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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

CHAPTER 76
ENGINE CONTROL
CONTENTS
Page
INTRODUCTION ................................................................................................................. 76-1
GENERAL ............................................................................................................................ 76-1
POWER CONTROL SYSTEM............................................................................................. 76-3
Mechanical Throttle Control.......................................................................................... 76-5
Electrical Throttle Control ............................................................................................. 76-5
Throttle RVDT Angle (TRA)......................................................................................... 76-7
Display Controllers...................................................................................................... 76-15
Engine Synchronization............................................................................................... 76-17
AUTOTHROTTLE SYSTEM ............................................................................................. 76-19
DIAGNOSTICS—CMC ..................................................................................................... 76-22
Maintenance Annunciation.......................................................................................... 76-22

FOR TRAINING PURPOSES ONLY 76-i

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ILLUSTRATIONS
Figure Title Page
76-1 Mechanical Controls .............................................................................................. 76-2
76-2 Engine Throttle Interface ....................................................................................... 76-2
76-3 Power Management Throttle Settings .................................................................... 76-4
76-4 Electrical Throttle Connections.............................................................................. 76-4
76-5 Throttle Lever / EEC Interface............................................................................... 76-6
76-6 Throttle Quadrant Switches.................................................................................... 76-8
76-7 External Thrust Control Switches .......................................................................... 76-9
76-8 Fuel Control Switches ............................................................................................ 76-9
76-9 Fuel Control Switch Interface .............................................................................. 76-10
76-10 FMU Schematic - OFF......................................................................................... 76-12
76-11 Display Controller................................................................................................ 76-14
76-12 Engine Synchronization Block Diagram ............................................................. 76-16
76-13 Display Controller TRS Menu ............................................................................. 76-17
76-14 Autothrottle Block Diagram ................................................................................ 76-18
76-15 Left and Right EERs ............................................................................................ 76-20
76-16 Display Controller—FLT REF Page.................................................................... 76-21

TABLES
Table Title Page
76-1 Maintenance Annunciation Messages.................................................................. 76-22

FOR TRAINING PURPOSES ONLY 76-iii

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

CHAPTER 76
ENGINE CONTROL

#1 DC
GEN

INTRODUCTION
This chapter covers the Tay 611-8C engine controls. All procedures and parameters out-
lined, such as for pressures, temperatures, rpm, and power, are used for their illustra-
tive meanings only. The current manufacturer’s Maintenance Manual must be consulted
for all maintenance specifications and tolerances, and the actual values must be deter-
mined from the approved Gulfstream reference material.

GENERAL
The Tay 611-8C engine controls are divided This chapter includes system components, con-
into three areas: trols, indicators, and overall system operation.

• Power control The engine control system allows the pilot to

• Engine synchronization, which matches
the rpm of the engines
• Autothrottle coupling
control engine thrust from the cockpit, control
fuel flow to the engine, operate the thrust re-
verser system, and select the engine control
modes, such as engine thrust source, syn-
chronization, and autothrottle.

FOR TRAINING PURPOSES ONLY 76-1

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FORWARD REVERSE
THRUST LEVERS THRUST LEVERS
GUST LOCK

ENGINE FUEL
CONTROL
SWITCHES

Figure 76-1. Mechanical Controls

THROTTLE
QUADRANT

MANUAL OVERRIDE DEVICE

TROTTLE LEVER DRIVER SERVO MONITOR

MAU NO. 1

MAU NO. 2

ELECTRICAL ENGINE CONTROLLER (EEC)

Figure 76-2. Engine Throttle Interface

76-2 FOR TRAINING PURPOSES ONLY

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POWER CONTROL NOTES

SYSTEM
The power control system is divided into two
sections:

• Mechanical throttle control

• Electrical throttle control
The mechanical throttle control system in-
cludes the throttle levers and gust lock mech-
anism (Figure 76-1). The electrical throttle
control system consists of the coupled dual ro-
tary variable differential transformer (RVDT),
located in the throttle quadrant and producing
electrical signals dependent upon the lever
position which are provided to the EEC (Figure
76-2). MAU No. 1 and No. 2 are used in con-
junction with the throttle quadrant and the
EEC for synchronization and auto throttle
functions.

FOR TRAINING PURPOSES ONLY 76-3

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THROTTLE LEVER ANGLE

105° RTLA
–22° TRA

THROTTLE
REV POWER INTERLOCK 25° RTLA
INCREASE
(N1 CONTROL)
MAIN THROTTLE DETENT 23° RTLA
LEVER
MICROWSWITCH
POINT 19.5° RTLA

105° RTLA DEPLOY

REVERSE THRUST
SELECTED
LEVER

0° TRA

TLA 52°

FORWARD
0°
39°
THROTTLE
QUADRANT
TRA RVDT

+39° RVDT –22° RVDT

Figure 76-3. Power Management Throttle Settings

THROTTLE
GUST LOCK
MECHANISM

Figure 76-4. Electrical Throttle Connections

76-4 FOR TRAINING PURPOSES ONLY


GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL
MECHANICAL THROTTLE
CONTROL
Throttle Lever Angle
The thrust control lever assemblies (Figure
76-3) are located in the center pedestal. They
consist of a main lever for setting forward
thrust and a reverse thrust lever for selecting
reverser deployment and setting reverse thrust
power. The throttle assemblies provide an
electronic control between the cockpit and
the engine. Required thrust is selected by po-
sitioning the throttle levers between idle and
maximum thrust. The EEC has two modes to
set steady state power above idle: EPR or N 1 .
EPR is the primary mode used by the EEC
and is a ratio of P20/P160. Idle is controlled
to an rpm value, although an equivalent EPR
value is calculated by the EEC so that it can
establish a throttle resolver angle/EPR rela-
tionship.
Reverse Thrust Control
The reverser levers are located on the upper
portion of the throttle lever. Positioning the re-
verser levers deploys or stows the thrust re-
versers and controls reverse thrust.With the
thrust reverser system deployed, a continued
upward movement of the reverser levers results
in an increase in reverse thrust. Reverse thrust
is controlled to an N 1 control. Selection of
reverse thrust must be made from the for ward
idle position. The throttle quadrant includes
a mechanical locking device that prevents the
thrust reverser levers from moving into the
reverse thrust position when they are not at the
forward idle position. It also has a reverse
throttle interlock, which prevents increase in
reverse thrust until the doors are 12.5% de-
ployed and the weight on wheels (WOW) or
wheel spin up (WSU) signal is valid. The re-
verser is deployed when the EEC schedules en-
gine power in accordance with the reverser
lever angle and thrust reverser door position.
FOR TRAINING PURPOSES ONLY
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Gust Lock Mechanism
The gust lock handle is located on the right-
hand side of the center pedestal and interfaces
with the gust lock mechanism on the throttle
quadrant. It restricts power lever movement to
6% above ground idle. The force applied to ad-
vance either lever cannot override the inter-
lock (Figure 76-4).
ELECTRICAL THROTTLE
CONTROL
Each throttle lever is mechanically linked to a
dual channel resolver (RVDT), mounted on
the throttle pivot in the center console. The
RVDT produces an electrical signal that is pro-
portional to the position of the throttle lever and
angular displacement. Each resolver channel
is discretely wired to its channel in the EEC and
provides two outputs to each channel of the
EEC. Operating range of the throttle resolver
is 0 to 39° in the forward thrust range and 0 to
–22.5° in the reverse range Figure 76-4). The
EEC provides an excitation current to the throt-
tle resolvers which, in turn, generate a voltage
relative to throttle lever and angular position.
The EEC then reads this as a power demand sig-
nal and sets engine power accordingly. The
EEC also transmits this input through the
ARINC 429 bus to the other systems. There is
no mechanical link between the flight deck
levers and the engines.
NOTE
This is not a physical angle of the
p ow e r l eve r. I t i s a n RV D T d i s -
placement angle.
76-5
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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

FWD
NO. 1 RVDT NO. 2 RVDT

CH A CH B CH A CH B

MAIN THROTTLE LEVERS

(Rev Thrust Levers Omitted For Clarity)

CH A NO. 1 NO. 2 CH A CH B
CH B
ENGINE ENGINE
EEC EEC

THRUST THRUST

AIRCRAFT 28V
ESS DC BUS

PERMANENT MAGNET PERMANENT MAGNET

ALTERNATOR AIRCRAFT ALTERNATOR
ENGINES

Figure 76-5. Throttle Lever/EEC Interface

76-6 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

THROTTLE RVDT ANGLE (TRA) NOTES

Forward thrust is set electrically by throttle re-
solvers or RVDT's, located inside the throttle
quadrant and sending the position of the main
throttle levers to the EEC as a trust demand.
Control of the engine thrust is controlled by
modulation of the throttle lever situated in the
flight deck pedestal.

Movement of this lever shall be detected by a

mechanically linked, dual rotary variable dif-
ferential transformer (RVDT), located within
the throttle quadrant. Each RVDT produces an
electrical signal that is proportional to the po-
sition of the throttle lever and its angular dis-
placement. Both RVDTs shall be mechanically
connected but electrically isolated to form a
tandem configuration producing one RVDT
input per EEC channel (Figure 76-5).

NOTE
This is not a physical angle of the
p ow e r l eve r. I t i s a n RV D T d i s -
placement angle.

Each RVDT shall have a six wire configura-

tion. Two wires provide the primary coil ex-
citation voltage of approximately 6 volts from
the EEC to the throttle resolvers in the throt-
tle quadrant. The primary coil induces sig-
nals in the secondary coils of the RVDT which
are relative to the throttle lever position. A sig-
nal and return wire from both the secondary
deck to the EEC. The EEC then reads this as
a power demand signal and sets engine power
accordingly. The EEC also transmits this input
through the ARINC 429 bus to the other sys-
tems. There is no mechanical link between
the flight deck levers and the engines.

In the unlikely event the both resolvers fail in

a single throttle lever, the engine will stay at
the power setting previously selected, pro-
vided it is less than a max power setting. As
the flaps are moved >22, the engine will de-
celerate to high idle. Five seconds after land-
ing the engine will decelerate to low idle.

FOR TRAINING PURPOSES ONLY 76-7

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THROTTLE
SWITCH
ENGAGEMENT

(TR DEPLOY/STOW)

GROUND SPOILER
S4/S5
(CABIN PRESS SYSTEM)

(T/R LOCKOUT SOLENOID)

S1 S3

105° PLA 25° 0° 52° PLA

(MAX REVERSE THRUST) 23° 15° (MAX FULL THRUST)

19.5°

2.5° IDLE

REVERSE THRUST FORWARD THRUST

Figure 76-6. Throttle Quadrant Switches

76-8 FOR TRAINING PURPOSES ONLY

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Thrust Control Lever Fuel Control Switches

Microswitch Unit The fuel control switches are mounted in the
A number of position microswitches are in cockpit control pedestal, below the throttle
stalled in the throttle quadrant (Figure 76-6). levers. They are lever type switches (Figure 76-
The Throttle Quadrant Assembly (TQA) con- 8), which are latched at both the RUN and
tains four microswitches per lever and senses OFF position to inhibit or allow the EEC to
various throttle positions. Thrust lever posi- control the engine. One switch for each engine
tion information is used by the ground spoiler controls fuel to the combustor and resets the
system, thrust reverser system, and cabin pres- EEC channels for the next available start. The
surization system. switch is hard wired to the overspeed and shut-
off valve torque motor in the fuel metering unit
(FMU).
Thrust Control Lever
Momentary Switches
Three momentary microswitches are installed
on each thrust control lever (Figure 76-7).
The takeoff and go around (TOGA) switch is
recessed on the throttle lever knob. The au-
tothrottle disconnect switch is located on the
top front surface of the throttle lever knob. The
autothrottle engage/ disengage switch is
mounted at the base of each throttle lever.

AUTOTHROTTLE
DISENGAGE

TAKEOFF AND
GO AROUND
(TOGA)

AUTOTHROTTLE
ENGAGE/DISENGAGE

Figure 76-7. External Thrust

Figure 76-8. Fuel Control Switches
Control Switches

FOR TRAINING PURPOSES ONLY 76-9

76-10
FMU

FCS
RUN
METERING VALVE
TORQUE MOTOR

OFF
RUN SERVO FUEL
EEC
RETURN FUEL

LVDT
Ch B
S/W PRESSURE
RAISING & SHUT OFF
Interchannel VALVE
Highway FUEL FROM
Ch A HP FUEL PUMP TO FUEL
MANIFOLD
S/W

28 VDC Pilot EEC

Stop Start
OFF Coil Coil METERING
OVSPD
VALVE
& SOV TM
Ch A IOP Ch B
Coils MANIFOLD

FOR TRAINING PURPOSES ONLY

SHUT OFF DRAIN
INDICATION
PORT

IOP CHA IOP CHB

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Figure 76-9. Fuel Control Switch Interface

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Fuel Control Switch Interface NOTES

The fuel control switch interfaces with both
the EEC and the overspeed and shutoff valve
to provide the following functionality (Figure
76-9).

• Manually control closure of the HPSOV

using the pilot stop coil of the four-coil
latching overspeed and shutoff torque
motor in the FMU;
• Provide a discrete signal to both channels
of the EEC which operates the EEC start
coil of the four-coil latching Overspeed
& Shutoff Torque motor in the FMU;
• Indication to the EEC of the Fuel Control
Switch position and to perform a dual
channel reset following a transition from
“RUN” to “OFF”.
• The pilot fuel "OFF" command overrides
any ‘run’ signal from the EEC.

FOR TRAINING PURPOSES ONLY 76-11

 SERVO SUPPLY FOR VIGV & BV ACTUATORS PILOT EEC

76-12
HP LP
OVERSPEED & SHUTOFF
TORQUE MOTOR

METERING VALVE
TORQUE MOTOR

LVDT
RAPID
SHUTOFF PRESSURE
VALVE RAISING & SHUTOFF
VALVE
FLOW
WASH
FILTER
TO HP PUMP

FIXED METERING
ORIFICE VALVE

SHUTOFF
INDICATION MANIFOLD
LP RETURN PORT DRAIN

FOR TRAINING PURPOSES ONLY

PRESSURE DROP
CONTROL VALVE

PISTON ROTARY CABLE

TO HP PUMP OPERATED
SHUTOFF VALVE

HP PUMP
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SERVO
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Figure 76-10. FMU Schematic—OFF

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

The RUN position allows the PRSOV to open, NOTES

provided fuel pressure is present. Moving the
switch to the OFF position closes the PRSOV
(Figure 76-10). In the top of the switch is a red
fire warning light that indicates which engine
should be shut down when a fire is present. The
RUN position gives the EEC authority to open
the FMU during normal ground start or airstart
at the appropriate conditions. The EEC may
override the RUN command to close the FMU
in normal ground start or normal relight mode
only. The fuel switch is hard wired to the over-
speed and shutoff torque motor in the FMU.

The fuel control switch OFF position is the ul-

t i m a t e a u t h o r i t y t o c l o s e t h e P R S OV.
Transition from RUN to OFF initiates a reset
of both channels of the EEC for the next avail-
able start for the respective engine.

The EEC shall use the following inputs to

monitor the Flight Deck command of the
PRSOV:

• Fuel Control Switch Position;

• PRSOV position IS derived from the
torque motor current of the FMV. Shut
off indication is provided by a change in
the null current on the FMV torque
motor.
When the overspeed and shutoff valve torque
motor is energized to the “fuel off“ position,
the demanded FMV position remains in the
last known position as indicated by the LVDT.
When the PRSOV passes its profile closed
position, a port in its sleeve is opened, al-
lowing high pressure fuel from the bottom of
the PRSOV to flow to the servo chamber at the
top of the FMV. The resultant increase in
servo pressure on top of the FMV requires a
large change in torque motor null current in
order to maintain the FMV position. This
change is used to indicate the PRSOV closure.
After a predetermined period, the EEC uses
this increased null current as a confirmed shut
off indication and the FMV is driven to its
closed position.

FOR TRAINING PURPOSES ONLY 76-13

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

Figure 76-11. Display Controller

76-14 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

DISPLAY CONTROLLERS NOTES

Two display controllers (DCs), one for the
pilot and one for the copilot, are installed on
the instrument panel glareshield (Figure 76-
11). The DCs are interfaced with the control
I/O modules in the MAUs to provide selection
of display modes and information provided on
the four display units. The functions provided
through the DCs are similar to those avail-
able using the CCDs, but require the use of
pushbuttons and line select keys (LSKs). The
pushbuttons select display functions.

For engine purposes, the FADEC mode of op-

eration can be changed using the display keys.
When the SENSOR key is pushed, the DC dis-
plays the SENSOR menu. The SENSOR menu
is used to configure the active sensors on board
the aircraft. Alternate control mode (also called
reversion mode) may be selected by the pilot
selecting “hard reversion” via a soft key on the
display controller.

When the TRS key is pushed, the TRS menu

is displayed. The TRS menu is used to select
the synchronization system mode of opera-
tion using the display line select keys.

When the FLT REF key is pushed, the FLT

REF menu is displayed. The FLT REF menu
is used to select V-speeds to be used by the au-
tothrottle system. The flight guidance panel is
used to set and display cruise speeds and per-
form flight level changes.

FOR TRAINING PURPOSES ONLY 76-15

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

FWD
NO. 1 RVDT NO. 2 RVDT

NO. 1 RVDT NO. 2 RVDT

A/C
INPUTS

ARINC MAU NO.1 AFCS MONITORS MAU NO.2

429 TRIM AUTHORITY

+

TRA

ENGINE TRIM ENGINE SYNC

CONTROL CONTROL

EEC EEC
N1/N2
COMPUTER N1/N2 REF
+

-
-

+
-

TRIM LIMIT N1/N2 TRIM LIMIT

AND (OR EPR) AND
EPR/TRA EPR/TRA
CONTROL CONTROL

THRUST THRUST

NO. 1 AIRFRAMES
NO. 2
ENGINE ENGINES ENGINE

Figure 76-12. Engine Synchronization Block Diagram

76-16 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

ENGINE SYNCHRONIZATION NOTES

Engine synchronization is a function of the
MAUs. The engine synchronization system
monitors both engines’ low pressure (LP),
high pressure (HP), and engine pressure ratio
(EPR) signals. The system then sends a trim
signal via ARINC 429 to the engines’ EEC to
provide a trim function of up to ±5% to syn-
chronize both engines (Figure 76-12).

The EPR, LP, and HP synchronization is se-

lected by the pilot through the display con-
trollers on the TRS page (Figure 76-13). The
phase of flight is determined by the MAU,
which is based on A/T mode and the active au-
topilot/flight director pitch mode. The MAU
clamps the trim commands at 60 knots during
takeoff roll to prevent any undesirable thrust
changes during the takeoff phase between 60
knots and 400 feet.

TO/GA: 1.76. FLEX: 1.65

CLMB: 1.72
CRZ: 1.52 AUTO1
MCT: 1.75 MAN
SYNC: EPR LP HP

Figure 76-13. Display Controller—ºTRS Menu

FOR TRAINING PURPOSES ONLY 76-17

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

FWD THROTTLE
NO. 1 RVDT MODULE NO. 2 RVDT
ASSEMBLY

CH A CH B CH A CH B
AUTO
THROTTLE
DISCONNECT
BUTTONS

TO/GA
SELECT
BUTTONS

MANUAL OVERIDE DEVICE

THROTTLE LEVER DRIVER

SERVO
MONITOR
ARINC 429

ARINC 429

ADM 1 ADM 2

TRIM TRIM
AFCS AFCS
PROC SLOT 5 / 6 PROC SLOT 9 / 10
EEC PROC SLOT 7 / 8 PROC SLOT 13 / 14 EEC

CH A CH B CH A CH B

MAU 1 MAU 2
DGIO 1 SLOT 9 / 10 DGIO 2 SLOT 7 / 8

THRUST THRUST
NO. 1 NO. 2
ENGINE ENGINE

Figure 76-14. Autothrottle Block Diagram

76-18 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

AUTOTHROTTLE NOTES
SYSTEM
The autothrottle system allows the flight crew
to set the aircraft to a specified speed setting
regardless of aircraft flight attitude. The au-
tothrottles may be selected as an independent
operation, coupled to the autopilot or the FMS
to maintain a specified speed setting through-
out a selected flight envelope. The autothrot-
tle settings are monitored by the EEC’s to
prevent overspeed conditions and monitor en-
gine synchronization.

Automatic thrust control is based on the au-

tothrottle or motorized throttle concept. The
autothrottle servos are located within the throt-
tle quadrant assembly and are connected to the
throttle levers. Changes in commanded thrust
level requirements result in the throttles being
moved by a servo driver system. The throttle
position then sets the rotary variable differ-
ential transformer (RVDT) position, which, in
turn, sets engine power level input to the EEC
(Figure 76-14).

FOR TRAINING PURPOSES ONLY 76-19

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

MAU 2

MAU 1

AFCS MONITOR

Figure 76-15. Left and Right EERs

76-20 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

There is no direct interface between the EEC NOTES

and the autothrottle System. The interface is
restricted to the ARINC transmission of the
necessary engine parametric data for the air-
craft performance computer to achieve the au-
tothrottle function.

This is done through a series of cards within

the MAUs as noted. MAU1 DGIO 1 slot 9/10,
and MAU2 DGIO 2 slot 7/8 for engine para-
metric data. While the autothrottle function is
performed by AFCS in MAU 1 PROC slot 5/6
and 7/8. MAU 2 PROC 9/10 and 13/14.

The autothrottle functions are carried out by

the MAUs (Figure 76-15). The EEC transmits
engine data to the MAU, which calculates a re-
quired EPR. The MAU commands the throt-
tle to the required position using closed loop
control via an ARINC 429 interface to the
Throttle Quadrant. (MAU 1 PROC slot 5/6
and MAU 2 PROC slot 9/10) The FADEC sys-
tem uses measured throttle position in the nor-
mal way to calculate the engine thrust
requirement.

Servo jam or failure can be overridden by pilot

input. The EEC also transmits EPR MAX for
prevailing ambient conditions. Autothrottle is
not available in the alternate (N1) control mode.

Figure 76-16. Display Controller—FLT REF Page

FOR TRAINING PURPOSES ONLY 76-21

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GULFSTREAM G350/G450 MAINTENANCE TRAINING MANUAL

DIAGNOSTICS—CMC
MAINTENANCE ANNUNCIATION
The EEC and MAUs provide fault annuncia-
tion for the engine control system. Table 76-
1 summarizes the fault/failure CMC messages
used by maintenance personnel for trou-
bleshooting.

Table 76-1. MAINTENANCE ANNUNCIATION MESSAGES

CMC LOGGED MESSAGE MAINTENANCE LOGIC

EEC/FAULT 2(A) Eng X CHA EEC Box 2 Failure (TRA and Miscellaneous)
EEC/FAULT 2(B) Eng X CHB EEC Box 2 Failure (TRA and Miscellaneous)
P30 LEAK Eng X P30 Pipe Leak/Blockage
EEC/P30(A) Eng X CHA P30 Failure
EEC/P0 Eng X P0 Failure
P160/Leak Eng X P160 Pipe Leak/Blockage
EEC/P160 Eng X P160 Failure
MAU AIR DATA (T20)/A Eng X CHA MAU Air Data T20 Failure
MAU AIR DATA (T20)/B Eng X CHB MAU Air Data T20 Failure
RESET DISCRET/XCK Eng X HP Fuel Control Switch Cross-Check
TQA/RVDT(A)/RNG Eng X CHA TRA Failure
TQA/RVDT(B)/RNG Eng X CHB TRA Failure

76-22 FOR TRAINING PURPOSES ONLY