Overview
The function of the power plant is to supply the thrust for aircraft movement. The power plant includes the installed engine and the nacelle.
The Global Express is equipped with two Rolls Royce BR710 engines which consist of the power plant, the basic engine, compressor airflow control, the oil and the fuel system, the FADEC system, the engine control and engine indicating system, the starting/ignition systems, and the thrust reverser system.
The aircraft engines, model BR700-710A2-20 are mounted on a pylon on either side of the rear fuselage provide 14,750 pounds of flat-rated thrust to ISA +20 °C at sea level.
There are two power plants on the aircraft. They are installed on horizontal pylons on each side of the rear fuselage.
The engine is a high bypass ratio turbofan with two rotating assemblies/spools, namely the Low Pressure/N1 spool and the High Pressure/N2 spool, each driven by the respective set of turbines through the corresponding co-axial shaft. In addition, the HP spool provides an external drive for the engine-driven accessories mounted on the accessory gearbox (AGB).
All air entering the engine air intake passes through the LP compressor (fan) and is then divided into the two main flows, the bypass airflow (the cold stream), and the core airflow (the hot stream).
The core airflow passes through the high pressure (N2) compressor which has ten stages and then through the annular combustion chamber which is provided with 20 spray nozzles for supplying the engine with its fuel requirements. The core airflow which now includes the products of combustion, flows through two stages of high pressure (HP) turbines and two more stages of low pressure (LP) turbines. The core airflow next passes through the forced mixer where it meets the bypass air.
The bypass air passes through the fan outlet guides vanes (OGVs) along the bypass duct (which forms part of the engine structure), and through the forced (air) mixer and meets with the core airflow. The combined air stream is exhausted into the atmosphere through a common nozzle.
The methods used by the engine to minimize the danger of engine stall are the variable angle stator vanes and the air bleed valves. They are also called handling bleed valves.
The engine oil system supplies filtered oil at the correct pressure and rate of flow to lubricate and cool engine areas. The oil flows to the engine bearings and the accessory gearbox.
The fuel system consists of a low pressure (LP) system and a high pressure (HP) system. The primary function of the engine fuel system is to pump and meter fuel to the engine in accordance with the demands generated by the electronic engine controller (EEC).
The full authority digital electronic control (FADEC), also called EEC is the primary interface between the airplane and the engine systems. It supplies all control and monitoring functions for the engines and thrust reverser.
The throttle quadrant assembly (TQA), mounted on the center pedestal, consists of two locking toggle-type engine switches and dual throttle levers driving a rotary differential transformer. They are used to control the engine power settings and thrust reverser operation.
The engine indicating system measures parameters of the engine operation and sends the electrical signals to the EEC. Engine indications are displayed on the primary EICAS page and the status page.
The engine start and ignition system panel is located on the overhead console. It is designed to achieve assisted ground start, in-flight starts and windmill in-flight starts. Forward of the throttle quadrant there are two toggle switches. They are used to change the operating mode of the engine. EPR mode the EEC uses P20 and P50 to calculate the power output of the day. The N1 position is based on the throttle resolver angle and the flight ambient condition at the time of the selection.
The thrust reverser provides additional forces to decelerate the aircraft during landing or during a rejected takeoff. The assembly forms the rear part of the nacelle between the cowl doors and the exhaust nozzle. The thrust reverser system is operated by the airplane hydraulic system and is controlled by the throttle quadrant and the EEC.
The turbines and exhaust are designed to keep the noise level to the minimum during all phases of engine operation. The BR 710 engine meets ICAO level 3 noise standards.
