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Thrust reverser operation of each engine is independent of the other engine. If the FADEC senses that a thrust reverser door is unlocked in flight, the FADEC will limit engine thrust to idle, irrespective of thrust lever position. It will also post a L (R) REVERSER UNSAFE (W) CAS message. If the main thrust levers are pulled rearward to the REV position when the aircraft is not on the ground (no WOW or wheel spinup signal), the doors will not be unlocked, and an amber REV icon is illuminated inside the N1 display. This caution signal is removed if the levers are restored to IDLE or forward while in the air. ISOLATION CONTROL UNIT The isolation unit controls the hydraulic system pressure to the thrust reverser system. DIRECTIONAL CONTROL UNIT The directional control unit controls hydraulic pressure to the upper and lower door actuators to deploy force. A pressure switch sends a signal to the directional control unit. The directional control unit control also sends a signal to the upper and lower door actuators causing an overstow of the thrust reverser doors to enable unlatching of the primary locks. The unit contains a directional control valve that is controlled by a solenoid valve. The solenoid valve is controlled from thrust lever microswitches, WOW and wheel spinup signals. When the solenoid is energized, a deploy valve opens allowing hydraulic pressure to sequentially release the two primary locks. Through the WOW or wheel spinup signal, two tertiary locks (prevents uncommanded thrust reverser deployment) release and allows the directional control valve to the deploy position. As the aircraft decelerates, the maximum N1 is reduced which limits thrust reverser authority and also helps prevent thrust reverser controllability problems. Sep 13/2004 Flight Crew Operating Manual Volume 2 REV 1 CSP 100-6 18-01-21 VIBRATION MONITORING SYSTEM DESCRIPTION CFO1801002_007 DESCRIPTION |
