Eclipse 500 System Manual page 187

Section 8. Engines & Fire Protection
AUTO ACTIVATION
Once armed, the APR system will automatically activate if there is a difference
detected between engine speeds.
• Left or Right N1 fan speed differ by 20% or more
• Left or Right N2 compressor speed differ by 10% or more
When an engine fails — green APR ON text is displayed above the N
MFD. APR increases thrust on the operating engine by increasing fuel flow, allowing
the engine to operate up to the ITT limit of 795°C. The increased thrust is limited by
any of the following parameters:
900 pounds absolute thrust
110% of normal takeoff thrust with both engines operating
ITT limit for APR (795°C)
N1 or N2 speed limit
If an engine fails during a low altitude/low temperature takeoff, where engines are
producing full rated thrust, APR does not increase thrust on the operating engine.
Operation with APR active is allowed for 10 minutes. The red band on the ITT limit
tape changes to the new limit for this 10 minute period. When the throttles have
been at the takeoff position for more than 10 minutes, the ITT digital value and
moving tape turn red and a L (R) ENG EXCEEDANCE warning message appears to
prompt the pilot to reduce thrust to the maximum continuous thrust (MCT) setting.
TEST APR ACTIVATION
With APR armed, reduce one engines throttle below the mid range while leaving the
other engine at takeoff.
DEACTIVATION
Once APR is activated, either automatically or via a test activation, it will remain
active until the engines are shutdown, or the pilot uses the 'Manual
Disarm/Deactivation' procedure.
8.5.5 Starter/Generators
A starter/generator is mechanically coupled to each engine. During engine start, the
starter/generator functions as a motor. Power from the start battery drives the starter
via a Generator Control Unit (GCU) connected to each starter/generator. After the
engine is running, the starter/generator functions as a generator and supplies power
to the airplane via the GCU.
8.5.6 Engine Fuel System
Fuel is supplied to the engines by a Fuel Metering Unit (FMU) that receives fuel
under pressure from fuel pumps located in the sump tanks. Fuel for each engine is
further pressurized by an engine-driven low pressure fuel pump within the engine.
From the low pressure pump fuel flows from the FMU through a fuel/oil heat
exchanger to cool engine oil. Fuel then flows through the main fuel filter, which
incorporates a bypass in the event of filter blockage and a differential pressure switch
to indicate impending fuel filter bypass. Fuel returns to the FMU and passes through
a high pressure pump and fuel metering valve controlled by the FADEC. The fuel
metering valve then distributes fuel to the fuel nozzles.
Version 2.0 April 2007
Copyright © — Eclipse Aviation Corporation
Eclipse 5OO Systems Manual
tape on the
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Excess fuel is routed back
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