SECTION 1

DEFINITIONS, DESCRIPTION, AND SPECIFICA-TIONS

WARNINGS. CAUTIONS AND NOTES: The follow-ing definitions apply to WARNINGS, CAUTIONS, and NOTES found throughout these instructions.

· WARNING: OPERATING PROCEDURES, TECHNIQUES, ETC. WHICH, IF NOT CARE-FULLY FOLLOWED, MAY RESULT IN PER-SONAL INJURY OR LOSS OF LIFE.

· CAUTION: Operating procedures, techniques, etc. which, if not carefully followed, may result in damage to the engine or equipment.

· NOTE: An operating procedure, technique, etc. which is considered "essential to emphasize."

ENGINE RATINGS. All PW4000 Ratings are ob-tained by adjusting the thrust lever to a fixed position when governed by the engine pressure ratio (EPR) mode, or to a specific thrust setting chart N1 value when governed by the alternate al Mode.

Takeoff: This is the maximum thrust certified for takeoff and is time limited to five minutes.

Maximum Continuous: The Maximum Continuous rating is the maximum thrust certified for continuous use. This rating should be used at the pilot's discre-tion only when required to ensure safe flight.

Maximum Climb: The Maximum Climb rating is the maximum thrust approved for normal climb operation.

Maximum Cruise: The Maximum Cruise rating is the maximum thrust approved for normal cruise opera-tion.

Idle: Idle is not an engine rating. Idle thrust is ob-tained by positioning the airplane thrust lever against the idle stop.

Maximum Reverse - This is not an engine rating. It is a reverse thrust lever position used to obtain maxi-mum reverse thrust during the landing roll, limited by the Electronic Engine Control (EEC).

SPECIFICATIONS:
Fuel:Pratt Whitney Service Bulletin No. 2016
Oil:Pratt Whitney Service Bulletin No. 238
 

DESCRIPTION
BASIC ENGINE

The PW4000 is a third generation high bypass ratio commercial turbofan engine. PW4000 engines have two spools with separate primary and fan duct ex-haust systems. The engine has a compression ratio of approximately 30 to 1 and a fan-air to primary-air bypass ratio of approximately 5 to 1,

The low rotor (N1) consists of a single stage fan, four stage low pressure compressor (LPC) and a four stage low pressure turbine (LPT) on a common shaft.

The high rotor (N2) consists of eleven compressor stages driven by two stage turbine. The first four stages of the high pressure compressor (HPC) incor-porate variable stators which are positioned automati-cally by the EEC.

The diffuser case covers that portion of the engine from the last stage of the high pressure compressor to the front flange of the high pressure turbine (HPT) case. Fuel is delivered through external lines to 24 aerating fuel nozzles. Two igniter plugs are also lo-cated in this section. The number 3 rear bearing (roller type) for the high pressure rotor is supported from the inner wall of the diffuser case.

The accessory gearbox is located beneath the front of the high compressor case of the engine and provides mount pads for accessories required for airframe use. Special attention has been given to accessibility of external components and to provisions for mainte-nance inspections.

PRIMARY ENGINE PARAMETER INSTRUMENTA-TION. The primary thrust setting parameter, engine pressure ratio (EPR), is a ratio of the turbine exhaust stream pressure (P4.95) to the engine inlet total pressure (P2). EGT is the average temperature (·C) of the exhaust gas total temperature probes (T4.95). The EPR value and turbine exhaust gas temperature (EGT) are transmitted by the EEC to the Engine Indi-cation and crew Alerting System (EICAS).

This system, which includes two cathode ray tubes (CRTs), presents the primary and secondary engine parameters in graphic and digital format. The primary engine parameters (EPR, N1 and EGT) are displayed on the upper CRT. The secondary engine parameters (N2, fuel flow, oil pressure, oil temperature, oil Quan-tity and engine vibration) are displayed on the lower CRT.

The EEC obtains the N1 speed signal from a mag-netic pickup mounted in the intermediate case. A low compressor speed of 100 percent N1 is equivalent to 3,600 revolutions per minute (RPM).

The EEC Permanent Magnet Alternator (PMA), mounted on the main gearbox, supplies power and the N2 speed signal to the EEC A and B channels. In addition, a dedicated winding in the EEC alternator supplies N2 frequency signal to the airplane system. An N2 speed of 600 RPM (6 percent) or greater is required to ensure that adequate electrical power is available from the PMA to the EEC. A high compres-sor speed of 100 percent N2 is equivalent to 9,900

Fuel flow is measured by the airplane mass flow me-ter.

THRUST MANAGEMENT. The thrust management system for the PW4000 is provided in the dual chan-nel EEC. The EEC commands the Fuel Metering Unit (FMU) to set engine fuel flow as required to establish direct closed loop control of EPR, the prime thrust setting parameter.

The primary control mode is rated mode which util-izes EPR to control the thrust automatically, The EEC dual channel system has resource sharing capabili-ties between channels. This allows continued opera-tion in the primary control mode even though one channel may lose an input requiring the use of the redundant input from the other channel. If a critical fault were to exist in one channel that did not exist in the other channel, then the primary control mode switches channels. The EEC is designed to permit engine operation using N1 as an alternate thrust set-ting parameter. If the required signals are not avail-able to operate in the primary mode (EPR), the EEC will automatically revert to the alternate control mode (Nl). The alternate control mode also has similar re-source sharing capabilities. Transition from the pri-mary control mode to the alternate control mode dur-ing takeoff will provide equivalent thrust to that achieved in the primary mode up to 4500 feet above the runway. The alternate control mode can also be manually selected by the flight crew with the EEC Mode Switch. The airplane is dispatchable in the al-ternate control mode with an appropriate weight penalty.

In the primary mode, command EPR is calculated in the EEC as a function of thrust lever angle, altitude, engine total pressure (P2) and engine total tempera-ture (T2). pressure altitude, total air pressure and total air temperature are supplied to the EEC from the Air Data Computer (ADC), as well as the engine's ambient pressure (Pamb) and P2/T2 sensors. Engine thrust is established through direct closed-loop con-trol of EPR with the following characteristics :
· Linear EPR versus thrust lever angle under all conditions
· Consistent thrust lever sensitivity
· Controlled takeoff thrust lapse rate
· Automatic adjustment of ratings for service bleed extraction

The alternate control mode is an unrated mode which requires the thrust to be set manually to an N1 speed. The alternate control mode schedules N1 as a function of thrust lever position and total air tempera-ture. Therefore, thrust as a function of thrust lever angle will vary throughout the flight envelope. Opera-tion in this mode closely relates to the operation of hydromechanical fuel control. This includes the con-ditions where EPR overboost will occur at the full for-ward thrust lever position. In order to eliminate thrust Iever stagger, an EEC mode push button switch is provided in the cockpit for manual selection of the aIternate control mode on either engine.

In either control mode, the EEC N1 and N2 redline limiting loops in conjunction with the FMU serve to prevent the Nl and N2 rotor speeds from exceeding their respective limit values. In the unlikely event of a FMU malfunction, the EEC will prevent overspeeding the engine high or low rotors by commanding a sepa-rate overspeed cutback solenoid in the FMU to re-duce engine fuel flow to the minimum fuel flow stop. This failsafe feature is activated if either N1 or N2 ex-ceed their respective trip points of 117.0 percent N1 or 110.3 percent N2 The engine will then operate in an idle or sub-idle condition and flameout is probable at lower altitudes.

Engine control features and airplane systems are in-tegrated to provide operation in either the Minimum Idle or Approach Idle modes automatically. Minimum Idle RPM is used for ground operation and is lower than Approach Idle RPM to minimize break wear during ground operation. The higher Approach Idle RPM is used for all phases of flight. It improves en-gine acceleration to go-around thrust and addresses thermal anti-ice bleed air requirements,

IGNITION SYSTEM. The engine ignition system consists of two electrically and physically independent AC-powered 4-joule systems, each of which is com-prised of a single exciter box electrically connected through a shielded high tension cable to a spark igni-ter.

The cockpit Ignition Selector allows individual or si-multaneous system operation for ground starts and provides simultaneous system operation for air starts. The Ignition Selector also provides continuous igni-tion operation to the selected igniter(s).

The Ignition Selector is located overhead on the ENG START Panel and controls the selection of one or both ignition systems provided the corresponding Fuel Control Switch is in the RUN position. The Igni-tion Selector is a rotary switch with three positions (1, BOTH and 2). The ignition system(s) operates as directed by the Engine Start Selector.

There are five positions available on the Engine Start Selector associated with the control of the ignition system operation (GND, AUTO, OFF, CONT and FLT). The ignition is inhibited in the OFF position. When the Engine Start Selector is in the GND, AUTO, CONT or FLT position, the ignition system(s) is armed. The ignition system(s) is energized when the associated Fuel Control Switch is moved to RUN. The AUTO position allows the selected igniter(s) to operate continuously when the flaps are out of the zero detent or the engine anti-ice is on. When the Engine Start Selector is in the CONT position, the selected igniter(s) operates continuously.

During engine ground starting, the selected ignition system(s) (1, BOTH or 2) is automatically deactivated at 50% N2. During air starts, selection of the Engine Start Selector FLT position provides electrical power directly to both ignition systems (1 and 2) regardless of the Ignition Selector position.

STARTING SYSTEM. The engine starting system consists of an air turbine starter and Pneumatically operated, electrical control, start valve. The starter uses pressurized air to crank the high pressure (N2) rotor up to a sufficient speed to ensure a satisfactory start. The start valve controls the air supply to the starter. The pneumatic power source is provided by the auxiliary power unit (APU), an external ground air cart or cross bleed from the other operating engine.

Two Engine Start Selectors (one per engine) are lo-cated overhead on the ENG START Panel. Each start selector has five positions available (GRD, AUTO, OFF, CONT and FLT). The GND and FLT positions are used for ground and air starts, respec-tively.

The normal ground start procedure commences when the Ignition Selector is set to position 1 or 2 and the Engine Start Selector is pushed in, rotated and magnetically held in the GND position. When the Engine Start Selector is rotated to the GND position, the start valve opens, the bleed air valve closes if it is open, the selected igniter is armed and a red line ap-pears crossing the EGT are scale indicating the start EGT redline limit. When the Fuel Control Switch is positioned to RUN, the ignition system is energized and fuel is turned on. The starting sequence is auto-matically ended at 50% N2 when an electrical signal releases the Engine Start Selector allowing the switch to automatically return to the AUTO position. This disengages the starter, closes the start valve, de-energizes the selected ignition system and returns the bleed air valve to its commanded position.

FUEL SYSTEM. Two Fuel Control Switches (one per engine) are located on the FUEL CONTROL Panel on the control stand. Each Fuel Control Switch has two positions: RUN and CUTOFF. The RUN position is used for starting and all other modes of engine op-eration. The CUTOFF position is used to shut down the engine.

Two Fuel Metering Unit (FMU) configurations are in use: Dash 1 and Dash 2. The Dash 2 FMU is the current production configuration.

The Dash 2 FMU configuration features an integral solenoid actuated fuel start and stop control function. Engine start or shutdown is accomplished with the use of the start and run solenoid and the shutoff so-lenoid to direct pressure to position the condition valve. The valve's position subsequently regulates the pressure to open or close the FMU shut-off valve. The Fuel Control Switch RUN position energizes the start and run solenoid in the FMU which opens the FMU fuel shut-off valve allowing fuel flow to the engine. The FMU shut-off solenoid is de-energized. The CUTOFF position energizes the shut-off solenoid which shuts off the fuel at the shut-off valve in the FMU and de-energizes the start and run solenoid in the FMU.

The Dash 1 configuration features an externally mounted fuel shut-off actuator (FSA). The Fuel Con-trol Switch RUN position electrically commands the FSA to rotate to the RUN position which opens the FMU fuel shut-off valve. In the CUTOFF position, an electrical command to the FSA closes the fuel shut-off valve.

Fuel heating is automatic, requiring no action by the flight crew. The fuel/oil heat exchanger is installed between stages of the fuel pump and upstream of the fuel filter. The fuel/oil heat exchanger uses both the Integrated Drive Generator System (IDGS) oil and engine oil to heat the fuel.

The EEC receives fuel and oil temperature data and commands airflow through the engine air/oil heat ex-changer via electro-hydraulically actuated air valves to maintain fuel and oil temperatures within desired op-erating limits. Fan air is used to cool the oil in the engine air/oil heat exchanger. Outing low fuel flow/hot day operating conditions, the EEC commands both the engine air/oil heat exchanger and the oil bypass valve on the fuel/oil heat exchanger to the full open position to prevent excessive fuel temperature. If the engine air/oil heat exchanger valve fails in the open position, the oil may not be hot enough to warm the fuel in the fuel/oil heat exchanger.

A fuel filter differential pressure switch senses the pressure drop across the fuel filter. If an excessive pressure drop across the fuel filter is caused by an accumulation of solid contaminant, continued engine operation will increase the filter pressure differential allowing the filter bypass valve to open.

TURBINE CASE COOLING SYSTEM (TCCS). En-gine performance improvement is achieved by opti-mization of high and low turbine blade tip clearance through automatic discharge of cooling air onto the turbine external cases. TCCS valves operate on EEC command to modulate fan discharge air routed to the turbine cases through encircling manifolds.

High pressure turbine external cooling air is deacti-vated during takeoff and the first 1,500 feet of climb to avoid blade tip rub which is possible under this condition. Low pressure turbine cooling is active dur-ing all phases of engine operation.

OIL SYSTEM. The lubrication system is self-contained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain disconnects. It is a hot tank sys-tem that is not pressure regulated. Oil from the oil tank enters the pressure pump and the discharge flow is sent directly to the oil filter. A disposable car-tridge filter with a 15 micron nominal rating and a 30 micron absolute rating is employed.

The engine lubrication system is equipped with oil pressure, temperature and quantity indicators, an amber L(R) ENG OIL PRESS Light, an amber (L)R ENG OIL PRESS EICAS advisory message and an amber L(R) OIL FILTER EICAS advisory message. Oil pressure, temperature and quantity are displayed in analog and digital format on the EICAS.

Oil pressure is defined as the fuel oil cooler discharge pressure referenced to air pressure in the Nº. 1-2 bearing compartment. A low oil pressure warning switch, also located at the fuel oil cooler discharge, allows oil pressure to be monitored by two independ-ent sources. This switch is set to turn on the amber L(R) ENG OIL PRESS Light and the amber L(R) ENG OIL PRESS EICAS advisory message when the oil pressure drops below 70 psi. A low oil pressure indication should be confirmed by either the L(R) ENG OIL PRESS Light or the oil quantity indicator.

A pressure relief valve in the filter housing limits pump discharge pressure to approximately 540 psig to protect downstream components. The oil pump module includes five scavenge stages which drain the main bearing compartments, main gearbox, and angle gearbox.

A fuel/oil heat exchanger is used for cooling both en-gine oil and IDGS oil. In addition, an engine air/oil cooler and an IDGS air/oil cooler are used for cooling engine oil and IDGS oil respectively.

Both engine and Nº. 3 bearing compartment scav-enge oil temperatures are sensed by the EEC. En-gine oil temperature is measured in the combined scavenge line to the oil tank and is transmitted by the EEC to the EICAS. The difference between engine scavenge oil temperature and the Nº. 3 bearing com-partment scavenge oil temperature is monitored by the EEC. Appropriate alert messages are sent to the maintenance panel when temperature differences of 44º and 55º are exceeded.

The oil quantity indicator on the EICAS displays the quantity of oil in the oil tank only. If does not include the quantity of oil in the engine. During starting and takeoff, approximately 8 to 11 quarts of oil can go from the oil tank to the engine. This causes the oil quantity indicator to decrease by the same quantity. During engine shutdown, oil is returned to the tank. As the oil returns to the tank, the oil quantity shows an increase. If the lower EICAS is not displayed and the oil quantity decreases to the white low oil quantity band, all oil parameters for both engines are auto-matically displayed.

A valve allows oil to bypass the filter when the filter pressure drop exceeds 70 psi. The amber L(R) OIL FILTER EICAS advisory message is set to be dis-played at 50 psi differential pressure to permit flight crews to take action to prevent bypassing of contami-nated oil.

High differential pressure across the oil filter may in-dicate cold viscous oil, contamination or a combina-tion. High differential pressure indication with oil tem-perature above 35ºC indicates contamination and maintenance is required. Once the filter is allowed to clog and bypass contaminated oil, continued opera-tion of the engine may cause clogging of engine oil screens with the resultant loss of lubrication to related bearings and seals.

ANTI-ICING SYSTEM. The engine anti-icing system is actuated by a cockpit push button switch. Actua-tion is confirmed by the illumination of the white En-gine Anti-ice ON

Light and the green thermal anti-ice (TAT) status displayed above the digital N1 display. Engine ice protection is provided by heating of the inlet cowl leading edge using hot air from the EIPC. A cockpit amber VALVE Light on the Engine Anti-ice Switch and an amber L(R) ENG ANTI-ICE EICAS advisory message on the EICAS are provided to indicate when the engine cowl anti-ice valve position is not in agreement with the selected position. The amber VALVE Light comes on momentarily when the cowl anti-ice valve is in transit. Engine ratings are auto-matically adjusted by the EEC for the effect of anti-icing bleed air. The selected igniter(s) operate con-tinuously when engine anti-ice is ON and the Engine Start Selector is in the AUTO position.

BLEED SYSTEM.
Service Bleed. The high compressor 8th and 15th stage service bleeds and fan duct air bleeds are available to the airframe manufacturer for airplane pneumatic system and component use. Engine air bleed is utilized for the Turbine Case Cooling System, the HPC secondary flow control system, first and second stage turbine vane and blade cooling, engine and IDGS oil cooling and nacelle cooling.

Engine Stability Bleed. The engine incorporates two air bleed systems to provide greater compressor stability during starting and engine transient opera-tion. Air is bled from the rear of the fourth stage LPC (station 2.5) and two ninth stage (station 2.95) bleed ports in the HPC.

The LPC bleed (2.5 bleed) incorporates a low loss bleed valve to increase surge margin at low thrust levels, during reverse operation and thrust transients, This bleed incorporates features which provide for dirt removal from the primary flowpath. The bleed is ac-tuated by an EEC controlled hydraulic cylinder mounted on the intermediate case. Bleed air is ex-hausted between the struts into the fan exit case. This provides maximum diffusion of the bleed air into the fan exhaust stream and minimizes the effect on stream

The EEC controls the bleeds as follows:
· Starting: The EEC commands both ninth stage bleeds (2.95 bleeds) open during the motoring and starting sequence for HPC surge Protection and commands them closed just below idle N2 speed. The EEC commands the LPC bleed open both during the starting sequence and at idle.
· Steady state/acceleration: The EEC controls the LPC bleed during steady state and acceleration operation such that the bleed is full open at idle and modulates to a full closed position at high thrust. The two ninth stage bleeds are closed.

SECTION 2

NORMAL OPERATION
STARTING. Each of the steps below should be per-formed in sequence. In the event of an aborted start, the entire starting sequence may have to be repeated from the beginning. During starting, service air bleed demands and accessory loading should be mini-mized.

PRESTART:
1. Thrust Lever IDLE
2. Fuel Control Switch CUTOFF
3. Engine Fire Switch IN
4. Airplane Fuel Boost Pump(s) ON

START:
1. Ignition Selector 1 or 2
2. Check Starter Air Supply Pressure is Available
3. Engine Start Selector GRD (Push-in and rotate)
a) Start valve opens
(1) Amber Start VALVE Light momentarily illu-minates during opening
b) Starter air pressure momentarily decreases then returns to approximately prestart level
c.) Ignition (1 or 2) is armed
d) Starting EGT redline limit line appears crossing EGT are scale
e) Fuel On Command Bug (magenta line) appears crossing N2 are scale
f) APU RPM increases (if APU bleed air is used)
g) N2 increases
h) Oil pressure increases
4. Fuel Control Switch RUN when N2 reaches Maxi-mum Motoring Speed

NOTES:
a) Maximum Motoring Speed has been reached when there is no significant increase in N2, in-dicating that the starter has achieved its full cranking capability.
b) Do not move the Fuel Control Switch to RUN if Maximum Motoring Speed is less than 15% N2 as indicated by the Fuel On Command Bug. Maximum Motoring Speed less than 15% N2 indicates that the starter system is not function-ing at the required level.

a) Ignition (1 or 2) is activated
b) Fuel valve opens
c.) Fuel flow increases
d) Fuel On Command Bug disappears

5. Observe EGT Increase

N0TES:
a) Check EGT for normal temperature rise and N1 and N2 for normal acceleration. Continue to monitor until EGT peaks, decreases and stabi-lizes,
b) The start can be aborted by placing the Fuel Control Switch to CUTOFF. After placing the Fuel Control Switch to CUTOFF, maintain starter engagement and continue motoring the engine for 30 seconds to clear out trapped fuel and to provide cooling.
c) The normal starting fuel flow is approximately 225 KPH/5OO PPH at all field elevations.

CAUTIONS:
a) Monitor both N2 and EGT indicators closely during the start for any abnormal indications. Sluggish N2 acceleration is an indication of either an impending hot start or a hung start.
b) Should EGT exceed the starting temperature limit, the engine should be shut down imme-diately. The duration of overtemperature in seconds and the peak temperature reached should be recorded. A second start attempt should not be made until appropriate mainte-nance action is taken.
c) The start attempt should be discontinued if:
(1) An indication of N1 rotation is not obtained by 40% N2.
(2) The engine requires more than 120 sec-onds to accelerate from fuel ON to idle N2.
(3) An increase in EGT is not obtained within 20 seconds after fuel ON.
(4) Fuel or ignition is inadvertently interrupted,
(5) Dense vapor is emitted from the tailpipe while the fuel Control Switch is in CUTOFF.
d) If starter engagement is interrupted, it is rec-ommended that the starter not be re-engaged above 15% N2.
e) Should a start be aborted above 48% N2, it is necessary to allow N2 to decrease below 5% N2 prior to attempting a restart. This will re-move power from the EEC and reset the EEC overspeed protection logic.

6. Check Start Valve Closed
a) Start valve should be fully closed (Start VALVE Light extinguished) by 50% N2.
b) Engine Start Selector automatically releases to AUTO at 50% N2.
(1) Ignition (1 or 2) deactivated
c) Starting EGT redline limit line disappears by engine idle speed.
(1) Amber Start VALVE Light momentarily illumi-nates during closing.

7. Pack Control Selectors AUTO

8. Check Oil Quantity Reduction
a) Normal oil quantity reduction from start up to stabilized idle is approximately 8 quarts.
b) Oil quantity reduction of less than 8 quarts may be indicative of overservicing and should be reported for future maintenance action.

CAUTION: A reduction of O quarts indicates severe overservicing and immediate maintenance action is required prior to dispatching.

ENGINE WARM-UP. No minimum warm-up time is required following an engine shutdown of 2 hours or less.

In order to minimize any adverse thermal stress, it is desirable that engines started after a shutdown pe-riod of greater than 2 hours be warmed up at thrust settings normally used for taxi operation for up to 5 minutes. It is not, however, necessary to delay the takeoff to warm-up the engine, but when it is antici-pated that the taxi time will be less than 5 minutes it is recommended that engines which have been shut down for more than 2 hours be started at the gate.

The engine must be warmed up until the oil tempera-ture is at or above 50ºC prior to takeoff. This will en-sure that there is adequate heat available to prevent fuel icing under takeoff conditions.

If a high oil filter pressure differential occurs, as indi-cated by an amber L(R) OIL FILTER EICAS advisory message, with oil temperature above 35·C, contami-nants are presence and the filter should be serviced immediately.

GROUND RUN UP.

WARNING: DURING GROUND RUN UP OPERA-TIONS, EXTREME CARE SHOULD BE EXER-CISED WHEN OPERATING PW4000 ENGINES STATICALLY AT HIGH THRUST LEVELS. FOR A CONSIDERABLE DISTANCE AFT OF THE ENGINE THE AIRFLOW GENERATED BY THE PW4OOO TURBOFAN WILL EXERT A VERY STRONG BLAST FORCE AGAINST ALL OBJECTS WITHIN THE JET WAKE PATH.

TAKEOFF. The rolling takeoff thrust setting technique is recommended.
1. Pack Control Selectors : As required.
2. Proper Fuel boost Pump configuration:Check
3. Engine Start Selector AUTO
NOTE: Refer to USE OF IGNITION SYSTEM in this section.
4. Thrust Levers Set
NOTES:
a) For automatic takeoff, advance the thrust levers to an intermediate setting of approximately 1.1 EPR and allow engines to stabilize. Select the desired autothrottle mode and verify that the thrust levers advance and that symmetrical en-gine spool up is achieved.
b) For manual takeoff, advance the thrust levers to an intermediate setting of approximately 1,1 EPR and allow engines to stabilize. Advance thrust Ievers promptly and smoothly to the target thrust setting and verify that symmetrical engine spool up is achieved.
c) For an alternate control mode takeoff, both EEC's must be operating in the alternate control mode. Advance the thrust levers to an interme-diate setting of approximately 60% N1 and allow the engines to stabilize. Advance thrust levers simultaneously to set the appropriate Nl target on both engines. The thrust lever position re-quired to reach the target N1 when in the alter-nate mode will be less than the full forward posi-tion.
5. Takeoff Thrust Setting Check.
NOTES:
a) For automatic takeoff, check that the target EPR has been achieved by 80 knots.
b) For manual takeoff, the target EPR (or N1 if in the alternate control mode) should be checked and reset as required prior to an airplane speed of 80 knots to ensure takeoff thrust is achieved. to further thrust lever adjustments for normal engine variations should be made for the re-mainder of the takeoff.
6. Normal Engine Operation Check.
NOTES :
a) Ascertain that engine operating limits are not exceeded throughout the takeoff. Monitor pri-mary engine indications for normal engine op-eration.
b) If EGT exceeds redline during takeoff and oc-curs when:
(1) Setting takeoff thrust (IAS less than 80 knots) - Reject takeoff.
(2) After setting takeoff thrust (IAS greater than 80 knots) - Do not adjust thrust levers until teaching safe altitude and airspeed. Then adjust thrust lever(s) to reduce EGT within limits.

REDUCED TAKEOFF THRUST. The use of reduced takeoff thrust, when airplane performance require-ments permit, is a recommended means of extending engine hot section life.

CLIMB. The EEC will automatically maintain the climb rating once set when operating in the EPR mode.

NOTE: When operating in the alternate control mode (fill, the thrust settings should be monitored by the crew throughout the climb and thrust levers reset, as necessary, to ensure that the climb rating is not ex-ceeded.

LANDING REVERSE.

1. Thrust Levers -- IDLE
a) Nº REV indications appear until reverser levers placed in idle reverse.
2. Reverse Levers -- Immediately after touchdown of main landing gear, pull reverse levers to the idle reverse position.
a) Amber REV status above EPR on upper EI-CAS display indicates reverser unlocked or un-stowed and in transition toward the deployed position.
b) Green REV status above EPR on upper EICAS display indicates reverser is in the fully deployed position.
3. Reverse Levers -- When green REV status ap-pears above EPR on upper EICAS display and the interlock releases, apply maximum reverse thrust.
4. Reverse Levers -- By 60 knots reduce thrust smoothly to idle. Set reverse levers to stowed po-sition when engines have decelerated to idle.
a) Amber REV status above EPR on upper EI-CAS display indicates the reverser in transition from the fully deployed position.
b) Amber REV status above EPR on upper EI-CAS display extinguishes when the reverser is stowed.

CAUTION: The potential for incurring engine damage from the ingestion of runway debris is directly related to runway conditions. Therefore, while landings on wet, icy or short runways may require high levels of reverse thrust, judgment should be exercised, where possible, to moderate the use of reverse thrust com-mensurate with runway conditions. High reverse thrust levels at low airplane speeds should be avoided. Reverse thrust should not be used to control ground speed while taxiing, except in an emergency .

SHUTDOWN. If, in the interest of fuel conservation, it is desired to taxi with less than all engines operating, the engine(s) may be shut down while taxiing. En-gines should not be shut down prior to completion of the AFTER LANDlNG PROCEDURE to minimize the potential for oil system coke buildup and increased maintenance requirements. Longer periods of idle operation prior to engine shutdown will provide addi-tional cooling to minimize the onset of oil coking.

After observing the cool-down recommendations stated above, the following sequence should be fol-lowed to shut down the engine:
1. Thrust Lever IDLE
2. Fuel Control Switch -- CUTOFF

CAUTION: Ascertain that an immediate engine shut-down occurs as evidenced by indication of fuel shut-off valve closure. Continued engine operation after placing the Fuel Control Switch to CUTOFF indicates a malfunction. Maintenance action is mandatory be-fore the next engine start.

USE OF IGNITION SYSTEM. Either igniter may be used for ground starts. The FLT position (both igni-ters) should be used for an inflight start.

The PW4OOO ignition system is capable of continu-ous operation. During takeoff, landing and selection of engine anti-ice, continuous ignition is automatically provided.

The Engine Start Selector FLT position should be used inflight during operation in moderate to severe turbulence, heavy rain or volcanic ash. In light turbu-lence, ignition is not required.

USE OF ANTI-ICING SYSTEM. The engine anti-icing system should be used during all engine operation, including ground operation and takeoff, whenever icing conditions exist or are anticipated as defined by the Airplane Flight Manual (AFM).

Erratic or abnormal vibration may be an indication of engine icing.

GROUND OPERATIONS DURING ICING CONDI-TIONS. Whenever engine air inlet icing conditions exist, as defined by the AFM inlet cowl anti-icing heat should be employed during ground operation.

CAUTION:  Periodic engine run-up to as high a thrust setting as practical (45 percent n1 recommended) should be performed to centrifuge any ice from the spinner and fan blades during extended ground idle operation in moderate to severe icing conditions. There is no requirement to sustain the high thrust setting. It is suggested that such run-ups need not be made more frequently than at 10 minute intervals. Subsequent airplane takeoff under these conditions should be preceded by a static run-up to as high a thrust level as practical with observation of all primary parameters to ensure normal engine operation. It should be noted that the engine run-ups are equally applicable to taxi-in as well as ground holding and taxi-out.

Check for normal engine parameter indications prior to takeoff if taxiing in moderate to severe icing condi-tions has occurred.

The procedure of deicing airplane with engine run-ning, using a 50 percent maximum glycol solution, can be used provided the following precautions are observed:
1.  Prior to engine start, deposits of ice and snow should be removed from engine nacelles.
2.  Engine should be operated at idle during spray-ing, with engine anti-ice on and all airplane service bleeds turned off.

CAUTION:  Do not spray deicing fluid into the engine inlet with engines operating. This is to prevent the possibility of the passage of noxious fumes into the airplane.

INFLIGHT OPERATIONS DURING ICING CONDI-TIONS. When the engine anti-icing system is used during takeoff, no thrust penalty is imposed at total sit temperatures of 10·C (50·F) or below. The system should not normally be used for takeoff at total air temperatures above 10·C (50·F). If a nacelle anti-ice valve is inoperative in the open position, an appropri-ate EPR penalty must be applied.
When the engine anti-icing system is used in flight, an EPR correction must be applied to the Maximum Continuous, Maximum Climb and Maximum Cruise thrust ratings. These corrections are applied auto-matically by the EEC. During inflight use, the EEC will automatically limit N1 to no lower than 20% (720 RPM).

If inlet ice is suspected to have formed prior to turning on the anti-ice system, thrust levers should be re-tarded individually to Idle, the ignition turned on and anti-icing heat applied before reestablishing normal thrust.

Reducing the RPM will minimize the danger of inter-nal damage to the engine as ice which has already formed breaks loose and is ingested. Ignition should preclude the possibility of engine flameout due to ice ingestion.

USE OF AIRBORNE VIBRATION MONITORING (AVM) SYSTEM. Incipient engine difficulties may be detected by the AVM equipment. AVM values may vary among engines. The installed vibration charac-teristics are unique to the engine, installation and instrumentation. For trend monitoring purposes, val-ues should be recorded during stabilized cruise thrust settings at regular intervals (at least once a day) in order to detect significant vibration changes under comparable conditions.

SECTION 3
ABNORMAL OPERATION

Abnormal procedures, in particular, require the care-ful integration of factors involving all associated sys-tems. The content of this section, therefore, should be used primarily for guidance over which the Air-plane Flight Manual content takes precedence. When an abnormal event is encountered, it should be re-ported for appropriate maintenance action. It is nec-essary to document all pertinent information.

ENGINE FIRE WARNING. The engine fire warning system indicates presence of a fire within the nacelle. If a fire warning is registered, it must be assumed that a fire exists .

If a fire is encountered, either in flight or on the ground, retard the thrust lever, shut down the engine and pull the Engine Fire Switch. If the fire warning continues, discharge the fire extinguishers in accor-dance with the airplane manufacturer's procedures.

ENGINE TAILPIPE FIRE ON GROUND. When ground fires are encountered, they are most likely to be engine tailpipe fires which occur during engine start or engine shutdown. The best method of arrest-ing such a fire is to shut off fuel and ignition and mo-tor the engine by means of the starter with minimum delay to reduce internal temperatures and to blow out both the fire and residual fuel and vapor.

CAUTION: Dry chemical powder fire extinguishing agents can cause severe corrosive damage to the engine and, therefore, should only be considered as a last resort.

ENGINE LIMIT EXCEEDANCE. Whenever the op-erating limits shown are exceeded, the operating crew must take whatever action is necessary, flight condi-tions permitting, to return operation within limits. En-gine operation can continue after operating limits have been restored providing limit exceedance has not resulted in any evident damage. All such inci-dents should be recorded stating the maximum val-ues observed and the length of time above limits, or (in the case of low oil pressure) below the limit. This information is essential for effective incident corrective action by maintenance personnel.

Whenever an engine EGT overtemperature is experi-enced during ground operation, the engine should be shut down immediately and motored for 30 seconds to cool.

ENGINE SURGE. INFLIGHT NONRECOVERABLE SURGES.
Engine surges art categorized as either recoverable or nonrecoverable. A recoverable surge is a momen-tary disruption of airflow through the engine which ceases immediately without the need for the operator to take any corrective action. A nonrecoverable surge requires operator action to restore normal operation. This can include retarding the thrust Iever, increasing engine bleed or engine shutdown.

Nonrecoverable surges can be either audible or silent and are generally accompanied by increasing EGT. These surges will frequently recover if the thrust lever is immediately and rapidly retarded to idle. The En-gine Start Selector should also be placed to FLT to protect against flameout.

When the thrust lever is at idle, check EGT to deter-mine if the engine has recovered from the surge condition. Do not shut down an engine if EGT is significantly cooler than the inflight limit or is decreas-ing.

Shut the engine down if EGT is within 20ºC of the EGT limit and increasing.

If EGT is below the EGT limit and stabilized or de-creasing:
· Advance the thrust lever slowly. Check that N1 and N2 follow thrust Iever movement.
· If surge does not recur and thrust lever response is normal, continue normal engine operation.
· If surge recurs, operate the engine at a reduced thrust level which is surge free.
If EGT continues to increase, but is not within 20ºC of the EGT limit, turn the engine anti-ice ON in a further attempt to achieve surge recovery. If the engine re-covers from the surge condition, as detected by a decreasing EGT, turn the engine anti-ice OFF prior to advancing the thrust lever to facilitate engine accel-eration.

REPETITIVE SURGES AT LOW ALTITUDE. In the event of repetitive surges at a critically low altitude (takeoff), the engine should be operated at the mini-mum thrust required to attain a safe altitude and air-speed. Once reaching that altitude and airspeed, the affected engine(s) should be reduced in thrust to clear the surges.

REPETITIVE SURGES INFLIGHT. Avoid operating an engine in a persistent surging condition. Multiple surges can cause blade clashing within the compres-sor and possible engine failure. Reduce thrust to the point where the surge condition is cleared.

ENGINE WINDMILLING. All engines which have windmilled as a result of an emergency shutdown due to a malfunction in flight must be inspected upon landing. The type of inspection required depends on the circumstances outlined in the applicable Mainte-nance Manual. A notation should, therefore, be made by the flight crew stating whether or not the engine windmilled with continuous positive indication of oil pressure.

INFLIGHT START. No attempt should be made to restart an engine if there are indications of engine damage, the engine had been shut down because of an engine fire or there is a recognizable possibility that an attempted relight may result in a fire.

The fact that an engine was shut down as the result of a nonrecoverable surge and engine operating limits were exceeded during the surge does not in itself preclude an attempt to restart the engine. The engine should, however, be carefully monitored after restart and for the remainder of the flight to ensure that the operation above engine limits has not resulted in evi-dent engine damage.

A technique which has proved very successful is to initiate a rapid relight immediately after flameout oc-curs by retarding the thrust levers to idle and select-ing FLT. Successful relights may be obtained at high altitude provided that action is taken before the com-pressor RPM has decreased substantially.

Inflight starts may be attempted regardless of altitude or airspeed following the procedural considerations listed below and observing the published inflight start EGT limit. The probability of a successful start is en-hanced by observing the boundaries of the Inflight State Envelope published in the AFM.
The limits and criteria presented in Section 2 for ground starts also apply to normal air starts except:
1. The start attempt should be discontinued if an EGT rise is not obtained within 30 seconds after fuel on.
2. Run at idle for 5 minutes, whenever flight condi-tions permit, prior to setting cruise thrust.
3. The use of both igniters (FLT) is desirable for an air start.
4. A minimum of 15% N2 is recommended for plac-ing the fuel Control Switch to RUN. Starter assist procedures should be used, if necessary, to achieve this level.

NOTE:  In an emergency situation, if 15% N2 is not achieved and starter assist is not available, the start should be attempted at the maximum windmilling speed attainable.

START VALVE OPEN INFLIGHT. An engine start valve opening in flight will be indicated by an amber L(R) STARTER CUTOUT EICAS caution message accompanied by an amber left or right Start VALVE Light illuminating. If this occurs, all bleed air should be removed from the starter and icing conditions avoided. If bleed air is not removed, the starter may be damaged.

HIGH OIL TEMPERATURE. High oil temperature is indicated on the lover EICAS by the digital display and pointer turning either amber, if in the transient range, or red, if the maximum transient limit is ex-ceeded. During stabilized engine operation, should the oil temperature exceed the maximum continuous limit but be Iess than the maximum transient limit as stipulated in Section 4 - Engine Operating Limits, check oil quantity and oil pressure indications. If indi-cations are normal, advance the thrust lever (not to exceed maximum thrust limits) to increase fuel flaw and reduce the oil temperature, If the oil temperature does not exceed the maximum limit and falls below the continuous limit within 20 minutes, continue nor-mal operation.

Following a reduction in engine thrust level, the oil temperature may temporarily exceed the maximum continuous limit due to the reduction in fuel flow through the fuel oil cooler. Normal operation can con-tinue providing the oil temperature does not exceed the maximum transient limit and stabilizes at a value less than the maximum continuous limit within 20 minutes. If the increase in oil temperature is caused by a reduction of fuel flow, a technique to accelerate the decrease in oil temperature, conditions permit-ting, is to advance the thrust lever to higher thrust setting. This should be accomplished without exceed-ing the maximum thrust allowed for the prevailing conditions. Such action will serve to increase the fuel flow to the engine, and thus increase the cooling ca-pacity of the fuel oil cooler until the heat rejection from the engine can be accommodated by a lower fuel flow.

In either case, when the oil temperature cannot be returned below the maximum continuous limit in 20 minutes or cannot be maintained below the maximum transient limit, the engine should be shut down. If conditions do not permit engine shutdown, operate at the minimum thrust required to sustain flight until a landing can be made.

LOW OIL PRESSURE. Low oil pressure indication (less than 70 psi), as displayed in red on the lower ELCAS, accompanied by an independent amber L(R) ENG OIL PRESS advisory on the ELCAS and amber L(R) ENG OIL PRESS Light illuminating on the main instrument panel, requires corrective flight crew ac-tion. The engine should be shut down. If conditions do not permit engine shutdown, operate at the mini-mum thrust required to sustain flight until a landing can be made.

If the oil pressure indication is less than 70 psi but not accompanied by the amber L(R) ENG OIL PRESS Light and/or amber L(R) ENG OIL PRESS EICAS advisory message, monitor oil quantity and oil temperature. If the oil pressure is greater than 70 psi but accompanied by the amber L(R) ENG OIL PRESS Light and/or amber L(R) ENG OIL PRESS EICAS advisory message, monitor oil quantity and oil temperature. In either case, if these engine parame-ters are normal, continue engine operation and report for maintenance action after the flight.

OIL FILTER CLOGGING. The amber L(R) OIL FIL-TER EICAS advisory message indicates filter clog-ging. The following procedures are recommended when these warnings are displayed in flight:
1. A thrust reduction should be made to extinguish the oil filter warning indications. The engine can be operated at a thrust level which will keep the oil filter warnings extinguished.
2. If the message continues to be displayed, the en-gine should be shut down. If conditions do not permit engine shutdown, operate at the minimum thrust required to sustain flight until a landing can be made.

The filter clogging message should be reported as an engine discrepancy.

LOW OIL QUANTITY. There is no minimum oil quantity limit. While engine operation is governed by both oil pressure and oil temperature limits, oil quan-tity indications may enable the crew to recognize a deteriorating oil system.

When abnormal oil quantity indications are observed, monitor oil pressure and temperature to confirm the abnormal quantity indication. A sudden or complete lose of oil quantity without abnormal indications of pressure or temperature is most probably indicative of a quantity indicating system failure. Engine operation under these circumstances should be monitored by checking oil pressure and oil temperature as well as other parameters. If all indications are normal, oper-ate the engine normally. If any operating limit is reached, take the appropriate action.

When a steady decrease in engine oil quantity is ob-served over a period of time, monitor oil pressure and oil temperature and anticipate an engine shutdown. When any operating limit is reached, take the appro-priate action.

INFLIGHT REVERSION TO ALTERNATE CONTROL MODE (N1). Automatic reversion to the alternate control mode (N1) is indicated by the amber ALTN Light illuminating on the EEC Mode Switch and an amber L(R) ERG EEC MODE EICAS advisory mes-sage. Should this automatic reversion occur, it is rec-ommended that re-selection of the primary control mode (EPR) be attempted through the EEC Mode Switch in anticipation of the fault having cleared. This is accomplished by reducing thrust on the affected engine and pressing the EEC Mode Switch twice. The initial pressing manually selects the alternate control mode. The amber ALTN Light remains illumi-nated and the amber L(R) ENG EEC MODE EICAS advisory remains displayed.

CAUTION: Prior to manual selection of the alternate control mode (N1), the engine thrust levers should be retarded to a mid position. A substantial overboost can occur if the alternate control mode is selected at a high thrust level.

Pressing the EEC Mode Switch a second time at-tempts to re-select the primary control mode (EPR). If the amber ALTN Light does not illuminate, and the EICAS advisory extinguishes, a successful re-selection of the primary control mode has been ac-complished,

If EPR re-selection is not successful or exercised, it is recommended that both engines be placed in the alternate control mode (N1) for the remainder of the flight.

REVERSER INFLIGHT MALFUNCTION. Inflight malfunction of the thrust reverser system will be indi-cated on the upper EICAS by an amber reverser un-lock (REV) status. This malfunction should normally be verified by any abnormal engine/airplane behavior such as vibration, buffeting or rolling.

The display of the amber REV status without any as-sociated abnormal engine/airplane behavior may therefore be a false warning indication. If there are no associated engine/airplane abnormalities observed with the annunciation of the reverser unlock status, normal engine operation should be continued and the incident reported for maintenance action after the flight.

If the display of the amber REV status is accompa-nied by abnormal engine/airplane behavior, the en-gine should then be shut down.

MODERATE TO HEAVY RAIN AND HAIL. Flight should be conducted to avoid thunderstorm activity. To the maximum extent possible, moderate to heavy rain and hail should also be avoided. Ground based radar reports and pilot reports should be used by the flight crew when moderate and heavy rain or hail is anticipated. The aircraft radar should be properly ad-justed for range and tilt to adequately scan the route of flight for areas of heavy precipitation.

When operating in or near moderate to heavy rain and hail, accomplish the following:

1. IGNITION
a). Position Engine Start Selector to FLT. This selec-tion offers maximum flameout protection and re-start capability in the event of a multiple engine thrust loss.

2. ANTI-ICE
a). Engine and Wing Anti-ice Switches should be OFF.
b). Engine and Wing Anti-ice Switches should be ON if icing conditions exist. Otherwise, Engine and Wing Anti-ice Switches should be OFF to Provide protection against engine rundown and/or flame-out.

3. THRUST LEVERS.
a). Autothrottles should be OFF.
b). Do not make rapid thrust lever movements in heavy precipitation unless excessive airspeed variations occur. If thrust changes are necessary, move the thrust lever very slowly. Avoid changing thrust lever direction until engines have stabilized at a selected setting.
c). Do not make thrust lever movements to correct for fluctuations in engine parameters. Engine pa-rameters will return to normal immediately upon leaving the area of heavy precipitation.

4. N1 RPM.
a). Maintain at least Idle RPM.
b). Above Idle RPM significantly increases the ca-pability of the engine to ingest water without expe-riencing rundown, flameout or surge.

CAUTION: Do not shutdown if the engine does not respond to a thrust lever acceleration command if EGT is within limits and is stable. Normal engine re-sponse will return upon leaving the area of heavy precipitation.

5. APU.
a). The APU, if available, should be started. The APU can be used to power the electrical system and to provide a pneumatic air source for improved engine starting in the event of a multiple engine thrust loss.

OPERATION IN VOLCANIC ASH. Every precaution must be taken to avoid operation in or around the vicinity of an active volcano. In the event, however, that an inadvertent encounter occurs, the following recommended operating procedures are intended to maximize engine surge margin and to lower engine turbine temperatures in order to reduce the accumu-lation of volcanic material on the turbine vanes:
a). Reduce thrust to idle, altitude permitting. This will provide additional surge margin and lower engine turbine temperatures.
b). Disengage autothrottle. This will prevent the autothrottle from increasing engine thrust.
c). Turn on all accessory airbleeds including all air conditioning packs, engine and wing anti-ice. This will provide additional engine surge margin.
d). Engine Start Selector set to FLT position.
e). Monitor EGT.
f). Exit the volcanic cloud as quickly as possible.
g). In the event an engine shutdown becomes neces-sary during volcanic ash ingestion, restart engine using published procedures.
h). If an engine fails to start, repeated attempts should be made immediately. A successful engine start may not be possible until the airplane is out of the volcanic cloud and the airspeed and altitude are within the airstart envelope. Engines are very slow to accelerate to idle at high altitude. This should not be interpreted as a hung start or as an engine malfunction.
i). Upon exiting the volcanic cloud, land as soon as possible.

SECTION 4
ENGINE OPERATING LIMITS PW4060

N1  111.4%
N2  105.6%
EGT
Takeoff (5 minutes) (See NOTE 1) 650ºC
Maximum Continuous  625'ºC
Ground Start 535ºC
Inflight Start (See NOTE 2) 650ºC
Oil Pressure
Minimum (Sec NOTE 3) 70 PSI
Oil Temperature
Minimum for Takeoff 50ºC
Maximum Continuous  163ºC
Maximum Transient (20 minutes) 177ºC
Fuel Temperature (Minimum for Takeoff)
IDGS operational -43ºC
IDGS inoperative -37ºC
IDGS air/oil cooler stuck open -42ºC
Engine or both air/oil coolers stuck open -34·C
Both sit/oil coolers stuck open and IDGS
inoperative -30ºC
Starter
Start Attempts 3
Cooling period following 3 start
attempts (See NOTE 4)  30 Minutes
Normal re-engagement speed 15% N2
Maximum re-engagement
speed (emergency)  20% N2

ENGINE OPERATING LIMITS

NOTE 1:For the engine-out contingency and with regulatory agency approval, including authorization by the Airplane Flight Manual, the application of takeoff thrust can be extended to ten minutes pro-vided the following conditions are observed:
a). Use of the extended time period for training flights is excluded .
b). Use of the ten minute takeoff period will not alter the maximum gross weight of the airplane (Limitations Section I of the FAA approved Air-plane Flight Manual) certified under current Fed-eral Aviation Regulations (FAR) with the current engine rating structure.
c). The engine will be operated and maintained in accordance with instructions and limits authorized or issued by PW and current at the time.

NOTE 2: For inflight starts that result in exceedance of the ground start limit, the maximum temperature and duration must be recorded for maintenance ac-tion, per the PW4000 Maintenance Manual.

NOTE 3: Temporary interruption associated with negative "g" operation is limited to 30 seconds maxi-mum. Normal oil pressure will be restored rapidly once the negative "g" effect has been eliminated.

NOTE 4: Engine motoring for 90 seconds is required following an aborted start.