ACS 206 – Thrust Management Systems

Thrust Management Systems

ACS 206
Air Transport Systems
 ACS 206 – Thrust Management Systems

Course Outline
• Introduction -- Definitions and basic explanation of
terms used
• How much thrust is required and what are the
limits?
• Calculating Takeoff, Climb and Cruise Thrust
• EEC’s – Electronic Engine Controls
• FADEC – Full Authority Digital Engine Control.
 ACS 206 – Thrust Management Systems

Course Outline, continued

• Autothrottle or “A/T” – What does it do? Thrust
management using A/T and Thrust Lever (or
Throttle) Operation
• TMC – What is a Thrust Management Computer and
what does it do?
• TMSP – What is a Thrust Mode Select Panel and
what does it do?
• Review and Summary.
 ACS 206 – Thrust Management Systems

Definitions
• Thrust
• The total amount of propulsive force projected
rearward from a turbine engine for use in
forward motion of the craft to which it is
attached, measured in pounds of thrust
• Pounds of thrust (a force) produced by jet engines
vs. Horsepower (a measure of energy) produced by
piston engines is comparing apples to oranges …
but loosely correlated
• One pound of thrust = approximately 1 to 3 HP,
depending on ambient conditions (temperature,
altitude and airspeed).
 ACS 206 – Thrust Management Systems

Definitions, continued
• How do we measure thrust and display it in the
cockpit for the pilot’s use? Two ways… one is:
• EPR, or Engine Pressure Ratio – The difference
in pressure between the engine exhaust outlet
and engine inlet, expressed as a ratio, i.e. 2:1.
• “1.0 EPR” is essentially engine idle speed, or
equal pressure (essentially no difference)
between exhaust and inlet pressure
• An example of a maximum power EPR setting is
1.7 to 2.0 or more, depending on engine and
airframe design.
 ACS 206 – Thrust Management Systems

Definitions, continued
• The second way to measure thrust is:
• N1 Fan Speed -- Displayed as a percentage of
maximum RPM speed (N1%), which closely
correlates to the amount of thrust produced on
an engine with a large fan section at its upper
RPM range
• For example, maximum N1 RPM is 22,000 RPM
= 100%N1
• Cruise power N1 setting might be 84% = the fan
is rotating at 18,480 RPM.
 ACS 206 – Thrust Management Systems

Definitions, continued
• All turbojet engines with a large fan section (high
bypass) produce a measurable EPR and display
the rotation speed of the fan spool, or N1
• Depending on engine design and the engine
manufacturer, some engines only have N1 as a
measure of thrust and do not display EPR
• Other designs use EPR as the main measure of
thrust and have an EPR gauge in the cockpit, even
though N1 is also always displayed in the cockpit.
 ACS 206 – Thrust Management Systems

Definitions, continued
• What other engine parameters are measured,
monitored and displayed in the cockpit for thrust
output?
• RPM of the N2 and N3 (in addition to N1)
expressed as a percentage of maximum RPM
allowed, to prevent engine over-speed
• As an example, on a certain two-spool fan
engine, idle N1 is about 40%, idle N2 is about
60%;
• On a three-spool fan engine idle N1 is about
40%, idle N2 is about 55%, idle N3 is about 60%.
 ACS 206 – Thrust Management Systems

Definitions, continued
• EGT – Exhaust Gas Temperature
• Maximum temperature allowed depending on
flight regime (i.e. during start, during takeoff) to
prevent internal heat damage to the engine turbine
blades
• Maximum EGT temperature will be limited to “XXX
°C” for an unlimited time period
• A slightly higher maximum EGT temperature may
be allowed for a limited period of time
• Example of actual aircraft limitation is “Max
EGT limit is 870 °C, except for 40 seconds at
950 °C.”
 ACS 206 – Thrust Management Systems

Thrust Limits
• Maximum Rated Takeoff Thrust
• Maximum thrust allowed (as measured by N1 or
EPR), usually limited by time (i.e. 5 or 10
minutes)
 ACS 206 – Thrust Management Systems

Thrust Limits
• Maximum Continuous Thrust (MCT)
• The maximum thrust allowed for an unlimited
time period
• Both of the above limits change with and are
limited by the ambient temperature and altitude
conditions where the aircraft is operating.
 ACS 206 – Thrust Management Systems

Thrust Limits, continued

• Maximum Climb Thrust
• Thrust limit approved for climb phase of flight,
usually identical to Maximum CONTINUOUS
Thrust (MCT)
• Maximum Cruise Thrust
• Thrust limit for cruise flight
• Usually slightly lower than climb limit for engine
warranty considerations
• Maximum CONTINUOUS Thrust is available for
use in all flight regimes, including cruise flight.
 ACS 206 – Thrust Management Systems

Derated or Reduced Thrust

• A majority of turbojet flights use a reduced or de-
rated thrust setting for takeoff and initial climb
• Reduces engine wear and tear, extends engine life
and time between engine overhauls
• Reduced chance of engine failure on takeoff
compared to maximum takeoff thrust with higher
stress loads on internal engine components
• Discussed further toward the end of the program.
 ACS 206 – Thrust Management Systems

TMS – Thrust Management System

What does it do?
• When system is selected by the pilot, it
continuously and automatically:
• Assesses thrust requirements for the flight
mode selected by pilot
• Computes thrust required
• Actuates / moves thrust levers or throttles to
achieve desired thrust
• Monitors thrust output and adjusts as necessary
to maintain selected / required thrust setting.
 ACS 206 – Thrust Management Systems

How Does It Know How Much Thrust is Required?

• Thrust curves and charts in aircraft performance

manuals onboard aircraft,
• Contain the thrust output for a given N1% Fan
Speed or EPR (Engine Pressure Ratio) setting,
taking into account temperature and barometric
pressure where aircraft is currently flying
• Aircraft manufacturer’s charted data is also
contained in Thrust Management Computer (TMC)
software and is used to determine proper setting
for thrust desired in automated mode
• Engine limits (temperature, RPM speed, etc.) are
also included in TMC database.
 ACS 206 – Thrust Management Systems

Manually Setting of Thrust Required on Climbout if Automation Is

Inoperative – Engine / Throttle Reactions

• Set thrust to desired climb power N1 or EPR

• As altitude increases and temperature decreases,
N1/EPR will gradually rise, similar to thrust curves
in performance charts
• At fixed throttle setting, increases will generally
remain at or near desired climb thrust – but
continuous monitoring is necessary.
 ACS 206 – Thrust Management Systems

Manually Setting Thrust Required on Climbout con’t

• Normally only one or two slight adjustments

needed during climb to maintain climb limit setting
• Significant temperature lapse rate deviations or
speed deviations will require more adjustments
to avoid exceeding thrust limits
• EGT must also be monitored to prevent over
temperature exceedances.
 ACS 206 – Thrust Management Systems

Setting Cruise Thrust

• After level off and acceleration to desired cruise
mach speed, reduce power to maintain speed
• As gross weight reduces due to fuel burn during
cruise flight, power setting will need to be reduced
to maintain desired cruise mach.
 ACS 206 – Thrust Management Systems

EEC – Electronic Engine Control

• Utilizes electronics to control Hydro-mechanical
function controls on engine
• Hydro portion uses fuel pressures to activate
desired control functions
• Mechanical portion uses mechanical action
(levers, cables etc.) to activate desired controls
• Adjusts fuel flow, bleed air valves and variable
stator vane controls.
 ACS 206 – Thrust Management Systems

EEC, continued
• Earlier versions were monitoring limiter functions
only
• Maintained engine operation within limits after
crew sets thrust lever at desired setting
• In the event of failure, reverted to hydromechanical
control with no limit protections
• Usually has two redundant channels -- on some
engines, dual channel EEC failure results in engine
shutdown
• Replaced by more modern FADEC…
 ACS 206 – Thrust Management Systems

Autothrottle Selectable Modes

• Thrust limit / target
• A/T will maintain a selected thrust limit (MCT,
climb thrust, etc.) within engine and
performance limit parameters (EGT, N1, etc.),
regardless of airspeed command
• IAS / Mach Select
• Acquire and maintain a selected reference
speed, i.e. maintaining approach speed while
flying on ILS glideslope.
 ACS 206 – Thrust Management Systems

Autothrottle Selectable Modes

• IAS/Mach Hold
• Maintain current speed, regardless of variations
in pitch that would also affect airspeed – most
often used in level flight.
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Autothrottle Selectable Modes, continued

• Retard
• Reduce thrust to idle at appropriate radio
altitude, used during auto-land operations
• Clamp / Throttle Hold
• Throttle position frozen at 80 knots on takeoff to
maintain takeoff power setting, prevent throttle
creep or power reduction on takeoff, allows pilot
to make adjustments to takeoff power setting
without interference from auto-throttle.
 ACS 206 – Thrust Management Systems

Another Selectable Mode – De-rated / Reduced Thrust

• Using reduced thrust on takeoff saves engine wear

and tear and reduces fuel consumption
• At lighter gross weights with long runways,
maximum takeoff performance is not needed
• After consulting performance data, determine how
much less power will still result in a safe takeoff
and climb margin in the event of an engine failure
• Select reduced thrust level and adjust takeoff
speeds accordingly (also in performance data).
 ACS 206 – Thrust Management Systems

Derated / Reduced Thrust, continued…

• De-rated thrust – Some airframe / engine
combinations use a specific amount of reduction,
i.e. 5% or 10%, sometimes called D1 and D2
• Reduced thrust by assumed temperature method –
• “Assume” a higher OAT temperature setting for
takeoff thrust than actual conditions (higher
temperatures result in lower thrust output)
• “Tricks” the system into lower thrust setting by
entering the higher temperature rather than
actual OAT (some engines can use both
methods, and can also do so at the same time).
 ACS 206 – Thrust Management Systems

Autothrottle … How / When Does It Disengage?

• Multiple methods:
• A/T disconnect button(s) on throttles
• Select system arming switch to off position
• Select reverse thrust (on landing rollout)
• Failure of the system
• When a FADEC reverts to alternate mode.
 ACS 206 – Thrust Management Systems

Autothrottle, continued…
• On some aircraft when the A/T is deselected,
• Automatically re-engages to provide low speed
protection if a slow speed condition is sensed
and speed is continuing to decelerate
• On all aircraft, pilot can always manually
overpower and move the thrust levers manually
while the system is engaged
• When released, they will attempt to return to the
current thrust demand, as determined by
selected system mode.
 ACS 206 – Thrust Management Systems

TMSP – Thrust Mode Selector Panel

• On some aircraft is a separate control panel for
selecting desired thrust mode command, to be sent
to the Thrust Management Computer
• On more advanced aircraft, without a TMSP
these functions can be selected in the Flight
Management Computer or Multi-Function
Control and Display Unit
 ACS 206 – Thrust Management Systems

TMSP – Thrust Mode Selector Panel

• Mode options available are:
• TO/GA (Takeoff / Go-Around power)
• CLB (Climb power)
• CON(tinous= MCT)
• CRZ (Cruise limit)
• 1 or 2 (Derate Thrust setting 1 or 2).
 ACS 206 – Thrust Management Systems

TMC – Thrust Management Computer

• Commands throttle / thrust levers to respond to
pilot inputs from TMSP, or from Flight Management
Computer (FMC) when it is controlling flight modes
• Calculates thrust limits and settings to follow FMC
flight profile commands while referencing all
engine and performance limitations
• Provides control of EPR/N1, and IAS / Mach speed
as appropriate for phase of flight
• Detects and annunciates failures.
 ACS 206 – Thrust Management Systems

Putting It All Together … Thrust Management

• When controlling thrust manually, EEC’s or
FADEC’s protect engine operating limitations
• When controlling thrust automatically (either while
using the autopilot or while flying manually):
• Pilot selects desired flight mode, speed or thrust
mode via the AFCS,TMSP, and/or FMC
• TMC calculates thrust required, commands A/T
to move thrust levers to required thrust setting
and maintain thrust for commanded flight mode
or condition.
 ACS 206 – Thrust Management Systems

Putting It All Together … A Sample Flight

• Before starting engines, determine whether a
derated or reduced thrust takeoff is appropriate
and available considering takeoff weight, runway
length and weather conditions
• Before takeoff, enter appropriate settings for flight
in FMC and AFCS, select thrust mode in TMSP
• Ensure takeoff power limits are displayed on
EPR/N1 gauges before takeoff
• Arm autothrottle system.
 ACS 206 – Thrust Management Systems

Sample Flight, continued…

• At the start of the takeoff roll, advance thrust lever
to mid-range at beginning of takeoff roll, let
engines spool and stabilize briefly, then command
A/T system to set desired takeoff thrust
• After confirming correct thrust is set, at 80 knots
autothrottles go into Thrust Hold mode,
maintaining throttle position and no movement
commands – crew can move throttles manually in
the event of need for adjustment or rejected takeoff
without interference from system
• TMS maintains thrust until next mode selected.
 ACS 206 – Thrust Management Systems

Sample Flight, continued…

• Upon commanding climb power setting (again, via
either autopilot, FMC, or TMSP), TMS will maintain
climb limit EPR/N1
• At cruise leveloff, TMS will reduce power to
maintain desired cruise speed
• At top-of-descent, TMS commands throttles to
maintain either idle power or thrust to maintain
desired vertical speed or profile, as selected
• On approach, system maintains pilot selected
speed or speed entered in FMC.
 ACS 206 – Thrust Management Systems

Sample Flight, continued…

• At minimums, if a go-around is necessary, select go-
around thrust by pressing G/A button on the throttle
(most aircraft have these), TMS has calculated
maximum thrust for go-around limit will advance
throttles to maintain thrust
• If autoland is engaged and landing is normal, TMS
will retard autothrottles to idle for flare and landing
at the appropriate radio altitude above runway
(usually 40 feet AGL)
• Selecting reverse thrust on landing rollout will
disengage A/T.
 ACS 206 – Thrust Management Systems

Summary
 ACS 206 – Thrust Management Systems

Review
• Thrust Management System is comprised of:
• TMC – Thrust Management Computer which
contains engine and performance limits,
calculates appropriate thrust setting for
commanded flight regime
• TMSP – Thrust Mode Selector Panel, receives
pilot inputs
• A/T – Autothrottle system which moves
throttles, as commanded by TMC requirements.
 ACS 206 – Thrust Management Systems

Review
• EEC – Electronic Engine Control, electrically
controlled hydromechanical unit which operates
engine fuel control within engine limits
• FADEC – Full Authority Digital Engine Control, fully
electronic control of engine operation and limitations
• Thrust setting is measured by either EPR, Engine
Pressure Ratio, or N1 Fan Speed, as determined by
the engine manufacturer
• The TMC maintains engine operation within all speed
and temperature limitations.
 ACS 206 – Thrust Management Systems

Review
• TMC monitors all engine parameters, N1, N2, N3,
EGT, various fuel and air pressures and
temperatures in and around the engine
• TMC calculates thrust limits for max takeoff thrust,
Max Continuous Thrust (MCT), Go-Around,
Derated, Climb, Cruise, and Idle speeds
• AFCS, FMC, TMSP provide inputs to TMC
• TMC calculates needed thrust and commands A/T
to set and maintain thrust
 ACS 206 – Thrust Management Systems

Review
• The TMS is capable of maintaining a set engine
thrust, or modulating thrust to maintain a given
speed as commanded by the mode selected by the
pilot
• There are multiple ways to disengage the
autothrottle operation
• A pilot can always manually override the A/T
system by moving the throttles – they will return to
TMS thrust setting when pilot releases them.
 ACS 206 – Thrust Management Systems

Review
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