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Trims to higher of two EPR CMDs from FADECs. Trims to T/O EPR setting when within trim authority range.
Cruise Phase
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Trimming to the average of the two EPR CMDs.
Approach Phase Approach Phase
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Trimming to the computed A/T EPR. . Trimming to the average of the two EPR CMDs.
GA Phase GA Phase
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Trims to higher of two EPR CMDs. Trims to GA
. Trims to higher of two EPR CMDs. Trims to EPR setting when within trim authority range.
GA EPR setting when within trim authority range.
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual Volume 2
N1, N2, EPR CMD SYNC OFF
A/T ON A/T OFF
T/O Phase
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No active trim commands. Trim commands are zeroed.
Cruise Phase
.
No active trim commands. Trim commands are zeroed.
Approach Phase Approach Phase
. Trimming to the computed A/T EPR. . No active trim commands. Trim commands are zeroed.
GA Phase GA Phase
. Trims to higher of two EPR CMDs. Trims to GA
. No active trim commands. Trim commands EPR setting when within range of GA EPR rating.
are zeroed.
The phase of flight is determined by the electronic trim system and is based on the A/T mode, as well as the active autopilot/flight director pitch mode.
The electronic trim system will hold trim commands at 60 knots during T/O roll in order to prevent undesirable thrust changes during T/O phase between 60 knots and 400 feet. The trim commands cannot be changed, including deselection, until the airplane transitions 400 feet above ground level.
SYNC Annunciation
A SYNC annunciation will be displayed on N1 or N2 or EPR, when the sync system is engaged and is issuing electronic trim commands.
There will be no SYNC annunciation while:
. A/T is engaged with EPR CMD sync selected.
. A/T is not engaged during T/O or approach phase with EPR CMD sync selected. The engine trim control is not available for the following conditions:
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Engine out condition.
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While an engine is in reversionary control (N1 control).
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While data, required for control, is invalid.
Volume 2 Flight Crew Operating Manual Rev 2A, Apr 11, 2005
POWER PLANT
The thrust reversers provide additional deceleration to assist during landings and rejected take-offs.
The thrust reverser is a pivoting door type. When deployed, the upper and lower doors pivot to redirect exhaust gases through the top and bottom of the nacelle, eliminating forward thrust and providing a braking effect. Each door has a kicker plate, attached to its front edge, designed to ensure that the exhaust gases are ejected in the proper direction.
Inflight the pivot doors are locked closed.
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