Sei sulla pagina 1di 10


Chapter 6.4
Thrust Management Systems
Most modern aeroplanes are equipped with systems to control and compute engine thrust.
Knowledge of how engine thrust is computed, how it is controlled, and how engine inputs are
collected is therefore necessary.
Determining the Thrust Required
Thrust curves and charts are published in the aeroplane manual, and also in the performance
manuals. These are used to determine the required Engine Pressure Ratio (EPR) and/or
Fan Speed (N1) for any desired engine rating, which depends solely on the prevailing ambient
temperature and barometric pressure. Time, engine speed, and the Exhaust Gas Temperature
(EGT) limit the take-off rated thrust. Maximum continuous, maximum climb and maximum
cruise thrust ratings are alternatively limited by EGT for a given length of time, or continuously,
as defined below.
Engine Pressure Ratio (EPR). This is the amount of useful thrust being developed by
an engine. It is the product of the mass of air passing through the engine, and its
velocity at the exhaust nozzle, minus the drag due to the air passing through the
engine. By comparing the air pressure across the engine, ie. the ratio of the exhaust
pressure to the compressor inlet pressure, it gives the Engine Pressure Ratio (EPR),
which is an indication of the thrust output from the engine. EPR is usually given as a %
thrust value.
RPM, N1, N2 or N3. These are normally given as a % of the maximum value.
EGT. The exhaust gas temperature, which must be monitored in order to prevent
excessive heat damaging the turbine.
Rated Maximum Continuous Thrust. This is the thrust that is approved for
unrestricted periods of use, and according to JAR, is defined in the aeroplane flight
Maximum Continuous Thrust (MCT). This is the amount of thrust, which is authorised
for emergency use at the discretion of the pilot only. This is also used, for aeroplane
certification requirements, and for climb operations as determined by the airframe
Maximum Climb Thrust. This is the maximum thrust approved for the climb phase,
which on some engines is identical to the rated maximum continuous thrust level. This
rating is selected by positioning the throttle to give the required EPR or N1, for the
prevailing climb profile and engine inlet temperature. The climb thrust curves or charts
are contained in the aeroplane performance manual.
Maximum Cruise Thrust. This is the maximum approved thrust for cruise operation.
These thrust limitations must be closely adhered to, because are allied to specific



warranty limitations, which have been established by the engine manufacturer, to
ensure optimum operation, and engine life.
Calculation of Climb and Cruise Thrust
To determine the necessary thrust to obtain the desired climb and cruise performance, the flight
crew must consult the charts in the aeroplane performance manual. A simplified method to
calculate the amount of reduced thrust is the assumed temperature method. This is based on
using the take-off thrust and aeroplane speeds for an assumed temperature higher than the
actual ambient temperature (OAT). The assumed temperature procedure enables the flight crew
to make thrust reductions according to the prevailing conditions, and within practical limits.
Climb. This is the thrust, which is established by adjusting the throttle to obtain the
appropriate parameter indication (N1 or EPR) in accordance with the published climb
thrust setting charts or curves. On some engines, the maximum continuous and
maximum climb thrust levels may be the same.
During the climb, at a fixed throttle setting, as Total Air Temperature (TAT) falls with
increasing altitude, the N1 and EPR values will progressively increase in accordance
with the thrust curves. Normally only one or two throttle adjustments should be
necessary throughout the climb, depending on whether a high speed or long range
climb is being performed. Significant temperature and speed deviations may however
require slight throttle adjustments in order to avoid exceeding the thrust curve values.
By comparison typical changes in the ambient temperature and Mach number will not
require any such adjustments.
Importantly, the EGT must be continually monitored throughout the climb so that the
established maximum climb EGT is not exceeded.
Cruise. Upon reaching the selected flight level, the climb thrust may only be
maintained long enough to allow the aeroplane to accelerate to its designated cruising
speed. To maintain the desired speed, the required N1 or EPR is set in accordance with
the cruise charts, or curves, which are applicable to the prevailing cruise conditions.
Cruise thrust values are based on cruising speeds, in KIAS, and Mach number,
aeroplane gross weights, TAT, and pressure altitudes. The charts and curves cover all
realistic combinations of these factors, within the operational scope of the engine and
aeroplane up to, and including the maximum cruise thrust rating.
The Maximum Cruise Thrust is an engine warranty limitation, and should thus not be
exceeded whilst attempting to maintain a given altitude and speed.
Cruising Methods
Procedures used for cruising depend primarily on the length of time spent in the cruise during a
flight. For short flights, within given periods of time, depending on the aeroplane-engine type,
and cruising environments, the fixed throttle cruise will provide a favourable or acceptable
balance of fuel consumed, versus time saved. Once the thrust level has been set to obtain the
desired cruising speed, the throttle position may remain fixed throughout the cruising portion of
the flight.



Electronic Engine Control (EEC)
The first Electronic Engine Control System (EEC) was purely a supervisory control, which
utilised proven hydro-mechanical controls. The major components in this system included the
control itself, the fuel control of the engine, and the bleed air and variable stator vane control.
In this system, the flight crew simply moved the thrust lever to a desired thrust or maximum
climb position, and the control system automatically adjusted the EPR to maintain the thrust
rating irrespective of changes in flight, and ambient conditions. The control also limited the
engine speed and temperature, which ensured that the engine/engines were operated safely
throughout the entire flight envelope.
If a fault were to occur in this system, the control would automatically revert to a hydromechanical system, whilst maintaining the required thrust level. Full reversion to the hydromechanical system can also be instigated at any time.
Some electronic control systems alternatively function as a limiter only. For example, if the
engine shaft speed, or EGT approaches the limits of safe operation, then an input is
automatically made to a fuel flow regulator, to reduce the fuel flow, and thus maintain the
desired shaft speed, or EGT at a safe level.
Modern Full Authority Electronic Engine Control (EEC) are fully redundant systems, which
control all engine functions, and also eliminate the need for a back-up hydro-mechanical control
system. This control system is more commonly referred to as a Full Authority Digital Engine
Control (FADEC) system.
Full Authority Digital Engine Control (FADEC)
FADEC is a digital electronic fuel control system, which is specifically used on gas turbine
engines and functions during all engine operations. It includes total electronic engine control,
and operates with the Flight Management Computer, to schedule the fuel to the engine. A
typical FADEC system is shown on the next page. One of the basic purposes of FADEC is thus
to reduce the flight crew workload, particularly during the critical phases of flight. This is
achieved by the FADEC's control logic, which simplifies the power settings for all engineoperating conditions. The thrust levers thus achieve engine thrust values for a set lever
position, regardless of the flight or ambient conditions. For example, assume a given EPR at a
particular OAT; if the OAT consequently changes, the system is designed to automatically
adjust the amount of fuel being supplied to the engine, in order to maintain a set EPR.
The FADEC system establishes the amount of engine power through direct closed-loop control
of the EPR, which is the thrust rating parameter. The selection of EPR is normally calculated as
a function of thrust lever angle, altitude, Mach number, and TAT.
The Air Data Computer supplies altitude, Mach number and TAT to the control system, whilst
sensors provide measurements of engine temperatures, pressures, and speeds. This data is
used to provide automatic thrust rating control, engine limit protection, transient control and
engine starting. The control system also implements EPR schedules to obtain the EPR rating at
various throttle lever angle positions, and provides the correct rating at a constant throttle lever
angle during changing flight or ambient conditions.
The FADEC has the following advantages over a mechanical system:-



The system requires no engine adjustment, and therefore no engine running, which
saves fuel.

The system reduces fuel consumption through improved engine bleed air control.

The system fully modulates the active clearance control systems, producing a
substantial benefit in performance by reducing the engine blade tip clearances.

The higher precision of the digital computer ensures more repeatable engine
(ie. acceleration/deceleration) than that possible with a hydromechanical system. The latter is subject to manufacturing tolerances, deterioration
and wear, which will affect its ability to consistently provide the same acceleration
and deceleration times.

The system ensures improved engine starts by means of digital schedules and logic
that adjusts for measured conditions.

The system provides engine limit protection by automatic limiting of the critical
engine pressures and speeds. Direct control of the rating parameter also prevents
inadvertent overboost of the selected rating when the power is being set.

The engine idle speed remains constant regardless of changes in ambient

conditions and bleeds requirements, whereas with the mechanical system, the
engine speed changes with ambient conditions.

FADEC takes over virtually all of the steady state and transient control intelligence and replaces
most of the hydro mechanical and pneumatic elements of the fuel system. The fuel system
solely reduced to a fuel pump and control valve, an independent shut-off cock and a minimum
of other additional features, which are necessary to keep the engine safe in the event of
extensive electronic failure. FADEC also furnishes information to the engine instrument and
crew alerting system.
The FADEC is mounted on the engine compressor casing on anti-vibration mounts and is aircooled. The figure below indicates the signals, which are transmitted between the engine,
mounted components and the engine/aeroplane interface.



The control has dual electronic channels, each having its own processor, power supply,
programme memory, selected input sensors and output actuators. A dedicated engine gearbox
driven alternator also provides power to each electronic control channel. If computational
capability is lost in the primary channel, the FADEC will automatically switch to the secondary



channel. If a sensor is lost in the primary channel, cross-talk with the secondary channel will
automatically supply the necessary information.
In the unlikely event of the loss of both channels of the electronic control, the torque motors are
spring loaded to failsafe positions. The fuel flow goes to minimum flow, the stator vanes are set
to fully open (to protect take-off), the air/oil cooler goes to wide-open, and the active clearance
control will be shut off.
Autothrottle (A/T)
The Autothrottle (A/T) system is a computer controlled electromechanical system that controls
engine thrust within engine design parameters. The system:

Computes and displays EPR and/or N1 and speed (IAS or MACH) information.

Provides automatic control from start of the take off, through the climb, cruise,
descent, approach and Go-Around or landing.

The throttle position for each engine is controlled in order to maintain a specific engine thrust
(N1 or EPR) or target airspeed, for all flight regimes as directed by the Thrust Management
Computer. Autothrottles are fitted in modern jet engine aeroplanes, primarily to conserve fuel,
and a typical system is shown below.

It has inputs from a Thrust Management Computer (TMC), which integrates signals from the
engines, a Thrust Mode Select Panel (TMSP), a Flight Management Computer (FMC), and also
receives signals from the Air Data Computer (ADC). With full forward throttle the TMC provides
maximum engine power without exceeding the specified operating limits during the take-off and
go-around phases of flight. The system can however be manually over ridden at any time.



The A/T and AFCS operate together to maintain a specific airspeed and vertical path profile.
With the A/T ON, and either the autopilot or the flight director ON, one system or the other will
maintain a set airspeed. When the AFCS mode is controlling the airspeed, the A/T will
automatically control a specific engine thrust value, but when the AFCS mode is controlling the
aeroplanes vertical flight path, the A/T will automatically maintain the desired airspeed through
thrust control.
The engines on Airbus aeroplanes are driven by FADEC, but alternatively use electrical signals
for thrust control in order to eliminate the weak points of the conventional Autothrottle system,
which is mechanically operated. On these aeroplanes, the actual throttle (thrust lever) position
does not move automatically, unlike the early auto-throttles, thus making them much more
The Airbus system can be operated in either manual or auto-thrust modes. In the manual thrust
mode the flight crew will move the thrust levers between idle and full thrust as usual, but in autothrust, the thrust levers are set in a fixed position, which is defined by the maximum amount of
available thrust. Whether in manual or auto-thrust, speed and power changes are monitored via
N1, the IAS, and speed trends, as on any aeroplane.
Thrust Lever Operation
The Autothrottle system when engaged moves the thrust levers together, in response to error
signals generated, and compares the aeroplanes actual flight conditions, against selected
datums. In the majority of aeroplanes the throttles can be manually repositioned at any time
without disengagement of the Autothrottle.
NOTE: In the Airbus Fly by Wire type of aeroplane the throttle levers are in a
fixed position on the throttle box, and the throttle levers do not move.
Thrust Management via the Autothrottle
The Autothrottle operates in response to flight crew mode control panel inputs from the AFCS,
or alternatively via automatic FMC commands. The Autothrottle system:

Uses reference thrust limits calculated by the FMC

Commands the thrust levers

Commands thrust equalisation through the electronic engine controls

The FMC calculates a reference thrust for the following modes (typical):


Reduced takeoff (also called derated takeoff)

Assumed temperature takeoff


Reduced climb





The mode used for thrust reference, automatically changes during the respective flight phase,
as selected by the FMCS, and the selected thrust reference mode is displayed on the thrust
mode display.
Thrust Management Computer (TMC)
The TMC operates the throttles in response to manual inputs from the Thrust Mode Selector
Panel (TMSP), and automatic commands from the Flight Management Computer (FMC) when
operating in the VNAV mode. The basic functions of the TMC are to:

Calculate thrust limits (using outside pressure and temperature), and thrust
settings, or follow any FMC thrust commands.

Provide automatic control of the three primary modes (EPR, MACH HOLD and
speed) for various flight phases, as shown on the next page.

Detect and transmit A/T failures.

Thrust Mode Select Panel (TMSP)

The TMSP, as shown below allows:

the TO/GA, CLB, CON, CRZ reference thrust modes to be selected.

temperature de-rating to be selected, in order to prolong the engine life.





Intentionally Left Blank