the deploy side of the
stow and deploy dump valves.
The arming air goes through the orifice No. 2 into the inlet valve actuator, which opens
the inlet valve poppet. The inlet-valve bleed-off pressure-regulator controls the
pressure downstream of this orifice in the inlet valve actuator. The pressure regulator
controls the pressure required to give the necessary air motor inlet pressure as sensed
by the downstream pressure of the inlet valve poppet.
The inlet air goes through the directional valve, which has been set in the fully open
(extend) position. This will turn the air motor in the extend direction. The inlet air will
also go through a self-cleaning filter and the orifice No. 3 to the brake actuator. The
brake-control bleed-off pressure-regulator controls the brake actuator pressure
downstream of the orifice. The bleed air will pressurize the brake actuator to release
the brake and operate the microswitch. Indication that the thrust reverser is unlocked
18 von 31 06.08.20, 05:21

is by the brake indicator microswitch, shown on the EICAS by a L/R REV UNLOCKED
indicator.
As the reverser starts moving away from the stowed position, one more parallel circuit to this
light is completed through one of the contacts of the stowed microswitch. The switch is
released due to the motion of the lower right main track.
A shoe-shaped cam is fitted on the lower-right main track. When the reverser moves more
than one inch approximately from the fully stowed position, the cam releases the throttle lock
microswitch. The switch arms the normally dormant throttle control lock solenoid circuit, and
provides a fourth ground to the above light.
As the reverser starts moving, the ATR cable is actuated as described earlier. It exerts a pull
force on the cable connected to the throttle control box. As the reverser travels towards the
fully deployed position, the PDU internal feedback drives the directional valve towards the null
position, thereby slowing the air motor.
When the reverser is fully deployed, the valve moves to null. This stops air flow to, and the air
exhaust from the air motor. The deploy dump valve is also opened at the same time by the
PDU feedback. It bleeds off air from the pneumatic brake release actuator, and allows the
brake to reengage due to spring force. These actions stop and prevent all further reverser
mechanism travel.
In the deployed position, the deployed microswitch is depressed by a striker bolt on the lower
right main track. One contact of this switch now completes the circuit to change the color of
the REV icon at the N1 dial on the EICAS primary page, from amber to green.
The other contact causes the T/R lever lock solenoid to energize, thus releasing the stop. Full
movement of the T/R lever is now possible to enable up to 80° PLA at the FCU, thus providing
higher levels of reverse thrust, depending on T/R lever selections.
Stowing
When the thrust reverser lever is operated to the stow position, the deploy/stow microswitch
operates. The microswitch opens the circuit to the WOW solenoid and the deploy side of the
latching stow/deploy solenoid-valve in the PDU. The WOW solenoid and the deploy (extend)
side of the latching stow/deploy solenoid-valve in the PDU de-energize.
The deploy microswitch closes the circuit to the stow (retract) side of the latching stow/deploy
solenoid valve in the PDU, which energizes.
When the stow (retract) solenoid in the latching stow/deploy solenoid-valve is energized, the
bleed air supply to the directional valve actuator is stopped. The directional valve actuator
spring moves the feedback mechanism to the stow (retract) position as the directional valve
actuator is bleed.
The feedback cam is on the stow side of the stow and deploy dump valves and closes them.
The closed dump valves permit inlet air to pressurize the brake actuator, which releases the
brake and operates the brake microswitch.
The directional valve, which is fully open for retraction, directs the bleed air to the air motor to
retract the thrust reverser. The air motor turns the flexible shaft assemblies and retracts the
ballscrew actuators.
19 von 31 06.08.20, 05:21

As the thrust reverser moves from the fully extended position, the deploy microswitch circuit
opens and the REV icon which was green in color becomes amber.
The air motor turns in the retract direction and moves the feedback screw through the
feedback mechanism. When the feedback nut goes to the end of its free travel, it engages on
the feedback yoke. The feedback yoke will move to override the selection made by the
directional valve actuator and move it back to cancel the retract selection. When the thrust
reverser is almost at the fully retracted position, the inlet airflow to the air motor decreases
and causes it to go slower.
When the ballscrew actuators are at 0.125 in (3.175 mm) from the dog stops, the stow
microswitch operates to remove electrical power from the arming solenoid valve. The arming
solenoid valve stops the bleed air supply and bleeds the lock actuator. The spring in the lock
actuator moves the lock pin to the locked position and operates the unlock switch.
The thrust reverser continues to move in the retract direction, as the inlet valve actuator slowly
bleeds through orifice No. 2 and the vent in the lock actuator. When the stow dog stops touch,
the directional valve actuator is not fully closed, which causes the air motor to make stall
torque.
The pressure in the inlet valve actuator decreases as the inlet valve poppet closes, and the
pressure decreases to the brake actuator. The brake operates and locks the torque into the
flexible shaft assemblies.
The brake indicator switch in the PDU causes the amber colored REV icon to go off. When the
ARMED switch is moved to the OFF position, the circuit to the WOW relay contact opens and
the throttle lock solenoid is de-energized.
Auto Stow
If there is an unwanted movement of the thrust reverser away from the fully retracted (stowed)
position, the stow microswitch operates to energize the arming solenoid valve. The electrical
supply also energizes the retract solenoid of the latching stow/deploy solenoid-valve in the
PDU through the normally closed contacts of the throttle deploy/stow switch. The thrust
reverser is moved to the stowed position automatically.
Reverser Unlocked, Emergency Stow
If the thrust reverser becomes unlocked and the thrust reverser was not armed or selected by
movement of the thrust reverse lever, a L/R REV UNLOCKED indication will be shown. The
indication will be shown on the primary EICAS screen and the left or right 'UNLK' switch/light
will come on.
If the L/R REV UNLOCKED indication comes on and the auto stow does not retract the thrust
reverser, you can push the 'UNLK' switch/light (thrust-reverser emergency stow-switch). The
'UNLK' switch will energize the arming solenoid-valve and the retract solenoid of the latching
stow/deploy solenoid-valve in the PDU. This will make sure of the operation of the thrust
reverser to the retracted (stowed) position.
Safety Relay
If the thrust reverser is locked, the thrust reverser system is not armed and the deploy
20 von 31 06.08.20, 05:21

command is given, an amber caution L/R REV UNSAFE message will be shown on the
EICAS.
Throttle Lockout
Initial movement of the thrust reverser during the deploy sequence operates the throttle
lockout microswitch. This energizes the throttle lockout solenoid if the aircraft is in a WOW
condition.
When the solenoid energized, the locking arm in the throttle control gearbox locks the auto
throttle-retarder bellcrank. This prevents movement of the throttle lever above IDLE.
When the thrust reverser moves to the fully retracted (stowed) position, the throttle lockout
microswitch is operated to remove the electrical power from the throttle lockout solenoid. A
spring, in the throttle control gearbox, returns the locking arm to the retracted position. This
unlocks the auto throttle-retarder bellcrank and permits the throttle lever to move above IDLE.
When the thrust reverser is fully stowed in flight, accidental operation of the throttle lockout
solenoid will not lock the auto-throttle retarder bellcrank.
21 von 31 06.08.20, 05:21

22 von 31 06.08.20, 05:21

23 von 31 06.08.20, 05:21

24 von 31 06.08.20, 05:21

25 von 31 06.08.20, 05:21

26 von 31 06.08.20, 05:21

27 von 31 06.08.20, 05:21

28 von 31 06.08.20, 05:21

03/29/16
System Monitoring
EICAS Messages
The table below summarizes the EICAS primary and status page displays related to the
thrust reverser system.
Thrust Reverser System EICAS Messages
MESSAGES COLOR SIMPLIFIED LOGIC
L REV Amber With left reverser stowed and the associated switch OFF, left reverser
UNSAFE circuit is armed for deployment. (To protect against uncommanded
29 von 31 06.08.20, 05:21

MESSAGES COLOR SIMPLIFIED LOGIC
reverser deployment upon touchdown, this switch should be left in OFF)
R REV Amber With right reverser stowed and the associated switch OFF, right reverser
UNSAFE circuit is armed for deployment. (To protect against uncommanded
reverser deployment upon touchdown, this switch should be left in OFF)
L REV Amber Left PDU brake/flexshaft unlocked or reverser away from stowed by more
UNLOCKED than either 1/8 in (or 1 ¼ in flight), with no DEPLOY command
R REV Amber Right PDU brake/flexshaft unlocked or reverser away from stowed by more
UNLOCKED than either 1/8 in (or 1 ¼ in flight), with no DEPLOY command
L REV Green Left reverser is armed for deployment

ARMED
R REV Green Right reverser is armed for deployment

ARMED
EICAS Display
30 von 31 06.08.20, 05:21

31 von 31 06.08.20, 05:21

CL604 Thrust Reverser Troubleshooting

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CL604 Thrust Reverser Troubleshooting

Uploaded by

Copyright:

Available Formats

ATA 78-30-00 Thrust Reverser https://customer.aero.bombardier.com/smartfixplus/cl604/cl604/ch...

1 von 31 06.08.20, 05:21

2 von 31 06.08.20, 05:21

Thrust Reverser Control

DEPLOY/STOW Command Microswitch

3 von 31 06.08.20, 05:21

GND SPOILERS/THRUST REVERSER Control Panel

4 von 31 06.08.20, 05:21

Thrust-Reverser Actuating System

Pneumatic Drive Unit

5 von 31 06.08.20, 05:21

PDU Brake Microswitch

PDU Flex Shaft Lock Microswitch

6 von 31 06.08.20, 05:21

Blocker Doors and Cascades Links

7 von 31 06.08.20, 05:21

against the core cowl.

Blocker Doors Housing-Assembly

8 von 31 06.08.20, 05:21

Track and Sliders Torque Box

Torque Box Assembly

9 von 31 06.08.20, 05:21

Main and Pylon Track Slider-Blocks

10 von 31 06.08.20, 05:21

11 von 31 06.08.20, 05:21

Auto Throttle-Retarder Control System

12 von 31 06.08.20, 05:21

Auto Throttle-Retarder Control Cable

Auto Throttle-Retarder Control

13 von 31 06.08.20, 05:21

Weight-off-wheels condition is being sensed

Throttle Lockout Microswitch

14 von 31 06.08.20, 05:21

Throttle Lockout Solenoid

Thrust Reverser Indicating and Warning

15 von 31 06.08.20, 05:21

Throttle Lockout Microswitch

The throttle lockout microswitch is a double pole double throw switch.

16 von 31 06.08.20, 05:21

In addition, safeguards in the circuit preclude in flight initiation of deploy-commands by the

17 von 31 06.08.20, 05:21

The latching stow/deploy solenoid-valve is open. The directional valve actuator is

18 von 31 06.08.20, 05:21

19 von 31 06.08.20, 05:21

Reverser Unlocked, Emergency Stow

20 von 31 06.08.20, 05:21

21 von 31 06.08.20, 05:21

22 von 31 06.08.20, 05:21

23 von 31 06.08.20, 05:21

24 von 31 06.08.20, 05:21

25 von 31 06.08.20, 05:21

26 von 31 06.08.20, 05:21

27 von 31 06.08.20, 05:21

28 von 31 06.08.20, 05:21

Thrust Reverser System EICAS Messages

MESSAGES COLOR SIMPLIFIED LOGIC

29 von 31 06.08.20, 05:21

MESSAGES COLOR SIMPLIFIED LOGIC

reverser deployment upon touchdown, this switch should be left in OFF)

L REV Green Left reverser is armed for deployment

R REV Green Right reverser is armed for deployment

30 von 31 06.08.20, 05:21

31 von 31 06.08.20, 05:21

You might also like