Embraer Diferencial

Embraer ERJ190 to 170 Differences B1 Technical Training Notes
Aircraft Engineering Training Solutions Ltd

TRAINING NOTES FOREWORD
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These notes are intended for INSTRUCTIONAL PURPOSES ONLY and no revision service
will be provided to the holder.
This document is issued on the express condition that any part or all of its contents shall not
by trade or other way, be lent, re-sold, hired out or otherwise circulated to any other party
and/or Company without prior permission of Aircraft Engineering Training Solutions Ltd

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 00 DOCUMENTATION
See Revision Incorporation Record page for details.
Revision Number Date Revision Number Date Revision Number Date
REVISION 0 (ORIGINAL) 10/01/2015
REVISION 1 01/03/2016

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Revision Incorporation Record
Revision number Date Revision Details
REVISION 0 (ORIGINAL) 10/01/2015 NEW CONSOLIDATED TRAINING MATERIAL
REVISON 1 01/03/2016 NO CHANGES

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Chapter 04-00 Aircraft General
Introduction (Embraer 170)

The following short introduction will give you a general overview of the Em braer 170-100 and 170-200. The EMB 170 is a low wing, twin engine
jet airplane of conventional structure, designed for medium to short range operations.
It also features a pressurized cabin. The fuselage has a so-called double bubble design.
The Embraer 170-200 is also referred to as the Embraer 175.
For Training Purposes Only-Revison 1 01/03/2016

Introduction (Embraer 190)
The following short introduction will give you a general overview of the Embraer 190-100 and 190-200. The EMB 190 is a low wing, twin
engine jet airplane of conventional structure, designed for medium to short range operations.
It also features a pressurized cabin. The fuselage has a so-called double bubble design.
The Embraer 190-200 is also referred to as the Embraer 195.
External dimensions Embraer 170-100 External dimensions Embraer 190-100
Total length: 29.90 meters (98 ft 1in. ) Total length: 36.15 meters (118 ft 7 in.)
Wing span: 26.00 meters (85 ft 4 in.) Wing span: 28.56 meters (93 ft 8 in.)
Approximate height: 9.67 meters (31 ft 9 in.) Approximate height: 10.48 meters (34 ft 5 in.)
External dimensions Embraer 170-200 External dimensions Embraer 190-200
Total length: 31.68 meters (103 ft 11in) Total length 38.67 meters (126 ft 10 in)
Wing span: 26.00 meters (85 ft 4 in) Wing span 28.72 meters (94 ft 3 in)
Approximate height: 9.67 meters (31ft 9 in) Approximate height 10.55 meters (34 ft 7 in)

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Seating Capacity (170)
The Embraer 170 has a seating capacity of 78 seats.
Seating Capacity (190)
The Embraer 190-100 has a seating capacity of 98 seats. The Embraer 190-200 has a seat capacity of 108 seats.
These seating capacity figures are for standard fit interiors and may not necessarily be accurate for all airframes.

Weights EMB 170 Weights EMB 190
Maximum Takeoff Weight (STD) 35.990 kg/ 79.344 lbs Maximum Takeoff Weight (STD) 47.790 kg/ 105.357 lbs
Maximum Takeoff Weight (LR) 37.200 kg/ 82.011 lbs Maximum Takeoff Weight (LR) 50.300 kg/ 11.0892 lbs
Maximum Landing Weight 32.800 kg/ 72.310 lbs Maximum Landing Weight 43.000 kg/ 94.797 lbs
Maximum Zero Fuel Weight 30.140 kg/ 66.447 lbs Maximum Zero Fuel Weight 40.800 kg/ 89.947 lbs
Basic Operating Weight 21.140 kg/ 46.606 lbs Basic Operating Weight 28.080 kg/ 61.906 lbs
Maximum Payload 9000 kg / 19.842 lbs Maximum Payload 12.720 kg/ 28.043 lbs
Maximum Fuel 9335 kg / 20.576 lbs Maximum Fuel 12.872 kg/ 28.377 lbs

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Turning radius (170)

With a full deflection of the nose wheel, the EMB 170 can theoretically turn on taxiways as narrow as 17.05 m (55 ft 11 in.). Note that the largest
clearance is required by the tail, which is not visible. In a maximum turn, either the left or the right MLG remains stationary, marking the centre of
the turn.
Turning radius (190)

With a full deflection of the nose wheel, the Emb190-100 can theoretically turn on taxiways as narrow as 21.40 m (70 ft 3 in.). The EMB 190 -
200 can turn on taxiways as narrow as 22.68 m (74 ft 5 in). Note that the largest clearance is required by the tail, which is not visible. In a
maximum turn, either the left or the right MLG remains stationary, marking the centre of the turn.

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CF34-8E high bypass turbofan engines (EMB170)
The two wing-mounted CF34-8E high bypass turbofan engines are based on the CF34 engine family, which is widely used in aviation. Engine
controls and fuel scheduling are provided by a full-authority digital engine control (FADEC) with fully modular design.
The CF34-8E incorporates the aerodynamic efficiency of wide cord fan, which produces most of the engine's 14,200 Lbs maximum
thrust. To enhance aircraft braking capability, the fan by-pass air is reversed not the core exhaust air.
CF34-10E high bypass turbofan engines (EMB190)

The two wing-mounted CF34-10E high bypass turbofan engines are based on the CF34 engine family, which is widely used in aviation. Engine
controls and fuel scheduling are provided by a full-authority digital engine control (FADEC) with fully modular design. The CF34-10E
incorporates the aerodynamic efficiency of wide cord fan, which produces most of the engine's 20,000 Lbs maximum thrust. To en hance
aircraft braking capability, the fan by-pass air is reversed not the core exhaust air.

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06-00 Aircraft areas and dimensions
Introduction (EMB 170)

This chapter describes the aircraft's general external dimensions, aircraft zoning and station identification. The fuselage stations show the
length measurements along the longitudinal axis.
All horizontal measurements are taken from the datum line FS 0 which is located at the nose tip. The forward pressure bulkhead is located at
station 760 and the fuselage is pressurized between the forward pressure bulkhead and the rear pressure bulkhead, which is located at station
23500.

This chapter describes the aircraft's general external dimensions, aircraft zoning and station identification. The fuselage stations show the
length measurements along the longitudinal axis. All horizontal measurements are taken from the datum line FS 0 which is located at the nose tip.
The forward pressure bulkhead is located at station 760 and the fuselage is pressurized between the forward pressure bulkhead and the rear
pressure bulkhead, which is located at station 29837.

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The aircraft measurement (EMB170-100)

The aircraft has a total length from the nose to the tail of 29.90m (98 ft 1 in.), the height from the ground to the top of the vertical tail is 9.67m (31
ft 9 in.) and a vertical tail area of 16.20 m2 (174 ft2 54 in2). The distance from the nose gear to the main gear is 10.60 meters (34ft 9 in).
The aircraft has a total wing span of 26.00m (85 ft 4 in) with a total wing area of 72.72 m 2 (782 ft2 180 in2), a horizontal tail span of 9.84 m (32 ft 4
in.), with a horizontal tail area of 23.25 m 2 (250 ft 2 38 in2) and a fuselage external diameter of 3.01 m (9 ft 11 in.).
The distance from the left to right main gear is 5.20 meters (17ft).
The aircraft measurement (EMB170-200)

The aircraft has a total length from the nose to the tail of 31.68m (103 ft 11 in.), the height from the ground to the top of the vertical tail is
9.73m (31ft 9 in.) and a vertical tail area of 16.20m2 (174 ft2 54 in2). The distance from the nose gear to the main gear is 11.40 meters (37ft 5 in).
The aircraft has a total wing span of 26.00 meters (85 ft 4 in) with a total wing area of 72.72 m 2 (782 ft 2 180 in2), a horizontal tail span of 10.00
meters (32 ft 9 in), with a horizontal tail area of 23.25m2 (250 ft2 38 in2) and a fuselage external diameter of 3.01 m (9 ft 11 in).
The distance from the left to the right main gear is 5.20 meters (17 ft).
The aircraft measurement (EMB 190-100)
The aircraft has a total length from the nose to the tail of 36.24m, the height from the ground to the top of the vertical tail is 10.55m and a vertical
tail area of 16.20 m2. The distance from the nose gear to the main gear is 10.60 meters.
The aircraft has a total wing span of 28.72m with a total wing area of 92.50 m 2, a horizontal tail span of 12.01 m, with a horizontal tail area of
26.00 m2 and a fuselage external diameter of 3.01 m.
The distance from the left to right main gear is 5.94 meters.
The aircraft measurement (EMB 190-200)

The aircraft has a total length from the nose to the tail of 38.67m, the height from the ground to the top of the vertical tail is 10.55m and a vertical tail
area of 16.20m2. The distance from the nose gear to the main gear is 13.83 meters.
The aircraft has a total wing span of 28.72 meters with a total wing area of 92.05 m2, a horizontal tail span of 12.08 meters, with a horizontal tail
area of 26m2 and a fuselage external diameter of 3.01 m.
The distance from the left to the right main gear is 5.94 meters.

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15
The aircraft measurement (EMB170) continued
Located on the left side of the fuselage are two main doors, which qualify as type 1 emergency exits. Located on the right side of the fuselage are
two service doors, which qualify as type 1 exits, and two baggage compartment doors.
The aircraft measurement (EMB190) - continued

Located on the left side of the fuselage are two main doors, which qualify as type 1 emergency exits. Located on the right side of the fuselage are

two service doors, which qualify as type 1 exits, and two baggage compartment doors.

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The aircraft stations (EMB170)
The aircraft stations are defined by a coordinate system using three main reference axes. The point of origin for the longitudinal axis X, lateral
axis Y and vertical axis Z is in front of the aircraft.
The ordinates are identified by the letter for the major axes, followed by the dimension in inches from the point of origin. There are additional points
of origin selected for locating major assemblies.
These points are identified with a suffix letter indicating the assembly. These assemblies are the wings, the vertical stabilizer, the horizontal
stabilizer, the power plant and the engine pylons.
The aircraft stations (EMB190)

The aircraft stations are defined by a coordinate system using three main reference axes. The point of origin for the longitudinal axis X, lateral
axis Y and vertical axis Z is in front of the aircraft.
The ordinates are identified by the letter for the major axes, followed by the dimension in inches from the point of origin. There are additional points
of origin selected for locating major assemblies.
These points are identified with a suffix letter indicating the assembly. These assemblies are the wings, the vertical stabilizer, the horizontal
stabilizer, the power plant and the engine pylons.

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The Wing (EMB170)
The Wing Main box includes a single-cell torsion box structure, It is limited from spar 1 to spar 2, and from wing rib 1 at station Y -1380.0 to
wing rib 26 at station Y -12196.
The primary purpose of the Wing Main Box is to provide fuel storage and structural continuity between fixed trailing edge (spar II) and fixed
leading edge (spar I), and to provide mounting points for the control surfaces, the flap track fitting and the pylon lower fitting. The wing main
box is connected to the stub box by 100 inconel bolts of various diameters, fitted around the wing centre box contour.

The Wing (EMB190)
The wing main box is a single-cell torsion box structure, with a spanwise kink in the lower skin at rib 10. It is limited from spar 1 to spar 2, and
from wing rib 1 at station Y - 1380.8 to wing rib 29 at station Y- 13507.
The primary purpose of the Wing Main Box is to provide fuel storage and structural continuity between fixed trailing edge (spar II) and fixed
leading edge (spar I), and to provide mounting points for the control surfaces, the flap track fitting and the pylon lower fitting.
The wing main box structure attaches the wing to the wing stub.

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The horizontal stabilizer (EMB170)

The horizontal stabilizer is an all-metal structure composed of skins, stringers, spars and ribs, with fairings made of composite material. It is
divided into three spar boxes:
one main spar box that extends spanwise, between the middle spar and the rear spar; and
two secondary spar boxes, each extending from rib 3A to rib 14, between the front spar and the middle spar on each side.
The horizontal stabilizer (EMB190)

The horizontal stabilizer is an all moving surface attached to the fuselage with a pair of hinges and a single trim actuator attachment. It is an all-
metal surface composed of skins, spars and ribs, with fairings made of composite material. For each side of the horizontal stabilizer the structural
box comprises three spars, seventeen ribs and upper and lower skin panels reinforced with attached stringers.
The spars are named the front spar, middle spar and rear spar.

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ATA 12 Servicing

UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter ATA 12 SERVICING
REVISION 1 01/03/2016

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12-00 Servicing
Introduction
Chapter 12 of the aircraft maintenance manual provides information about

scheduled and unscheduled aircraft servicing, and is divided into the following
sub chapters: Replenishing, which provides information about the procedures to
fill or charge the aircraft systems with fuel, oil, gas, and other fluids as
required.Servicing, which provides information about procedures such as

landing gear lubrication and aircraft cleaning. Unscheduled servicing, which
provides information about aircraft cold weather maintenance. Please note that
you must always refer to the procedures outlined in the applicable manuals to
perform these tasks.
Replenishing
Replenishing details the procedures to fill or charge the aircraft systems with fuel,
oil, gas, and other fluids as needed.
This section contains the following subsections: Fuel tank servicing, Engine
and APU servicing, Hydraulic and landing gear system servicing. Oxygen
system servicing and water servicing.

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Fuel tank servicing

Fuel tank servicing can be performed using the following methods:
The fuel tanks can be refuelled/defueled by the use of the pressure

refuelling/defueling system, which automatically controls the entire
process and stops the refuelling/defueling process at the correct quantity.
Pressure refuelling/defueling is performed by the use of the pressure
fuelling/defueling adapter and the fuel control panel.
The fuel tanks can be refuelled/defueled by the use of gravity refuelling/defueling. To
accomplish this the aircraft has two filler caps on top of the wings. Fuel tank draining for
removal of water or other contamination can be carried out by using the drain valves

installed at the lowest part of the inboard tanks.
The fuel measuring stick assemblies located on each wing lower surface
provide a visual indication of the total fuel quantity on each wing. They are
used if no electrical power is available to the aircraft or if there is a malfunction
of the fuel quantity indicating system. Please note that you must refer to the
procedures outlined in the applicable manuals to perform these tasks!

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Fuel Tank Servicing

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Hydraulic and landing gear system servicing

The section "hydraulic and landing gear system servicing" provides information
about the servicing procedure on the accumulators of the No. 1, No. 2, and
No. 3 hydraulic systems, and also the procedures used to pressurize the
landing gear shock struts.
Detailed procedures about landing gear servicing can be found in Chapter 32
of the aircraft maintenance manual.
Always refer to the procedures outlined in the applicable manuals to perform these tasks!

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C
C
A
ZONE
190
A
ZONES

314
1. PALM BUTTON 316 B
B A
A
TYPICAL
1. PALM BUTTON
2. QUANTITY
GAUGE
B B
C
2. QUANTITY
GAUGE
No. 1 and No. 2 Hydraulic System Reservoir - Fluid Level Check No. 3 Hydraulic System Reservoir - Fluid Level Check

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A
ZONE
190
A
B B

ZONES
314
316
A
1. HOSE (4x)
2. LID (2x)
1. HOSE (2x)
3. BOTTLE (2x)
2. LID
4. MOUNT
C
C
3. BOTTLE
5. LATCH
4. MOUNT B
5. LATCH
C
C
B C
Ecology Bottle of the No.1 and No. 2 Hydraulic Systems - Servicing Ecology Bottle of the No.3 Hydraulic System - Servicing

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D::::::..
7.0IL VENT
VALVE
SHOCK STRUT
9. TRANSPARENT (REF.)
BLEED HOSE
ZONE
711

-h-----
14. HYDRAULIC
SUPPLY HOSE

13. BLANKING
CAP
.[__

1 1. OIL VOLUME
INDICATOR
MLG Shock Strut - Servicing Nose-Landing-Gear Shock Strut Servicing

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Engine and auxiliary power unit servicing

The section "engine and auxiliary power unit servicing" provides all required
information to refill the engine and auxiliary power unit oil system. Engine oil
servicing is performed through the applicable service panels on the engine
nacelles, and auxiliary power unit oil servicing is performed through a service
panel on the aircraft rear fuselage.
Please note that the oil used to service the engine and APU must be listed on the
table of approved oils. Also note that you must refer to the procedures outlined in the
applicable manuals to perform these tasks.

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Engine and APU Servicing

12
c.

ZONES
' '
351
3,2


)): ACCESSORY GEAR
BOX MODULE
(REF.)
!.OILLE>'El
SIGHT .LASS ----
'"\
1. FILTER CAVITY
1 MAGNETIC
.DRAIN PLUG
EXTENDED
NORMAL
RESET
Integra te d Drive Generator

APU Oil Servicng
(IDG) Oil and Fitter El em ent - Change

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Servicing Water/Waste
The section "water/waste" provides information on how to service the water and waste systems.
The waste system is serviced through a door installed on the lower right side of
the fuselage aft section, while the potable water system is serviced
through a door installed on the lower left side of the fuselage aft section.
It is recommended that water be removed from the water tank after the last flight of
each day if the temperature is expected to fall below freezing.
Again, always refer to the procedures outlined in the applicable manuals to perform these
tasks!

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. ',
, ,' 8 lAVATOAY FILLING
AFT FLIGH T
,,- COUPLING
\ ATIENDAN T
9 LAVATORY DUMPING I PANEL (REF.)
'COUPLING
0
/ I. W AT E QUANTI TY
R
INCi CA TION LIGHT
LET GROUND
10. RVICING CART
Waste Tan k Servicing Potable Water System - Draining

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ZONES
151
152
2. DOOR SWITCH

3. POTABLE WATER
SERVICE PANEL
4. FILLIORAIN
NIPPLE
5. FULUORAIN
INDICATOR
6. SERVICE PANEL
DOOR
7. FILL/DRAIN
VALVE
Potable Water System - Draining

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Gaseous servicing
The section "gaseous servicing" provides information regarding filling pro-
cedures for the cockpit oxygen cylinder, the main and nose gear tire pres-
sure and the hydraulic system accumulator.
Attention: Please note that all applicable safety precautions must be
obeyed! In addition, you must refer to the procedures outlined in the appli-
cable manuals to perform these tasks!

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9. LOCKWIRE
1
5. BLANKING CAP SHOCK STRUT (REF.)
1. NITROGEN 2 BODY (REF.)

SUPPLY HOSE
8. BLANKING CAP
SERVICING PLATE (REF.)
7. NITROGEN
SUPPLY HOSE

6. CHARGING NUT (REF.) 1
CONNECTION SERVICING LINE
5. CHARGING REFERENCE
CONNECTION
NITROGEN SERVICING
REGULATOR (REF.)
SHOCK STRUT
(REF.)
NITROGEN SERVICING
REGULATOR (REF.)
6. NITROGEN
REGULATOR
3. REGULATOR
MLG Shock Strut - Servicing Nose-Landing-Gear Shock Strut - Servicing

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SHOCK SERVICING LINE

STRUT (REF.) REFERENCE
LOWER
CAM (REF.)
SHOCK
SLIDING TUBE STRUT (REF.)
ASSEMBLY (REF.) A
A
SERVICING
MAIN FITTING PLATE (REF.)
(REF.) B

SLIDING TUBE 12410 DIMENSION H
ASSEMBLY (REF.) (1800)
DIMENSION H RETAINING
RING (REF.)
11031
(1600)
DIMENSION H
DIMENSION H = 0 mm
9652
-40C (-40F)
(1400)
PRESSURE - kilopascal (pounds/square inches)

55C
21374
(3100)
-20C (-4F)
29995
(2900)
35C
B
PRESSURE - kilopascal (pounds/square inch)
8274 SLIDING TUBE

18616 (1200)
(2700) 20C ASSEMBLY (REF.)
0C (32F)
17237 AXLE (REF.)
(2500) 5C
15858
20C (68F)
(2300) -10C 6895
(1000) 40C (104F)
14479
(2100) -20C -40C
13100 55C (131F)
(1900)
11721 5516
(1700) (800)
10342
(1500)
8963
(1300) 4137
7584 (600)
(1100)
6205
(900)
4826 2758
(700)
(400)
3447
(500)
13 25 38 51 64 76 89 102 114 127 140 152
(0.5) (1.0) (1.5) (2.0) (2.5) (3.0) (3.5) (4.0) (4.5) (5.0) (5.5) (6.0)
1379
DIMENSION H - millimeters (inches) (200)
25.4 50.8 76.2 101.6 127.0 152.4 177.8 203.2 228.6
ERJ 190/195 MLG LOWER CHAMBER NITROGEN FILLIN PRESSURE (AIRCRAFT ON GROUND) (1) (2) (3) (4) (5) (6) (7) (8) (9)
DIMENSION H - millimeters (inches)
MLG Shock Strut - Servicing Nose-Landing-Gear Shock Strut - Servicing

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1. SYSTEM 1 2. SYSTEM 3 3. SYSTEM 2

HYDRAULIC HYDRAULIC HYDRAULIC
PRESSURE PRESSURE PRESSURE
PRESS QTY PRESS QTY PRESS QTY

SYS 1 SYS 3 SYS 2
90 C 90 C 90 C

728 PSI 78 % 1080 PSI 27 % 760 PSI 21 %
A B PTU
LANDING GEAR
ELEV OUTBD L H ELEV OUTBD RH ELEV INBD

RU D UPPER RUD LOWER AIL INBD
ENG 1 REVERSER AI L OUTBD ENG 2 REVERSER
MF SPOILER 3/4 MF SPOILER 5
GND SPOILER 2 GND SPOILER 1
BRAKE OUTBD BRAKE INBD
NOSE WHEEL STR
A EMER/PARK BRAKE
Hydraulic Synoptic Page - Accumulator - Pressure Level Check

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HYDRAULIC
SYSTEM (REF.)

ZONES
314
A 316 C
A
ZONE
190 TYPICAL
5. PALM BUTTON A
B
1. CHARGING
VALVE
GROUND SERVICE
PANEL (REF.)
2. PRESSURE
GAUGE
1. PRESSURE
GAUGE 3. NUT
2 3 5. PALM
1
0
4 BUTTON
5
2. CHARGING
VALVE
4. DUST CAP
4. DUST CAP 2 3. NUT 1 B

B C
TYPICAL
No. 1 and No. 2 Hydraulic System - Accumulator - Pressure Level Check No. 3 Hydraulic System - Accumulator - Pressure Level Check

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UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 53-56 STRUCTURES GENERAL
REVISION 1 01/03/2016

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53-20 The fuselage main sections

General Description (EMB 170)
The fuselage has the following main sections:
The forward fuselage

The centre fuselage
The aft fuselage

The fuselage is further divided into the following six sections

The Centre fuselage 1, 11 and 111
The rear fuselage
The tail cone.

The fuselage has the following main sections

The centre fuselage
The aft fuselage
The fuselage is further divided into the following six sections

The Centre fuselage 1, 11 and 111, with additional sections referred to as Fwd central fuselage 11 and aft central fuselage 1 1
The rear fuselage
The tail cone.

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5
The central fuselage II (EMB 170)
The Central Fuselage II structure is a pressurized, semi-monocoque region located between station X 11035 (frame 43) and station X 16809.0
(frame 34). It includes the outer skin, transversal frames, longitudinal stringers, longitudinal and transve rse floor beams.
The Central Fuselage II has two parts - the lower fuselage and the upper fuselage. The lower fuselage accommodates the wing stub and the center
electronic bay, and the upper fuselage the passenger compartment and cabin windows.
There are seven passenger window cutouts on each side of the upper fuselage which are reinforced by aluminum "T" shape frames. On the lower
fuselage the center electronic compartment door cut out is located between station X 15814.0 (frame 57) and station X 16389.0 (frame 58), and

provides installation for the plug-in type center electronics bay door.
In order to accommodate the wing stub, the Central Fuselage II structure is interrupted from station X 11650.0 (frame 45) to station X15389.0 8
frame 56), between stringers 18R and 18L, and isolated from the pressurized region by the forward and rear bulkheads.
The central fuselage II (EMB 190)
The CF II structure is the fuselage body section that extends from frame 43 to frame 59.
The CF II is a semi-monocoque structure with a typical double bubble cross section and consists of skins with passenger window cutouts,
transverse frames, stringers, longitudinal and transverse floor beams, and other brack ets and supporting structures for system and equipment.
The skins are stiffened with stringers and transverse frames.
The floor structure consists of transverse and longitudinal beams that trans mit the passenger cabin loads to the primary structure. The transverse
floor beams, called cross-beams, help to withstand pressure loads and to keep the fuselage cross section shape.
The CF II lower structure is interrupted from frame 45 to frame 56 to give room for the wing stub.
The wing stub underside comprises the keel beam, which is attached to the stub and to the CF II to provide t he fuselage load path continuity
throughout the wing stub region. The lower section of frames 45 and 56 are machined pressure bulkheads, attached to the wing spars I and II,
which isolate the wing stub region from the cabin pressurized area.
The CF II body section skin includes seven cutouts with reinforcing frames for the passenger windows on each side. There is one cutout in ev ery
two frames.
The middle avionics compartment, in the CF II lower lobe aft section, houses the MAU (Modular Avionics Unit), the two ICC (Integrated Control-
Center), the cargo compartment fire extinguisher system, and several other miscel laneous minor system boxes.

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54-00 Pylon
General Description (EMB 170) Box Structure (EMB 170)
The box structure generally carries the inertial load of both vertical and lateral shear and torque. The structure between bulkheads 3 and 4 supports the
loads from the forward engine mount. The structure between bulkheads 7 and 8 supports the loads from the aft mount and transfers inertial loads to
the upper link. The structure between bulkheads 10 and 11 transfers inertial loads to the lower and aft links.
Pylon Forward Engine Mount (EMB 170)

The forward engine mount attachment is located between bulkheads 3 and 4 and between the left side lower chord and the right side lower chord.
There are four holes for tension bolts and two holes for shear bolts in the bottom wall. The hole edges for the tension bolts are critical because they
are subject to tensile loads from the engine.
Pylon Aft Engine Mount (EMB 170)

The aft engine mount attachment is located between bulkheads 7 and 8 and between the left side lower chord and the right side lower chord. There are
four holes for tension bolts and two holes for shear bolts in the bottom wall. The hole edges for the tension bolts are critical because they are subject to
tensile loads from the engine.

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Box Structure (EMB 190)

The pylon box structure holds the loads and moments transmitted by the engine nacelle and thrust reverser in all three axes. Thus, the design of the
pylon box structure allows it to hold vertical lateral shear loads, axial (thrust) loads and torque, together with vertical bending caused by the
offset of the engine C.G.
Frames (EMB 190)

The pylon main box has 12 frames. These frames are numbered from 1 to 12. Frame 1 is the first frame at the front of the pylon.
Frame 1 has two parts, an upper and a lower part. The lower part is machined from stainless steel, because of possible leakage of skydrol. The
upper part is machined from titanium alloy to meet the birdstrike requirements.
Frames 2 and 3 are machined from stainless steel, because of possible leakage of skydrol. All other frames (4 through 12) are machined from
titanium alloy. Frames 4 to 11 have an equivalent design, with a central square flanged-hole to give opening for the engine systems. Frame 12 has a
full-web with some holes for pipes and wires.
The frames provide the load path to apply the torque from the engine equally to the pylon skins. They also have the function of support to the spars,
when compressed, they do the work of struts.
Frames 1 to 3 attach to the skin with a single row of fasteners. Frames 4 to 12 have double rows of fasteners to attach the skin safely
All frames/spars/ skin junctions use tension type Hi-Lite fasteners, together with a tension type collar. This configuration gives the maximum available
clamp-up at these locations.

10
Access Doors And Panels - General (EMB 170)

The identification of the access doors or panels helps the manual user to locate units, components and work areas on the aircraft.
The identification of all access doors and panels is as follows:
The three-digit zone number designates the smallest zone in which the door or panel is installed.
The two-letter suffix consists of a primary identifier and a locator.
The first letter is the primary letter that identifies the door or panel in a logical sequence starting with A in each zone.
NOTE: After the full alphabet is used in this position, a second letter is added. This second letter starts again from the letter A.
Example: AA, AB, AC, and so on.
The second letter relates the door or panel to the aircraft area:
T-Top
B- Bottom

L- Left Hand
R- Right Hand
Z- Internal
Side Panels (EMB 170)

There are two side panels in each pylon. They are named as inboard side panel and outboard side panel. They are the vertical webs of the pylon
main box and hold the vertical shear-loads from the engine.
The side panels are single machined pieces. The outboard panel has seven cut-outs and the inboard panel has six cut-outs. Access doors, installed
on these cut-outs with screws, give access during assembly and maintenance.
A duct, between frames 6 and 7 on the outboard panel only, provides the exhaust for the precooler. There are blow-out doors between frames 9
and 10, on each side of the pylon. They operate if an anti-ice duct burst condition occurs.

11
Access Doors And Panels - General (EMB 190)

The identification of the access doors or panels helps the manual user to locate units, components and work areas on the aircraft.
The identification of all access doors and panels is as follows:
The three-digit zone number designates the smallest zone in which the door or panel is installed.
The two-letter suffix consists of a primary identifier and a locator.
The first letter is the primary letter that identifies the door or panel in a logical sequence starting with A in each zone.
NOTE: After the full alphabet is used in this position, a second letter is a dded. This second letter starts again from the letter A.
Example: AA, AB, AC, and so on.

The second letter relates the door or panel to the aircraft area:
T-Top
B- Bottom
L- Left Hand
R- Right Hand
Z- Internal
Side Panels (EMB 190)
There are two side panels in each pylon. They are named as inboard side panel and outboard side panel. They are the vertical webs of the pylon
main box and hold the vertical shear-loads from the engine.
The side panels are single machined pieces. The outboard panel has seven cut-outs and the inboard panel has six cut-outs. Access doors, installed
on these cut-outs with screws, give access during assembly and maintenance.
A duct, between frames 6 and 7 on the outboard panel only, gives the exhaust for the precooler. There are blow-out doors between frames 9 and
10, on each side of the pylon. They operate if an anti-ice duct burst condition occurs.

12

55-10 Horizontal Stabilizer

The horizontal stabilizer is an all-metal structure composed of skins, stringers, spars and ribs, with fairings made of composite material. It is
divided into three spar boxes, one main spar box that extends span wise, between the middle spar and the rear spar; and two secondary spar boxes, each
extending from rib 3A to rib 14, between the front spar and the middle spar on each side.
The upper and lower chemically milled aluminium alloy skin panels are riveted to aluminium alloy extruded and formed stringers. The upper skin has
two cutouts, one for the logo light and the other for an access panel, whereas the lower skin has seven cutouts for access panels. All cutouts have their
edges reinforced with doublers made of aluminium alloy sheets.

The middle and rear spars are C shaped machined aluminium alloy symmetrical sections, and are spliced at the centre line of the fuselage, whereas
the front spars are double. T shaped machined aluminium alloy symmetrical sections, and extend from rib 3A to tip rib, thus forming the secondary spar
boxes. The middle spar web is shot-peened on both sides between rib 1 and rib 4. The rear spar web is shot-peened on both sides between rib 1 and
rib 5. Reinforcing straps made of titanium are attached to the upper and lower edges of the middle spar web forward side as well as to the upper and
lower edges of the rear spar web aft side.
The right and left sections of the horizontal stabilizer are joined at the aircraft centre line by means of upper, lower, forward and aft splice plates:
the upper splice plate assembly is composed of three members made of aluminium alloy. The front and middle members are forged whereas the rear
member is machined and shot-peened.
This upper splice plate assembly is located on the upper skin external side and is riveted to the middle spar, rear spar, rib 1 and upper skin; the lower
splice plate assembly is composed of three machined and shot-peened aluminium alloy members. This lower splice plate is located on the lower skin
external side and is riveted to the middle spar, rear spar, rib 1 and lower skin.
The middle member has two drainage holes on each side of rib 1, The forward aluminium alloy splice plate is riveted to the middle spar web aft side to attach
the two sections of this spar; and the aft lower and upper aluminium alloy splice plates are riveted to the rear spar web forward side to attach the two
sections of this spar.
There are nine aluminium alloy ribs in each secondary spar box. The limit ribs are the rib 3A and the tip rib (or rib 14). Rib 3A and rib 4A are
machined, whereas the remaining ribs and their stiffeners are formed. There are twenty-five aluminium alloy ribs in the main spar box. The limit ribs
are the tip ribs (rib 14 LH and rib 14 RH). Ribs 1, 2, 3, 4, and 6 are machined, whereas the remaining ribs and their stiffeners are formed.
Each trailing edge comprises nine aluminium alloy formed ribs.
The horizontal stabilizer hinges to the rear fuselage by means of two fail-safe hinge fittings (LH hinge fitting and RH hinge fitting) attached to the
rear spar, in the region of rib 3.
The horizontal stabilizer actuator connects to the horizontal stabilizer by means of two fittings attached to the horizontal stabilizer on the forward
side of the middle spar web, on the upper splice plate and on the lower splice plate


The horizontal stabilizer is an all moving surface attached to the fuselage with a pair of hinges and a single trim actuator attachment. It is an all-metal
surface composed of skins, spars and ribs, with fairings made of composite material. For each side of the horizontal stabilizer the structural box
comprises three spars, seventeen ribs and upper and lower skin panels reinforced with attached stringers. The spars are named the front spar,
middle spar and rear spar.
The upper and lower skin panels are made of clad sheet material. The upper and lower skin panels are riveted to the aluminium alloy stringers. The
stringers are aluminium alloy L section extrusions with bulbs on the free flanges.
The lower skin panel has access doors for adequate accessibility for inspection and repair of the structure. The upper skin panel is of similar layout, but
without access holes. The spars are machined in aluminium alloy. The middle spar and rear spar are machined on one side only. The front spar is an

1 section in order to provide a flange that attaches the leading edge.
The spar machining includes rib posts and intermediate stiffeners. The mid dle and rear spars have additional titanium third caps for damage
tolerance purposes. These additional third caps are on the rear spar from ribs 1 to 10 and on the middle spar from ribs 1 to 8. The right and left
sections of the horizontal stabilizer are joined at the aircraft centreline by means of splices.
The centreline joint is formed at rib 1 and has:
Forward upper and lower splices - that give middle spar cap joints at skin lines;
Centre upper and lower splices - that give stringer joints at skin lines;
Rear upper and lower splices - that give rear spar cap joints at skin lines;
Middle spar vertical splice - that gives middle spar web and cap joints;
Upper rear spar vertical splice - that gives rear spar upper web and cap joints
Lower rear spar vertical splice - that gives rear spar lower web and cap joints.
Rib 1 is an integral part of the joint. It gives the connection between many of the separate items, redistributes the shear around the torque box as well
as reacting the kink loads in the stringers due to the dihedral.


General Description (EMB 190) continued
The materials of the centreline joint at the middle spar are:
forward upper and lower splices - aluminium alloy hand forging;

centre upper and lower splices - aluminium alloy hand forging;
middle spar vertical splice - aluminium alloy forging
all connections are made with titanium protruding head Hi-Lite fasteners.

The materials of the centreline joint at the rear spar are:
rear upper and lower splices - aluminium alloy hand forging;

upper and rear spar vertical splices - aluminium alloy forging
lower rear spar vertical splice - aluminium alloy forging.
The main spar box (middle spar to rear spar) ribs are numbered from the centreline (rib 1) to the tip (rib 17).
The secondary spar boxes (front spar to middle spar ) ribs have the same number but with the suffix A. The secondary spar boxes start with rib 3A.
The inboard nine ribs are aluminium alloy machined. The others are made of clad aluminium sheet, reinforced with machined fittings locally to major
load inputs (e.g. the major hinge points and the elevator actuator).
The inboard nine ribs give support for the trim actuator and horizontal stabilizer hinge fittings (ribs 2 and 3 respectively) and the inboard elevator
hinge (rib 4). Rib 3 consists of two components for damage tolerance require ments. The outer item is continuous from the rear spar to the
middle spar. The inner item, attached to the outer, runs only from the rear spar forward two and half stringer pitches.
Each elevator hinges to the horizontal stabilizer trailing edge by means of five elevator hinge fittings along the rear spar and two actuator fittings.
The trailing edge, between ribs 1 and 14 has:
Upper and lower skins

A set of ribs attached to the rear spar
Stringers at the trailing edge and middle chord
Access panels in the lower skin
The trailing edge between ribs 15 and 17 has an auxiliary spar from rib 15 to rib 17 (closing root and tip trailing edge ribs) and the closing trailing
edge. At this location, the trailing edge upper and lower skins are attached to the main box skin of the horizontal stabilizer with a butt joint splice.


Horizontal Stabilizer Leading Edge (EMB170)
The leading edge attaches to the front spar caps of the horizontal stabilizer to form its major forward close-out. Its special aerodynamic profile
avoids the ice accretion on its external surface. Each leading edge assembly con sists of
the skin, made of aluminum alloy sheet

nine formed aluminum alloy ribs
two composite material ribs, each on the inboard and outboard ends.
Horizontal Stabilizer Leading Edge (EMB190)

The leading edge attaches to the front spar caps of the horizontal stabilizer to form its major forward close-out. Its special aerodynamic profile
avoids the ice accretion on its external surface. Each leading edge assembly con sists of:
the skin, made of aluminum alloy sheet

nine formed aluminum alloy ribs
two composite material ribs, each on the inboard and outboard ends


21

22
57-00 Wing

The wing main box consists of a torsion box structure with a span wise kink in the lower skin at rib 10. It is limited from spar 1 to spar 2 and from wing
rib 1 to wing rib 21.
The wing main box structure provides the attachment of the wing to the wing stub. The wing main box also provides the attachment of the flap tracks
and the pylon lower fittings to the wing.
The wing main box comprises:

upper skin panels ( between spar 1 and spar 2)
lower skin panels ( between spar 1 and spar 2)
ribs
pylon lower fittings
flap track fittings
wing main box to wing stub attachments bolts
The wing main box is a single-cell torsion box structure, with a span wise kink in the lower skin at rib 10. It is limited from spar 1 to spar 2, and from
wing rib 1 to wing rib 29.
The wing main box structure attaches the wing to the wing stub. The wing main box also comprises the attaching points for the flap tracks and the
pylon attaching fittings.
The wing main box comprises:
upper skin panels (between spar 1 and spar 2)

lower skin panels (between spar 1 and spar 2)
ribs
access panels
pylon fittings
wing main box to wing stub attachment bolts and root links
wing to fuselage fairing support structures


24
Wing Main Box Ribs (EMB 170)

The wing main box has 21 continuous ribs connecting spar 1 and spar 2. These ribs are machined from aluminum alloy plate.
These ribs are directly attached to spar 1 and spar 2 vertical stiffeners with titanium fasteners. Rib 3 is attached to spar 1 by means of a bracket
machined from aluminum alloy plate.
All ribs are directly attached to the upper and lower skin panels with titanium fasteners, except rib 2 that has shear clips on upper skin.
Additionally, there are special machined brackets connected to spar 1 (rib 10a) and spar 2 (ribs 3a, 4a and 8a) made from aluminum alloy plate
Wing Main Box Ribs (EMB 190)

The wing main box has 29 continuous ribs connecting spar 1 (front spar) to spar 2 (rear spar). Ribs 1 to 26 and rib 29 are machined from

aluminum plate. Ribs 27 and 28 are conventional ribs formed from aluminum sheet. The ribs are attached directly to spars 1 and spar 2 vertical
stiffeners using titanium fasteners.
Rib 1 and rib 3 to rib 29 are directly attached to the upper and lower skins using titanium Hi-Lite fasteners. Rib 2 uses shear clips on the upper and
lower skins.
Outer Wing Ribs (EMB 170)
The ribs that compose the outer wing are ribs located between spar II and spar III, from rib 1a to rib 10. The wing main box structure is located
between spar I and spar II, from rib 21 to rib 26. These ribs are machined from aluminum alloy plate, except ribs 24 and 25, at the wing main box, that
are conventionally formed ribs from aluminum alloy sheet.
These ribs are attached directly to spar I and spar II vertical stiffeners using titanium alloy fasteners.
The upper and lower skin panels are directly attached to the ribs with titani um alloy fasteners.
Outer Wing Ribs (EMB 190)

The ribs that compose the outer wing are ribs located between spar II and spar III, from rib 1 a to rib 10.
The rib 5 and rib 6 are made from aluminum alloy forging. The other ribs are made from aluminum alloy plate.
The ribs are attached directly to spar I and spar II vertical stiffeners using titanium alloy fasteners.
The upper and lower skin panels are directly attached to the ribs with titani um alloy fasteners.

25

26
Wing Main Box To Wing Stub Attachment (EMB 170)

The wing main box structure attaches to the wing stub by means of 100 Inconel bolts with different diameters called tension bolts, installed all
around the wing main box contour.
Rib 1 acts as a removable joint and is positioned between the wing main box structure and the stub. Rib 1 is machined from aluminium and
titanium plate and functions as a tension joint. Rib 1 surface, which is connected to the stub section, is composed of: integrally machined end-
pads, integral stiffeners and stringers in the skin panels, and stiffeners in the spars.
The lower skin panels have machined pockets, two per string pitch, while between the forward stringer P16 and aft stringer P2 9 there is only one
pocket. The inboard walls of these pockets form the end pads for the tension bolts.
The upper skin has its end-pads machined internally, two per stringer pitch

Wing Main Box To Wing Stub Attachment (EMB 190 )
The wing main box structure attaches to the wing stub by means of 100 Inconel bolts with different diameters for the tension joint area (spar 1,
spar 20 and upper skin), and Hi-Lite fasteners with different diameters for shear joint area (lower skin).
Rib 1 acts as a removable rib and is positioned between wing main box structure and stub box structure. Rib 1 is machined from aluminium
alloy plate.
The wing-to-stub joint functions as a tension joint for spar 1, spar 2 and upper skin, and functions as shear joint for lower skin. Spar 1, spar 2 and
upper skin have integrated end-pads supported by integrated stiffeners which function as tension joint. Spar 1 and spar 2 have two machined
fittings on its back that also have integrated end-pads and stiffeners.

27
EMB190

EMB170
WING STUB ATTACHMENT DETAILS

21AirConditioning

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Aircraft model EMBRAER ERJ 190to170B1DIFFERENCES ATA Chapter 21 AIR CONDITIONING
REVISION 1 01/03/2016


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21-00 Air Conditioning General
Introduction
The Environmental Control System (ECS) provides air conditioning for the flight deck and passenger cabin, filtered cabin air recirculation,
conditioned air supply for gaspers, fan air cooling for avionics and emergency ram air ventilation for flight deck smoke clearance.
The ECS provides cargo bay ventilation. The cargo bay ventilation system is optional.

Two identical ECS packs which condition fresh bleed air for cabin and flight deck heating and cooling
Optional trim air system to provide two cabin zone temperature control
Flow control valves to provide accurate modulation of pack air flow, and all associated valves and sensors used for system built in
test
Avionic fan control and cargo compartment ventilation
Cockpit smoke removal
Provides environmental control system flow rate data used by the cabin pressure control system to anticipate changes in cabin
pressure.
Air conditioning packs

Two ECS packs are installed in the wing-to-fuselage fairing. The AMS controller controls the bleed airflow to each pack independently,
through the respective pack flow control valve (FCV). Engine # 1 supplies bleed air to the pack # 1 while engine # 2 supplies bleed air to
pack # 2. A single pack is capable of keeping adequate cabin/cargo hold pressurization and temperature. Single engine bleed can supply
both ECS packs using the cross bleed.
Re circulation fans
Re circulated air from the passenger cabin and cockpit is ducted to the mixing manifold via two recirculation fans located in the
pressurized section of the airplane. The recirculation fans draw air from the recirculation bays and impel the air back into the flight deck and
cabin distribution system. The total flow entering the cockpit and the passenger cabin is made up of approximately 52% fresh air and 48% of
re circulating air. The re circulation fans are commanded off when DUMP button is pressed or smoke is detected in the re circulation bay.


5
Gasper ventilation
The gasper air distribution system provides air to each pilot and passenger positions. Air flowing from the mixing manifold through the gasper
ducts supplies the gasper ventilation system.
Electronic compartments ventilation Forward electronic bay (E-Bay)
The forward e-bay comprises three fans, which provide forced cooling air for # 1 Secondary Power Distribution Assembly (SPDA 1),

Emergency Integrated Control Centre (EICC) and all other avionics located in this e-bay. The fans draw air from the cockpit and expel
air toward the underfloor recirculation bay. A flow sensor is used for fan/flow health monitoring to ensure for ward e-bay flow requirements.
Centre electronic bay (E-Bay)
The centre e-bay comprises three fans, which provide forced cooling air for the centre e-bay electronics, Left Integrated Control Centre
(LICC), Right Integrated Control Centre (RICC) and SPDA 2. The fans draw air from the rear cabin return and expel it toward the underfloor
re circulation bay. Flow sensors are used for fan/flow health monitoring.
Forward cargo bay ventilation (Optional)

The ECS provides ventilation for live animals in the forward cargo bay.
This optional system contains a fan on the side of the bay to provide underfloor recirculation air into the bay. The system also contains a
shut off valve at the outlet of the bay that closes in the event of fire and thus preventing halon from leaving the bay. In addition, in the
event of fire, forward cargo compartment fans are commanded OFF to prevent halon from entering the cabin.


7
Emergency ram air ventilation

The pack 1 ram air ventilation consists of a ventilation valve installed in emergency ram ducting that connects the ram air duct to the
pack 2 outlet ducting. The emergency ram air valve is commanded open any time the air plane is in flight and both air conditioning
packs are commanded OFF or failed OFF and the airplane's flight altitude is less than 25000 ft. The pack 2 ram air ventilation consists of a
check valve installed in the emergency ram air ducting that connects the ram air duct to the pack 2 outlet ducting. The emergency ram
air check valve does not require electronic control. The emergency ram air check valve will be open whenever the pressure in the ram air
circuit is greater than cabin pressure.

Distribution
The distribution system receives airflow from the re circulation fans, cooling packs, ram air system and ground equipment and distributes this
air to the cockpit, passenger cabin, gaspers, avionics compartments and forward cargo compartment.
Pressurization control
The aircraft operates at altitudes where the oxygen density is not sufficient to sustain life. The pressurization control keeps the aircraft
cabin interior at a safe pressure altitude. This protects the passengers and crew from the effects of hypoxia (oxygen starvation).
Cooling
The cooling system receives hot bleed air from the APU (Auxiliary Power Unit) or engines and supplies conditioned air to the distribution
system.
Temperature control
The temperature control system provides independent closed loop temperature control f or the cockpit and one or two separate
passenger cabin zones.

Controls (EMB 170/190)

The air conditioning controls and indications are:
Pressurization Control Panel (EMB 170/190)
Controls the pressurization of the aircraft, in AUTO and MANUAL mode.

The mode selector switch facilitates auto, manual mode selection or landing field elevation settings.
Manual selector enables direct control of the outflow valve. Dump switch controls auto depressurization of the aircraft.

Air conditioning panel (EMB 170/190)
PACK 1 switch controls the left Cooling Pack (AUTO -OFF)

CKPT knob - Controls the cockpit between 19 and 30 C.
RECIRC switch - Controls the re circulation system (AUTO - OFF)
PAX CABIN knob - Controls the passenger cabin temperature between 19 and 30 C.
PACK 2 switch - Controls the right Cooling Pack (AUTO - OFF)
Flight attendant panel (EMB 170/190)
Zone temperature control selector enables attendant cabin temperature control for zone 1, zone 2 when on the cockpit temperature
selector knob the ATT position is selected.
MCDU data set menu (EMB 170/190)
Take off data set menu enables pilot selection of the ECS system for take off, ON or OFF.
Feet valves selector (EMB 170/190)
Purely mechanical control of the feet valves to direct more warm air to the pilot feet.

9

10
Indications (EMB170/190)
Four types of indications are used to monitor Environmental Control System operation:
The EICAS provides indication of the pressurization system parameters

The CAS field display shows warning, caution and advisory messages
By selecting the MFD menu bar, the ECS synoptic page will provide system status and indications concerning the environmental control
system

CMC messages can be viewed on the co-pilot multi-function display by selecting maintenance on the menu bar.


12
21-23 Gasper
The gasper ventilation system is supplied by air flowing from the mixing manifold (H-duct) through the gasper check valve or from the
recirculation duct through the gasper shutoff valve.
The selection between the sources of conditioned air depends on the temperature that the AMS (Air Management System) controller reads
on the cabin distribution duct.

Components (EMB 170)
Gasper shutoff valve (EMB 170)

The gasper shutoff valve is a 4.5 in diameter aluminum butterfly valve. There is one gasper shutoff valve per aircraft which is powered by a
28 Volts DC electrical actuator. The actuator contains separate microswitches for position indication and over travel protection. The
manual override feature allows manual opening and closing of the valve.
Gasper check valve (EMB 170)

The gasper check valve is a 4 in diameter twin petal check valve which is located in the gasper outlet of the H-duct. Two aluminum check
valve petals are retained in the check valve housing by a common hinge pin. A wire retention spring is used to hold the check valve petals in
the closed position. This check valve uses a mechanical bar-type stop.
Gasper ducts (EMB 170)

The gasper ducts distribute the air uniformly to the gasper outlets. The ducts are made of composite material with low thermal conductivity.
They are installed in the sidewall panels (upper ducts) and in the baggage compartment sidewall panels (lower ducts).

13

The gasper ventilation system is supplied by air flowing from the mixing manifold (H-duct) through the gasper distribution ducts.
Gasper ducts (EMB 190)

The gasper ducts distribute the air uniformly to the gasper outlets. The ducts are made of composite material with low thermal
conductivity. They are installed in the sidewall panels (upper ducts) and in the baggage compartment sidewall panels (lower d ucts).

Operation (EMB 170)
Airflow from the gasper check valve or from the gasper shutoff valve supplies the cabin gasper outlets.
The passenger gasper outlets installed in the PSU (Passenger Service Unit) and lavatory are connected to the gasper ducts by means of
flexible ducts.
During normal system operation, the gasper shutoff valve is closed. In this condition, only mixed air from the H-duct through the gasper check
valve is routed to the gasper outlets. When the duct temperature exceeds 35 C (95 F), the gasper shutoff valve is opened, which
allows conditioned air from the RH recirculation duct (colder) to flow into the gasper outlets.
On the ground, the RH recirculation fan operates independently of the RH pack switch, supplying air to the gasper system.
Operation (EMB190)
Airflow from the mixing manifold (H-duct) passes through the distribution ducts and supplies the cabin gasper outlets.
The passenger gasper outlets installed in the PSU (Passenger Service Unit) and lavatory are connected to the gasper ducts by means of
flexible ducts.

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Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 24 ELECTRICAL POWER
REVISION 1 01/03/2016

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3
INTEGRATED DRIVE GENERATORS (IDGs)

(24-21-00)
INTRODUCTION
Two Integrated Drive Generators normally provide the source of aircraft electrical AC power on ground during taxi, during takeoff and during in-
flight operation.
Each mechanically-driven IDG is mounted on an engine gearbox. The IDG supplies 30/40 kilovolt-amps at 115/200 volts AC, using a three-phase,
brushless type, four output wire system which is stabilized at 400Hz frequency. Stabilized operation frequency is accomplished by the Constant
Speed Drive, CSD, which is part of the IDG unit. The purpose of the CSD is to ensure constant rpm by converting variable input speed into a
constant output speed by means of a hydro-mechanical mechanism. The constant speed of the generator is necessary to produce the required
stabilized 400Hz operation frequency of the AC electrical power supply system.

4
IDG Integrated Drive Generator

5
IDG & IDG COOLER INSTALLATION ON GE CF34-8E ENGINE (EMB170)
The IDGs are installed one per engine on the engine accessory gearbox. When standing aft of the gearbox, looking forward, IDG1 is installed on the
left engine accessory gearbox, and IDG2 is installed on the right hand engine accessory gearbox. Access to each IDG can be obtained by opening
the power plant nacelle thrust reverser cowl.
An IDG air-to-oil cooler is installed above and forward of each IDG on the engine. The air inlet duct is always open allowing air to cool the IDG oil
whenever there is airflow through the inlet duct.

6
IDG and IDG Cooler Installation on GE CF34-8E ENGINE (EMBRAER 170)

7
IDG & IDG COOLER INSTALLATION ON GE CF34-10E ENGINE (EMB190)
The EMB190 IDGs are installed one per engine on the engine accessory gearbox. When standing aft of the gearbox, looking forward, IDG1 is
installed on the left engine gearbox, and IDG2 is installed on the right engine gearbox. Access to each IDG can be obtained by opening the
associated engine fan cowl. An IDG air-to-oil cooler and a fuel-to-oil cooler are mounted below and aft of each IDG on the engine. The air inlet duct
of the air-to-oil heat exchanger is always open allowing air to cool the IDG oil whenever there is airflow through the inlet duct.

8
IDG and IDG Cooler Installation on GE CF34-10E ENGINE (EMBRAER 190)

9
26 Fire Protection

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Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 26 FIRE PROTECTION
REVISION 1 01/03/2016

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26-00 Fire Protection System General

Introduction
The fire/overheat protection system provides fire or smoke indication in the cockpit and cabin, and enables the crew to extinguish the fire.
The system is made up of the fire and smoke detection subsystem and the fire extinguishing subsystem. Areas of the EMBRAER 170/190
that are monitored or protected by the fire protection system include:

The engines
The APU
The 2 cargo compartments
The lavatories
The lavatory waste bins
In addition, portable fire extinguishers are located in the cockpit and cabin

4

5
The fire extinguishing system

The engines and APU are monitored by a fire and overheat detection system. If a fire occurs in either the engine or APU compartment it
can be extinguished by the respective fire extinguishing system.
The cargo compartments are monitored by a smoke detection system. They are equipped with a single fire extinguishing system for both
compartments, which is built around 2 fire extinguishing bottles.
The lavatories are equipped with a smoke detection system to alert the crew. In case of a fire in the lavatory waste bins, a fire extinguisher
will automatically be discharged into the waste bin. To fight a fire on board, the crew can make use of the portable fire extinguishers installed in
the cabin and cockpit areas.

6

7
Fire Detection and Extinguishing system test

A test switch on the cockpit overhead panel allows the operator to perform a system test of the MAU's, the integrity of the system, the
detectors and the related EICAS messages.
When you push the fire detection system test button, the EICAS will show the following indications:
Engine 1/Engine 2 fire

APU Fire
FWD and AFT BAGG smoke
Engine 1/Engine 2 fire detection fail

The following sequence will also be initiated when the fire detection system test button is engaged: The fire handles, the APU emergency
stop and APU fire extinguishing buttons illuminate, the baggage extinguisher button comes on, the master warning and caution lights flash,
and the aural warning sounds. When the button is released, all messages and lights turn off.

8

9
26-11 Engine fire and overheat detection system

The engine nacelle contains four compartments:
The inlet compartment
The fan compartment
The thrust reverser compartment
The core compartment
The only designated fire zone on the CF34-8E is the core compartment, which contains the power and accessory sections. The reverser

and inlet compartments are not considered as fire zones due to the fact that they contain no flammab le fluids.
The fan compartment is designated as a flammable fluids zone because it contains Skydrol, a flammable fluid, but no single failure will
cause a fire event.
The detection subsystem provide means for detection of fire or overheat conditions in the engine designated fire zone by the use of
eight pneumatic fire detectors. These fire detectors are connected to the MAU's to generate the related indications in the cockpit.

The CF34-10E propulsion system comprises of four compartments, Inlet, Fan, Thrust Reverser, and Engine Core Compartment.
The compartments are segmented into zones to provide separation and isolation of flammable fluids from ignition sources and to prevent
the spread of fire. The following are the applicable Zone classification for the CF34-10E propulsion system:
The Inlet Compartment is classified as an Other Zone, due to the fact that there is no flammable fluid line and component in this
compartment.
The Fan Compartment is classified as a Fire Zone per FAR 25.1181, due to the fact that this compartment contains the engine
accessory section, Nacelle Anti Icing (NAI) line, and most of the flammable fluid lines such as fuel, oil, and hydraulic fluids.
The Thrust Reverser Compartment is classified as a Flammable Fluid Leakage Zone instead of Fire Zone, due to the existence of
Flammable Fluid Lines and Electrical Wire may become flammable fluid leak source and ignition source respectively during failure
condition.
the Engine Core Compartment is also classified as a Fire Zone per FAR 25.1181, containing the compressor, combustor, turbine, lines or
components carrying flammable fluids.

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The Engine fire detection system (EMB 170)

The engine fire/overheat detection main components are:
Eight pneumatic fire detectors installed in the core compartment, MAU 1 and MAU 3.
The fire detectors are electrically connected in two loops, loop A and loop B, with 4 detectors in each loop.
The following detectors are connected in parallel in each Loop:
LH and RH Forward Baffle Detector
Aft Baffle Detector
Pylon Detector
Loop A of Engine 1 is connected into MAU 1, and Loop B of Engine 1 is connected into MAU 3. Engine 2 is cross-connected for system

redundancy.
The Aft fire detector has terminal lugs for electrical connection, and is called model DRL. The forward fire detectors are DRH models, which
use connectors for electrical connection. The Stainless Steel detectors and harnesses are fire resistant inside the fire zone.
Engine fire/overheat detection system (EMB 190)

The fire detector installation configuration has been determined for prompt detection of any fire or overheat even in the fire zone. Two sets of
dual loop fire detectors have been designated for the fan compartment.
Another two sets of dual loop Fire detectors have been designated for the engine core compartment.
Right Hand Fan Fire detector, Rail Mounted, Meggit 801-DRL Type, routed from the Oil Tank area to the Vent Exit area at the lower
Fan Case.
Left Hand fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on the Accessories Gear Box case.
Core Upper Case fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on the HPT rear flange of the engine case.
Core Lower Case fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on the HPT rear flange of the engine case.
Opening the Fan Cowl will provide the full access to the RH Fan and LH Fan fire detector loops. Opening the Engine Core Cowl will provide
access to the upper case and lower case fire detector loops in the engine core compartments.
Each rail is provided with loop identification on each end of the rail to avoid harnesses misconnection.
The fire detector assemblies are mounted on 1/2 inch diameter support tube with welded metal sensor clamps. The welded metal
sensor clamp is equipped with PTFE bushing liner supporting the sensing element. The electrical harnesses of each engine 1 and 2 and for
each loop A and B will be segregated inside the fuselage area and connected independently to the MAU, to provide system redundancy.

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26-15 Cargo Compartment smoke detection system

System Description (EMB 170)
The Cargo Compartment Smoke Detection Subsystem is designed to detect smoke in the cargo compartment and turn off the ventilation in the
forward cargo compartment.
The system includes a group of ceiling mounted photoelectric fan -type smoke detectors that are installed in recessed trays within the
ceiling of the cargo compartments.
Signals from the smoke detectors are routed to the flight deck via t he MAU's, which process the necessary system information for
the operating crew.

System Description (EMB 190)
The cargo compartment smoke detection sub-subsystem has seven smoke detectors that perform continuous cargo compartment smoke
detection monitoring. Smoke detectors Fl, F2, F3 and F4 are in the forward cargo compartment, in zones 125. Smoke detectors Al, A2 and
A3 are in the aft cargo compartment, in zones 151.
If smoke is detected, the smoke detector sends an alarm signal to the applicable MAU for processing. The MAU sends an arm command to
the FIRE EXTINGUISHER control panel, which illuminates, and alerts the flight crew via MASTER WARNING, audible alarm and CAS
(Crew Alerting System) message.
The smoke detectors receive input power from dedicated CB (Circuit Breakers) on the 28 VDC ESS buses. Smoke detectors Fl and F2
are supplied 28 VDC through ESS Bus 1. Smoke detectors F3, F4 and A2 are supplied 28 VDC through ESS Bus 2. Smoke detectors
Al and A3 are supplied 28 VDC through ESS Bus 3.
Four smoke detectors (F1, F2, F3 and F4) are in the forward cargo compartment and three smoke detectors (Al, A2 and A3) are in the aft cargo
compartment. The smoke detectors are individual units that mount in ceiling pans attached to the cargo department ceiling liner. A
protective grill mounts over each smoke detector to prevent impact damage. The detectors are photoelectric fan-type devices.

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Photoelectric smoke detectors (EMB 170)

The smoke detectors are individual units that mount in ceiling pans attached to the cargo compartment ceiling liner.
The detectors are photoelectric fan-type devices. In addition to being triggered by smoke, they will be set off by high temperatures, in
case there is a fire without sufficient smoke to trigger a smoke detector. They are designated as smoke detectors Fl, F2 and F3 in the
forward cargo compartment and smoke detectors Al and A2 in the rear cargo bay. The two systems work independently.
If the forward detectors sense smoke, they issue an alarm condition to the MAU 1; the rear detectors to MAU 3.
Photoelectric smoke detectors (EMB 190)

The smoke detectors are individual units that mount in ceiling pans attached to the cargo compartment ceiling liner.
The detectors are photoelectric fan-type devices. ln addition to being triggered by smoke, they will be set off by high temperatures, in
case there is a fire without sufficient smoke to trigger a smoke detector. They are designated as smoke detectors Fl, F2, F3 and F4 in
the forward cargo compartment and smoke detectors Al, A2 and A3 in the rear cargo bay. The two systems work independently.
If the forward detectors sense smoke, they issue an alarm condition to the MAU 1; the rear detectors to the MAU 3.

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26-21 Engine Fire Extinguishing
Engine Fire Extinguishing System (EMB170)

Two identical dual outlet fire extinguishing bottles are used for the engine fire extinguishing system.
They are installed in the R/H wing to fuselage fairing. The fire extinguishing bottle is composed of:
The container itself

Two discharge outlets


Two cartridges
One fill and pressure relief valve
One temperature compensated pressure switch
The fire extinguishing agent they contain is a mixture of 3.981bs of HALON 1301 extinguishant, pressurized to 800psig with nitrogen gas at
21C.
In case of bottle over pressure, a relief valve on the bottle opens at approx. 2000 psig to discharge the bottle.
Detonation of the electrically-controlled cartridge will break a rupture disk, allowing gas flow to the engine. The rupture disc also works as a
secondary relief valve at approx. 2600 psig, in case the primary valve fails

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Engine Fire Extinguishing System (EMB190)

The dual outlet fire extinguishing bottles contain HALON 1301 as the fire extinguishing agent at a quantity of 6.30 + 0.1/-0 lbs. pressurized to
800+25/0 psig with nitrogen gas at 21C.The operating temperature range is from -65 to +85 C. They are installed in the wing to fuselage
fairing with an access door provided.
In case of bottle overpressure a relief valve provided on the bottle will open allowing the fire extinguisher agent to flow to the ventilated
compartment (wing to fuselage fairing).A protective cap made of Aluminium alloy 2024-T4 is provided onto the relief valve outlet to avoid
any damage to structures or other component caused by discharged fire extinguisher agent.
There are two 0.23 inches (5.88 mm) diameter discharged holes at 180 degree spaced at the protective cap to keep the pressure relief

discharge port available by avoiding ice or dirt blockage.
The two fire extinguisher bottles are cross-connected using double check-Tee valve.
This T-check valve allows two fire extinguisher shots to each engine when required from the two fire extinguisher bottles, and avoiding cross
flow from bottle to bottle. Aluminium pipe is connected from the double check-Tee valve outlet to the forward pylon and equipped with
flexible couplings allowing relative movement. In four different areas where the lowest point routing could not be avoided, a drain valve was
provided to eliminate any ice build up due to the water condensation and subsequent extreme cold weather conditions. From the forward-pylon
to pylon-firewall the fire extinguisher tube is constructed of Stainless Steel.
Halon 1301 is a non-corrosive liquefied gas that does not chemically react to metal including aluminium and Stainless steel.
A three branch fire extinguishing nozzles (with optional extension pipe) connected to the distribution line interface at the pylon will be in both fire
zones; Fan compartment and Engine Core Compartment. All nozzles and tubing inside engine nacelle constructed of Stainless Steel, which
is fireproof and corrosion resistant.

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UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 27 FLIGHT CONTROLS
REVISION 1 01/03/2016

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27-00 Flight Controls General
Introduction
The flight control system (FCS) is comprised of the primary and secondary flight control systems and their associated system
components.
The primary flight control system consists of:

The ailerons and the multifunction spoilers operating in roll control
The elevators for pitch axis control
The rudder for yaw axis control
The secondary flight control system consists of:
The horizontal stabilizer

Flaps and slats
The multifunction spoilers (when used as speed brakes or ground spoilers).
Dedicated ground spoilers
The flight control system employs hydraulic actuators to control the respec tive flight control surfaces. These are generally referred to as
Power Control Units (PCUs).
The ailerons are operated by conventional control cables that run from each control wheel back to a pair of hydro-mechanical actuators,
moving the control surfaces.
The rudder, elevators and spoilers are controlled electronically using 'Fly-By-Wire' (FBW) technology.
Primary Actuator Control Electronics (P-ACE) units and/or Flight Control Modules (FCM) are employed to operate the respective
electro-hydraulic actuators.
All trim functions and Slats/Flaps are electrically operated.

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Roll Control
The roll control system installation includes both the conventional hydro-mechanical aileron control system and the fly-by-wire electro-
hydraulic multi-function spoiler control system, providing roll axis control.
The system is controlled either by the pilots, rotating the control wheel left or right, by the trim actuator or by the autopilot.
The aileron control system controls two aileron surfaces attached to the rear spar of the wings, while the multi function spoiler control system
drives three outboard pairs of spoiler surfaces to assist in roll control.
A feel- and- centring unit provides artificial feel (force feedback) to the cockpit control wheels.

The aileron trim control function is performed manually by using the roll trim switches on the Trim Control Panel, located in the cockpit on the
centre pedestal, or automatically when the autopilot is engaged.

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Yaw control
The yaw control system is a fly-by-wire, electro hydraulic control system, providing control around the aircraft yaw axis. The system is
controlled by the pilot, moving the rudder pedals forward or backward, by the FCMs, by an electrical trim actuator or by the autopilot
servo (On CAT III capable aircraft).
The rudder control system moves a single rudder surface attached to the vertical stabilizer. Primary -ACE and FCM control logic is
used to control two rudder actuators, or PCUs, operating in Active/Stand-by mode. With no mechanical connection between the rudder
pedals and the rudder surface, a feel unit provides artificial feel and centring to the rudder pedals.

The rudder control system is trimmed manually by using the yaw trim switch on the trim control panel, or automatically when the autopilot is
engaged.

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Pitch Control System

The pitch control system installation is a fly-by-wire, electro hydraulic control system, providing control around the aircraft pitch-axis. The
system is controlled by the pilots, moving the control column forward or backward, by the FCMs or by the autopilot, taking the place of
the pilot input commands.
The elevator control system moves the left and right elevator surfaces, which are attached to the horizontal stabilizer.
P-ACE and FCM control logic is used to control two hydraulic elevator actu ators for each surface, operating in an Active/Stand-by mode.
With no mechanical connection between the control column and the elevator surfaces, two independent feel units provide artificial feel
and centring to the control columns.

The aircraft is trimmed around the pitch axis by repositioning the Horizontal Stabilizer, using the Pitch trim switches on the control yokes or the
backup Pitch trim switches on the Trim Control Panel in the cockpit, by the FCMs or by the autopilot, when it is engaged.

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Pitch Trim Control System

The horizontal stabilizer trim control system, as a part of the pitch axis control system, provides the installation for trimming the aircraft
around the aircraft longitudinal axis.
The system controls the moveable horizontal stabilizer using the pilot, co-pilot and back-up trim switches for manual pitch trim, and a
combination of inputs from the Automatic Flight Control System and/or the FCM.
A dual channel Horizontal Stabilizer Actuator Control Electronics (HS-ACE) and one Horizontal Stabilizer Trim Actuator (HSTA) are used
to move the control surface.
In order to avoid a possible pitch trim runaway condition, trim commands are limited to three seconds. Airspeed augmentation is

performed within the HS-ACE to modify trim speed of the horizontal stabilizer.
The Embraer 170 HSTA uses only 28V DC for both control and motor drive power, the Embraer 190 system uses 28V DC for control and 115V
AC rectified inside the HS-ACE to 270V DC, for motor drive power.

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High Lift Systems

The high lift systems consist of two actuation systems, one controlling eight slat surfaces on the leading edge of the wings (four per wing)
and the other one controlling four flap surfaces on the trailing edge (two per wing).
A single control lever, located on the centre pedestal in the cockpit, is used to control the movement of slats and flaps. There are seven slat/
flap control lever positions, defining the combined positions of the slat and flap surfaces.
Slat and flap motion is sequenced such that slats extend first, and flaps retract first, when the motion command requires both surfaces to
move.

Deployment of both slat and flap surfaces, is commanded by two Slat/ Flap Actuator Control Electronics (SF-ACE) units, and electrically
operated using Power Drive Units (PDUs).

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Spoiler control system

The spoiler control system commands five symmetrical pairs of spoiler panels, three pairs of multi function spoilers located on the
outboard wing section and two pairs of dedicated ground spoilers located on the inboard wing section.
The system provides roll control to augment roll inputs from the ailerons, in-flight speed brake control to increase the aircraft descent rate
or a composite of both the speed brakes and roll spoilers. The system also provides automatic ground spoiler deployment to increase
wheel braking efficiency, and aerodynamic drag to reduce the stopping distance after touchdown.
A speed brake handle assembly located on the centre pedestal in the cock pit is used to command the speed brakes.

A steep approach switch allows the crew to enable the steep approach function of the spoiler system.

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Cockpit Controls
The Cockpit Flight Control System includes an indication system and a control system.
The control system includes the Control Column and the control wheel, which contains a Pitch Trim switch that allows trimming the
aircraft when the autopilot is not engaged, and a quick disconnect button, which when pressed, disconnects all trim systems. The
centre pedestal contains the Flight Control Mode Selection Panel, the Flap/slat lever, the Speed brake le ver and a Trim panel.
The Flight Control Panel (FCP)

The flight control panel (FCP) Mode Selector switches, allow the pilot to force the flight control system into DIRECT mode in order to

minimize system failures that affect the pilot workload.
The switches interface directly with the associated ACE channel, which can force the ACE into direct mode.
The elevator Direct mode switch forces all the elevator P-ACE channels into direct mode. It also forces a switch between the active and
stand-by channels on each elevator surface.
The rudder direct mode switch operates much like the elevator switch by forcing the rudder P-ACE channels into direct mode and
forcing a switch between active and stand-by channels.
The spoiler direct mode switch interfaces with the analogue section of the FCMs (known as the S-ACEs) and forces the multi function
spoilers into direct mode. The roll spoilers will default to a fixed gain, and the speed brake/ground spoiler functions will be disabled.
The FCP also provides indications of normal/direct mode status via lamps driven by the associated ACE channels. The lamps are split
between command and monitor lanes to drive the indications. Only the active ACE will drive the indicators.

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EICAS Indications
Flight control system indication has three distinct groups on the EICAS display.
The top right section of the screen displays status, advisory, caution and warning messages. The bottom left section of the screen
displays the roll, yaw and pitch trim positions on a white scale with green bugs. Numerical pitch trim position is displayed on the screen
and a green band is provided for pitch trim takeoff configuration.
The bottom right hand section of the screen displays Slat/Flat Speed brake positions and Slat/Flap lever posi tions. Indication in green
displays real surface position or lever position. The indication will change to amber when surfaces are in transit. If the arrows or the

Flap/Slat indication become invalid or unavailable, the associated indication will be removed from the display.
The Multi function Display (MFD)

The MFD Flight Control synoptic page shows the flight control surface deflections on an aircraft symbol.
This page also contains a STATUS section, which provides indication of the operating hydraulic system, mode and actuator in control of the
rudder, LH and RH elevator systems.
The active hydraulic system will be displayed numerically. The actual mode of the system will be indicated as NORMAL or DIRECT. The
actuator in control will also be indicated numerically.

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27-03 Flight Controls Architecture
Actuator Control Electronics

The Actuator Control Electronics (ACE) module is the primary component in the flight control system. A total of six ACE units are
installed:
Two primary ACEs in the forward E bay

Two Slat/Flap ACEs in the mid E bay

One primary ACE in the aft E bay
One Horizontal Stabiliser ACE in the aft E bay
The three primary ACE units control the rudder and elevator surfaces, the two SF-ACE units control the slats and flaps, and the HS-ACE
unit controls the horizontal stabilizer.
Each ACE unit contains two independent channels, providing the direct connection of the cockpit controls to the respective actuators,
effectively replacing the cable mechanism of a conventional aircraft. For example, Primary ACE 1 controls the left outboard elevator
actuator through channel one, and the lower rudder actuator through channel two.
ACE Command lane / Monitoring lane
Each ACE channel provides closed loop control and monitoring of a single electro-hydraulic actuator. The channel itself is comprised of two
independent processing lanes, implemented on separate circuit cards, known as Command Lane and Monitor Lane.
The Command Lane provides control of the actuator, while the Monitor Lane monitors surface and actuator feedback signals for
uncommanded or incorrect motion, power supply for out of tolerance voltages, and provides fault isolation data to the LRU level.
The two lanes within each channel are not interchangeable, and are physically and electrically isolated from each other and from the
other channel within the Primary ACE.

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The Flight Control Panel

The flight control panel (FCP) Mode Selector switches allow the pilot to force the flight control system into DIRECT mode in order to
minimize system failures that affect the pilot workload.
The switches interface directly with the associated P-ACE channel, which can force the ACE into direct mode.
The elevator Direct mode switch forces all the elevator ACE channels into direct mode. It also forces a switch between the ac tive and
stand-by channels on each elevator surface.
The rudder direct mode switch operates much like the elevator switch by forcing the rudder P-ACE channels into direct mode and

forcing a switch between active and stand-by channels.
The spoiler direct mode switch interfaces with the analogue section of the FCM (S-ACE) and forces the multi function spoilers into direct
mode. The roll spoilers will default to a fixed gain, and the speed brake/ground spoiler functions will be disabled.
The FCP also provides indications of normal/direct mode status via lamps driven by the associated ACE channels.

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Operation of the PACE unit

The P-ACE unit operates in four modes:
ACTIVE; Channel and associated actuator in control. All monitoring functions active. Active/Standby status controlled by the Flight Control
Modules (FCM)
STANDBY; Associated actuator pressurized and monitored but not in active control.
FAILED; PACE or associated actuator failed and channel shutdown.
MAINTENANCE; PACE available to run IBIT and Electronic rigging.

There are three layers of built in test (BITE) in each ACE:
Power up
On-Ground Initiated Maintenance
Continuous

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Primary Actuator Control Electronics Architecture

The Actuator Control Electronics unit is the primary component in the flight control system. The primary flight control system incorporates three
primary ACE units, each containing two identical ACE channels for a total of six PACE channels.
The P-ACE is primarily an analogue-processing unit that provides a direct electronic path between the cockpit control transducer (CTT) position
sensors and the Electro-hydraulic actuators that power the primary flight control surfaces. In addition to the straight through analogue path from
the cockpit controls to the actuators, each P-ACE channel accepts digital control inputs from the FCM modules.

The digital inputs are used to augment the cockpit control inputs to linearize the pilot commands over the entire flight envelope, over the full range
of aircraft configurations and flight conditions (e.g., airspeed, altitude, thrust, flaps and gear extended/retracted positions).
Each P-ACE channel is comprised of two independent processing lanes (Command and Monitor) implemented on separate circuit cards. The
circuit cards plug into a single mother board but the electrical traces within the mother board associated with the COM / MON lanes are physically
isolated from one another by location of the external connections and by the multi-layered circuit card.
The external electrical interfaces for each lane are provided by means of independent electrical connectors.
The flight control system design use of independence between control channels is manifested in the P-ACE design.
With its dual lane architecture and independent sensor, electrical power sources, and actuator interfaces, each P-ACE incorporates internal
hardware monitoring that allows the unit to perform its critical control and monitoring functions independent of external influences. The
control and monitoring functions are distributed between the Command and Monitor lanes. The Command lane provides the control function,
while both lanes provide the monitoring required by the P-ACE architecture to provide critical control integrity.

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Command Lane
Commands the actuator Electro Hydraulic Servo Valve (EHSV) to control the actuator RAM movement.
Monitors the actuator EHSV LVDT to detect a hard over or jammed condition.
Limits control surface movement based on airspeed data from FCM.
Defaults surface control to a safe set of analogue gain schedules when the FCM is off-line (i.e. Direct Mode of control).
Provides the high side voltage (28V DC) for operation of the Active/ Stand-by Solenoid Operated Valve on the actuator.
Monitoring lane

Simulates the control path of the Command channel for fault monitoring.
Monitors surface position & actuator pressure sensor signals for un-commanded or incorrect motion.
Provides the low side (ground) for operation of the Active/Stand-by Solenoid Operated Valve on the actuator.
Monitors power supply for out of tolerance voltages.
Provides BITE and Fault Isolation data to the LRU level.

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Flight Control modules (FCM)

There are four identical Flight Control Modules (FCM) installed: FCM 1 & 2 are located in Modular Avionics Unit 1 (MAU 1) in the forward
electronics bay, while FCM 3 & 4 are located in Modular Avionics Unit 3 (MAU 3) in the centre electronics bay.
The FCM provides the digital interface between the flight control system and the rest of the aircraft avionics systems, and is required for
normal mode operation of the flight control system.
The FCM units are connected to the primary ACEs via the Controller Area Network Bus (CAN bus), providing digital inputs to the
Primary ACE, which are combined with pilot inputs. This is used to augment pilot inputs for different airspeeds, and provides other high
level functions such as:

Thrust asymmetry compensation (not currently active)
Angle of Attack (AOA) limiting to the Primary ACE units
Spoiler-ACE (S-ACE)
In addition to the digital lanes, the Flight Control Modules (FCM) include an independent analogue section, also referred to as Spoiler -
ACE (S-ACE), that is used for control and monitoring of the multi-function spoilers and the ground spoilers PCUs.
The FCM interfaces the Primary-ACE with the Avionics Standard Communication Bus (ASCB), allowing full access to other aircraft systems. In
case of failure, the FCM provides failure information and fault isolation data to sys tems like EICAS or the Central Maintenance Computer
(CMC) via the ASCB bus.

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FCM Features
The FCM provides the primary means of interfacing the aircraft avionics systems and sensors with the Flight Control System (FCS).
Each FCM consists of two identical lanes which serve as command and monitoring lanes providing:
Airspeed programming to P-ACE units for actuator control.

Digital data routing for system control, communication, and maintenance diagnostics.
Monitoring of alternate lanes for fault detection.

Each FCM interfaces with two P-ACE units through the primary Controller Area Network (CAN) data bus to provide enhanced functionality
(Normal Mode).
Provides failure information to the EICAS and fault isolation data to the CMC.
The FCM is the only unit of the FCS where software algorithms reside.
There are three levels of internal BIT (Built-In-Test) tests performed in each FCM:
Power-up (PBIT), On-Ground Initiated Maintenance (IBIT), Continuous (CBIT).

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27-10 Aileron
Aileron Power Control Units (Embraer 170)
There are four aileron PCUs in the aileron hydraulic actuation sub-subsystem. Two PCUs are attached to each aileron control surface.
The PCUs are located on the aft side of spar II. Movement of the PCUs moves the aileron control surfaces to give control and stability to
the aircraft about the lateral axis. The PCUs are mechanically controlled and hydraulically actuated. The aileron PCU has the following
components:

Aileron
Anticavitation check valve
Inlet check valve
Compensator
The aileron PCU manifold houses all the hydraulic and electrical compo nents of the PCU. The servo-valve input crank is mounted in
the manifold and provides the attachment point for the input linkage. The manifold is rig idly attached to the spar II of the wing with four
bolts.
The toggle links for the EMB 170 have a distance between centres on the toggle link of 6.902 inches (175.31 mm). The difference is
sufficient to make the installation foolproof, i.e., the EMB 170 PCU can not be installed in the EMB 190 and vice versa.

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Aileron Power Control Units (EMB 190)

There are four aileron PCUs in the aileron hydraulic actuation sub-subsystem. Two PCUs are attached to each aileron control surface.
The PCUs are located on the aft side of spar II. Movement of the PCUs moves the aileron control surfaces to give control and stability to
the aircraft about the lateral axis. The PCUs are mechanically controlled and hydraulically actuated. The aileron PCU has the following
components:
Aileron
Anticavitation check valve

Inlet check valve
Compensator
The aileron PCU manifold houses all the hydraulic and electrical co mponents of the PCU. The servo-valve input crank is mounted in
the manifold and provides the attachment point for the input linkage. The manifold is rig idly attached to the spar II of the wing with four
bolts. The toggle links for the EMB 190 have a distance between centres on the toggle link of 8.906 inches (226.2 mm). The difference
is sufficient to make the installation foolproof, i.e., the EMB 170 PCU can not be assembled in the EMB 190 and vice versa.

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27-20 Rudder
Rudder Flight Authority (170)

The Rudder Flight Authority command from the FCM reduces the maximum rudder pedal authority down to 2.6 (1.6 for 190) of surface
movement when airborne at higher airspeeds. This provides balanced lateral/directional control during steady heading sideslip
manoeuvers with full pedal input applied, by ensuring that the pilot can control bank angle with the lateral control available at the lateral
crossover speed. This function also reduces the loads that the pilot can impart on the vertical fin and empennage with full rudder pedal

inputs.
Rudder Electronic Stroke Limiting (170 and 190)
The Rudder Control System provides an electronic rudder limiter function in the ACE hardware immediately upstream of the servo amplifier
output to the actuator, in order to provide structural protection for the vertical fin and empennage as a function of airspeed. This limits rudder
travel to a maximum of 31.5 on the ground and 22.7 in flight.
The rudder limiter works in conjunction with the rudder airspeed gain schedule such that the pilot's rudder pedal authority (pilot inputs plus
augmentation commands) is determined by the rudder limiter.
Direct Mode Default Gain (Hinge Moment Limiting) (170)
In the event of loss of airspeed information to the flight control system, the P-ACEs will revert to Direct mode using a fixed gain. There are
two Direct mode default gains that are selected as a function of flap position, retracted or deployed. The low-speed default gain for the
rudder is set at the maximum rudder flight authority 31.5 L/R to ensure that the pilot has sufficient authority to control the aircraft during the
approach and landing. The high speed default gain selected for flaps up is set to provide 13.2 (15 for 190), to ensure that the rudder
stroke is limited at high speeds. Following reversion to Direct mode, structural protection is provided by means of the hinge moment limiting
of the rudder surface by enabling a pressure reducer integral to each rudder actuator.

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27-30 Elevator
Operation (170)
When the control columns are pushed or pulled, they move rods that are attached to the columns. The rods then transfer the fo rce
applied to the columns to turn the torque tube under the flight deck floor.
The first 2 lb is necessary to break out the feel mechanism and the feel force is supplied back to the pilot.

With movement of the torque tube, 4 LVDTs supply equivalent column position to the P-ACEs (Primary Actuator Control Electronics).
The active P-ACE unit then compares the position of the LVDT of the related PCU (Power Control Unit) with the commanded po sition
from the LVDTs.
When the control columns move through an angle of 10 in the aft direction or through an angle of 6 (7 for 190) in the forward direction
from the column centred point, they move the elevator 25 upwards or 15 (18 for 190) downward, respectively.

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Elevator Control System High Level Functions (170)

The analogue electronics controls-to-surface part of flight control system operates in conjunction with the digital portion in the FCMs to
provide full flight control system functionality. The digital portion provides augmentation to the cockpit controls command, added higher
level control functions, monitoring and maintenance functions.
The flight control system is designed to operate continuously in Normal mode where the FCMs provide augmentation to the controls
commands, in addition to performing computations and data routing to facilitate system monitoring and data management between the
Flight Controls and Avionics systems. Operation of the flight control system in Direct mode is encoun tered only after multiple failure events
in either the Avionics or flight control system.

The command applied in the elevator surface is summed in the P-ACE and it is made up of the pilot input and the augmentation command
generated by the algorithm located in the FCM and multiplied by the gain schedule com puted by the FCM. The total augmentation
command from the FCM is limited in the P-ACE to an authority of 5 ( 8 for 190), except when the AOA Limiting function is enabled, in
this situation the augmentation authority can be increased as described in Section Angle -of-Attack (AOA Limiting.
Column Gain Shaper (170)
The Column Gain Shaper function is computed in the FCM and is used to modify the P-ACE control column gearing as a function of flap
and column position. The Column Gain Shaper has an elevator authority of 5 ( 8 in the 190). The elevator command is offloaded into
the horizontal stabilizer in order to maintain the authority limit throughout the flap deployment airspeed envelope. The gearing gain change
is required in order to maintain the similar flight handling characteristics throughout the envelope for varying air craft configurations.
The FCM software algorithm that computes the elevator augmentation functions sums the Gain Shaper command with the ETC, AOA
Limit commands.
The elevator augmentation command is sent from the FCM to the P-ACE by means of CAN bus, where it is summed with the control
column input, upstream of the airspeed gain schedule.
Column Gain Shaper is a full-time function that is limited both in FCM software and P-ACE hardware to 5 in 170, 8 in 190.

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Angle-of-Attack (AOA) Limiting (170)

The Angle-of-attack Limit function provides the stall identification portion of the stall warning and stall identification function. Stall warning
is provided by the Auto-Flight Control System (AFCS) by means of the Stick-Shakers, while the AOA Limiting function is provided from
the Flight Control Modules (FCMs) by means of a command to the elevators.
The FCM computes an augmentation command based on processed angle of attack signals from the AFCS, control column position,
inertial terms from the IRS, aircraft configuration and air data from the Air Data system.
The AOA Limit command is transmitted from the FCM to the P -ACE by means of the CAN bus interface. The FCM software algorithm

that computes the elevator augmentation functions sums the AOA Limit command with the others high level functions commands. The
elevator augmentation command is sent from the FCM to the P-ACE by means of CAN bus, where it is summed with the control column
input upstream of the airspeed gain schedule. The AOA Limit function reduces the control column authority in the nose up direction at the
onset of stall warning (Stick Shaker), such that maximum alpha (stall alpha) is achieved when the control column reaches the aft stop.
The AOA Limiting function provides an extra layer of protection and un matched performance qualities.
Since the function has sufficient authority to over-ride the control column commands, the AOA Limit function is interlocked full-time such
that its command is limited to 5 in the 170 (8in the 190), except after activation of the stall warning Stick Shaker function. This design
ensures that the AOA Limit cannot be imposed on the elevator without the presence of the interlocked logic enabling the funct ion.
In the P-ACE, the authority of the AOA limiting function is controlled linearly as a function of control column towards the aft (elevator up)
position such that full aft column allows the maximum AOA Limit command authority in the elevator down direction. In addition, the
interlock is a function of Stick Shaker activation.

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Angle-of-Attack (AOA) Limiting continued (170)

Upon Stick Shaker activation, a unique code is transmitted from two lanes of the AFCS AIOP module on ASCB to two FCM lanes. By
means of CAN Wrap monitor, the FCM verify that both codes in each FCM lane are identical and received and transmitted on the CAN
bus to the P-ACE simultaneously. If the codes in each are not simultaneous, CAN bus transmissions from the FCM that detected the
miscompare are terminated. If both codes are identical and simultaneous, the code is relayed from the FCM to both lanes of the elevator
P-ACE channels. When the Stick Shaker is activated and the AFCS transmits the unique code to the P-ACE, the code enables the
AOA Limit to increase the authority of the augmentation command as a function of the col umn position. The AOA Limit command is
summed with the pilot column input upstream of the airspeed gain schedule such that the authority is reduced proportionately as the
airspeed increases.
The elevator down command provided by the AOA Limit augmentation is sufficient to arrests the aircraft momentum towards the

imminent stall condition up to maximum alpha at any flight condition. The AOA Limit function serves to prohibit encountering stall
condition throughout the flight envelope. At the full aft control column (10), the aircraft maintains the maximum alpha flight condition at
Stick Shaker activation. When the control column is push forward from the full-aft position, the aircraft pitches nose down, and the
elevator command is reduced until Stick Shaker is deactivated
Configuration Changes (EMB190 only)
The Configuration Changes function is implemented in the 190 only, and helps to stabilize the aircraft and reduce the pilot workload by
applying elevator inputs to reduce the pitching moment produced by changing the aircraft configuration.
The Configuration Changes function is computed in the FCM as a function of flap and slat position, speedbrake command and lan ding
gear configuration. It has an elevator authority of 8. For long-term control, the configuration changes commands are offloaded into the
horizontal stabilizer in order to allow the elevator to retain full authority, while providing elevator control to maintain flight path condition
in the presence of aircraft configuration changes.
This function is not active in any Embraer 170 model.
Note; The Tailstrike Avoidance function is also, not active, on Embraer 170 models.

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27-40 Horizontal stabilizer

Operation (170)
The HSTA has two brushless 28VDC (270VDC for 190) motors, each with internal resolvers. During normal operation, one motor is
active while the other motor remains in standby mode. The active motor positions the horizontal stabilizer control surface ba sed on
commands received from the HS-ACE. The HSTA deflects the horizontal stabilizer control surface +2/-13 at a rate of 0.13 to 0.77 per
second (+4/-11 at a rate of 0.15 to 0.735 per second for 190).
Two position resolvers on the HSTA report position information, through the HS -ACE, for display on the EICAS. The HS-ACE is a dual

channel control system that works in an active-standby configuration. Each channel (HS-ACE channel 1 and HS-ACE channel 2)
consists of a control-monitor dual lane structure that controls one HSTA motor (HSTA-1 or HSTA-2).
In the active configuration, the HS-ACE control lane receives trim signals from either the FCM or the manual trim switches (pilot, co-pilot,
or backup). The FCM trim signal is sent to the HS-ACE over the CAN (Controller Area Network) data bus. This FCM signal combines the
configuration trim, autopilot trim, and match trim functions into one command that the HS-ACE uses to control the HSTA trim rate. If a
manual trim command is received from any of the cockpit trim switches, it will override the auto trim command from the FCM. The HS-
ACE will then use airspeed data to determine the HSTA trim rate.
In the standby configuration, the HS-ACE standby channel will remain powered up and the monitoring lane will provide monitoring
functions, but the control lane does not provide any control functions until a failure has been detected in the active HS -ACE channel.
In both the active and standby configurations, the monitor lane monitors numerous HS-ACE functions including: control lane
performance, FCM CAN data bus messages, actuator motor velocity, and internal power.
Each HS-ACE channel is powered by 28 VDC. HS-ACE channel 1 receives power from DC Bus 1. HS-ACE channel 2 receives power
from Essential DC Bus 2.
For 190, Channel 1 receives 28 VDC from DC Bus 1 and 115 VAC from AC Bus 1, Channel 2 receives 28 VDC from Essential DC Bus 3
and 115V AC from the Essential AC Bus.
During an Electrical emergency power is provided by the RAT to Channel 2 only for all aircraft.

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27-50 Flaps
The Flap Panels (170)
There are two flap panels on each wing:
Two inboard flaps
Two outboard flaps.
The flaps are basically carbon fibre solid laminate constructions with co-cured ribs.
Each flap panel is of the double slotted type, divided into two panels:

The main panel;
The aft panel.

For the 190 the outboard flap panels are constructed in a single piece.
The flaps are deployed by the track and carriage system. All the mechanical parts are metallic and the surface panels are made of
composite.
The main flap panel is linked to two main carriages, which roll through tracks fixed to the wing. The aft flap panel, mounted on the aft
carriage, rolls on tracks mounted to the main flap panel. Movement of the main flap panel causes the aft flap panel to deploy relative to
the main flap, through a system of bell cranks and tie-rods.
The inboard flap extends from wing rib la to wing rib 10. The outboard flap extends from wing rib 10 to wing rib 23.
The flap mechanism is of the track type. There are two linear actuators for each flap. They are installed at the holding position. The
inboard mechanism of the inboard flap is located in the wing-to fuselage fairing. Two torque tubes connect the mechanism to the
inboard flap panels. There is an additional support, installed between the main flap panel and the aft flap panel, which prevents separation
of the aft panel in the event of a bird strike. Aerodynamic seals are installed to both sides of each flap panel.

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The slat/flap control lever (SFCL) (170)

The slat/flap control lever (SFCL) in the cockpit allows pilot input to the slat/ flap control system by converting angular displacement of the
lever to electrical signals to the SF-ACE units. A light plate provides reference position markings for surface position selection.
The SFCL has seven positions, each having a detented arrangement, resulting in the respective slat/flap surface positions and
placard speeds. Positions 1-4 are for Take-off, 5 and Full are for normal landings.
Position four is gated in either direction for the go-around gate. Moving the lever from one detent to another, causes the rotation of four

RVDTs mounted to the handle, providing independent handle position information to the four SF -ACE control channels via two electrical
connectors.
A valid motion command exists if a channel determines its RVDT to be in a valid detent and any of the other three channels in
agreement.

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Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 28 FUEL SYSTEM
REVISION 1 01/03/2016

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28-10 Storage
Fuel Storage Wing Tanks (EMB 170)
The aircraft has two structurally integral wing tanks between the centre wing rib and rib number 20. There is a dry bay area near the engine pylon,
designed to avoid a fuel tank rupture in case of an uncontained engine rotor-burst.
An expansion space of 2% of the full tank capacity is provided. Each wing contains a surge tank to collect fuel during wing-down or uncoordinated
manoeuvres, and a collector bay, to ensure continuous fuel feed to the engine throughout the whole flight envelope. The arrangement of the tanks permits
the fuel to flow from the outer tank area to the wing root, and into the collec tor bay.

The total capacity of the fuel tanks is approximately 9360Kgs, 11710 litres, 3095 US gal.
Fuel Storage Wing Tanks (EMB 190)
The aircraft has two structurally integral wing tanks between the centre wing rib and rib number 23. The Embraer 190 aircraft has no dry bay area at the
pylon, as the engine is installed further forward.
An expansion space of 2% of the full tank capacity is provided. Each wing contains a surge tank to collect fuel during wing-down or uncoordinated
manoeuvres, and a collector bay, to ensure continuous fuel feed to the engine throughout the whole flight envelope. The arrangement of the tanks permits
the fuel to flow from the outer tank area to the wing root, and into the collec tor bay.
The total capacity of the fuel tanks is approximately 12800Kgs, 16000 litres, 4220 US gal.

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Water Drain Valves (EMB 170)
Due to gravity, water inside the fuel tanks will collect at two locations in each tank.
Two drain valves allow draining of any water from the wing tanks, Two additional drain valves allow draining of any water from the collector bay area.
One drain valve is located next to the AC Auxiliary Fuel Pump and the other is located close to the wing stub to wing junction.
Water Drain Valves (EMB 190)

Two, one each side, drain valves allow draining of any water from the collector bay area.
The drain valves are manually operated and allow for the removal of water and contaminants from the tanks.
They are also used to remove remaining fuel from the wing tanks after they have been de-fueled. The drain valves are spring-loaded poppet valves.
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28-20 Distribution
Primary Ejector Pump (EMB 170)
The primary fuel pump is an ejector pump, operated by motive flow sup plied by the engine-driven fuel pump. The ejector pump is a venturi with no moving
parts, that draws fuel from the collector bay when fed with high-pressure fuel flow. The inlet port is equipped with a strainer to avoid ingestion of foreign
objects.
A pressure switch is installed immediately upstream of the engine mounted low-pressure fuel pump to monitor engine inlet feed pressure. This pressure
switch provides an input to MAU No.3.

The primary ejector pumps are located at the forward end of the collector bay.
Primary Ejector Pump (EMB 190)
The primary fuel pump is an ejector pump, operated by motive flow sup plied by the engine-driven fuel pump. The ejector pump is a venturi with no moving
parts, that draws fuel from the collector bay when fed with high-pressure fuel flow. The inlet port is equipped with a strainer to avoid ingestion of foreign
objects.
A pressure switch is installed immediately upstream of the engine mounted low-pressure fuel pump to monitor engine inlet feed pressure. This pressure
switch provides an input to MAU No.3.
The primary ejector pumps are located at the aft outboard end of the collector bay.

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AC Auxiliary Pump (EMB 170)
In the event of failure of the main engine feed ejector pump, the AC auxiliary boost pump provides backup fuel flow to the engine. The fuel cooled centrifugal
pump uses a dual-pole motor to operate from a 400 Hz, 3-phase AC power supply. In case of overheating, a thermal fuse will disconnect the pump
electrical supply.
The inlet is equipped with a 8 mesh wire screen strainer to avoid ingestion of foreign objects. The pump is a cartridge and canister type design that allows
removal of the pumping element without entering or draining the tank.
The AC Auxiliary pumps are located in the aft outboard part of the collector bay, left and right sides.
DC Electric Centrifugal Pump (EMB 170)

A DC powered electrical centrifugal pump located in the RH collector tank provides a source of pressurized fuel supply for the APU and engine starting in
flight, or on the ground if the engine feed ejector pump and AC power or the AC auxiliary pump are not available.
The inlet is equipped with a strainer to avoid ingestion of foreign objects. The motor housing incorporates a resettable thermal protector to ensure hazardous
temperatures are not exceeded.
The pump is a cartridge and canister type that allows removal of the pumping element without entering or draining the tank. Electrical power is
supplied from the ESSENTIAL DC BUS 2.
AC Auxiliary Pump (EMB 190)
In the event of failure of the main engine feed ejector pump, the AC auxiliary boost pump provides backup fuel flow to the engine. The fuel cooled centrifugal
pump uses a dual-pole motor to operate from a 400 Hz, 3-phase AC power supply. In case of overheating, a thermal fuse will disconnect the pump.
The inlet is equipped with a 8 mesh wire screen strainer to avoid ingestion of foreign objects. The pump is a cartridge and canister type design that allows
removal of the pumping element without entering or draining the tank.
The AC Auxiliary pumps are located in the forward inboard part of the collector bay, left and right sides.
DC Electric Centrifugal Pump (EMB 190)
A DC powered electrical centrifugal pump located in the RH collector tank provides a source of pressurized fuel supply for the APU and engine starting in
flight, or on the ground if the engine feed ejector pump and AC power or the AC aux pump are not available.
The inlet is equipped with a strainer to avoid ingestion of foreign objects. The motor housing incorporates a resettable thermal protector to ensure hazardous
temperatures are not exceeded.
The pump is a cartridge and canister type that allows removal of the pumping element without entering or draining the tank. Electrical power is
supplied from the ESSENTIAL DC BUS 2.

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AC Auxiliary Pump Pressure Switches (EMB 170)
Pressure switches, one for each pump, monitor the output of the electrical pumps.
MAU No.1 monitors the status of the AC pump 1 pressure switch and MAU No.3 monitors the status of the AC pump 2 and the DC start pump pressure
switches. Each MAU transmits the data on the ASCB for EICAS display and control functions.
The EICAS messages "FUEL AC 1/2 PUMP FAIL" or "FUEL DC PUMP FAIL" indicate that the respective pump is not operating properly.
The pump pressure switches are located outside the collector bay rear bulkhead centreline.
AC Auxiliary Pump Pressure Switches (EMB 190)
Pressure switches, one for each pump, monitor the output of the electrical pumps.

MAU No.1 monitors the status of the AC pump 1 pressure switch and MAU No.3 monitors the status of the AC pump 2 and the DC start pump pressure
switches. Each MAU transmits the data on the ASCB for EICAS display and control functions.
The EICAS messages "FUEL AC 1/2 PUMP FAIL" or "FUEL DC PUMP FAIL" indicate that the respective pump is not operating properly.
The pump pressure switches are located outside the collector bay rear bulkhead but further outboard than on the Embraer 170.
DC Electric Centrifugal Pump Pressure Switch (EMB 170)
One pressure switch monitors the output of the DC electrical pump. MAU no.3 monitors the status of the DC start pump pressure switch.
The MAU transmits the data on the ASCB for EICAS display and control functions.
The EICAS message "FUEL DC PUMP FAIL" indicates that the pump is not operating correctly.
The pump pressure switch is located alongside the AC pump pressure switches.
DC Electric Centrifugal Pump Pressure Switch (EMB 190)

One pressure switch monitors the output of the DC electrical pump. MAU no.3 monitors the status of the DC start pump pressure switch.
The MAU transmits the data on the ASCB for EICAS display and control functions.
The EICAS message "FUEL DC PUMP FAIL" indicates that the pump is not operating correctly.
The pump pressure switch is located in the same position as on the Embraer 170.

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28-21 Engine Feed System

Cross Feed Valve (EMB 170)
The cross feed function allows both engines to be fed from a single fuel tank. This feature permits correction of minor lateral fuel imbalances by temporar ily
feeding both engines from one wing tank.
The cross feed function will also be used to feed a single engine from both wing tanks following shutdown of one engine, to prevent lateral imbalance
from occurring.

The cross feed subsystem consists of a motor-operated shut off valve in a line connecting the right and left-hand engine feed lines. The cross feed shut
off valve remains closed during normal operation.
Lateral fuel imbalances exceeding 360kg (792 lbs) are annunciated on the EICAS by the message "FUEL IMBALANCE".
This message will disappear when the difference is reduced to 45kg (99 lbs).
Cross Feed Valve (EMB 190)
The cross feed function allows both engines to be fed from a single fuel tank. This feature permits correction of minor lateral fuel imbalances by temporar ily
feeding both engines from one wing tank.
The cross feed function will also be used to feed a single engine from both wing tanks following shutdown of one engine, to prevent lateral imbalance from
occurring.
The cross feed subsystem consists of a motor-operated shut off valve in a line connecting the right and left-hand engine feed lines. The cross feed
shut off valve remains closed during normal operation.
Lateral fuel imbalances exceeding 360kg (792 lbs) are annunciated on the EICAS by the message "FUEL IMBALANCE".
This message will disappear when the difference is reduced to 45kg (99 lbs).

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28-41 Electrical Fuel Quantity Indicating

The electrical indication system provides a highly accurate measurement of fuel mass in the wings, of fuel temperature and fuel low-level.
The system includes the following components:
The fuel conditioning unit in the centre Electrical bay (E-bay) and
the refuel/ defuel indicator on the fuelling panel.
Each wing has 13 tank units, 1 compensator and one fuel low level sensor.

A temperature sensor is installed in the left hand tank only.
Fuel system operation status can be monitored on the EICAS and the fuel system synoptic page on the MFD.
The electrical indication system provides a highly accurate measurement of fuel mass in the wings, of fuel temperature and fuel low-level.
The system includes the following components:
The fuel conditioning unit in the centre Electrical bay (E-bay) and
the refuel/ defuel indicator on the fuelling panel.
Each wing has 17 tank units, 1 compensator and one fuel low level sensor.
A temperature sensor is installed in the left hand tank only.
Fuel system operational status can be monitored on the EICAS and the fuel system synoptic page on the MFD.

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Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 29 HYDRAULIC POWER
REVISION 1 01/03/2016

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29-00 Hydraulic Power General
Introduction
The EMBRAER 170/190 uses three independent hydraulic systems to power:
The Primary and Secondary flight controls

The Landing Gear

The Brakes
Nose wheel steering
Thrust reversers
All three hydraulic systems use phosphate-ester hydraulic fluid type IV or V, and operate at a nominal supply pressure of 3,000psig.

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The Hydraulic control panel
The hydraulic control panel, located in the cockpit overhead panel, allows the crew to manually control the engine-driven pumps, the AC
motor-driven pumps and the power transfer unit for all three hydraulic systems.
During normal operation, the ACMPs and the PTU are controlled automatically when the respective rotary switch is selected to AUTO. An
exception is the ACMP 3A, which can only be manually controlled to either ON or OFF
When in AUTO mode, the ACMP will automatically start when the following conditions are true:

ACMP 1B and 2B will start when the flaps are selected to any position unequal to flaps 0, providing back-up power during take-off and
landing.
ACMP 1B and 2B will also turn on automatically in case the EDP of the respective side fails.
ACMP 3B will be turned on if ACMP 3A is not operational.
The PTU will start to operate if EDP 2A fails during take-off or landing

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TABLE -MAIN HYDRAULIC POWER- GENERAL DESCRIPTION

Control/Indicator Position/Indication Function
SYS 1 ENG Pump Shut off switch OFF Closes the No. 1 hydraulic system firewall shutoff valve.
SYS 2 ENG Pump Shut off switch OFF Closes the No. 2 hydraulic system firewall shutoff valve.
OFF De-energizes ACMP 1B.
Automatically energizes ACMP 1B if EDP pressure decreases
SYS1 ELEC PUMP switch AUTO
during takeoff or landing.
ON Energizes ACMP1B.

Automatically energizes ACMP 2B if EDP pressure decreases

S Y S 2 ELEC PUMP switch AUTO
during takeoff or landing.
ON Energizes ACMP 2B.

OFF De-energizes ACMP 3A.
SYS3 ELEC PUMP A switch
ON Energizes ACMP 3A.
Automatically energizes ACMP 3B if ACMP 3A; pressure
SYS3 ELEC PUMP B switch AUTO
decreases.
ON Energizes ACMP 3B.
OFF De-energizes the PTU select valve.
Automatically energizes the PTU select valve, which causes the
AUTO PTU to operate, if the right engine or EDP stops during takeoff or
PTU switch landing.
Energizes the PTU select valve, which causes the PTU to
ON
operate.

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Hydraulic systems
The hydraulic system is designed in such a way that even a failure of two hydraulic systems will not result in a complete loss of flight-
critical functions.
The following hydraulic users are powered by hydraulic system 1, installed in the left centre fuselage bay:
Left outboard elevator PCU

Ground spoiler 2
Multi function spoiler pairs 3 and 4

Left thrust reverser
Outboard brakes
Emergency/parking brakes
The upper rudder PCU
System 2 located in the right centre fuselage bay, powers:
The left and right inboard aileron PCUs

The left and right inboard elevator PCUs
Multifunction spoiler pair 5
Ground spoiler pair 1
Landing gear
Nosewheel steering
Inboard brakes
Emergency/Parking brake.
Right thrust reverser
Hydraulic system 3, installed in the rear fuselage supplies:
The left and right outboard aileron PCUs

Right outboatrd elevator PCU
Lower rudder PCU

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29-10 Main Hydraulic System General
Introduction
Each of the three independent hydraulic systems include the necessary components for supplying clean, pressure regulated oil to the
hydraulic users.
A bootstrap reservoir in each system provides pump inlet pressure and accommodates the oil volume change in the system.
Contaminants are removed from the oil through filters in the pump discharge and case drain lines and in the main system return line.

The flow of pump case drain oil through a hydraulic fluid to fuel heat exchanger for systems 1 and 2 is designed to prevent temperature
extremes.
System 3 relies only on radiation and convection for dissipating heat.
An electrically commanded shutoff valve in the engine-driven pump suction line isolates the flow of fluid in the EDP in the event of fire.

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Normal operation
The normal operation of the Emb 170/190 Hydraulic System is largely auto matic with very little pilot input required.
The system architecture and control philosophy is such that it can cope wit h most abnormal aircraft operating conditions or Hydraulic
System failures with requiring pilot action.
Start-up procedures for the Hydraulic System are contained in the Aircraft Flight Manual (AFM) and very simple.
As Systems 1 and 2 have EDPs as the primary pumps the systems will pressurize with engine start. Operating the switch for SYS 3 ELEC
PUMP A on the cockpit control panel starts the System 3 primary pump. The remaining ACMP switches and the PTU switch must all be set to
AUTO before flight.

Should a switch not be in the right position for flight then an EICAS message will be displayed to alert the flight crew that a switch is not
correctly set.
Under extreme low temperature operating conditions the AFM details a spe cific Hydraulic System start procedure that will raise the hydraulic
fluid temperature to its minimum operating temperature before the aircraft is ready for flight.
This procedure involves running the ACMPs for fifteen minutes before engine start and then running the ACMPs and the EDPs for a
further ten minutes after engine start while the engines are warming up. During this period the PTU will also be run to ensure that all of the
cold fluid is displaced from its circuits. Some cycling of the Hydraulic System users is also required to ens ure that cold hydraulic fluid has
been displaced from their circuits.
When the aircraft is ready for takeoff ACMPs 1B and 2B will come on automatically when the flaps are extended, under control of the
SPDAs. This will result in the pumps being warm and already running should an EDP or engine failure occur during takeoff and thus
minimize the effect of switching to the backup pump.
Once takeoff is complete and the aircraft has commenced to climb the back up pumps will switch off when the flaps are stowed.
The System 3 backup pump, ACMP 3B, is not switched on during this phase as there are no high flow demands on System 3 and, because
ACMP 3A is on the AC essentials bus, System 3 would not be affected by the loss of an engine. This also simplifies the control logic, which
would otherwise require that ACMP 1B and ACMP 3B have staggered starts because they are both on AC bus 2 and would overload the
circuit breaker if both pumps attempted to start simultaneously.
During the climb, cruise and descent flight phases the Hydraulic System uses just the primary pumps to provide the power required by
the flight controls. The system accumulators are also available to provide supplementary power to make-up momentary shortfalls in flow
due to transient events such as collision avoidance, etc., in any flight phase.

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Normal Operation continued.
When the aircraft is ready for takeoff ACMPS 1B and 2B will come on automatically when the flaps are extended, under control of the
SPDAs. This will result in the pumps being warm and already running should an EDP or engine failure occur during takeoff and thus
minimize the effect of switching to the backup pump.
Once takeoff is complete and the aircraft has commenced to climb the back up pumps will switch off when the flaps are stowed. The
System 3 backup pump, ACMP 3B, is not switched on during this phase as there are no high flow demands on System 3 and, because
ACMP 3A is on the AC essential bus, System 3 would not be affected by the loss of an engine. This also sim plifies the control logic,

which would otherwise require that ACMP 1B and ACMP 3B have staggered starts because they are both on AC bus 2 and would
overload the circuit breaker if both pumps attempted to start simultaneously.
During the climb, cruise and descent flight phases the Hydraulic System uses just the primary pumps to provide the power required by
the flight controls. The system accumulators are also available to provide supplementary power to make-up any momentary shortfalls in flow
due to transient events such as collision avoidance, etc., in any flight phase

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Operation
Operation of the hydraulic systems is mostly automatic with very little pilot input required. The system architecture and control philosophy
is such that it can cope with most abnormal aircraft operating conditions of Hydraulic System failures without requiring pilot action. The
flight crew is notified of abnormal conditions by the MFD hydraulic synoptic page (if being observed) and by CAS messages, au ral tones,
and flashing indicators.
ACMP 3A is the primary source of hydraulic fluid pressure for the No. 3 hydraulic system. ACMP 3B will automatically supplement 3A if
additional fluid flow is required. The No.3 hydraulic system ACMPs are controlled by switches on the Hydraulic System control panel, on
the overhead panel in the cockpit.

ACMP 3A OFF/ON switch must be set to ON before flight.
ACMP 3B OFF/ON/AUTO switch must be set to AUTO before flight. Should either switch not be in the correct position for flight, then an
EICAS message will be displayed to alert the flight crew that a switch is not correctly set.
In the event of the loss of both engines, the No.3 hydraulic system becomes the primary hydraulic system for the aircraft. There are
sufficient flight controls on the No.3 hydraulic system to maintain control over the aircraft in all three axis and enable a controlled landing
to be performed.
With the loss of both engines ACMP 3A will initially go off-line due to the loss of the electrical power when the IDG (Integrated Drive
Generator)s go offline. The accumulator will provide power to the lower rudder, right outboard elevator and both outboard ailerons until
the RAT is deployed and operating, which will provide power to the AC ESS BUS that ACMP 3A is connected to.
At RAT deployment SPDA (Secondary Power Distribution Assembly) 2 commands the pump unloader to open, which reduces the fluid
flow through ACMP 3A and the flow limiter valve to open, which reduces the fluid flow to the users to 1.75 to 2 gal/min., this allows the RAT
to spin up to speed faster.
When the RAT has spooled up and is producing power to the AC ESS BUS, ACMP will start and the pump unloader valve will be
commanded to close and system pressure will increase to normal pressure. The flow limiter valve will remain on as long as the RAT is
deployed or the RAT GEN is producing power.
The hydraulic fluid delivered to the pumps is stored in the system fluid reservoir. The pressurized fluid output from the pum ps passes
first into a filter manifold. The filter manifold filters the fluid before it is distributed to the user systems. This pressurized flow also creates
a pressure within the reservoirs. This allows the reservoirs to maintain a positive fluid-supply pressure at each of the system pump
inlets. The No.3 hydraulic system does not have a heat exchanger, instead it relies on convection and radiation alone for dissipating
heat

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29-30 Hydraulic power
Bootstrap reservoir (EMB170)

Each of the three hydraulic system reservoirs are of the bootstrap type, us ing system high-pressure fluid acting on a piston to supply
pressurized fluid to the pumps.
The reservoirs for system 1 and 2 have a minimum fluid storage capacity of 12.3 litres, while the reservoir for system 3 has a minimum
capacity of 6.15 litres. The reservoirs contain a quantity indicator, measuring the remaining fluid volume in the reservoir.
A dial gauge, visible to ground personnel, indicates fluid quantity left in the reservoir. This information is also displayed in the cockpit on the

EICAS synoptic display. In the event of low fluid quantity a message will be displayed on the EICAS for the respective system.
A temperature transducer monitors hydraulic fluid temperature in the reser voir, and displays the information on the EICAS.
Bootstrap reservoir (EMB190)

Each of the three hydraulic system reservoirs are of the bootstrap type, using system high-pressure fluid acting on a piston to supply
pressurized fluid to the pumps.
The reservoirs for system 1 have a minimum fluid storage capacity of 12.3 litres and for system 2 it is 14.7 litres, while the reservoir for
system 3 has a minimum capacity of 6.15 litres. The reservoirs contain a quantity indicator, measuring the remaining fluid volume in the
reservoir.
A dial gauge, visible to ground personnel, indicates fluid quantity left in the reservoir. This information is also displayed in the cockpit on the
EICAS synoptic display. In the event of low fluid quantity a message will be displayed on the EICAS for the respective system.
A temperature transducer monitors hydraulic fluid temperature in the reservoir, and displays the information on the EICAS.

19

20
EDP and ACMP (EMB170)

The two Engine Driven Pumps (EDP) are variable-delivery hydraulic engine driven pumps, mounted to the engine gearbox.
Pressurized hydraulic fluid is supplied to the EDP via the suction line. The pump provides hydraulic pressure to hydraulic systems 1 and
2 whenever the respective engine is running. It supplies the desired system pressure by varying the volume of fluid output to the system,
depending on system flow demand.
The pump produces a rated discharge pressure of 3000 psig, and has a rat ed output flow of 64.4 litres /18 gallons per minute.
The ACMP is also a pressure-compensated type, similar to the EDP, but is driven by an electric AC motor.
Pump operation can be automatic or manual, using the respective rotary switch in the cockpit.

The ACMPs on system 1 and 2 are powered by the electrical AC bus, normally supplied by the generator installed on the opposite side,
ensuring the function of each system in case of engine failure.
On hydraulic system 3 the ACMP 3B is powered by the AC bus 2, and the ACMP 3A is powered by the AC essential bus, which can a lso
be powered by the Ram Air Turbine (RAT).
EDP and ACMP (EMB190)

The two Engine Driven Pumps (EDP) are variable-delivery hydraulic engine driven pumps, mounted to the engine gearbox.
Pressurized hydraulic fluid is supplied to the EDP via the suction line. The pump provides hydraulic pressure to hydraulic sy stems 1 and
2 whenever the respective engine is running. It supplies the desired system pressure by varying the volume of fluid output to the system,
depending on system flow demand.
The pump produces a rated discharge pressure of 3000 psig, and has a rat ed output flow of 22.4 gallons per minute.
The ACMP is also a pressure-compensated type, similar to the EDP, but is driven by an electric AC motor.
Pump operation can be automatic or manual, using the respective rotary switch in the cockpit.
The ACMPs on system 1 and 2, are powered by the electrical AC bus, normally supplied by the generator installed on the opposite side,
ensuring the function of each system in case of engine failure.
On hydraulic system 3 the ACMP 3B is powered by the AC bus 2, and the ACMP 3A is powered by the AC essential bus, whi ch can also
be powered by the Ram Air Turbine (RAT).

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UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 30 ICE & RAIN PROTECTION
REVISION 1 01/03/2016

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3
30-00 Ice and Rain Protection General
Introduction
The ice and rain protection system includes these subsystems:
Airfoil
Air Intakes
Pitot and Static

Windows, windshields and doors
Water lines
Detection
The ice and rain protection system is used to prevent ice formation on these parts of the aircraft:
Wing - The leading edges of the wing slats 2, 3, and 4 are protected against the formation of ice through the engine bleed air, which
heats their surfaces. Ice protection is not provided for the slat area inboard of the engine.
Engine the engine intake cowls are protected against the formation of ice through the engine bleed air, which heats the inlet lip.
Windshields and Doors - The windshields, windows and doors are electrically heated.
Pitot and Static - The TAT (Total Air Temperature) sensors and integrated pitot/static/ AOA (Angle of Attack) sensors are electrically heated.
Water lines - The water lines are electrically heated.
Ice Detector - An ice detector system provides EICAS (Engine Indicating and Crew Alerting System) indication of ice accumulation. The
ice detectors are electrically heated.

4

ICE PROTECTION SYSTEMS LOCATIONS

5
Slat anti- ice System
The Slat anti-ice system provides wing anti-ice flow and temperature control to meet all aircraft operating requirements.
The system controls the flow of hot bleed air from the engines to the left and right wing slat piccolo tubes. The left and right systems are
identical. Skin temperature sensors and a pressure sensor provide signals to the Air Management System (AMS) controller for system
monitoring, and to modulate the slat anti-ice valves.
The system interfaces directly with the ice detection system to provide fully automatic system activation when an icing condition is detected.

6

SLAT ANTI ICE SYSTEM

7
Nacelle Anti-Icing system
The engine anti-ice system supplies hot air from the engine to its inlet cowl to prevent the hazardous formation of ice on the inlet lip skin.
The EAI system consists of the supply ducting from the bleed duct, an EAI valve (an ON/OFF shut off valve with an integral open
position switch), an EAI line pressure transducer, a servo line for the EAI valve, a distribution system, and an exhaust vent in the inlet
duct.
The EAI system's primary control is by the AMS system.
Signals are provided to the aircraft's monitoring and maintenance system.
Hot air is extracted from the engine's high pressure compressor (HPC) bleed port. The EAI port of the duct is upstream of the AMS check-

valve assuring that an air supply is always available to the EAI system when the engine is running.

8

NACELLE ANTI ICE SYSTEMS

9
Smart probes and TAT probes
Each of the Smart probes and Total Air Temperature probes includes resistive elements to ensure de-icing and anti-icing sensor accuracy
in an icing environment.
Power is distributed to the probes when the aircraft is in the air or when at least one engine is running.
Heating levels are set at 100% in the air and 10% on the ground when operational.

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ADS SMART AND TAT PROBE LOCATIONS

11
Windshield Ice and Rain Protection

Windshield Ice and Rain Protection consist of two subsystems:
Windshield Heating System

Windshield Wiper System
The Windshield Heating system regulates the windshield temperature in order to prevent ice formation on the exterior of the windshiel d
and fog formation on the interior surface.

System control is provided by the Ice Protection control panel Windshield switches 1 and 2.

12

WINDSHIELD ICE PROTECTION SYSTEMS

13
Water Waste System

The water system ice protection includes forward and aft drain mast heating to prevent hazardous ice formation during draining of water.
Water fill/drain nipple heating is provided to prevent clogging of the fill and drain lines, which could cause freezing of residual water.
The system ON/OFF selection is controlled by the water waste system con troller, depending on the outside air temperature.
The water distribution lines are routed through the pressurized cabin, where temperature is maintained above freezing.
System components are also designed to withstand repeated freezing and warming cycles without sustaining any damage.

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WATER WASTE SYSTEM ICE PROTECTION

15
Ice Detection System

The Ice detection system provides fully automatic air foil and engine anti-ice system primary activation.
The system includes two ice detectors, which are mounted forward and below the windshield.
The main purpose of the detectors is to detect icing condition before the critical surfaces are affected.

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ICE DETECTORS LOCATIONS

17
Ice protection control panel

The Ice Protection system flight deck interface is provided via the ice protection control panel. Control switches for engine and air foil
anti-ice permit selection of engine anti-ice 1-2 and wing anti-ice ON or OFF.
When the switch is selected OFF the strip bar is shown in the switch, and when selected ON the switch is dark, according to the dark
cockpit philosophy.
When actual anti-ice is operational, an EICAS message is provided for the respective system.
Engine or wing anti-ice operation also depends on the position of the Mode switch.
With AUTO selected, engine and wing anti-ice will be activated by an ice detector signal.

With the Override position selected, engine and wing anti-ice will be activated by a weight off wheels signal.
The test selector switch has three positions: ENG, OFF, WING.
During ground test the switch will activate the respective system if engine and wing anti-ice is selected ON.
A flight deck interface for selecting windshield anti-ice is also provided on the ice protection panel.
Switch selection for these systems will connect electrical power to wind shield 1-2.
Windshield heating will be operational when the engine is running or the air craft is weight off wheels.

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ICE PROTECTION CONTROL PANEL

19
30-21 Nacelle Anti-Icing System

The EAIS heats the nacelle inlet cowl leading edge to prevent potential ice formation. The system is activated by a solenoid controlled,
pneumatically actuated pressure regulating EAI (Engine Anti-Ice) valve under the command of the pilot or, if delegated, by the aircraft
automatic ice detection system. The EAIS supplies hot air from the engine (the air is tapped from the 10th stage bleed duct of the AMS
(Air Management System)) to its inlet cowl to prevent the hazardous formation of ice on the inlet lip.
The EAIS consists of supply ducting, an EAI (Electronic Attitude Indicator) valve, a flow limiter (venturi/restrictor), pressure sensors and

switches, a distribution manifold or piccolo tube, and an exhaust vent.
The primary control of the EAIS is done by the AMS controller. Signals are provided to the monitoring of the aircraft and maintenance systems.
The pressure of the system is monitored by the EAI pressure transducer and EAI shroud leak test. The EAI pressure transducer monitors
the duct pressure downstream of the EAI valve to confirm proper operation of the system, and the EAI shroud leak test switch monitor the
inter-wall pressure. If a leakage occurs on the EAI duct, the EAI shroud leak test detects it.
The components of the EAIS are:
Interbulkhead assembly
EAI shroud leak test switch
EAI valve
EAI pressure transducer
Piccolo tube
The airflow to the EAIS is controlled by the EAI valve. The default position of the valve is open. This valve is activated au tomatically:
by AMS, when the MODE switch is set to AUTO and there is ice detection
by a flight crew override command, when the MODE switch is set to ON.
In the absence of a control signal or in case of an electrical system failure, the EAI valve is spring loaded to the open position assuring the
default open position of the EAI valve.
From the interbulkhead assembly, the air passes into the piccolo tube and exits through jets (holes) in the tube wall. After the EAI air
exits the piccolo tube, it hits the skin of the duct lip cavity and flows toward the bottom, where it exits to the atmosphere through an
exhaust port. A pressure transducer monitors the EAIS supply duct via a large pressure tap, and a pressure switch monitors the
pressure in the shrouded area of the EAI duct.

20

ENGINE THERMAL ANTI ICING SYSTEM SCHEMATICS

21

The EAIS heats the nacelle inlet cowl leading edge to prevent potential ice formation. The system is activated by a solenoid controlled,
pneumatically actuated pressure regulating EAI (Engine Anti-Ice) valve under the command of the pilot or, if delegated, the aircraft
automatic ice detection system. The EAIS supplies hot air from the engine (the air is tapped from the 5th stage bleed duct of the AMS (Air
Management System)) to its inlet cowl to prevent the hazardous formation of ice on the inlet lip.
The components of the EAIS are:
EAI Valve
EAI pressure transducer

Swirl nozzle distribution system
Dedicated muscle line for the EAIS valve from the starter duct
An exhaust vent in the inlet D duct
The anti-ice duct carries the air from the EAI port on the 5th stage bleed duct in the core compartment to the inlet side of the EAI valve
mounted in the fan compartment. A short duct carries the air from the outlet side of the EAI valve into the anti-ice connection on the inlet aft
bulkhead cowl. The EAI port on the duct is upstream of the bleed check valve assuring that an air supply is always available to the EAIS when
the engine is running.
The primary control of the EAIS is done by the AMS controller. Signals are provided to the monitoring of the aircraft and maintenance
systems. The airflow of the EAIS is controlled by the EAI valve. The default position of the valve is open. This valve is aut omatically
activated:
by AMS, when the MODE switch is set to AUTO and there is ice detection (SPDA control)
by a flight crew override command, when the MODE switch is set to ON.
The EAI valve loaded default position is open. This position is selected when there is:
absence of a control signal from the SPDA;
an electrical system failure;
absence of pressure in the dedicated muscle line from the starter duct.

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ENGINE THERMAL ANTI-ICING SYSTEM COMPONENT LOCATIONS

23
Operation (EMB170 )
EAIS heats the nacelle inlet cowl leading edge using 10th stage HPC (High Pressure Compressor) bleed air to prevent potentially
harmful ice accumulation.
The primary control of the EAIS is by an aircraft mounted AMS controller. The system is activated via a solenoid controlled,
pneumatically actuated pressure regulating shutoff valve (the EAI valve). The valve may be manually locked in either the fully open or
fully closed position. An EAI pressure transducer is also provided to monitor duct pressure downstream of the EAI valve and thus confirm
proper operation of the EAIS system. To allow detection of an EAI duct leak in the inlet or fan cowl compartment, which could cause
structural hazard or reduce the effectiveness of the anti-icing, a vented double walled duct is provided along with a pressure switch to

monitor the inter-wall pressure. A leak in the inner duct will result in the pressurization of the inter-wall cavity, which will be detected by
the pressure switch. The EAIS for each engine is completely independent of the other engine and EAI bleed cannot be shared between
engines.
The SPDAs command the EAI valves to close or open according to signals from the AMS controllers. Each valve is connected to a
different SPDA and the communication between AMS controllers and SPDAs is done via ARINC (Aeronautical Radio Incorporated) 429
or ASCB (Avionics Standard-Communication Bus).
Any time there is a command from the AMS controllers to activate the sys tem, the SPDAs will stop sending electrical power to the valves
so that they open to provide ice protection to the engine. It is possible to manually activate the system through the MODE switch on the
Ice Protection Control Panel set at the ON position. In this case the circuit between the valves and the corresponding SPDA will open so
that the valves open even if the SP-DAs command the valves to close.

24

ENGINE THERMAL ANTI ICE SYSTEM COMPONENT LOCATIONS

25
Operation (EMB190 )
EAIS heats the nacelle inlet cowl leading edge using 5th stage HPC (High Pressure Compressor) bleed air to prevent potentially harmful
ice accumulation.
The EAIS for each engine is completely independent of the other engine and EAI bleed cannot be shared between engines. In the case
of single bleed operation (one engine supplies all bleed to aircraft), the AMS controller drives the cross bleed valve open so that
pressure to the dedicated muscle lines for both EAI valves is ensured.
The primary control of the EAIS is by an aircraft-mounted AMS controller. The AMS controller determines when the EAIS is to be
activated based, on ice detector signals, cockpit switch inputs, altitude, setting in the TDS (Take off Data Set) menu, and permission

from the FADEC. SPDAs command the EAI valves to close or open according to signals from the AMS controllers. Each valve is
connected to a different SPDA and the communication between AMS controllers and SPDAs is done via ARINC 429 or ASCB.
The system is activated via a solenoid controlled, pneumatically actuated pressure regulating shutoff valve (the EAI valve). The valve
may be manually locked in either the fully open or fully closed position. The valve contains an integral position switch to indicate when the
valve is in the open position. An EAI pressure transducer is also provided to monitor duct pressure downstream of t he EAI valve and thus
confirm proper operation of the EAIS system
The signals from the transducer and switch are fed into the MAU for processing according to the programmed logic. Depending on
the status, the MAU provides a message to the engine indicating and EICAS for display in the cockpit or a maintenance message to the
CMC.
At the inlet forward bulkhead connection, the air passes into the swirl nozzle mounted inside the D duct formed by the inlet lip skin and the
forward bulkhead. The anti-ice air exists the swirler tube and circulates inside the D duct, heating the lip skin to prevent hazardous ice
formation on the outer surface.
Any time there is a command from the AMS controllers to activate the system, the SPDAs will stop sending electrical power to the valves
so that they will open to provide ice protection to the engine.
It is possible to manually activate the system by setting the MODE switch in the Ice Protection Control Panel to the ON position. In this case
the circuit between the valves and the corresponding SPDA will open so that the valves open even if the SPDAs command the valves to
close.

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UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 32 LANDING GEAR
REVISION 1 01/03/2016

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3
32-00 Landing Gear General

Introduction
The Embraer 190 has a retractable tricycle landing gear system, with two main landing gear (MLG) assemblies and one nose landing gear
(NLG) assembly. The MLG assemblies are telescopic and retract sideways into the wing and fuselage. Each MLG assembly incorporates
two wheels with multi-disk carbon brake assemblies.

The NLG assembly is telescopic and retracts forward into the fuselage. The NLG assembly incorporates two wheels with a hydraulic nose
wheel steering mechanism, allowing the aircraft to turn on a taxiway as narrow as 20 meters. During normal operation, the landing gear
system is electronically controlled and hydraulically operated.
Several proximity sensors are installed to provide position and status signals to different electronic modules, located in the modular
avionics units, or MAU, for control and monitoring purposes. The sensors also display system status to the pilots via the EICAS display in the
cockpit.
Absorbs shocks to the aircraft structure during take-off, landing, and during movement on the ground
Gives retraction and extension, or emergency extension of the landing gear units and their doors
Controls the direction of the aircraft when it is on the ground, through the nose wheel steering system (and also with differential
braking)
Gives structural support to the aircraft when it is on the ground
Supplies data about the position of the landing gear and doors and air/ground data
Controls the speed of the aircraft on the ground with the brakes
Gives an interface to attach a towbar (or towbarless tractor) to the NLG (Nose Landing Gear)
Lets the aircraft be lifted with jacks, or moored.

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5
Electronic Control
The landing gear system uses several modules which are integrated in the MAU. There are separate modules for landing gear
actuation/proximity sensor evaluation:
Proximity Sensor Electronics Module (PSEM 1-2)
Brake controls
Brake Control Module (BCM 1-2)
Auto-brake Control Module (ABM)

Steering control:
Nose Wheel Steering Control Module (NWSCM)
Each module gives the required control function and built-in-test (BIT) functions, the modules also give:
cockpit indication on the EICAS
CMC communication for fault messages
communication with other aircraft systems through the MAU
The Secondary Power Distribution Assemblies (SPDA) give 28 volts to all control solenoids, such as the shut-off valve solenoids for the
brake control system. The MAU and the SPDA are connected by the Avionics Standard Communication Bus (ASCB). The ASCB bus gives
high speed communication between most of the major electronic modules.
MODULE LOCATION
Outboard BCM 1 MAU 1
PSEM1 MAU 1
ABM (Auto Brake Module) (optional) MAU 2
Inboard BCM2 MAU 2
NWSCM MAU 2
Custom I/O module for BTMS MAU 3
Custom I/O module for Pressure MAU 3 Switches
PSEM 2 MAU 3

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7
Cockpit Controls
The following equipment is installed in the cockpit for landing gear extension and retraction:
The landing gear control lever for extension and retraction of the landing gear during normal operation;
An extension override switch is used to extend the landing gear in case of a failure in the landing gear electronics
A manual release lever used for free-fall extension of the landing gear in case both the electronic and electrical systems fail.

The cockpit equipment for steering the aircraft includes:
The steering hand wheel

Steering pedal sensors
A disarming switch on each control yoke
Two brake pedals for the left and right MLG brakes are installed for both pi lots.
An emergency/ parking brake handle mounted on the centre pedestal allows for braking even in case of a total hydraulic system loss.
An optional automatic braking system can be engaged by the crew by se lecting the respective auto-brake switch in the cockpit.

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9
Main landing gear (MLG)

The main landing gear assemblies are attached to the left and right wings.
The assemblies include:
two wheels with brakes attached to a telescopic shock strut.

A folding side stay holds the MLG in the fully extended position.
A locking stay holds the side stay in the fully extended position.


A pair of down-lock springs hold the locking stay in the extended and locked position.
Proximity sensors
The proximity transmit the following signals to the Proximity Sensor Electronics Module, PSEM:
MLG down and locked

MLG up and locked, and
Aircraft on ground, also referred to as WOW (Weight-On-Wheels).
During retraction, a hydraulic release actuator unlocks the locking stay. A hydraulic retraction actuator retracts the MLG. The up lock
holds the MLG in the retracted position.
There are two doors attached to the outboard side of each MLG. A third door is attached to the wing. The doors are mechanically opened
during extension and closed during retraction.
Although the Embraer 170 main landing gear is similar to the Embraer 190 item, there are some differences.
The 170 leg is physically smaller, the side stay is of a similar, but swivel link, design and the shock absorber is a double acting type.

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Nose Landing gear (NLG )

The nose landing gear assembly is attached to the forward fuselage. Two wheels and a hydraulic steering motor are attached to a
telescopic shock strut. A folding drag brace holds the NLG in the fully extended position. A locking stay holds the drag brace in the
fully extended position. A pair of down lock-springs hold the locking stay in the extended and locked position. Proximity sensors and
switches and feedback sensors transmit the following signals to the Proximity Sensor Evaluation Module (PSEM) and the Nose Wheel
Steering Control Module (NWSCM):
NLG down and locked

NLG up and locked
Aircraft on ground (WOW)
NLG steering angle
NLG steering over travel
During retraction, a hydraulic release actuator unlocks the locking stay. A hydraulic retraction actuator retracts the NLG. The up lock
holds the NLG in the retracted position. Two mechanically operated doors are mounted to the fuselage on each side. The forward doors
close again as the NLG reaches the extended position.

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13

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15
Brake control system

A total of six wheels and six tires are installed on the aircraft. The four MLG wheels are equipped with electronically controlled and
hydraulically powered carbon-composite brakes.
The brake control system uses electronic modules, sensors and hydraulic valves to control the aircraft brakes for normal braking mode,
and it has an optional auto-brake mode.
Two Brake Control Modules, or BCM, and one optional Auto-Brake control Module (ABM) control the hydraulic pressure to the inboard and
outboard brakes. With the auto-brake switch in the cockpit selected on, the ABM will apply the brakes automatically after landing and

following a rejected takeoff.
The anti-skid control system prevents wheel skid when the brakes are applied.
The emergency/ parking brake system allows brake operation even with a loss of hydraulic pressure.
A brake temperature monitoring system monitors actual brake temperature and provides temperature status and brake overheat
warnings to the crew via the EICAS.

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17
NLG Steering modes

The NLG of the aircraft can be steered by the crew to allow for directional control of the aircraft on ground. The crew commands the
steering system by using either the steering hand wheel for low speed steering control, allowing for a steering angle of up to 76 degrees,
or the rudder pedals for high speed steering control, limiting the maximum steering angle to 7 degrees. The system is electronically
controlled and hydraulically actuated.
The nose wheel steering control module (NWSCM) controls the steering hydraulic system and provides input to the hydraulic steering motor
installed on the NLG.

There are two modes of operation:
Normal mode, or active steering

Free castor mode, or passive steering
The normal mode allows the crew to actively steer the aircraft using either the steering hand wheel or the rudder pedals.
In the free-castor mode, the NLG steers in response to external forces applied, such as rudder movement, differential braking or towing.

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Position Indication System

The position and warning system incorporates two identical proximity sen sor electronics modules, or PSEM. Various system proximity
sensors, such as Weight-On-Wheel (WOW) or landing gear up and down lock sensors, are connected to the PSEM. The PSEM controls
the extension and retraction of the landing gear, and indicates position of the landing gear system, the ground spoiler system and the
aircraft doors.
The Nose Wheel Steering Control Module (NWSCM) controls the towing lights. The towing lights provide a visual indication of
whether towing is allowed.

The PSEM also controls the air/ ground system. Proximity sensors on the Nose and MLG, referred to as WOW sensors, sense whether
the aircraft is on ground or in flight. WOW sensor status is distributed to various aircraft systems via the ASCB.

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Landing Gear indications

Landing gear system status messages are displayed on the right hand upper corner of the EICAS display, messages can be warnings,
caution, advisory or status messages.
The ADMS will provide further messages on the MFD display for troubleshooting which are only readable on ground.
The landing gear indication system provides landing gear position indication on the right hand side of the EICAS display. The PSEM
module and logic will decide on the final indication which will be displayed for the flight crew. Also in the same field on the EICAS display
the auto brake status is displayed.

Brake temperature displayed on the MFD status page together with the emergency brake accumulator pressure which is only
readable on this display, there are no analog indicators installed on the accumulators.

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32-00 Landing Gear

Side Stay (EMB 170)
The side stay is made from two forged aluminum sections. A pin connects the two sections to make a hinged stay.
The bottom section of the locking stay is also attached to this pin. A second pin attaches the top section of the side stay to the wing
structure. A third pin attaches the bottom section of the side stay to the shock strut.
Locking Stay, Downlock Springs and Proximity Sensors (EMB 170)

The locking stay is made from two forged aluminum sections and a pin connects the two sections to make a hinged stay. The geometry
of mating surfaces of the two sections give an over-center position, which is a geometric lock (when the landing-gear is extended).
The top section of the locking stay is attached to a lug on the shock strut. The bottom section is attached to the center hinge pin of the
side stay. The two downlock springs are attached to the side stay and the locking stay. The two proximity sensors send signals to the
PSS (Proximity Sensing System) which gives an indication of the landing gear position on the EICAS display in the cockpit.
Side Stay (EMB 190)

The side stay is made from two forged aluminum sections. A pin connects the two sections to make a hinged stay.
The lower section of the locking stay is attached to a lug on the upper section of the side stay. A swivel pin attaches the top section of
the side stay to the wing structure. A second swivel pin attaches the bottom section of the side stay to the shock strut.
Locking Stay, Downlock Springs and Proximity Sensors (EMB 190)

The locking stay is made from two forged aluminum sections and a pin connects the two sections to make a hinged stay. The geometry
of mating surfaces of the two sections give an over-center position, which is a geometric lock (when the landing gear is extended).
The top section of the locking stay (upper locking stay) is attached to a lug on a swivel joint which in turn is attached to the shock strut.
The bottom section (lower locking stay) is attached to a lug on the upper section of the side stay. The two downlock springs are attached to
the side stay and a lever on the lower locking stay. The two proximity sensors send signals to the PSS (Proximity Sensing System) which
gives an indication of the landing gear position on the EICAS display in the cockpit.

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Shock Strut (EMB170)

The primary components of each shock strut are the main fitting, a piston, sliding tube with a damping valve, gland nut, axle , torque links
and a shimmy damper.
The main fitting is the primary structural component of the MLG. A pintle pin at each side goes through a socket in the top of the main
fitting, to a bearing in the aircraft structure. A nut and bolt go through the walls of each socket and through the pintle to hold it in position.
The damping valve is attached to the top of the sliding tube, and the piston moves in the sliding tube. This assembly then mo ves in the
bore of the main fitting and the gland nut holds it in the main fitting. A jacking dome is on the lower surface of the foot of the sliding tube.
The main fitting and the top half of the sliding tube contain oil and the lower half of the sliding tube is pressurized with nitrogen (the piston

is between the oil and the nitrogen). Seals on the piston and the gland nut prevent oil leakage. A spare-seal activating valve is located at
the sliding tube/main fitting interface. If there is an oil leak the spare-seal valve can be operated to prevent the leak until the defective
seal is replaced.
The torque link attaches to the bottom of the sliding tube and to the main fitting. Thus, the sliding tube cannot turn in the main fitting.
Shock Strut (EMB190)

The primary components of each shock strut are the main fitting, a fixed piston, sliding tube with a damping valve, gland nut, axle, torque
links, walking links and a shimmy damper.
The main fitting is the primary structural component of the MLG. A pintle pin at each side goes through a socket in the top of the main
fitting, to a bearing in the aircraft structure. A nut and bolt go through the walls of each socket and through the pintle, to hold it in
position.
Inside the main fitting there is a fixed piston and inside the fixed piston there is a floating piston. The sliding tube assembly then moves in
the bore of the main fitting, and the gland nut holds it in the main fitting. A jacking dome is on the lower surface of the foot of the sliding
tube.
The main fitting and the top half of the sliding tube contain oil, and the lower half of the sliding tube is pressurized with nitrogen (the fixed
piston is between the oil and the nitrogen). The floating piston is between low pressure nitrogen to the top and oil below. Seals on the
piston and the gland nut prevent oil leakage. A spare-seal activating valve is located at the sliding tube/ main fitting interface. If there is an
oil leak the spare-seal valve can be operated to prevent the leak until the defective seal is replaced.
The torque link attaches to the bottom of the sliding tube and to the main fit ting. Thus, the sliding tube cannot turn in the main fitting.

26

SHOCK STRUT DETAILS (EMB 170)

27

SHOCK STRUT DETAILS (EMB 190)

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Shock Absorber Operation (EMB170)
When the aircraft is on the ground, the three landing gear units NLG (Nose Landing Gear) and two MLG give it structural support.
Because each landing gear unit is also a shock absorber, they also absorb shocks to the struc ture when the aircraft moves on the
ground.
When the shock absorber absorbs a shock, the nitrogen is compressed, and the piston moves in the sliding tube. Oil then flows through a
damping valve (at the top of the sliding tube) to absorb the energy of the shock and to give a controlled reaction to that shock. After this,
the compressed nitrogen expands and thus causes the shock absorber to expand again.
There is a spare-seal activating valve installed on the main fitting. This valve is operated when a leak of oil is found at the main
fitting/sliding tube interface. The valve is on the lower part of the main fitting. When the valve is turned clockwise, the hydraulic

pressure is moved from the main seals to the spare seals, which will stop the leak until a repair can be done.
Shock Absorber Operation (EMB190)

When the aircraft is on the ground, the three landing gear units NLG (Nose Landing Gear) and two MLG give it structural support.
Because each landing gear unit is also a shock absorber, they also absorb shocks to the struc ture when the aircraft moves on the
ground.
When the shock absorber absorbs a shock, the nitrogen is compressed, and the sliding tube moves over the fixed piston. Oil then flows
through metered holes at the top of the sliding tube and in the fixed piston into the oil chamber inside the ram of the fixed piston to
absorb the energy of the shock and to give a controlled reaction to that shock. After this, the compressed nitrogen expands and thus
causes the shock absorber to expand again. There is also a low pressure nitrogen chamber incorporated in the middle of the ram of the
fixed piston. This is to compensate the effects of temperature and external oil leakage.
There is a spare-seal activating valve installed on the main fitting. This valve is operated when a leak of oil is found at the main
fitting/sliding tube interface. The valve is on the lower part of the main fitting. When the valve is turned clockwise, the hydraulic
pressure is moved from the main seals to the spare seals, which will stop the leak until a repair can be done.

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Landing Gear Warning
Thrust Lever Angle (TLA) - (EMB 170)

When the aircraft is flying below 700ft above ground level, and one or both thrust levers are moved to a low power setting with one or
more landing gears not locked down, the aural warning "LANDING GEAR" will sound.
For dual engine operation the aural warning will sound if the TLA is reduced below 45 and in single engine operation, below 59 TLA.
If the Flaps are set to one of the two landing positions with at least one land ing gear not locked down, the "LANDING GEAR" warning will
be triggered independently of altitude or TLA position. In case of invalid radio altimeter signal the warning will be released.

This warning actuation due to an invalid radio altimeter signal is cancellable by pressing the Landing Gear Warning Inhibition switch on
the main instrument panel. If pressed, a bar will illuminate in the switch to indicate that a cancel action was performed.
The indication bar extinguishes if the thrust levers are advanced above 45 with dual engine or 59 with single engine operat ion. The bar
will also extinguish in case the flap selector lever is set to landing configuration or if all landing gears are down and locked
Landing Gear Warning
Thrust Lever Angle (TLA) - (EMB 190)

This condition exists when the aircraft is flying below 700ft AGL and has one or two engine thrust levers at reduced condition configures
a landing intention. The thrust lever angle is defined from the signal of the thrust control quadrant (TCQ), which is a fly by wire con trol that
converts mechanical pilot input to electrical signal, which are processed by FADEC. The TLA information is provided by FADEC through
ASCB. The TLA information is consolidated according to the logic TLA1 and TLA2 respectively.
Two landing configurations are considered in the Aural Warning logic:
Dual Engine Landing where the TLA1 and TLA2 are set at TLA < 38
Single Engine Landing where one of TLA's is set TLA < 57

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For Dual Engine Landing Configuration (EMB 190)

When at least one engine thrust lever is reduced to less than 38 position and ENG.RUNNING1 = TRUE and ENG.RUNNING2 = TRUE
and at least one aircraft radio altimeter indicating flight below 700 Ft AGL, the logic recognizes a landing intention.
The conditions ENG.RUNNING# provided by both FADEC's inform engine operative status.
For Single Engine Landing Configuration (EMB190)

For one engine shutdown (ENG.RUNNING1 = FALSE or ENG.RUNNING2 = FALSE) the warning is activated by a greater position of the
thrust power lever (to compensate for the inoperative engine). This greater position of the thrust lever is set in 57.This setting change

occurs because when one engine is shutdown the aircraft will require more power of the operative engine to maintain the speed during
the landing. In case of landing with one engine in Idle position the interlock between TLA1 and TLA2 will avoid the warning actuation
during Go Around or Take Off.

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32-40 Brakes
Brakes assembly (EMB170)

The Primary components of each brake assembly are:
A brake housing subassembly

A torque tube and backplate sub-assembly

A pressure plate
Three rotating brake discs (Rotors)
Two stationary brake discs (Stators)
An endplate assembly
Six cylinder sleeve subassemblies (Each with a piston and return mechanism)
Ten floating backplate pads are attached to the endplate assembly, which is attached to the torque tube and backplate subassembly. This
torque tube and backplate subassembly is a one-piece forging, which has 10 drive keys. Two of these drive keys have channels for a brake-
temperature monitoring sensor.
There are three rotors and two stators, which make the heat stack. The heat stack goes on the torque tube, between the pressure plate and the
endplate. Keys on the stators engage with the drive keys on the torque tube so that they cannot turn. Slots in the outer edge of each of the
three rotors engage with keys on the wheel, to transmit braking forces to that wheel. Ten floating backplate pads are attached to the endplate
assembly, which is attached to the torque tube and backplate subassembly. This torque tube and backplate subassembly is a one-piece
forging, which has 10 drive keys. Two of these drive keys have channels for a brake-temperature monitoring sensor.

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Brakes assembly (EMB170) continued

The pressure plate goes between the housing subassembly and the inboard rotor, while the pressure plate and the endplate assembly give
surface friction for the outer faces of the rotors at each end of the heat stack. The heat stack must be kept as a unit during the wear c ycle,
and replaced when it is worn.
The brake housing is an aluminium alloy forging, with spaces for six cylinder sleeves. Threads hold each cylinder sleeve in the brake housing,
and there is a piston and return mechanism in each cylinder sleeve. Oil ways or ports connect all the cylinder sleeves to give one hydraulic
system, and there is an insulator on the end of each piston (to decrease brake heat transfer to the housing).
The return mechanism in each piston gives brake release and also automat ic adjustment of the brake to adjust for wear of the heat stack.

The components of a return mechanism are:
A brake return pin

The brake return pin retainer (which attaches the brake return pin to the cylinder)
A swage tube assembly
The self locking nut (which attaches the swage to the brake return pin)
The spring holder assembly
The retaining ring
The countersunk head of the brake return pin engages in a countersunk bore on the return pin retainer-plate. The cylinder sleeve
holds the return pin retainer-plate in position. The swage holds the swage tube on to the brake return pin. The self-locking nut then
attaches the swage to the brake return pin.
The spring holder engages with the swage tube, and the spring pushes against the inner face of the piston.
Each brake assembly has two wear indicator pins. Each of these goes into a drilled cap screw in the pressure plate. A cotter pin
attaches each wear indicator pin to the applicable cap screw.
A shuttle valve is installed on the inlet port of the brake assembly.
There are two ports for a brake temperature sensor on each brake assembly. One brake temperature sensor is installed in the upper
position of each brake assembly.

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Brakes assembly (EMB190)

The Primary components of each brake assembly are:
A brake housing subassembly

A torque tube and back plate sub-assembly
A pressure plate
Four rotating brake discs (Rotors)


Three stationary brake discs (Stators)
An endplate assembly
Seven cylinder sleeve subassemblies (Each with a piston and return mechanism)
Ten floating back plate pads are attached to the endplate assembly, which is attached to the torque tube and back plate subassembly. This
torque tube and back plate subassembly is a one-piece forging, which has 10 drive keys. Two of these drive keys have channels for a brake-
temperature monitoring sensor.
There are four rotors and three stators, which make the heat stack. The heat stack goes on the torque tube, between the pressure plate and
the endplate. Keys on the stators engage with the drive keys on the torque tube so that they cannot turn. Slots in the outer edge of each of
the three rotors engage with keys on the wheel, to transmit braking forces to that wheel. Ten floating back plate pads are attached to the
endplate assembly, which is attached to the torque tube and back plate subassembly. This torque tube and back plate subassembly is a
one-piece forging, which has 10 drive keys. Two of these drive keys have channels for a brake-temperature monitoring sensor.
The pressure plate goes between the housing subassembly and the inboard rotor, while the pressure plate and the endplate assembly give
surface friction for the outer faces of the rotors at each end of the heat stack. The heat stack must be kept as a unit during the wear c ycle,
and replaced when it is worn.

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Brakes assembly (EMB190) continued

The brake housing is an aluminum alloy forging, with spaces for six cylinder sleeves. Threads hold each cylinder sleeve in the brake housing,
and there is a piston and return mechanism in each cylinder sleeve. Oil ways or ports connect all the cylinder sleeves to give one hydraulic
system, and there is an insulator on the end of each piston (to decrease brake heat transfer to the housing).
The return mechanism in each piston gives brake release and also automat ic adjustment of the brake to adjust for wear of the heat stack.
The components of a return mechanism are:

A brake return pin
The brake return pin retainer (which attaches the brake return pin to the cylinder)
A swage tube assembly
The self locking nut (which attaches the swage to the brake return pin)
The spring holder assembly
The retaining ring
The countersunk head of the brake return pin engages in a countersunk bore on the return pin retainer-plate. The cylinder sleeve
holds the return pin retainer-plate in position. The swage holds the swage tube on to the brake return pin. The self-locking nut then
attaches the swage to the brake return pin.
The spring holder engages with the swage tube, and the spring pushes against the inner face of the piston.
Each brake assembly has two wear indicator pins. Each of these goes into a drilled cap screw in the pressure plate. A cotter pin
attaches each wear indicator pin to the applicable cap screw.
A shuttle valve is installed on the inlet port of the brake assembly.
There are two ports for a brake temperature sensor on each brake assembly. One brake temperature sensor is installed in the upper
position of each brake assembly

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UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 36 PNEUMATIC POWER
REVISION 1 01/03/2016

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36-00 Air Management System
Air Management System (AMS)

The AMS controller cards provide primary electronic control for :
Pneumatic Bleed System


Air Conditioning System
Overheat Detection
Crew Oxygen monitoring
Slat ice protection
The Air Management System (AMS) Controller

The Air Management System Controller is a dual channel digital electronic controller located inside the MID Secondary Power Distribution
Assembly (SPDA 2).
Each channel contains its own :
Processor
Power conditioning circuits
Input and output cards
ARINC 429 interfaces
The AMS controller receives commands from the ECS control panel and from the system sensors. It communicates with the MAUs and
the SPDA via the ARINC 429 bus to drive the torque motors which controls opening and closing of the system valves.
The SPDA 2 provides the AMS controller cards with the sources of power which are necessary for electronic control of AMS components.
The SPDA 2 incorporates a latching cover assembly which ensures effective ventilation flow across the installed electronic cards.
The AMS controller cards are ESDS sensitive components.
A wrist strap must be worn when handling the controller cards. The SPDA 2 has a grounding receptacle on the front case for wrist strap
connection.

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AMS Controller Communication Links
The AMS controller receives and transmits designated lnout/Output signals via the SPDA and the Modular Avionics Units.
Communication between the SPDA and AMS controller is via ARINC 429.
The SPDA provides MAU data from the Avionics Standard Communication Bus to the AMS controller via the ARINC 429 BUS.
AMS controller channel 1 connects to the MID SPDA 2 and channel 2 of the AMS controller connects to the forward SPDA 1. This
provides a redundant connection between the AMS controller and the MAU.
AMS controller channels 1 and 2 communicate with each other by means of the RS422 digital data bus.

AMS electronic components are powered by the SPDA, one of the Integrated Control Circuits (ICC's), or directly from aircraft power.
The SPDA is equipped with smart electronics circuit breakers. The ICC's are similarly equipped with automatic protective devices. The
remaining AMS electronics that obtain power directly from the aircraft power system are routed through circuit breakers. Circuits that are
served by the AMS controller are protected by the current limits inherent to the AMS controller.
Two SPDAs are provided in the EPGDS which interface with two MAU, four Integrated Control Centers (ICC), and various control/display
interfaces on the flight deck. These SPDAs are an integral part of the aircraft utility management system to provide control and
monitoring of several aircraft systems.
The SPDAs contain 2 Processor Modules, ASCB Communication Modules, ARINC 429 Communication Modules, 2 Power Supply
Modules, Discrete l/ 0 Modules, and AC/DC Power Modules for sourcing and controlling power to aircraft systems and components.
The control and monitoring functions are partitioned among the various util ity system elements to ensure that adequate seperation exits
between the control and monitoring functions and the power sources to the individual components to meet safety and system int egrity
requirements.
Aircraft systems which are controlled and monitored by integrated utilities system include Air Management, Electrical Power, Fuel,
Hydraulics, Anti -Ice, Lightning, Oxygen, Engine Ignition & Starting, APU, Fire Ext. and water. Scheduled maintenance of the SPDAs is
not required.

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Normal Operation
Each AMS controller channel is capable of providing all system control and built in test functions through imbedded software control
logic.
There are three channel control states
Control,
Tracking
Disabled.

During any typical flight leg one channel of the AMS controller is in the Control state and is in active control of all Air Management
System functions. The opposite channel that is not in Control is in the Tracking state serving as a redundant on-line spare channel.
Both the Control and Tracking channels will receive signals and calculate values that are necessary for controlling the AMS system.
Only the control channel shall drive outputs.

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Built In Test
Immediately following system power up the AMS controller initiates a self test program (power on test) to verify that both controller
channels are capable of assuming electronic control of the air management system.
Following the power on test the AMS controller conducts an initialization check of pressure sensors, torque motors, DC motors and
aircraft wiring to detect electrical or range failures.
During system operation the controller continuously monitors system parameters such as pressures, temperatures, voltage range s,
and position switch indications.
This information is used to detect component failures and initiate backup modes of operation where necessary.

The Controller also initiates periodic tests for components that may not be used during normal system operation.
Disabling logic
When a controller channel fails the internal control logic will classify the failed channel as either Tracking or Disabled.
This classification is based on the severity of the failure and the failed chan nels ability to control critical AMS functions.
If the failure solely affects Pack, or Bleed, or Anti Ice functions (as opposed to all) then the failed channe l will be changed to the Tracking
state.
If the failure affects Pack and Bleed and Anti Ice functions then the failed channel will switch to the Disabled state.
If the AMS controller channel that is in Control fails, and the opposite chan nel is in the Tracking state, then the controller will decide
which channel has more functionality and that channel will assume (or retain) control of AMS functions.
If the channel in Control becomes Disabled, and the opposite channel is Disabled, then the AMS controller will be Disabled.

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Introduction
The pneumatic system supplies controlled bleed air to the anti-ice and air conditioning systems. The pneumatic system control functions are
integrated with anti-ice and air conditioning functions through the Air Management System (AMS).
The AMS controller has two channels and in case of failure, one channel is able to control the entire Air Management System - including:
both ECS packs

bleed systems
both wing and engine anti-ice systems

cabin and flight deck temperature controls
cabin pressure control
entire bleed overhead detection system.
The pneumatic system functions are:
Electronically controlled engine bleed air system. It provides improved control accuracy by electronic sensing and control. It
reduces mechanical complexity and improves built-in-testing
Engine bleed port selection
The engine pneumatic bleed system provides bleed flow selection between the HP (High Pressure) and LP (Low Pressure) engine bleed
ports. It also regulates and controls the bleed pressure and bleed temperature prior to delivery it to the pneumatic system bleed air manifold.
The pneumatic system control functions are effectively integrated with anti-ice and air conditioning functions through the AMS (Air
management System) controller.
The APU (Auxiliary Power Unit) bleed system uses and controls the pneumatic power from the APU.
The HP (High Pressure) ground connection of an external HP source to the aircraft.

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Pneumatic system functions.
Engine bleed air pressure and temperature control:

Precooler outlet air at 204 C (400 F) under normal operating conditions, 232 C (450 F) during anti-ice system operation.
If the manifold temperature exceeds 235 Deg C for 2 Minutes the AMS con troller will command the manifold pressure regulating valve
closed and process the BLEED FAIL EICAS MESSAGE through the MAU.
If the manifold temperature exceeds 260 Deg C for 3 seconds the AMS controller will command the manifold pressure regulating valve closed

and process the BLEED FAIL EICAS MESSAGE through the MAU.
Electronic pressure sensors and resistive thermal devices temperature sen sors provide accurate analogue signals.
Backup slat ant-ice pressure control

Distribution of engine, APU (Auxiliary Power unit) and HP (High Pres sure) ground cart bleed air.
It provides cross bleed management (it includes cross bleed engine starting capability) and operation of both ECS packs and slat anti-
ice systems. This management is made during either in-flight single operation or during ground test operation with APU bleed air.
Main engine start
Bleed air manifold over temperature and over pressure protection.
Bleed air leak detection
Continuous monitoring of the ODS (Overheat Detection System) with dual element sensor.

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Control Panel
The overall control of the pneumatic bleed system is made through the PNEUMATIC switches of the AIR COND/PNEUMATIC
control panel. The action of the switches are as follows:
BLEED 1 - Left bleed system AUTO/OFF (the switch will be dark in the AUTO mode, white striped bar illuminated if mode is
OFF, amber striped bar illuminates if leak is present). In the AUTO mode, bleed 1 system is enabled and the left bleed system
activation will be subjected to normal system control laws. The OFF mode manually overrides the left bleed system to

continuously OFF. In other words, when you select the OFF mode, the system drives the left high stage bleed valve and the
left NAPRSOV (Nacelle pressure regulating shut off valve) to the CLOSED position.
BLEED 2 - Right bleed system AUTO/OFF (the switch will be dark in the AUTO mode, white striped bar illuminated if mode is
OFF, amber striped bar illuminates if leak is present). In the AUTO mode, bleed 2 system is enabled and the right bleed system
activation will be subjected to normal system control laws. The OFF mode manually overrides the right bleed system to
continuously OFF. In other words, when you select the OFF mode, the system drives the right high stage bleed valve and the
right NAPRSOV to the CLOSED position.
XBLEED - Cross bleed valve AUTO/OFF (the switch will be dark in the AUTO mode, white striped bar illuminated if mode is
OFF, leak function is not presented). In the AUTO mode, cross bleed valve activation will be subject to normal system control
laws. The OFF mode manually overrides the cross bleed system to continuously OFF. In other words, when you select the OFF
mode, the system drives the cross bleed valve to the CLOSED position.
BLEED APU - APU (Auxiliary Power Unit)- bleed valve AUTO/OFF (the switch will be dark in the ON mode, white striped bar
illuminated if mode is OFF, amber strip bar illuminates if leak is present). In the AUTO mode, APU bleed valve activation will be
subjected to normal system control laws. The OFF mode manually overrides the APU bleed system to continuously OFF. In other
words, when you select the OFF mode, the system drives the APU bleed valve to the CLOSED position

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Bleed Indication
The bleed system status indication has three main displays:
The Central Maintenance Computer (CMC)

Engine Indicating and Crew Alerting System (EICAS)
ECS Synoptic page
The CMC indications are used by the maintenance personnel to determine the faulty component.

The EICAS indications are used by the crew for flight safety.
The ECS synoptic page provides the crew with an overview of sys tem status.
The synoptic pages cannot be used to generate crew actions or used in any action generated by the EICAS.

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36-11 Engine Pneumatic Bleed System
The engine pneumatic bleed system provides bleed flow selection between the HP (High Pressure) and LP (Low Pressure) engine bleed
ports. It also regulates and controls the bleed pressure and bleed temperature prior to delivery to the pneumatic system bleed air manifold.
The pneumatic system control functions are effectively integrated with anti-ice and air conditioning functions through the AMS (Air

Management System) controller.
The high-stage bleed valve controls and regulates the high-stage air supply to the bleed system. There are two high-stage bleed valves
installed on the aircraft: the left engine high-stage bleed valve and the right engine high-stage bleed valve.
The low-stage bleed check valve is used to prevent reverse flow of high-pressure bleed air into the low-pressure supply port. There are
two low-stage bleed check valves installed on the aircraft: one in the left bleed air system and other in the right bleed air system.
The NAPRSOV (Nacelle Pressure Regulating Shutoff Valve) regulates the manifold pressure in the bleed system.
There are two NAPRSOV installed on the aircraft: the left bleed system NAPRSOV and the right bleed system NAPRSOV.
The dual torque motor controller controls servo air pressure to the high -stage bleed valve and to the NAPRSOV.
There are two sets of torque motor controller: one for the left bleed air system and other for the right bleed air system.
The precooler is an air-to-air heat exchanger that cools the bleed air from the engine.
It does this by transferring heat from the bleed air to the outside cooler air.
There are two precoolers installed on the aircraft: one for the left bleed air system and other for the right bleed air system.

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The engine pneumatic bleed system provides bleed flow selection between the HP and LP engine bleed ports. It also regulates and controls
the bleed pressure and bleed temperature prior to delivery to the pneumatic system bleed air manifold. The pneumatic system control
functions are effectively integrated with anti-ice and air conditioning functions through the AMS controller.
The high-stage bleed valve controls and regulates the high-stage air supply to the bleed system. There are two high-stage bleed valves
installed on the aircraft: the left engine high-stage bleed valve and the right engine high-stage bleed valve.

The low-stage bleed check valve is used to prevent reverse flow of high-pressure bleed air into the low-pressure supply port. There are
two low-stage bleed check valves installed on the aircraft: one in the left bleed air system and other in the right bleed air system.
The NAPRSOV (Nacelle Pressure Regulating Shutoff Valve) regulates the manifold pressure in the bleed system.
There are two NAPRSOV installed on the aircraft: the left bleed system NAPRSOV and the right bleed system NAPRSOV.
The dual torque motor controller controls servo air pressure to the high-stage bleed valve and to the NAPRSOV.
There are two sets of torque motor controller: one for the left bleed air sys tem and other for the right bleed air system.
The precooler is an air-to-air heat exchanger that cools the bleed air from the engine.
It does this by transferring heat from the bleed air to the outside cooler air.
There are two precoolers installed on the aircraft: one for the left bleed air system and other for the right bleed air syste m.

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The engine pneumatic bleed system has three functions:
Engine bleed air temperature
Engine bleed air pressure control
The main components of the engine pneumatic bleed system are:

Low stage bleed check valve
High stage bleed valve
NAPRSOV
Engine bleed lines
Torque motor controller
Precooler
Fan air valve
Ram air check valve
Fan air inlet door
Bleed pressure sensor
Bleed temperature
Bleed slat temperature sensor.
The engine pneumatic bleed system is supplied by a low-stage engine supply port (6th stage) and a high-stage engine supply port (10th
stage). The low-stage bleed check valve is used for engine source selection. The high-stage bleed valve and NAPRSOV are identical
valves.
They are used for engine source selection, bleed shutoff and pressure control and slat anti-ice temperature regulation.
The engine pneumatic bleed system is supplied by a low-stage engine

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General Description (EMB170) continued

The dual torque motor controller is used for pneumatic control of the high-stage bleed valve and the NAPRSOV.
The precooler is mounted in the pylon. Its heat exchanger core is a plate-fin vacuum brazed construction. The headers and inlet flanges are
welded to the brazed core. The precooler has two circuits:
Fan air circuit

Bleed air circuit

A modulating fan air valve is placed downstream of the precooler to control fan flow.
An actuated door is placed at the fan air inlet to allow the required minimum cold side fan flow. The ram scoop (ram air check valve) is
located on the side of the pylon to save fuel. It is used when ambient conditions allow. When ambient conditions are not optimum for ram air
operation, the fan air inlet door will be commanded open.
The manifold pressure and temperature sensor are installed downstream of the NAPRSOV and precooler in the wing area.
The valves and clamps in the bleed system are insulated with silicone coat ed insulation blankets. The blankets are LRU (Line
Replaceable Unit) installed at the aircraft level. The blankets are designed to cover the hot valve body as well as the connecting flange
clamps. The blankets are a single-piece clamshell type design to ensure easy assembly.
The blankets use dual attachment methods: Velcro and snaps, for improved durability.

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The engine pneumatic bleed system has three functions:
Engine bleed air temperature
Engine bleed air pressure control
The main components of the engine pneumatic bleed system are:

Low stage bleed check valve
High stage bleed valve
NAPRSOV
Engine bleed lines
Torque motor controller
Precooler
Fan air valve
Bleed pressure sensor
Bleed temperature sensor
Bleed slat temperature sensor.
The engine pneumatic bleed system is supplied by a low-stage engine supply port (5th stage) and a high-stage engine supply port (9th
stage). The low-stage bleed check valve is used for engine source selection. The high-stage bleed valve and NAPRSOV are identical
valves.
They are used for engine source selection, bleed shutoff and pressure control and slat anti-ice temperature regulation.
The engine pneumatic bleed system is supplied by a low-stage engine

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General Description (EMB190) continued

The dual torque motor controller is used for pneumatic control of the high -stage bleed valve and the NAPRSOV.
The precooler is installed in the nacelle and upstream the firewall. Its heat exchanger core is a plate-fin vacuum brazed construction. The
headers and inlet flanges are welded to the brazed core. The precooler has two circuits:
Fan air circuit (Hot)

Bleed air circuit (Cold)

A modulating fan air valve is installed in the nacelle and upstream of the fire wall forward of the precooler, to control fan flow.
The manifold pressure and temperature sensor are installed aft the precooler, in the bleed lines in the wing area.
The valves and clamps in the bleed system are insulated with silicone coat ed insulation blankets. The blankets are LRU (Line
Replaceable Unit) installed at the aircraft level. The blankets are designed to cover the hot valve body as well as the connecting flange
clamps. The blankets are a single-piece clamshell type design to ensure easy assembly.
The blankets use dual attachment methods: Velcro and snaps, for improved durability.

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Torque Motor Controller (EMB 170)

The torque motor controller is a dual torque motor-pneumatic servo valve assembly. It is remotely mounted in the pylon with pneumatic
pressure lines routed to the high-stage bleed valve and NAPRSOV.
The controller set consists of two torque motors assembled on a common housing, and with four pneumatic line connections, as follows:
Supply pressure line from high-stage bleed valve.

Supply pressure from the NAPRSOV.

Servo pressure line to high-stage bleed valve.
Servo pressure line to NAPRSOV.
The controller set has a single electrical connector. The dual torque motor controller contains two separate removable supply filters which
are an integral part of the fitting assembly. These filters are in stalled in the supply pressure lines. The filters assembly are different
part numbers, and have different fitting configurations to avoid incorrect assem bly of the servo lines.
Torque Motor Controller (EMB190)

The torque motor controller is a dual torque motor-pneumatic servo valve assembly. It is remotely mounted in pylon with pneumatic
pressure lines routed to the high-stage bleed valve and NAPRSOV.
The controller set consists of two torque motors assembled on a common housing, and with four pneumatic line connections, as follows:
Supply pressure line from high-stage bleed valve.

Supply pressure from the NAPRSOV.
Servo pressure line to high-stage bleed valve.
Servo pressure line to NAPRSOV.
The controller set has a single electrical connector. The dual torque motor controller contains two separate removable supply filters which
are an integral part of the fitting assembly. These filters are in stalled in the supply pressure lines. The filters assembly are different part
numbers, and have different fitting configurations to avoid incorrect assem bly of the servo lines.

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Precooler (EMB170)
The precooler works normally with ram air. When ambient conditions are not optimum for ram air operation, the fan air inlet door will
be commanded open.
The precooler is a steel air-to-air heat exchanger that cools the bleed air from the engine by transferring heat from the bleed air to
outside cooler air from the engine fan circuit.
The precooler provides precooler outlet air at 400 F (204 C) under normal operating conditions, 450 F (232 C) air during single
engine anti-ice, and 500 F (260 C) air for less than 2 minutes under failure conditions.

The core consists of layers of fins separated by parting sheets and closure bars that separate the bleed air flow and fan air flow.
The precooler is made of Inconel 625 material except that the cold side fins are made of Nickel 201 and the outer hot layer fins are made
from 18-2 stainless steel.
Precooler (EMB190)
The precooler works normally with air that comes from fan air valve.
The precooler is a steel air-to-air heat exchanger that cools the bleed air from the engine by transferring heat from the from the hot
bleed air to fan air.
The precooler provides precooler outlet air at 400 F (204 C) under normal operating conditions, 450 F (232 C) air during single
engine anti-ice, and 500 F (260 C) air for less than 2 minutes under failure conditions.
The precooler is made of Inconel 625 material except that the cold side fins are made of Nickel 201 and the outer hot layer fins are made
from 18-2 stainless steel.
The precooler is of plate and fin type construction, single pass cross flow design

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Fan-air Modulating Valve (EMB170)

The fan-air modulating valve is used to control the flow of cold fan air across the precooler, it is mounted downstream of the precooler.
The fan-air modulating valve is a 4.5 in diameter pneumatically actuated butterfly valve, electronically controlled by a torque motor.
Increasing torque motor current will cause the valve to close. The butterfly valve has a disc and a shaft set installed in the valve housing.
The valve shaft is connected to the actuator by a crank and linkage.
The Valve is spring-loaded OPEN.
The fan-air modulating valve has a 82 micron internal and removable filter.
The fan air valve incorporates a encapsulated insulation blanket as part of its detail assembly. This metal encapsulation over the silicone

coated insulation is necessary due to its higher temperature. This insulation is not in tended to be removed in the aircraft.
Thus, the flanges are not covered by the blanket to allow for installation of the clamps
Fan-air Modulating Valve (EMB190)

The fan-air modulating valve is used to control the flow of cold fan air across the precooler. It is mounted upstream of the precooler.
The fan-air modulating valve is a 4.5 in diameter pneumatically actuated butterfly valve, electronically controlled by a torque motor.
Increasing torque motor current will cause the valve to close. The butterfly valve has a disc and a shaft set installed in the valve housing.
The valve shaft is connected to the actuator by a crank and linkage.
The Valve is spring-loaded OPEN.
The fan-air modulating valve has a 82 micron internal and removable filter. The fan air valve incorporates a encapsulated insulation blanket
as part of its detail assembly. This metal encapsulation over the silicone coated insulation is necessary due to its higher temperature. This
insulation is not intended to be removed in the aircraft.
Thus, the flanges are not covered by the blanket to allow for installation of the clamps.

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FAN AIR MODULATING VALVE LOCATION

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Ram-Air Inlet Check Valve (EMB170 only)

The ram-air inlet check valve prevents reverse flow when the inlet door is open.
The ram-air check valve is composed of two valve petals mounted on a common hinge pin. It is used to provide ambient air cooling when the
fan air door closes.
Note

On airframes post mod SB170-36-0008 the ram air check valve and fan air door assemblies are removed. The precooler on these airframes is
fed with fan air only, via a scoop, which replaces the fan air moveable door and actuator.

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Fan-Air Inlet Door (EMB170 only)

The fan-air inlet door is located at the engine fan air inlet and is used for on/ off selection of fan air cooling flow.
The fan-air inlet door consists of a metal gate type door powered by a 28 Volts DC actuator.
Fan air inlet door actuation is accomplished by a mechanical linkage.
The actuator commands the fan-air inlet door following an AMS controller logic through a SPDA (Secondary Power Distribution Assembly)
1 actuation. The actuator contains Hall effect sensor, which is responsible by the position feedback to the AMS controller and will provide a
ground to AMS controller whenever the door is open to take air from the engine fan stream.

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Manifold Temperature Sensor (EMB170)

The manifold temperature sensor provides electronic feedback to the AMS controller for condition monitoring and closed loop control of the fan
air modulating valve.
The manifold temperature sensor is a dual element RTD (Resistance Temperature Device) type sensor. It contains a platinum temperature
sensing element which is housed in a steel probe shield. The electrical resistance of this temperature sensor increases as temperature
increases. The changes in resistance result in voltage changes across the sensor. The AMS controller determines the bleed manifold
temperature by monitoring these voltage changes.

Bleed Slat-Supply Temperature Sensor (EMB170 only)
The bleed slat-supply temperature sensor provides electronic feedback to the AMS controller for condition monitoring and closed loop
control of the fan air modulating valve during slat anti-ice operation.
The bleed slat-supply temperature sensor is the same type of the manifold temperature sensor. It is a dual element RTD type sensor that
contains a platinum temperature sensing element which is housed in a steel probe shield. The electrical resistance of this temperature
sensor increases as temperature increases. The changes in resistance result in voltage changes across the sensor. The AMS controller
determines the bleed manifold temperature by monitoring these voltage changes.
Manifold Temperature Sensor (EMB190)

The manifold temperature sensor provides electronic feedback to the AMS controller for condition monitoring and closed loop control of the fan
air modulating valve.
The manifold temperature sensor is a dual element RTD (Resistance Temperature Device) type sensor. It contains a platinum temperature
sensing element which is housed in a steel probe shield. The electrical resistance of this temperature sensor increases as temperature
increases. The changes in resistance result in voltage changes across the sensor. The AMS control ler determines the bleed manifold
temperature by monitoring these voltage changes.

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Engine Pneumatic Indicating (EMB170)

The EICAS indications include all the applicable messages related to the engine pneumatic system status and primary failures.
For all failure events, fault information is transmitted to the CMC. Faults are reported down to the LRU level. Regarding the engine
pneumatic system, the ECS synoptic page shows the positioning of the bleed valves, presence of flow through the engine bleed lines,
presence of leak and system parameters, such as operating pressure. The engine pneu matic system lines are protected by an overheat
and leak detection system. This system is designed to detect evidence of leak throughout the high pres sure ducts by sensing and
indicating the presence of high temperature. This system is called the ODS (Overheat Detection System). The ODS comprises two main
components: sensor elements and control electronics.

The ODS protects the structure and sensitive parts (electronic equipment) of the aircraft. The ODS detects overheat condition s resulting
from bleed air leaks in the bleed ducts and reports them via ARINC 429 to the AMS controller. To increase aircraft dispatchability, dual
sensing elements are used in each ODS loop. An overheat condition is indicated only when the two redundant sens ing elements senses
it. In case of a failure of one of the sensing elements, the overheat condition will be monitored by the sensing element still opera tional
(single loop operation). If both sensing elements fails in the same loop, an overheat condition is indicated.

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Engine Pneumatic Indicating (EMB190)

The EICAS indications include all the applicable messages related to the engine pneumatic system status and primary failures.
For all failure events, fault information is transmitted to the CMC. Faults are reported down to the LRU level. Regarding the engine
pneumatic system, the ECS synoptic page shows the positioning of the bleed valves, presence of flow through the engine bleed lines,
presence of leak and system parameters, such as operating pressure. The engine pneu matic system lines are protected by an overheat
and leak detection system.
This system is designed to detect evidence of leak throughout the high pressure ducts by sensing and indicating the presence of high
temperature. This system is called the ODS (Overheat Detection System). The ODS comprises two main components: sensor elements

and control electronics.
The ODS protects the structure and sensitive parts (electronic equipment) of the aircraft. The ODS detects overheat condition s resulting
from bleed air leaks in the bleed ducts and reports them via ARINC (Aeronautical Radio Incorporated) 429 to the AMS controller. To
increase aircraft dispatchability, dual sensing elements are used in each ODS loop. An overheat condition is indicated only when the two
redundant sensing elements senses it. In case of a failure of one of the sensing elements, the overheat condition will be monitored by the
sensing element still operational (single loop operation). If both sensing elements fail in the same loop, an overheat condition is indicated.

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UNCONTROLLED COPY

1
Revision Record
Aircraft model EMBRAER ERJ 190 to 170 B1 DIFFERENCES ATA Chapter 7-80 ENGINE (CF34-8E)
REVISION 1 01/03/2016

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71-00 Power Plant General

Introduction
Two GE CF34-8E turbofan engines designed for subsonic commercial airline service are installed on the Embraer 170.
Each engine is housed in an aerodynamic nacelle and suspended from a pylon attached to the lower wing surface. With a compressor ratio of 16.7:1, a
fan by-pass ratio of 5:1, and an overall pressure ratio of 28:1, the normal takeoff thrust of the CF 34 -8E5A1 is 13,800 lbs., and with Automatic Power
Reserve (APR) up to 14,200 lbs. sea level flat rating at 30C (86F) (ISA +15).

The normal takeoff thrust of the CF 34-8E5 is 13,000 lbs and with APR 14,200 lbs.
The fuel consumption for the engine calculated for max. cruise is approximately 0.36 lb/ hr/ lb thrust.
The engine has a total length of 3.29 m (128in.), a max. diameter of 1.32 m (52in.), a fan diameter of 1.16 m (46.2in.) and a total weight of 1576 KG
(3470LBS).

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71-10 Cowlings
Introduction
The cowls, which enclose the engine, form the engine nacelle.
The nacelle provides protection for the engine and accessories and also ensures smooth airflow around the engine during flight.
The following cowls make up the engine nacelle:

1 inlet cowl,
2 hinged fan cowls,
2 hinged thrust reverser/core cowls,
the primary exhaust nozzle.
The Inlet Cowl
The inlet cowl is a fixed aerodynamic fairing, which supplies the inlet airflow to the fan and to the core section of the engine. The inlet cowl is mounted
on the forward face of the engine fan case, and consists of:
an inlet lip,
a forward bulkhead,
an outer barrel,
an acoustic inner barrel,
an aft bulkhead
an aft flange.

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Aviation Training
MAINTENAN
CE TRAINING MANUAL
The Inlet Cowl Components
The inlet lip is formed in a single piece and forms, with the forward bulkhead, a "D-duct" which contains the piccolo tube for inlet lip anti-icing.
The outer barrel structure is made of a carbon fiber composite and is divided radially into two sectors.
The upper part incorporates the pylon nose fairing, the nacelle anti-icing shrouded duct access door, and the FADEC and T2 sensor access door,
which also incorporates a NACA scoop for FADEC compartment ventilation.

The lower part incorporates the nacelle anti-icing exhaust with louvers.
The outer barrel also has provisions for securing an inlet cover to protect the engine against For eign-Object-Debris (FOD).
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' Prohibited Aircraft Engineering
ChapterTraining
71-10 Solutions Ltd
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The Fan Cowl Door
The fan cowl door assemblies are engine-to-engine interchangeable units enclosing the engine fan case between the inlet cowl and the thrust
reverser cowl. Each assembly is supported by three hinges at the pylon and latched to the other fan cowl along the bottom split line with three tension
hook latches.
The fan cowl door consists of:
two carbon/epoxy outer plies plus copper mesh,

a honeycomb core, and
two carbon/epoxy inner plies.

An exhaust is provided close to the bottom of the nacelle for drainage and pressure relief in the event of a burst nacelle anti -icing duct. The fan cowl
may be opened to a maximum of 60, and is held open by a rod, which is stowed on the fan cowl.

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The Thrust Reverser Cowls
The thrust reverser cowl assembly includes a forward frame, inner fixed structure, outer fixed structure, translating cowl, cascades, actuation
system, and hold-open rods. Structural materials are primary aluminium, graphite epoxy, and steel alloys. The component is in halves, hinged from the
pylon, and latched together at the bottom.
Opening the thrust reverser cowls allows access to the core engine and accessories. The cowls can be opened by hydraulically actuated hold-open
rods, which are pressurized by a hand pump (GSE).
The thrust reverser cowl, located immediately aft of the fan cowl, forms a bi furcated duct for the fan exhaust air when the left and right halves are
latched in place. Each thrust reverser half consists of a fixed structure that suppor ts the trans-cowl, houses the cascades, and contains the TRAS
(Thrust Reverser Actuation System).
In the forward thrust configuration, the transcowl is in the forward position (stowed position). In the reverse thrust configuration, the transcowl is in the

aft position (deployed position). The main components of the thrust reverser cowls are:
The fixed structure

The transcowl
Fixed Structure
The fixed structure consists of:
An upper beam with three hinges, the guide shoe for the upper transcowl keeper, a nd the upper slide guide.
A lower beam with three latches, the guide shoe for the lower transcowl keeper, and the lower slider guide.
A front frame that supports the TRAS components.
The IFS (Inner Fixed Structure) that surrounds the engine core.
The six removable cascade boxes bolted to each other on the front frame.
The upper and lower bifurcation walls.
The IFS is a one-piece curved panel connected to the 12 and 6 o'clock beams with the upper and lower bifurcation panels. lt constitutes the
forward part of the engine core cowl. The IFS is internally lined with thermal blankets and forms the forward part of the engine core compartment fire
barrier. A fireproof seal assures non-propagation of fire out of the fire zone. A duct on the left side directs air t o the IDG (Integrated Drive Generator)
oil cooler.
Each transcowl is attached to its fixed structure half by an upper and lower rail. Two actuators are connected to each transc owl half by actuator
fittings fastened to the inner skin. The two transcowls are interconnected by the two latches. The transcowls also comprise an access door for access
to the central IFS latch.

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The Aft Core Cowls
The aft core cowls are located downstream of the thrust reversers, and constitute the aft end of the engine core cowl; also serving as a pressure wall and
a fire barrier between the engine core compartment and the fan duct.
Both aft core cowls can be opened to provide engine maintenance, are linked to the pylon by three hinges, and held together at the 6 o'clock positi on by
three latches. The doors are held open by support rods, which are mount ed on each aft core cowl door.
NOTE: The thrust reverser cowl must be opened before the aft core cowls can be opened.
The left aft core cowl has an exhaust opening to allow engine operability bleed valve airflow to be discharged into the fan airflow, and has a pressure

relief door to minimize the amount of over pressure that can exist, if an en gine high-pressure duct fails.
The right thrust reverser core cowl contains an engine oil service door, used to access the oil filter port, and an IDG oil sight glass door to access
the IDG sight glass.
An access hole allows manual movement of the starter control valve, without opening the core cowl.

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71-20 Engine Mounts

Introduction
The engine mounting system supports the engine by transmitting loads from the engine case to the pylon structure. It also mai ntains engine location
and alignment under gravity, engine thrust, acceleration, and gyroscopic pitch and yaw loads encountered during any flight condition. The system
isolates airframe deflections from the engine during any flight condition, accommo dates thermal expansion of the engine and permits simple engine
installation and removal.
Each engine is connected to the pylon by a forward and an aft mount. The front mount attaches the Fan Outlet guide Vane (OGV), frame to the pylon,

and absorbs vertical, side and torque loads. The aft mount attaches the engine mount ring and front frame to the pylon, and absorbs vertical, side
and thrust loads.

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71-30 Fire Seals

Introduction
The engine nacelle fire seals separate the cavities located between the en gine and nacelle into sealed compartments to prevent the propagation of
fire. They are made of fireproof materials.
The fire zone boundaries include:
the Forward Core Cowl, also described as the reverser Inner Fixed Structure (IFS),

the Aft Core Cowl (ACC),
the upper bifurcation side walls and pylon floor fire wall,
the lower bifurcation side walls and the lower bifurcation drains fire wall,
the CF34-8E core engine casings and
the core module front frame.

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Engine Core Compartment Fire Zones
The inner fixed structure (IFS) of the thrust reverser core cowl forms the for ward part of the engine core compartment fire zone and is covered on its
inner side by fire blankets.
The aft core cowl (ACC) forms the aft end of the fire zone, and is made of an aluminium skin, which contains a fireproof titanium sheet that is installed
on the upper quadrant.
A seal separates the forward IFS and the aft core cowl to form a zone closed off from the rest of the engine.

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71-50 Engine Electrical Harnesses

General
The engine electrical harnesses and aircraft cables installed on the engine which connect the installed accessories to the aircraft systems can be
divided into the following 13 groups:
The W1 (Yellow) harness,

the W2 (Blue) harness,
the W3 harness,

the W4 harness,
the W5 (Green) harness,
the W6 (Brown) aircraft cable,
the W7 (Gray) Aircraft Cable,
the W8 harness,
the W9 (Orange) harness,
the W10 harness,
the W11 harness,
the W12 harness and
the W15 aircraft cable which is the power supply harness from the IDG to the aircraft.

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71-70 Engine Drains

Introduction
The engine and nacelle drain system consists of lines and openings that direct any waste fluids from the engine and nacelle overboard.
The engine drains consist of eight stainless steel tubes, which join at the drain mast attached to the bottom of the accessory gearbox.
The inlet cowl, fan cowl, thrust reverser, and core cowls have drain holes at their lowest points to prevent any accumulation of fluids.

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The Engine and Nacelle Drain System
The engine and nacelle drain system collects waste fluids that may accumulate during any abnormal operation.
Oil is captured from:
the oil drain tube,

the A sump drain, and
the air/oil separator.

Fuel is collected from:
the VG actuators,
the fuel pump pad on the accessory gearbox,
the operability bleed valve and
the pylon.
Hydraulic fluid is collected from:
the hydraulic pump on the accessory gearbox and from

the pylon.
The force of gravity drains the fluids to a drain mast at the lowest point in the system, where they are discharged overboard. The drain mast is located behind
the engine air intake so that waste fluids will not be sucked into the intake. Fluids in the nacelle cavities drain directly from the cavity to the outside of the
nacelle through drain holes which are provided in the nacelle cowls.

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72-00 Engine General

Introduction
The CF34-8E engine mounted on the Embraer 170 is a high-bypass turbofan engine, which is a fully integrated engine with nacelle and thrust reverser.
The engine has a 46.2 inch (1173 mm) diameter, single-stage fan that has a nominal 5:1 bypass ratio, and is of a three frame, sump-structural design.

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Full Authority Digital Electronic Control (FADEC)
A dual-channel FADEC provides:
flexible engine operation,

reduced pilot workload,
the highest level of reliability, safety and maintainability.
The accessory gearbox provides mounting pads for the electric alternator, IDG, and the hydraulic pump.

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Engine Sections
The ten-stage axial-core compressor has stage 6 and stage 10 bleed ports for customer bleed air connection.
2nd and 4th stage bleeds are also used for engine internal operations.
The combustion section contains a singular, annular, machined combustion liner.
The turbine section consists of a two-stage, axial-core, air-cooled High-Pressure Turbine (HPT), and a four-stage, un-cooled Low-Pressure Turbine
(LPT).

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HP and LP Rotor
The engine Low pressure rotor and high pressure rotor are supported by five main engine bearings:
The LP rotor is supported by the No. 1 ball bearing, the No. 2 roller bearing and the No 5 roller bearing.
The HP rotor is supported by the No. 3 ball bearing and the No. 4 roller bearing.

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Cautions
Make sure that there are no persons near the engine air intake and exhaust areas when you operate the engine. This will prevent injury to persons.
Do not touch the exhaust duct and engine components until they are cool. The temperature can stay high for a long time after the engine stops.
Always remove the hydraulic fluid that falls from the engine.
Make sure that the engine harnesses are correctly attached and there is no chafing against the engine components, cowlings or pylon structure. Such a
chafing can cause serious problems to the correct engine operation.
The engine ignition system has high energy. This makes the system a dangerous source of electrical shock. Do not operate the engine near flammable

material or fuel vent. Explosion can occur.
Do not operate the engine at a power setting higher than 70% while the rods are holding the fan-cowl doors open. The doors can close and cause injury to
persons and damage to equipment.
Before you start the engine, make sure that there are no objects near the engine air intake. These objects can go into the engine and cause damage to it.

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Engine Preservation
Different procedures for engine preservation and de-preservation have to be followed:
Preservation of engine to be inactive for maximum of 45 days

Preservation of engine to be inactive for more than 45 days
Preservation of salt water- or fire extinguisher contaminated engine
Preservation of a damaged engine
Preservation of engine accessories

Protective caps, plugs, covers or polyethylene sheeting
De-preservation
Engine Storage
For engine storage the engine should be installed in the shipping container. Depending on the length of storage the applicable preservation procedures
have to be performed. Fan inlet cover, compressor inlet covers and exhaust cover have to be in stalled.
Refer to the relevant AMM chapter for the appropriate procedures
Engine Transport
Different procedures are available for the different versions of engine transport:
In-house transportation
Highway transportation
Air Cargo transportation
Water transportation
Rail transportation

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72-20 The Engine Cold Section Module

Introduction
The engine cold section module consists of the following components:
The fan rotor assembly

the fan stator assembly
the front frame assembly

the power takeoff assembly
the compressor rotor assembly
the compressor stator assembly
and the combustion chamber frame and B-sump assembly.

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The Fan Rotor Assembly
The fan rotor assembly is a single stage rotor that provides the main thrust of the engine, and delivers air into the compressor section. Driving power to the
fan rotor assembly is from the low-pressure turbine rotor via the fan drive shaft.
The fan rotor assembly consists of:
the fan rotor disk

28 fan blades
the forward outer spinner


aft spinner
balance bolts
bearings
The Fan Rotor
The forward outer spinner and the aft spinner are installed on the fan rotor disk. The 28 fan blades, constructed of titanium, which are installed on the
fan rotor disk, are held in place by retaining pins. Fan rotor balance is adjusted with balance bolts, which are installed in the aft spinner outer
circumference.
The fan rotor disk is supported by the No. 1 and No. 2 bearings, and connects to the fan drive shaft with splines.

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Fan, Fan Rotor Drive Shaft and Low-pressure Turbine
The driving power from the low-pressure turbine rotor to the fan rotor assembly is provided by the fan drive shaft, which connects to the fan rotor disk,
with splines, and is fastened with a lock nut.
The aft end of the fan drive shaft also interfaces with the low-pressure turbine rotor assembly, with splines and is fastened with a lock nut.

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The Fan Stator Assembly
The fan stator assembly surrounds the fan rotor assembly and directs the fan discharge air into the front frame.
The assembly consists of:
the fan blade containment case

the fan Outlet Guide Vane (OGV) frame
the outlet guide vanes

Four pairs of front frame tie rods, located approximately at the 2:00 o'clock, 4:00 o'clock, 8:00 o'clock, and 10:00 o'clock positions attach the fan OGV frame
to the front frame assembly.
The engine forward mounts are located on the outer surface of the fan OGV frame at the apex of the two upper tie rods.

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The Front Frame Assembly
The front frame assembly provides a flow path for air from the fan stator assembly into the compressor stator assembly.
It consists of the front frame case, the No. 3 bearing housing, and the No. 3 ball bearing.
The front frame case supports the fan Outlet Guide Vane frame, the front frame tie rods, the compressor stator assembly, and the accessory gearbox
assembly.

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72-30 Compressor Section

Introduction
The compressor stator assembly receives air from the front frame assembly and guides this air through the blades of the compressor rotor and compressor
stator assembly, where the air is compressed and discharged into the combustion chamber.
The compressor stator assembly consists of:

the compressor stator case
the Inlet Guide Vanes (IGV's)
the stage 1 through stage 4 variable vanes
The assembly also includes:
the IGV's and stage 1 through stage 4 actuating arms

the IGV's and stage 1 through 4 shrouds
the stage 5 through 9 stator vane segments
the actuating system linkage assembly

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The Compressor Stator Case
The compressor stator case provides structural support for the engine be tween the front frame assembly and the combustion chamber frame and B-
sump assembly.
The compressor stator case consists of two halves joined at a horizontal split line, which includes two integral air manifolds, and Stage 6 and Stage 10
customer bleed air connections. Actuating arms and rings, controlled by the actuating system linkage assembly, control the position of the variable
vanes.
The Stage 5 through Stage 9 vane segments are installed into the lands of the compressor stator case, and split on a horizont al plane to match the

compressor case split line.

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The Compressor Rotor Assembly
The compressor rotor assembly, together with the compressor stator assembly, compresses the air and discharges this air into the combustion chamber.
The compressor rotor is:
a ten-stage
axial-flow design
with a pressure ratio of 16.7:1

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The Compressor Section Components
The stages 1, 2 and 3 blisks, are single piece components, in other words the blades and disk are combined as single rotating components. The stage
1 and 2 blisk are mounted on the forward flange of the high-pressure forward shaft, which also contains the bevel gear that drives the power takeoff
assembly.
The aft shaft spool is constructed with circumferential grooves to retain the stage 4 through stage 10 blades. The compressor discharge rotating seal is
installed on the shaft portion of the aft shaft spool and interfaces with the compressor discharge pressure seal in the combustion chamber.
The aft shaft spool incorporates a series of holes between stages 3 and 4, where air enters the rotor. Through these holes and the vortex spoiler the air

is induced to a lower radius. After exiting the vortex spoiler, the air flows aft through holes in the fan drive shaft and to the intershaft seal, which prevents air
from flowing between the aft shaft spool and the fan drive shaft.

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72-40 Combustion Section

Introduction
The combustion chamber frame is a main body casting that provides struc tural support for the engine.
It transmits axial and radial loads from the compressor rotor assembly to the static structure, and provides a flow path between the compressor stator
assembly and the high-pressure turbine stator assembly.

The Combustion Chamber Components
The combustion chamber frame and B-sump assembly consists of:
the outer combustion case

the combustion case diffuser
the rear main mount ring
the B sump housing
the B-sump stationary rear seal
the No. 4 bearing
the No. 4 bearing housing
the No. 4 bearing spring mount.
The combustion chamber frame houses the annular combustion liner, the fuel injectors and the high-voltage igniters, and contains struts that support the B
sump.

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The Combustion Liner
The combustion liner and stage 1 nozzle assembly module consists of:
the combustion chamber liner

the High-pressure turbine stage 1 nozzle assembly
The annular combustion chamber liner is fabricated from machined shells. These shells include:

the outer shell
the inner shell
he dome
the inner cowl
the outer cowl
The dome is bolted to the inner and outer shells to form the liner assembly, and includes 18 primary swirlers, which support the fuel nozzles.

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The Combustion Frame
Air that exits the compressor is diffused into the combustion frame. The inner and outer cowls, supported by the dome, capture the compressor
discharge air for metering the airflow to the dome.
Most of the dome airflow passes through the primary swirlers into the reaction zone, where it serves as primary combustion air. The remainder of the
dome airflow is used for dome cooling.
The primary swirlers are fuel/air-mixing devices, which use high-energy air to atomize and aerate the fuel. The atomized mixture is introduced into the
combustor reaction zone where it is ignited by the high-voltage igniters. Air that passes into the inner and outer passages of the combustion chamber

shells serves as primary air cooling to reduce turbine inlet temperature cooling of the combustor shells and other engine parts.

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HPT Stage 1 Nozzle Assembly
The high-pressure turbine (HPT) Stage 1 nozzle assembly directs the force of hot, high velocity, high-pressure gas into the Stage 1 HPT rotor blades.
The HPT Stage 1 nozzle assembly consists of the inner HPT nozzle support and the 24 stage 1 HPT nozzle segments.
The nozzle segments, each with two vanes, are constructed of Nickel alloy and are coated for environmental protection.
The vanes are cooled by the compressor discharge air, which enters the vane segments at the top, and exits the vanes through holes at the leading
and trailing edges.

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72-50 Turbine Section

Introduction
The High-Pressure Turbine (HPT) module consists of the HPT rotor assembly and the HPT stator assembly. The High-Pressure Turbine (HPT) rotor
extracts energy from the combustion gases that exit the combustion liner, and turns the compressor rotor assembly.
HPT Rotor Assembly

The HPT rotor assembly consists of:
the HPT rotor inner and outer balance seal

the HPT rotor stage 1 forward cooling plate
the HPT rotor stage 1 disk and shaft
the HPT rotor stage 1 blades
the HPT rotor outer torque coupling and cooling plate
the HPT rotor stage 2 disk
the HPT rotor stage 2 blades
the HPT rotor stage 2 aft cooling plate

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The Rotor Stage Disk 1& 2
The forward flange of the stage 2 disk is bolted to the aft end of the stage 1 disk to form the HPT rotor.
The stage 1 and stage 2 blades are constructed of cast nickel alloy material. They are internally cooled by air that flows into slots in the dovetails and exits
out of cooling holes in the aerofoil tip and trailing edge. Both the stage 1 and stage 2 blades are installed in dovetails in their respective disks, and are
fastened in position axially by cooling plates and the Outer Torque Coupling (OTC).
The inner balance seal is bolted in the forward side of the stage 1 disk with the same bolts used to attach the stage 2 disk. The outer balance seal is
seated in a recess on the stage 1 disk and retained axially by the inner balance seal.

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The HPT Stator Assembly
The HPT stator assembly houses the HPT rotor assembly, and provides structural support for the engine.
The stage 2 nozzle directs the hot exhaust gases exiting the stage 1 HPT rotor into the stage 2 HPT turbine rotor.
The HPT stator assembly consists of:
the HPT inner case and heat shield

the stage 1 HPT stator shroud hanger assembly


the stage 1 HPT stator shroud
the stage 2 HPT shroud support
the stage 2 HPT stator shroud
the stage 2 HPT nozzle segments

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Stage 1 and 2 Segments
The stage 1 shroud segments are 24 individual replaceable segments, supported by twelve stage 1 shroud hangers.
The 27 stage 2 nozzle segments are constructed of nickel alloy, which are environmentally coated. The inter stage turbine seal is an integral part of
the segments, and is essentially an open honeycomb sealing face. The stage 2 shroud segments are 18 individually replaceable segments,
fastened in position with shroud retainers.

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The Low Pressure Turbine (LPT)
The Low-Pressure Turbine (LPT) rotor and stator assembly converts gas energy to rotational force required to turn the fan rotor.
The LPT module consists of:
the LPT rotor assembly

the LPT stator assembly
the turbine exhaust frame assembly


the No.5 bearing.

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The LPT Rotor and Stator Assembly
The LPT rotor and stator assembly is made up of the LPT case, the Rear LPT shaft, the LPT rotor, the LPT nozzle segments, the LPT shroud
segments, and the No. 5 bearing inner race that supports the LPT rotor. The LPT rotor is a four-stage, tip shrouded blade/disk assembly, which is
fastened together with close fitting bolts. The blades are held in the disks by retainers, while the shrouded blade tips have interlocks that keep them rigid.
The LPT rear shaft is bolted between the Stage 4 and Stage 5 bladed disk, and uses splines to interface with the fan drive shaft.

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The LPT Case
The LPT case contains the LPT nozzle segments and the LPT shroud segments. The non air-cooled Stage 3 through 6 nozzle vane segments have integral
inner seals against the inter stage seal.
The Stage 3 through 6 shroud segments have open-face honeycomb wear surfaces to minimize air leakage at the LPT blade tips.

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The Turbine Exhaust Frame Assembly
The turbine exhaust frame assembly is the third of three major structural frames in the engine. It is also the main structural support for the low
pressure turbine rotor and stator assembly. The turbine exhaust frame assembly supports the C sump, which houses the No. 5 bearing outer races.
The inner and outer cases are connected by six struts located at the 2:00 o'clock, 4:00 o'clock, 6:00 o'clock, 8:00 o'clock, 10:00 o'clock, and 12:00
o'clock positions. The six struts support the inner hub, which supports the C sump and the No. 5 bearing. Service lines into and out of the C-sump are
routed through three of the six struts.

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72-60 Accessory Drive

Introduction
The power takeoff assembly (PTO) is located in the front frame assembly, and turns the accessory gearbox via the radial drive shaft.
The PTO assembly consists of:
the PTO housing assembly

the PTO bevel pinion gear

the PTO ball bearing and roller bearings
the lube distribution manifold

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Drive Power
Drive power from the engine to the accessory gearbox (AGB) assembly is provided using a bevel gear installed on the high-pressure forward shaft of the
compressor rotor assembly, which interfaces with the PTO bevel pinion gear.
The PTO bevel pinion gear is splined to the radial drive shaft, which passes through the 6:00 o'clock strut in the front frame assembly and turns the transfer
bevel gear train of the AGB assembly.
Lubrication of the PTO gears and bearings is performed by a lube distribution manifold, which includes:

an oil nozzle that lubricates the radial drive shaft
the PTO gears
the No. 2 bearing
the No. 3 bearing
the PTO bearings

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The Accessory Gearbox
The accessory gearbox (AGB) is mounted on the rear of the front frame, under the compressor in the cold section.
The AGB is a cast two-piece housing, with drive pads on the forward and aft faces of the gearbox to allow mounting of the accessories. Power is taken
from the core rotor of the engine and transmitted to the engine accessories by the gearbox.
The accessory gearbox (AGB) is rigidly supported by the front frame at the 3:00 o'clock, 5:00 o'clock and 8:00 o'clock positions through mount
assemblies, incorporating freedom for thermal expansion.

Laminated shims located on the lower mount pad align the AGB, within the tolerance acceptable to the shaft spline engagements.

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AGB Forward and Aft Face
The forward face of the AGB provides mounting pads for:
the oil filter module

the magnetic chip detector
the lube and scavenge oil pump
the engine driven hydraulic pump

The rear face of the AGB provides mounting pads for:
the engine fuel pump

the PMA
the air turbine starter
the IDG
A drain plug at the 6:00 o'clock position allows drainage of the AGB cavity for shipping or troubleshooting purposes. On it's right side, the AGB has a built-in
oil tank which supplies oil to the lube pump, and receives oil from the scavenge pump through internally cored oil lines. Located on the aft side of the oil tank
there is an oil overfill port, and an oil tank drain plug, which is used to drain the oil tank.

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Integrated Drive Generator (IDG), Oil cooling
The accessory gearbox mounted, Integrated Drive Generator provides the same electrical output as the Embraer 190 unit, ie 115/200 Volts 3 phase 400Hz
40 KVA maximum continuous load.
The IDG is mounted to the accessory gearbox aft face and has its own lubrication system, which has an air/oil heat exchanger.
The purpose of the cooling system is to maintain IDG oil temperature within a specified range. This task is performed by an Air Cooled Oil Cooler (ACOC),
which cools the oil using fan stream air. The cooler and duct is installed in the core compartment left hand side and is fed through dedicated oil piping.
The exhaust air of the ACOC is vented through the core cowl compartment.

The IDG oil cooling system does not include a dedicated oil tank. The IDG oil system, that includes the IDG and ACOC, is totally independent of the engine
lubrication system. There is no oil drain provision for the IDG cooling system except for on the IDG .

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105

106

107

108

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112
73-00 Engine Fuel & Control - General

Introduction
The engine fuel system has two sub-systems:
a fuel control system

a fuel 'distribution' system, which provides the engine with scheduled fuel for combustion.
The engine fuel control system is composed of:

a two channel Full Authority Digital Electronic Control (FADEC)
a Fuel Metering Unit (FMU)
a Permanent Magnet Alternator (PMA), engine sensors
Variable Geometry (VG) actuators
an Operability Bleed Valve (OBV)
The components of the fuel distribution system include:
the fuel pump

fuel filter
fuel manifold
18 fuel injectors

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The Fuel Flow
Fuel from the aircraft fuel tanks enters the engine at the engine fuel pump inlet, where the fuel pressure is increased, by a centrifugal boost pump. From
the fuel boost pump, the fuel splits inside the pump housing and is either directed to the FMU or is returned to the fuel tanks as motive flow for the tank
ejectors.
The fuel that is discharged from the fuel pump is directed to the fuel/oil heat exchanger, which is used to cool the engine lubricating oil and also to heat the
fuel for icing protection. From the heat exchanger, the fuel enters the fuel filter, which is contained in the FMU. From there the fuel is returned back to the
fuel pump to increase the fuel pressure before it enters the FMU.
The FMU meters the fuel by means of FADEC inputs, and sends this fuel by way of the fuel manifold to the 18 fuel injectors mounted in the combustor

frame.
The Control System
The fuel control system is managed by a two-channel Full Authority Digital Electronic Controller (FADEC). The FADEC controls the engine fuel
requirements in response to thrust command inputs from the aircraft.
The FADEC software provides thrust management based on aircraft and air data inputs. These inputs are used to calculate appropriate reference N1 for any
given throttle position.
Some of the N1 references are modified by discrete inputs like Automatic Takeoff Thrust Control System (ATTCS), thrust reverser position, WOW, and
bleed discrete inputs. In addition to setting the correct N1 for a given TLA position, the FADEC schedules limit fuel to protect the engine speeds,
temperature and Compressor Discharge Pressure (CDP) limits.

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Engine Fuel Components
FADEC
The FADEC, mounted in the engine inlet cowling at the 10 o'clock position, is accessible through an access panel on the LH outside of the cowl.
The FADEC has two identical channels housed in a common chassis. The channels have identical power supply modules and circuit board modules.
Two internal pressure transducers are installed per channel, one for ambient pressure (PO) and the other for compressor disch arge pressure (PS3).
The FADEC has five connectors, two for each channel and a test connector that is capped off during normal op eration.

Of the two main connectors for each channel, one carries mostly engine sensor and actuator signals while the other carries mostly airframe interface
signals.
The FADEC is isolated from vibration by its mounts. There are cooling fins on the chass is.
The purpose of the FADEC is to provide full authority control over the engine Fuel Metering Valve (FMV), the Variable Geometr y (VG) actuators, the
Operability Bleed Valve (OBV) and other discrete functions. These include ignition, starter control valv e and T2 sensor heater control, which responds
to feedback from engine sensors and command inputs from the aircraft.
The FADEC also provides the following functions:
Engine monitoring and cockpit indication

Engine control system monitoring
Fault and redundancy management
Thrust Reverser Actuation System (TRAS) interlock
Support for maintenance reporting and troubleshooting.

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The Fuel Pump
The fuel pump, mounted on the left side of the aft face of the accessory gearbox provides sufficient fuel flow and pressure to meet engine fuel burn
requirements as well as fuel for Variable Geometry (VG) vane actuation, operation of the Operability Bleed Valve (OBV), and motive flow for the fuel
tank ejector pumps.
The fuel pump consists of a centrifugal boost element and two fixed-displacement, high-pressure gear elements. A splined drive shaft engages a
wet spline within the AGB pad. A V-coupling, secures the fuel pump to the accessory gearbox.
The fuel pump also has a mounting surface for the N2 speed sensor, whic h sends a signal to each FADEC channel.

The Fuel Pump Operation
Fuel supplied by the aircraft fuel tanks flows to the centrifugal stage of the fuel pump. In the fuel pump, the pressure of the fuel is boosted to provide
adequate filling of the downstream gear stages.
The flow is then split:
Some of the fuel is directed to the secondary high pressure gear stage with the re mainder leaving the pump and being sent through the fuel/oil heat
exchanger.
The fuel entering the secondary gear stage is further pressurized and sent back to the fuel tanks as motive flow.
The fuel leaving the fuel/oil heat exchanger then goes to the FMU (Fuel Me tering Unit), where it is routed through the fuel filter. After being filtered, the
fuel re-enters the fuel pump and is further pressurized by the high pressure gear stage. The fuel is then directed out again and back to the FMU.
The fuel pump also provides the controlling fuel flow to operate the OBV based on commands from the FADEC.

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The Fuel Manifold and Fuel Injectors
The fuel manifold is located around the circumference of the combustion chamber frame, just aft of the forward flange. Fuel coming from the FMU
enters the fuel manifold, and is distributed to the 18 fuel injectors.
The 18 fuel injectors are equally spaced around the circumference of the combustion chamber frame.

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The Fuel Injector
The fuel injectors take the metered fuel from the FMU and atomize it into the domed combustor.
Based upon the fuel pressure delivered, a distributor valve located in the fuel injector ports fuel to the primary and secondary fuel flow circuits. The
primary circuit is used during start and low power, while the secondary circuit provides additional flow at high power.
Each fuel injector has a check valve that closes at engine shutdown to prevent the manifolds from draining into the combustor.

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The Fuel Metering Unit (FMU)
The fuel metering unit (FMU) is mounted on a support plate which is at tached to the compressor case at the 1.00 o'clock position.
The main purpose of the FMU is to provide accurate metered fuel flow to the engine for combustion.
It is an electromechanical device that contains hydraulic valves and electrical servos.
The FMU meters and distributes the fuel for combustion under all operating conditions. lt also provides the servo fuel pressure for positioning
(controlling) of the Variable Geometry System actuators and has an overspeed shutoff valve.
The FMU also contains the main engine fuel filter, the fuel bypass indicator and impending bypass switch.

The FMU Operation
The fuel from the high-pressure fuel pump enters the FMU and passes through an inlet barrier filter and wash filter. Flow for the two
electrohydraulic servo valves (EHSVs) is extracted from the wash filter. The fuel passes through the inlet pressurizing valve, which sets the fuel
pressure during normal engine operation. The fuel then passes through the bypass valve, which is designed to maintain a constant pressure drop across
the metering valve by bypassing excess fuel flow.
The metering valve is positioned by the EHSV as commanded by the FADEC. The metering valve contains a linear variable differential
transducer (LVDT), which provides metering valve position feedback to the FADEC. Once the metered fuel leaves the metering valve it passes
through the pressurizing/shut off valve to the fuel manifold.
The FMU also contains a solenoid valve, which activates the shut off valve. This valve is used during all normal shutdowns or if an overspeed
condition occurs.

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The Fuel Filter
Fuel system filtration, is provided by a main engine fuel filter, housed in the FMU. The filter is located downstream of the main engine boost pump and
fuel/oil heat exchanger.
The filter assembly contains a filter bowl with drain plug and a differential pressure switch that provides indication that the filter is contaminated. The
signal is triggered if the differential pressure increases to 16-19 PSID.
If the differential pressure rises to 26-31 PSID, a filter bypass valve will open. A pop-out indicator above the filter bowl, indicates the bypass.

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Variable Geometry (VG) Actuators
There are two Variable Geometry (VG) actuators mounted to the engine front frame. The master actuator is mounted at the 11 o'clock position and
the slave is located at 5 o'clock. The purpose of the actuators is to position the variable guide vanes on the engine compressor as commanded by the
FADEC.
The Variable Geometry (VG) actuator is a single ended, piston type hydraulic actuator. One master and one slave actuator are used per engine. Only
the master actuator contains an integral dual LVDT for position feedback to the engine control.
An electrical position command from the FADEC is converted to fuel pres sure and flow to the actuators via the FMU. The fuel pressure and flow is
converted to output force and motion by the actuators, to position and hold the variable stator vanes in the compressor.

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The Operability Bleed Valve
The Operability Bleed Valve (OBV) is mounted on the compressor case at the 9 o'clock position.
The OBV provides modulating control of compressor discharge bleed air during transient and sub-idle conditions as commanded by the FADEC. The
FADEC drives each coil of a dual-coil torque motor from the two-stage Electro Hydraulic Servo Valve (EHSV) that is integral to the OBV.
The EHSV converts the electrical commands from the FADEC to fuel pressure and flow to the valve actuator. The resulting actuator motion positions
the attached butterfly valve to the commanded air flow area.
The position of the valve actuator is measured by an LVDT, which provides the FADEC with two electrical feedback signals proportional to the butterfly

valve angle and thus the effective flow area.

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73-20 Fuel System Operation

Introduction
During normal engine operation, the fuel metering valve is set to the desired flow position, and the bypass valve bypasses the excess pump flow
needed to maintain the appropriate differential pressure across the fuel metering valve.
At engine speeds below 20%, the pressurizing/shut-off valve sets a low pump differential pressure setting (150 psid). As engine speed increases,
system pressure regulation is transferred to the Inlet Pressurising Valve (IPV), which has a much high er setting (350 psid), for actuation of the engine
variable geometry system. The IPV maintains this pressure level until the FMU's back pressure, over comes the IPV setting.

The shutoff/overspeed valve is positioned so that boost pump pressure is ported behind the pressurizing valve, so that the bypass valve's compensating land
is closed. The shutoff/overspeed valve is positioned by the overspeed solenoid, which supplies high pressure fuel to the valve in or der to obtain the
necessary force margin.
A repeatable flow schedule is accomplished by maintaining a constant differential pressure across the fuel valve port; therefore, metered flow is a
function of valve area (and therefore valve position).
The flow vs. position schedule is digitally mapped into the control software of the FADEC. Fuel sent to the combustor can therefore be scheduled by
simply positioning the fuel metering valve (FMV).
Additionally, the FMU sets a minimum differential pressure across the high pressure pump at engine starting and low metered flow conditions. This
function is required for hydraulic actuation of the engine variable geometry, as well as for positioning control within the FMU. Metered flow passes
through the pressurizing/shut-off valve and exits the FMU to be burned in the engine combustor.
In addition to setting a low pressure for start and re-lights, the pressurizing/ shut-off valve provides a zero leak shut-off following operation of either the
over speed system, or after normal shutdown.
Fuel Flow and Ignition
The in-control FADEC channel and the FMU automatically initiate fuel flow and ignition in response to engine core speed information from the starter. In-
control selection is made at 6.7% N2, and the FMU is pressurized in order to control the metering valve at approximately 6.7% N2.
For ground starts, the ignition is commanded on at approximately 7% N2, and fuel is introduced at approximately 20% N2. After a light-off occurs, the in-
control FADEC channel commands the starter cutout at approximately 50% N2, and controls the FMU fuel metering valve to accelerate the engine to
the thrust setting calculated from the FADEC inputs.

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VG System
During normal operation, the VG actuators are positioned by the FADEC in a closed-loop fashion via a current command to the VG Electro-hydraulic
Servo Valve (EHSV). The LVDT feedback is used to close the position loop through the FADEC. The position loop reference or VG actuator position
command is computed in the FADEC software to optimize the position of the compressor stators. The VG position reference is co mputed as a
function of corrected N2, but is modified to over close the stators and maintain compressor operability margins during transient operation and during
combustor re-lights.
Operability Bleed Control
The operability bleed control subsystem includes the operability bleed valve (OBV) and the FADEC. Du ring normal operation, the OBV is positioned

by the FADEC as a closed-loop by a current command to the OBV EHSV. The LVDT feedback is used to close the position loop through the FADEC.
The position loop reference, or OBV flow area command, is computed in the FADEC software to optimize the compressor discharge bleed off-take
from the engine as a function of the current transient engine operating condition.
During steady-state engine operation, the OBV will be commanded closed.
During transient operation, combustor relights and engine starting, the OBV is scheduled to open in order to bleed the compressor and maintain
compressor operability margins.
Overspeed Protection
Overspeed protection is provided by the core speed rotor. The fan rotor will not over speed unless the core rotor first over speeds.
When an over speed condition is detected (i.e. the core rotor N2, is greater than 102% RPM), the fuel shut -off solenoid in the FMU closes, causing an
engine flame out. Overspeed protection is provided by dedicated electronic speed switches in the FADEC. Each FADEC channel has two speed
switches which monitor the core rotor speed. One speed switch uses the speed signal from the PMA alternator and fuel pump speed sensor; the
other speed switch uses the other speed signal from the fuel pump speed sensor.
Both switches must close to flame out the engine. The overspeed system in both channels is always active regardless of which channel is in control.
Further details are described in Chapter 76.

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Introduction
The engine fuel indicating system is monitored by engine-mounted sensors which provide their information to the EICAS. The indicating system consists
of a fuel temperature transmitter, a fuel filter by-pass switch, a fuel low-pressure switch, and a fuel flow-measuring device.

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The Fuel Temperature Transmitter
The fuel temperature transmitter is located in the fuel filter inlet path downstream of all fuel junctions, and senses the te mperature of the fuel flowing
through the filter.
The sensor is a Resistance Temperature Device (RTD) whose resistance varies as a function of temperature; the modified sensor output is sent via
the MAU to the MFD. The temperature can be monitored on the CMC engine test pages.

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The Fuel Filter Impending Bypass Sensor
The fuel filter impending bypass sensor mounted in the fuel filter housing, senses the pressure drop between the inlet and the outlet of the fuel filter.
Should the pressure drop across the fuel filter, caused by filter contamination, exceeds the specified limit (16-19PSID) a signal is send via the MAU to
the EICAS to indicate that the filter is at impending bypass.
A mechanical pop-up indicator is visible on the fuel filter when the filter is actually bypassed.

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The Fuel Low-pressure Switch
The fuel low-pressure switch is mounted in the fuel feed line near the fuel pump inlet.
The switch senses the fuel pressure at the supply line inlet of the engine driven fuel pump. When the fuel pressure drops below 5 PSI, a signal is sent
via the MAU to the flight deck.
The signal is also used, for the automatic control functions of the fuel pumps in the fuel tank (as described in chapter 28).

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Fuel Flow Indication
Fuel flow indication is not measured by a common fuel flow transmitter; rather the fuel flow is measured by the FMU metering valve.
The metering valve position is converted to fuel flow in a look -up table in the FADEC, and transmits this signal via the MAU to the EICAS fuel flow
indicator as pounds or KG per hour.

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EICAS Messages
ENG 1(2) FUEL IMP BYPASS

Message Type:Caution
Meaning:Indicates fuel filter impending bypass is occurring.

Inhibit conditions:Takeoff and landing phases.
ENG 1(2) FUEL LO PRESS

Message Type:Caution

Meaning:Fuel pressure is low. The low pressure switch is tripped.
Inhibit conditions:Takeoff and landing phases.
ENG 1(2) FUEL SW FAIL

Message Type:Advisory
Meaning:Indicates fuel filter impending by-pass switch is set to "bypass" when the engine is not running or the fuel pressure switch is stuck in the
pressure position. Fuel pressure switch indicates the pressure is not low when all fuel pumps are off.
Inhibit conditions:Takeoff, climb, cruise, approach and landing phases.

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74-00 Engine Ignition System

Introduction
The engine ignition system provides the electrical spark required for initiation of engine combustion of the fuel/air mixture during start, auto-relight,
and when demanded by the cockpit crew; for example, when flying in inclement weather conditions.
The system also performs engine flame out detection and automatic relight logic.
The ignition system for each engine consists of two ignition exciters, two ig nition leads and two igniters.

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Component Description
Ignition Exciters
The ignition exciters mounted on top of the compressor case provide a 14000 to 18000 VDC (Volt Direct Current) output at the rate of
approximately one pulse per second to the igniters.
The ignition exciters are two boxes constructed of a soldered aluminium case, charged with dry air, enclosing capacitor charging and discharging
circuits. For safety, a bleed resistor is provided to dissipate any residual charge from the capacitor.
Ignition Leads

In the ignition system, electrical power is supplied from the aircraft to the exciters, which provide high voltage to the igniter plugs. The delivery of the
high voltage from the exciters to the igniter plugs is done by the ignition leads.
The two ignition leads consist of stranded copper conductor within flexible silicone rubber insulation.
Igniter Plugs
The igniters are installed at the 4 o'clock and 8 o'clock position of the combustion chamber frame and provide the electrical sparks needed to start or
maintain combustion.
The igniter plugs consist of the center and outer electrodes with a semiconductor surface coating at the tip between the two electrodes.
The semiconductor material is used as a shunt to aid in ionizing the air gap between the electrodes so that the plugs will fi re.
Powerplant Control Panel
The ignition selector knobs, are installed on the powerplant control panel on the center pedestal and have the following positions:
OFF: deactivates the ignition system. FADEC disregards OFF position in flight.
AUTO: FADEC automatically controls the ignition system, depending on engine requirements.
OVRD: enables FADEC to continuously activate both exciters when the engine is running.

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System Operation
During normal operation, electrical power for the ignition system is supplied by the aircraft AC system. On ground (with the APU running) the ignition
exciters 1A (eng 1) and 2A (eng 2), are powered by the AC essential bus, while exciter 1B (eng 1) is powered by the AC bus 1 an d exciter 2B (eng 2),
by AC bus 2.
In an electrical emergency condition, the igniters 1A and 2A have no interruption of power supply. ln this case, the AC Standby bus receives
AC power from the inverter DC/AC which will be fed by the battery1 via the Hot Bus 1.

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Operation
The control of the engine ignition is provided by an integrated engine-aircraft system that automatically initiates ignition in response to engine
core speed. The ignition system provides the capability to energize either igniter from either FADEC channel. The system is able t o detect and isolate
faults for each command path used to energize the igniters. The selected ignition request signal is three -valued: Off - Auto - OVRD. The ignition
command signal is sent directly to the aircraft SPDA via the FADEC relay driver outputs. Exciter power is switched by the SPDA. Secondary
commands are sent between SPDAs and from the FADEC to the aircraft systems via ARINC to provide multiple command paths to igniters and
improve component reliability while eliminating hardware and wire runs.
The override switch position of each engine is wired to the exciter A relay command of the respective engine so the pilot can command the igniters A
on by directly powering the relay coils from the DC Essential Bus 1 and 2.Therefore, the exciters A can be commanded on by the pilots
independently from the FADEC or SPDA. The system is designed to use all possible means to fire the igniters in flight or in case of a detected system

failure. Only one igniter is turned on for ground starts. By using only one igniter latent faults can be detected.
Two igniters are turned on for air starts, flameouts, loss of ARINC busses, a missed light -off or if the ignition switch is put in the OVRD position.
The FADEC will turn the ignition OFF for the following conditions:
On the ground, the pilot commands IGNITION OFF by setting the Ignition Selector Switch to OFF
In flight, the pilot commands an engine shutdown by setting the STAR / STOP Selector Switch to STOP and the pilot commands IGNITION
OFF by setting the Ignition Selector Switch to OFF. The ignition will be released from OFF when the ignition switch is moved to AUTO or ON
Starter cutout speed is reached
The starting cycle is complete
Hot start (ground only)
Hung start (ground only)
Fire Handle Signal set (Fire Handle pulled)
The ignition OFF command is disregarded by the FADEC when the aircraft is in flight and the engine is running. The Fire Handle input commands both
igniters off and overrides all other inputs.
Automatic Relight
Ignition driver command logic turns on both igniters when an engine flameout is detected (the engine is decelerating faster than the N2DOT or the
selected alternator core speed is more than 3% below the selected idle reference speed after the engine has reached idle for both cases).Ignition
is held on for a period of 5 seconds after the flameout detection flag has cleared for all ground and flight conditions.
If the engine relight does not occur within 30 seconds or N2 falls below 7.2%, the automatic relight can be considered unsuccessful and should be
manually terminated by moving the START/STOP selector to the STOP position.
During ground operations, auto relight attempts are terminated and fuel is shut off if the engine speed falls below 52% N2.

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Ignition System Indication
Ignition system indication is performed by icons displayed on the EICAS.
IGN A in green indicates that the FADEC has commanded igniter A to be energized due to a start on ground.
IGN B in green indicates that the FADEC has commanded igniter B to be energized due to a start on ground.
IGN A B in green indicates that the FADEC has commanded igniters A AND B to be energized due to a start in flight or an auto relight.
IGN OFF in cyan indicates that the FADEC has locked ignition off due to pilot procedure for dry motor cranking or if the fire handle has been
actuated.
In addition, "E 1 NO DISPATCH" or "E 2 NO DISPATCH" will be displayed on the CAS field in case igniter A has failed while the A igniters on

both engines are powered from the AC essential bus, so that in an electrical emerge ncy condition no engine in-flight start is possible.

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75-00 Engine Air

The engine air system conducts air from and through the engine for aircraft pneumatic and anti-icing system use, engine compressor control, nacelle
sealing and engine cooling purposes.
General Description
The air used in the pneumatic system is bled from the 6th and 10th stages and controlled by the AMS.
The compressor control is achieved with a combination of variable geometry control and operability bleed valve control. The nacelle sealing is achieved by
the A5 seal.

The engine compartment cooling is provided by the ACOC flow, eight holes in the front frame, auxiliary inlet and leak on the flange.
Operation
The engine cooling works as follows: the inlets are open all the time, since they are actual holes in the forward core cowl and the ACOC air inlet is not
provided with a door. Mostly (80%) of the ventilation air enters by the ACOC. The air exits through the aft vent. In general the core compartment
ventilation flow direction is from the front of the compartment to the aft vent.
Before reaching the aft vent the flow is split by the LPT (Low Pressure Tur bine) baffle/shroud. The function of the LPT baffle shroud is to provide the
required convective heat transfer over the LPT case surface for cooling and blade clearance control. Approximately 90% of the core compartment
ventilation airflow passes through a narrow annulus formed by the LPT shroud and the LPT case. The remaining 10% of the air passes through a
series of 6 equally spaced holes in the LPT radial baffle, this air is used to provide positive ventilation of the cavities immediately forward and aft of the
radial baffle. The LPT baffle/shroud has a circumferential seal between its outer circumference and the core cowl and pylon floor hence the baffle holes and
shroud to LPT case effective flow areas control the split of airflow.
The two air streams combine just forward of the aft turbine case before exhausting through the aft vent annulus.

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75-30 Compressor Control Actuation (Variable Guide Vanes)

Introduction
The function of the compressor control subsystem is to control the flow of air through the engine core to optimise compressor performance and prevent
compressor stalls.
General Description
The control of the engine core air flow is achieved by variation of the geometry from the inlet guide vane through the first four stages. The variable

geometry control subsystem is composed of a dual-coil, two-stage electro-hydraulic servo valve (EHSV), which is integral to the FMU, two fuel driven
actuators and the FADEC . The actuators are arranged in a master/slave arrangement in which the master actuator has a dual coil LVDT which
provides actuator position feedback to the FADEC.
Operation
During normal operation, the VG actuators are positioned by the FADEC in a closed-loop fashion via a current command to the VG (Variable Geometry)
EHSV. The LVDT feedback is used to close the position loop through the FADEC.
The position loop reference, or VG actuator position command, is computed in the FADEC software to optimize the posit ion of the compressor stators as a
function of the current steady-state and transient engine operating condition. Primarily, the VG position reference is computed as a function of
corrected N2.
The position reference is modified during transient operation and during combustor relights to maintain compressor operability margins. In addition, the
stators are opened slightly during static engine operation at idle power to maintain adequate pressure for the compressor bore cooling cir cuit.

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75-32 Compressor Bleed Control System

Introduction
The compressor bleed control system function is to maintain the compressor operability margins during transient operation condition.
General Description
The compressor bleed control is achieved by the operation of the operability bleed valve, optimizing the compressor discharge off-take from the engine.
The bleed air flow is taken from one of the 10th stage Compressor Discharge Port (CDP) bleed pipes and is ported through the OBV to ambient conditions

overboard, on start and for surge protection.
The operability bleed control subsystem is composed of the operability bleed valve (OBV) and the FADEC. The OBV includes a dual-coil, two-stage
electro-hydraulic servo valve (EHSV), an actuator which positions a butterfly valve and a dual-coil LVDT which provides actuator position feedback to
the FADEC. Pressurized fuel from the main fuel pump discharge is required to actuate the OBV.
Operation
During normal operation, the OBV is positioned by the FADEC in a closed-loop circuit, via a current command to the OBV EHSV (Electro-Hydraulic Servo
Valve).
The LVDT feedback is used to close the position loop through the FADEC. The position loop reference, or OBV flow area command, is computed in the
FADEC software, to optimize the compressor discharge bleed off-take from the engine, as a function of the current transient engine operating condition.
During steady-state engine operation, the OBV will be commanded closed. During transient operation, combustor relights and engine starting, the OBV is
scheduled to open in order to bleed the compressor and maintain compressor operability margins.

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75-33 Air Seal System

Introduction
The air seal system provides pressurized air to seal the engine sumps. The air is bled from the HPC (High Pressure Compressor) 4th stage and distributed
to the engine parts through the fan drive shaft and through manifolds that connect the bearing compartments.
The air-sealing of the bearing compartments prevents oil leakage from the sumps.
Manifolds

The manifolds connect the 4th stage manifold to the bearing compartments and conduct the pressurized air to them.
Through the manifolds air is supplied to the A, B and C-Sumps.
Seal Pressure Regulator Valve
The non-adjustable Seal Pressure Regulator Valve, is located in the air pressure manifold A that is connected to the 4th compressor stage.
The seal pressure regulator valve supplies regulated stage-4 bleed air for pressurization of the A and C sump seal.

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Engine Secondary Airflow System for Sump Pressurization
Key elements of the sump pressurization and vent sub-systems include the following:
High-pressure compressor stage 4 air source for sump pressurization

External and internal pressurization air flow passages
A-sump and C-sump main shaft labyrinth oil to air seals
Pressure regulating valve for A-sump and C-sump to limit seal delta P at high power
B-sump main shaft carbon bore rubbing oil to air seals
Unregulated "purge" air supply through a restricting orifice into B-sump to limit seal delta P and enhance gravity scavenge

A-sump and B-sump vent air flow passages to the AGB
C-sump is Non-vented
AGB rotating air/oil separator with vent flow through an extended drain mast near 6:00 on core cowl
A positive pressure differential across the main shaft oil to air seals is required at all flight conditions. This is achieved when the external
pressurization cavity pressure exceeds the sump internal pressure.

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A-Sump Pressurization
The CF34-8E A-sump has labyrinth seals at the forward and aft ends, #1 and #3 bearing positions respectively. The aft end of the sump also has an
inter-shaft labyrinth seal.
These seals are all pressurized by regulated stage 4 air.

The air is regulated to reduce delta pressure at high power settings for im proved oil consumption.

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B-Sump Pressurization
The CF34-8E B-sump has bore rubbing carbon seals at the forward and aft ends.
In addition to the unregulated stage 4 pressurization air outside the sump seals, B-sump "purge" air is metered into the sump through a restricting orifice
connected to the stage 4 secondary air system.
The introduction of "purge" air back pressures the sump, to reduce the sump carbon seals delta P at high power for increased wear life.

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C-Sump Pressurization
The CF34-8E C-sump is non-vented and has just one rotating shaft seal. The C-sump operates leak-free because the seal air is always flowing into the
sump, providing make-up air for the scavenge pump.
In order to enhance seal performance during transients, a threaded wind back stator is combined with a set of chopper slots on the rotor. Any oil
droplets approaching the sump side of the seal interface are accelerated tangen tially and returned to the sump by the wind back.

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A5 Seal
The A5 seal is an inflatable Seal around the A5 Flange.
Second stage Air is taken from the compressor to inflate the A5 seal. The air is directed to the seal by external piping, directed from the bleed port S13 to
the top of the seal.
The A5 seal air is not regulated. lt is always applied whenever the engine is running. When the engine is run on the ground with the cowling open,
the A5 line must be disconnected.

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76-00 Engine Control System
Introduction
The engine control system is a computer based electronic system, comprising of:
2 channel FADEC
Fuel Metering Unit


Permanent Magnet alternator
Engine Sensors
Variable Geometry Actuators
An Ignition system for each engine
Thrust control Quadrant
Engine flight deck switches (Ign-Start-Stop)
Modular Avionics Units (MAUs)
Secondary Power Distribution Assemblies (SPDAs)
Integrated Control Centres (ICCs)
The system controls the engine in response to thrust command inputs from the aircraft, and provides information to the aircraft for cockpit indication,
maintenance reporting and engine condition monitoring.

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76-12 Electronic control system
Introduction
The engine operation is controlled by two FADEC channels. One FADEC channel operates as the "in-control" FADEC channel providing engine
control. The other channel operates as the "stand-by" FADEC channel, processing all inputs and software, but with the engine control outputs (except
over speed solenoid driver) disabled during normal engine operation.
In addition, the "stand-by" FADEC channel shares selected sensor inputs, airframe commands, and FADEC status information, using a "crosstalk"
serial data bus in order to maintain the maximum system fault tolerance. During normal operation with two capable FADEC channels, in-control software
logic will cause the FADEC channels to alternate control on each successive engine start.

The FADEC power supply is primarily provided by the PMA during engine operation with a 28 VDC airframe input for starting and backup. The in-control
FADEC channel and the FMU automatically initiate fuel flow and ignition in response to engine core speed from the starter. In-control selection is made at
6.7% N2 (% of 17,820 RPM), and the FMU is pressurized in order to control the metering valve at 6.7% N2. For ground starts, the ignition is commanded on
at approximately 7% N2. Fuel is introduced at approximately 20% N2 for a ground start.
After a light-off occurs, the in-control FADEC channel commands the starter cutout (approximately 50% N2) and controls the FMU fuel metering valve to
accelerate the engine to the power setting calculated from the FADEC inputs.
The FADEC software provides thrust management based on the inputs from the Air Data System (ADS) and aircraft. The main thrust setting inputs are the
thrust lever angle (TLA), and the air data from engine and airframe sensors. These inputs are used to calculate appropriate reference corrected and physical
N1 and N2 speeds for any given throttle position. Some of the thrust setting references are also modified by discrete inputs (ATTCS, T/R, WOW, MAU
Discretes).
In addition, the FADEC software provides thrust management limits:

min./max PS3
max physical/corrected N1
max physical/corrected N2
max N2 accelerate
max N2 decelerate
max/min. fuel flow/PS3 ratio
min. physical/corrected N2
max T45 sub-idle during ground starts
During normal engine operation the FADEC will control to an N2 reference, or a minimum Ps3 reference at idle and a N1 reference above idle.

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Engine Control Functions
The FADEC's control the operation, performance and efficiency character istics of the engine through five subsystems:
Fuel Control
The fuel control subsystem is composed of an FMU that includes a fuel m etering valve and an over speed shut off valve. The metering valve torque
motor receives the electrical command from the in-control FADEC channel and translates the electrical input into a corresponding fuel flow output to
the combustor. The shut off valve is controlled by the over speed solenoid.
Variable Geometry Control

The variable geometry control subsystem, includes the VG actuator and the VG servo-valve located within the FMU. The FMU receives an electrical
signal from the in-control FADEC channel to the VG torque motor, which uses fuel as the hydraulic media and translates the electrical signals into
hydraulic positioning of the two VG actuators.
Operability Bleed Valve Control

The operability bleed valve (OBV) control subsystem includes the OBV actuator and OBV servo valve. The OBV receives an electrical signal from the
in-control FADEC channel to the OBV torque motor, which using fuel as the hydraulic media, translates the electrical signal to p osition the valve.
Engine Starting and Ignition Control

The engine starting and ignition subsystem includes the FADEC, two Igni tion Exciters, and associated airframe circuits. The starting sequence is
automatically controlled by the in-control FADEC channel. Under normal conditions the in-control FADEC channel controls ignition firing,
automatically enables fuel flow, and after light-off, sends a signal to the airframe to disengage the starter.
Thrust Reverser Actuation System

The Thrust Reverser Actuation System consists of the thrust reversers, the ac tuators, hydraulic control valves, and position and pressure sensors.
Control of the thrust reverser is initiated by the aircraft Deploy switches on the thrust lever. The FADEC does not have the authority to command the
thrust reversers to deploy, but it does have the authority to override (inhibit), an aircraft command to deploy. This action is taken in the event that the
FADEC determines the aircraft flight/ground condition (WOW) to be inconsistent with thrust reverser deployment. A Ground Maintenance Override of
this function is supported.
The FADEC is also capable of determining that un-commanded thrust reverser deployment has occurred. In this case the FADEC commands the
engine to idle.

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General Control System Architecture

The engine control system is designed with an electrically dual redundant architecture:
Dual FADEC, fault tolerant control with crosstalk communication between FADEC channels.
Dual control sensors for critical input and feedback.
Dual harnesses and connectors for critical signals.
Dual coils on critical solenoids and torque motors.
Single hydro mechanical parts - pumps, valves, actuators.
Dual redundant inputs from aircraft data busses.

Dual redundant air frame hard wired discrete inputs isolated at air frame source
Dual redundant parameter monitoring output to EICAS
Lightning and Electromagnetic Interference Protection

The engine control system is protected against lightning and electromagnet ic interference.
FADEC Interfaces
Thrust Lever Angle (TLA)
The thrust lever assembly, located in the cockpit, includes a thrust control lever (TLA) for each engine. Each thrust control lever provides a dual RVDT
(rotary variable differential transformer) interface to the FADEC for thrust lever position. The FADEC provides excitation and demodulation of the RVDT's.
Each FADEC channel receives one RVDT signal and shares the data with the other channel via the Cross Channel Data link (CCDL) .

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FADEC Discrete Inputs

Due to the low voltage and current levels that the FADEC provides, environmentally sealed gold contact (or similar) switches are used for reliable oper ation
on all discrete inputs. The individual discrete signals are:
Engine ID
The Engine ID identifies the left and right engines. The logic is pins shorted = right engine. The pins are wired in the aircraft harness on the aircraft side
of the pylon.
Engine Shutdown Selector Switch

This signal resets the FADEC Central Processing Unit (CPU), during an in -flight commanded shutdown
Ground Maintenance Override

This discrete overrides the Thrust Reverser Actuation System (TRAS), Ground Relay Logic and energizes the TRAS Ground relay regardless of N2 or
WOW state to facilitate TRAS maintenance.
Application ID 1-6
The FADEC provides six discrete inputs for application/configuration identification. The pins are wired in the aircraft harness on the aircraft side of the pylon.
Weight on Wheels
Main Landing Gear: one proximity sensor signal for each landing gear will be sent directly to the FADEC through a hardwired p ath as follows:
Left Gear to PSEM 2 in MAU 3 for E1

Right Gear to PSEM 1 in MAU 1 for E2
The other proximity sensor signal will be transmitted to the FADEC through the MAU using ASCB and ARINC busses. MAU 3 will use gear signals from
PSEM 2 as well as cross channel data over ASCB from PSEM 1 for WOW truth table inputs; similarly. MAU 1 will use signals from PSEM 1 as well as
signals from PSEM 2 over ASCB. The MAU will transmit 2 ARINC discretes to every FADEC channel - one discrete for left gear sensor (MLG 1), one
discrete for right gear sensor (MLG 2).
Nose Landing Gear: the PSEMs also receive Nose Landing Gear inputs.
The Nose Landing Gear data sent to the FADEC has a Weight OFF Wheels Sense.
Landing Gear Down and Locked
Bleed System information
Thrust Reverser Actuator Lock Switches

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Aircraft Signals to FADEC

Aircraft Mach Number, Mn
Two Mn signals from different aircraft pitot tubes are transmitted over ARINC from the ADCs to the FADEC via the MAU.
Flap Position
Each MAU transmits the averaged flap angle signal to each FADEC channel
Wheel speed
One of two speed indications on each of the two main landing gears is wired to each channel of the Brake Control module (BCM). Each channel of the
BCM sends both values on ASCB to the FADECs via the MAUs (via ARINC).

Radio Altimeter
The Radio Altimeter signal is used for the take-off temperature selection and final approach selection. The Radio Altimeter transmits altitude data to the
MAU via the ASCB bus. The MAU transmits the signal via ARINC to the FADEC.
Air Data System Signal Interface

The aircraft Air Data system transmits TAT, P0, and MN data to the MAU over ARINC. This data is then passed to the FADEC on the FADEC ARINC
Bus.
Takeoff Data Set and Thrust Rating selection

The aircraft Takeoff Data Set (TDS) and Thrust Rating Selector (TRS) cockpit interfaces provide inputs to the FADEC's thrust management control.
Propulsion System Sensors and Signals

NI Fan Rotor Speed
The N1 or fan speed signal is provided from an engine sensor that produces a frequency output proportional to speed. The speed signal is derived from
a 20-tooth wheel on the fan shaft for the CF34-8E application.
N2 Core Rotor Speed

The N2 or core speed signal is provided from the engine-mounted alternator (PMA) mounted on the gearbox. The core speed signal is generated by a
frequency output that is proportional to rotational speed of the PMA.
In addition two N2 speed sensors are installed on the Engine Fuel Pump.

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Propulsion System Sensors and Signalscontinued
T2 Total Ambient Temperature
Each FADEC channel uses four sources of engine inlet temperature data: two engine sensors (T2) and two a/c Air Data System (ADS) signals (TAT).
The engine T2 sensor is a dual wound resistive thermal device (RTD) mounted in the flow stream in front of the fan and well above the engine
centre line with one winding hardwired to each FADEC channel. Each T2 signal is shared with the other channel via the CCDL
T4.5 Inter-Turbine Temperature (ITT)

Five ITT probes, each with two thermocouples (DT's), are arranged circumferentially on the turbine case. One TC from each probe is hardwired to one
FADEC channel where the five DT's are electrically averaged. Similarly, the other TC from each probe is hardwired to the other FADEC channel
and electrically averaged
FMU WF Position
The fuel metering valve (FMV) position is measured by a dual wound linear variable differential transformer (LVDT). Each sign al is shared with the

other channel via the CCDL
VG Position
The variable geometry (VG) actuator position is measured with a d ual wound linear variable differential transformer (LVDT). Each VG signal is
shared with the other channel via the CCDL.
OBV Position
The operability bleed valve (OBV) actuator position is measured by a dual wound LVDT. Each OBV signal is shared with the other channel via the
CCDL.
Thrust Reverser Position

TRAS actuators 3 and 4 have an LVDT and a locked switch that are read by the FADEC. Each LVDT and locked switch signal is shared with the other
channel via the CCDL.
Engine Compressor Discharge Pressure (PS3)

One pressure sense line runs from the combustor case through a strut and forward to the FADEC compartment. The pressure line splits and goes to
each of two P3 pressure transducers, one per channel, mounted on the FADEC. Each P3 signal is shared with the other channel via the CCDL
Engine Inlet Static Pressure (P0)

Each FADEC channel uses four sources of engine inlet static pressure: two engine sensors (PO) and two Aircraft ADS signals. The engine PO sensors
are pressure transducers mounted on the FADEC, one per channel, that sense the pressure in the FADEC compartment. Each engine PO signal is
shared with the other channel via the CCDL. The aircraft signals come from 2 pitot tubes mounted forward on the fuselage, near the cockpit. The Air
Data System transmits the A/C signals over an ARINC data to the FADECs via the MAU.
Alternator Power
Alternator Power from the engine supplied PMA
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Output Signals
Each FADEC channel drives current to three dual wound torque motors to position the:
Metering valve,
VG actuator
OBV.
Also, each channel drives current to two relay coils to activate the thrust reverser Isolation Control Unit, (ICU) and directional Control Unit, (DCU) ground
relays.

Energizing the ICU Ground Relay Driver closes the ICU ground relay contact. This clears the FADEC interlock of TRAS hydraulic power. Energizing the
TRAS Direction/Lock Ground Relay Driver closes the TRAS DCU ground relay contact. This clears the FADEC interlock of the TRAS deploy command.
Each channel also drives current to the Secondary Power Distribution Assemblies, (SPDAs) to activate the igniters. The relays are wired in parallel so either
FADEC channel can independently activate each relay driven function. In addition, each channel drives current to the over speed shut off valve.
The FADEC torque motor, solenoid and relay functions are monitored to detect open or short circuits. If a failure is detected, the FADEC may transfer control
to the stand-by channel. If the stand-by channel is not available or is degraded more than the active channel, then a reversionary mode is used.
Five types of tests are used to monitor output drivers:
Current Monitor - The return path current of the output circuit is measured and compared to the demanded current.
Voltage Monitor - The voltage across the load is measured and compared to a minimum threshold which is a function of the measured current and
the load resistance.
Over current Detection - An over current threshold trip sets a discrete to the software.
GSBIT Test (Ground Start Built In Test - A small test current is applied during GSBIT to check circuit continuity.
Loop Test - Downstream feedback (e.g. LVDT position for WF and VG, N2 for the starter relay) is used to evaluate whether output is having
desired effect.
Control of Torque Motors

For torque motor control, FADEC channels operate in an active/stand-by mode where only one channel is ever in control. The in control logic uses
fault flags from input and output signal fault logic to determine its health. Lo cal and cross channel health are then compared to determine which channel
is healthier and should be in control. Health is shared between channels by the hardwired back up CCDL if the primary CCDL fails.

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Cross Channel Data Link

Each sensor has one coil or element hardwired to one FADEC channel and a second coil or element hardwired to the other FADEC channel. The
channels share the data over the CCDL. The CCDL is a queued serial peripheral interface and is internal to the FADEC.
Data blocks transmitted on the CCDL are validated by the receiving channel with two tests. A check sum test verifies that the data being received has not
been corrupted during transmission. An activity test verifies that the data being received is not stale. In addition, individual signals are tested for parity,
signal status matrix, source destination identifier, and transmission rate.
The CCDL is backed up with a hardwired cross channel capable discrete. Each channel indicates to the cross channel that it is capable by toggling a
single hardwired discrete. This discrete is used to prevent FADEC channels from operating in an active-active or stand-by-stand-by mode when the
CCDL is lost.
Selection Logic General Philosophy

Signal selection logic is used in the FADEC to determine how faults are accommodated. The strategy varies from signal to signal depending on the hardware
configuration, the likelihood of failure, the consequence of failure, and the ability to model the signal. The general strategy for dual signals is:
select the average when both signals are valid.

select the local signal when the cross channel signal is invalid.
select the cross channel signal when the local signal is invalid.
calculate an average weighted toward a preferred signal, such as the maximum or a model, when the local and cross talk signals disagree
select the default when both signals are invalid
T2 Selection
Each FADEC channel uses four sources of engine inlet temperature data: two engine sensors (T2) and two a/c ADS signals (TAT). If either the TAT
heater Fault bit or the TAT Heater Invalid bit is set, TAT data should be ignored.
To minimize the impact of T2 or TAT faults during the takeoff roll, the ambi ent temperature is programmed in the Take-off Data Set. The selection strategy
changes with calibrated airspeed (KCAS), altitude and throttle as described below:
Take-off Use OAT entered from Take Off Data Set, (TDS) for thrust management.
OAT entered from the TDS will be corrected as a function of altitude for a standard atmosphere.
Above 1700 ft ATOA Start using selected T2 value for thrust management.
N1 Selection Logic
The N1 probe has 3 windings, one for each FADEC channel and a third for the EVM. The N1 signals are hardwired to the FADEC and shared
between the channels via the CCDL. If both the local and cross talk N1 signals are invalid in the channel in control, then a modelled N1 value is selected and
the engine will run on the N2 shadow governor resulting in a thrust change of up to +/- 9%.

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Selection Logic General Philosophycontinued
N2 Selection Logic
Each hardwired N2 signal is shared with the other channel via the CCDL so each channel receives four independent electrical core speed inputs.
TLA Selection Logic

Each FADEC channel receives one RVDT signal and shares the data with the other channel via the CCDL.

If an un-isolated soft fault occurs, selected TLA is set to the maximum of local and cross talk signals when in flight or on the ground above 65kts.
Otherwise the minimum of local and cross talk signals is used.
If both local and cross talk TLA signals are invalid in the channel in control, then the selected TLA defaults to the last good value. The default changes to
approach idle when the flaps are down, the landing gear is down and locked, and the aircraft's altitude is less than 15000 feet. The default changes to
ground idle when WOW is true. When the thrust reversers are deployed, selected TLA is used to set reverse thrust.
WF Position Feedback Selection Logic

If both WF signals are invalid in the channel in control, then an engine shutdown is commanded.
VG Position Feedback Selection Logic

If both VG signals are invalid or if there is a large soft fault in the channel in control, then the engine is returned to idle thrust.
OBV Position Feedback Selection Logic

If both OBV signals are invalid, then the OBV is commanded all the way open or all the way closed based on the OBV position demand being greater
or less than 7%.

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Electrical Power Supply

The aircraft provides the following power supplies to the engine control sys tem:
28 VDC power supply to each FADEC channel.

28 VDC power supply for T2 anti-icing.
115V/400 Hz power to each ignition exciter.
Aircraft 28 VDC FADEC Power Supply Interface

Each FADEC accepts a 28 VDC input as an equivalent power supply excitation when the engine alternator (PMA) is not capable of powering the

FADEC. Since the engine mounted PMA does not provide sufficient power to operate the FADEC below 50% N2, the air frame energizes all applicable
busses prior to an engine start to ensure that both FADEC channels are powered.
Each FADEC channel has a dedicated input from the engine permanent magnet alternator (PMA). When the engine speed is greater than 50% N2,
the dedicated alternator input has the capability to provide all electrical power for the FADEC system.
Selection between the aircraft 28 VDC and the PMA power is performed automatically by the FADEC. The FADEC power supply will draw power from
the higher of the two voltages.
T2 Anti-Icing Power
The airframe provides an anti-icing power supply interface for each engine to directly de-ice the engine T2 sensor. The FADEC controls the T2 heater
power by transmitting a command to the MAU over ARINC. The MAU then commands an SPDA to turn the T2 heater power on or off.
The power supply to the T2 sensors is segregated as much as possible to minimize the probability of losing heater power to both engines
simultaneously. The T2 heater current is sensed by the MAU and transmitted to the FADEC via the ARINC data bus. This data is used by t he FADEC
to detect a loss of T2 heater power and to compensate the T2 sensor signal.
Ignition Exciter Power

The aircraft provides 115V, 400Hz power to the ignition exciters. Ignition op eration is controlled by the application of power to the exciter as described
in the ignition system.

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Engine Identification and Configuration

Engine ID
The Engine ID is used in the FADEC to differentiate between Left and Right Engine at power-up. The Engine ID is selected based on a hardwired
discrete for FADEC channel A and B and an ARINC SDI label. Cross channel communication in the FADEC is used to transfer hardwired Engine ID
data to the active channel.
Engine Configuration Plug (ECP)

The Engine configuration Plug (ECP) provides serial data that is read by the FADEC at the time of power up on the ground. The ECP provides
information on the engine serial number, engine thrust rating, hardware configuration, and N1 modification (N1 Trim). The con figuration plug fields
can be programmed using the PMAT programming tool.

Engine Serial Number field - 24 Bits
Engine Configuration field - 12 Bits
Currently, only CF34-8E and CF34-10E baseline configurations will be used. Additional space is reserved for future engine configurations.
Engine Rating field - 6 Bits

N1 Modification field (N1 Trim) - 4 Bits
The FADEC is capable of detecting corrupted data from the configuration plug. The FADEC will store the previous value in NVM and will use the
NVM values for in-flight reset/power-up. FADEC cross channel data will verify that both channels of Configuration data agree, if not, the past value in
NVM will be used to select the configuration data. The NVM will not be updated unless the Configuration Plug data from both c hannels agree.
For FADEC single channel dispatch, the Configuration Plug data and the Non Volatile Memory, (NVM) past value must agree.
Application ID
The FADEC receives six discrete inputs for application identification. Appli cation ID jumpers are installed at the pylon. The first two discretes specify
the aircraft application. The remaining 4 discretes are used for aircraft model specification. The EICAS message, "ENG 1/2 NO DISPATCH" can
indicate a disagreement. The FADEC will store the previous APPID value in NVM and will use the NVM values for in flight reset/power-up. FADEC
cross channel data will verify that both channels of Application data agree, if not, the past value in NVM will be used to select the Application data. The
NVM will not be updated unless the Application data from both channels agree.
ECP Cross Engine Validation

The aircraft MAU will also compare the Engine Ratings from both engines as a validity check. Each engine will provide an ECP Engine Rating from
each FADEC channel. If rating information is not available from at least one channel per engine, the MAU will indicate the appropriate fault to prevent
dispatch.

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Idle Selection Logic

Idle thrust is defined by a minimum core speed setting, a minimum PS3 limit or a minimum fuel flow limit depending on which of the following idle
settings are selected:
Ground Idle (Gil)

Flight Idle (F/I)
Approach Idle (All) / Final Approach Idle
The idle setting selection is based upon altitude, WOW, landing gear down and locked (LGDAL), flap down discrete (FLPDWN), and the state of the thrust

reverser (stowed or un-stowed) signals. The WOW signal will be de-bounced (5 seconds persistence for going from true to false) to prevent spurious
operation during landing.
Any idle condition governed by a minimum core speed setting, a minimum PS3 limit or a minimum fuel flow limit may result in an N1 mismatch between the
engines. The N1 mismatch will persist until the engines transition to N1 control.
Ground Idle
Ground Idle is the minimum thrust setting. It is defined as the maximum of a corrected core speed limit, a physical core speed limit or a minimum fuel flow
level (200 pph).
Flight Idle
Flight Idle refers to the idle setting used in flight (WOW = False) when Approach Idle is not selected. It is determined by either the flight idle corrected core
speed limit, the minimum PS3 limit or the minimum fuel flow limit whichever is most limiting. Flight Idle fan speed varies with altitude and can change as a
function of ECS bleed, and anti-ice bleed requirements.

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Approach Idle
Approach Idle is the corrected core speed setting which ensures acceptable landing go-around transient capability. Approach Idle will be selected
when WOW = False (in flight) and the Approach discrete is set. The Approach discrete is set when flaps 1 or greater or landing gear down and locked
AND altitude is less than 15000 ft.
The Approach Idle corrected core speed reference is a function of altitude. The approach idle is max selected with the minimum PS3 requirements to
ensure that minimum flight bleed requirements are met.
Final Approach Idle

The FADEC sets the Final Approach Idle for altitudes lower than 1200 ft and approach mode configuration. In the final approach idle the FADEC

considers anti-ice off, regardless of the actual anti-ice system status.
Minimum PS3 Limit

The minimum PS3 limit is designed to provide minimum bleed pressure at the fire wall between the nacelle and the pylon for the ECS and All systems.
Under the final approach condition, the PS3 requirement for Wing Anti-Ice will be disregarded when the anti-ice system is active. Therefore adequate
energy for anti-icing may not be available during final approach when anti-icing is selected on.

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Time Limited Dispatch (TLD)

A TLD condition exists when the faults detected by the FADEC indicate a condition where dispatch is allowed, but only for a limited time period
before maintenance is required. The time periods allowed are determined from component reliability predictions and approved by the airworthiness
authorities.
For those FADEC monitored engine items that do not have dedicated EICAS messages, the FADEC calculates the dispatch level based on current
faults detected by the FADEC.
There are 4 defined dispatch levels:

No Go
Short Time up to 150 flight hours
Long Time up to 500 flight hours
Economic A check
The no go dispatch level indicates that maintenance action is required be fore the aircraft can perform a flight. This message is displayed on the
ElCAS display. Multiple long time or short time dispatch faults may combine to set the no go dispatch message.
The short time dispatch level indicates that at least one short time dispatch fault exists. This indication must be noted in the logbook by the pilot and is
allowed to persist for 10 days or 150 flight hours before it must be corrected. This messa ge is displayed on the EICAS display. Multiple long time
dispatch faults may combine to set the short time dispatch message.
The long time dispatch level indicates that at least one long time dispatch fault exists. The long time dispatch message is d isplayed on the MFD
display. Currently, the long time dispatch interval is 500 hours for the CF34 -8E engine.
The economic time dispatch level indicates that at least one economic dis patch fault exists. This dispatch level is included for failures in items that
affect economic items. The means of checking for economic dispatch faults will be to interrogate the MFD-driven Engine Maintenance Page at A
check.
If the EICAS and MFD displays are not showing any CAS or dispatch messages then there is no detected probl em with the engine.
Note that the MAU will also set CAS messages and fault messages for those diagnostics of engine systems that the FADEC cannot do. TRAS fault
monitoring is an example of a system where the FADEC cannot monitor all the signals, but whose failures affect dispatch.

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Engine Limit Exceedance Detection and Reporting

The FADEC includes logic to monitor engine related parameters and detect limit exceedances.
The following parameters are tested for limit exceedance:
N1
N2
ITT
Oil Temperature
Oil Level

Oil Pressure
N1 Vibration
N2 Vibration.
FADEC over temperature is indicated by an EICAS message and as a maintenance message. There is no peak and duration data saved for a FADEC over
temperature event as the FADEC should never exceed the temperature limit.

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Exceedance Data Input to the FADEC

The FADEC must receive a number of parameters from the MAU to allow limit exceedance tracking. The MAU will transmit Oil temperature, Oil level,
Oil pressure, N1 vibe level (front and exhaust frames), selected N2 vibe level (front and exhaust frames) signals, to the FADEC.
The FADEC will then test these signals against the stored limits.
Exceedance Data Storage

Exceedance data is saved in the FADEC and the CMC. Note that multiple exceedances are possible. Exceedance maintenance faults will not be cleared
unless commanded to be reset from the MFD.

The FADEC saves exceedance peak and duration data in its NVM. A minimum of 2 seconds of pre-event data and 30 seconds of post event data will be
saved.
The CMC will save at least 50 exceedance data sets.

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76-20 Emergency Shutdown
General
The emergency shutdown subsystem provides a way of controlling the flow of fluids and air to and from the engine during emergency procedures.
Components
In an emergency situation, the pilot can stop the engine immediately by pulling the fire handle (not rotating). This action stops the fuel flow to the engine and
also stops the flow of fluids and air from the engine to the aircraft sys tems.

Operation
Pulling the related fire handle will stop the engine in an emergency situation. The fuel shut off valve will close, which stops the fuel supply to the engine.
The hydraulic system shut off will also close, isolating the engine side of the hydraulic system from the airframe hydraulic system.
The handle also generates a signal that is sent via the MAU to the Air Management System, which closes the high pressure shut off valve and the na celle
pressure regulating and shut off valve. This isolates the engine air system from the airframe systems.

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77-00 Engine Indicating System
The engine indications are provided on the EICAS display in the center of the main instrument panel . The EICAS display comprises analogue engine
indications, digital engine indications, icons, and crew alerting system (CAS ) messages. The EICAS provides the following engine indications:
N1
ITT
N2
Fuel flow


Oil pressure
Oil temperature
Vibration
Engine thrust rating
ATTCS
Assumed temperature (reduced takeoff)
Ignition
Thrust Reverser
Required power plant instrumentation is closely grouped on the centre console in front of the EICAS display. Also, for the engine main parameters, the
location of identical power plant instruments for the engines is designed to prevent confusion as to which engine each instrument relates by placing left
engine indications on the left of the EICAS page and the right engine parameters on the right of the engine section of the EICAS display. Based on the
location of the instruments described above, the power plant instruments vital to the safe operation of the airplane are plainly visible to the flight crew.
For normal operating conditions for each parameter, the pointer and digits will be coloured green. If the indication becomes abnormal the pointer and
digits will change colour accordingly to either amber or red.
In addition to the EICAS display, engine oil quantity data is presented on the System Status page on the MFD. This is selecta ble via the CCD. The
MFD presents the oil quantity information. This is provided primarily for maintenance purposes, but also as an indication in the event that the oil
pressure and temperature indications on EICAS indicate anomalous conditions in the engine oil system.

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Aviation Troining MAINTENANCE TRAINING MANUAL
77-11 N1 Indicating System
N1 Sensor
The N1 sensor is a magnetic reluctance pick-up that reads the 20 teeth on the number 2 bearing coupling nut. The N1 probe has 3 windings, one for each
FADEC channel and a third for the EVM. The N1 signals hard wired to the FADEC are shared between channels via the CCDL.
N1 signals are treated as a dual signal group and the general strategy for dual signals is used.
If both the local and cross talk N1 signals are invalid in the channel in control, then a modeled N1 value is selected and the engine will run on the N2 shadow

governor resulting in a thrust change of up to - 9%.

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N1 Indication
The N1 indication provides the indication of engine thrust. It also indicates a target thrust and the maximum thrust available in any given mode of operation.
The N1 data is displayed in both analogue and digital form and is supplemented with reference bugs.
Physical N1
There is a pointer display representing physical N1 in%. The pointer is configured as a green needle. In the event of a loss of N1 signal the EICAS will then
remove the pointer from the display until a valid signal is received.
There is a digital display representing physical N1 in %. This is the digital representation of the same data being displayed by the analogue gauge. The

display will normally be green. The display will reconfigure to dashes if the data is invalid.
N1 Rating
N1 Rating is the maximum N1 value for the current engine thrust mode. The N1 Rating bug is displayed as a V-shaped cyan bug on the analogue N1 gauge.
A cyan digital display is provided to indicate the maximum N1 value for the active thrust rating. This is the digital display of the V-shaped N1 Rating bug. The
display is positioned above the N1 gauge for each engine.
N1 Request
N1 Request is the N1 value requested based on the current TLA position. The N1 request therefore displays the pilot command. FADEC may limit the N1
Request value for some conditions, like during thrust reverser operation. The difference between Physical N1 and N1 Request is presented as a cyan arc and
will be shown only during a thrust transient or if the N1 Actual cannot reach the N1 Request.
N1 Red Line
N1 Red line is the maximum allowable value for N1; it is an engine limit. The display will be a red mark in the N1 gauge. Exceedance of this value triggers a
colour change to both the dial and digital read-out.

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N1 WING ANTI-ICE (WAI) Cyan Line

In order to achieve a sufficiently reduced thrust for aircraft descent perform ance during final approach, it is necessary to allow a transient thrust
reduction below a condition that provides the minimum wing anti-ice bleed capability.
N1 WAI Cyan line is set only in icing conditions during final approach with radio altimeter altitude below 1200ft and landing gear lowered or flaps
extended. In these conditions the FADEC will allow the use of lower thr ust levels than is needed to meet the minimum bleed requirements. In this
condition, the FADEC will provide the N1 WAI Cyan line that will indicate the minimum N1 value to meet those bleed requirements. The display will be
a cyan tick mark in the N1 gauge.
If actual N1 falls and stays below the N1 WAI Cyan Line for a certain period of time, the AMS may detect that the wing anti-ice is operating in a low

capacity regime.
The AMS will set a message when there is insufficient wing anti-ice bleed and at this point the sector between the N1 needle and the N1 WAI Cyan
line will be filled in a cyan colour. The digital gauge also changes colour at the same time.

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Engine Thrust Rating Indication

There is a cyan icon at the top of the Engine Indications EICAS display indicating the selected engine thrust rating. Possible thrust modes are: TO-1, TO-2,
TO-3, CON, CLB-1, CLB-2, CRZ and GA.
The selected engine thrust rating is provided by the Thrust Rating Selector (TRS) and it is defined based on phase of flight. The TRS determines If the
current thrust rating is TO, CON, CLB-1, CLB-2, CRZ or GA.
If the selected thrust rating is TO, the FADEC will define if it is TO-1, TO-2 or TO-3.
If the Automatic Take-off Thrust Control System, (ATTCS) is armed and the FADEC detected an engine failure, the FADEC will define that the current thrust

rating is a single engine thrust rating. In this case, if the selected thrust rating is TO or GA, the EICAS will indicate TO 1/2/3 RSV or GA RSV.
During flexible takeoff, an additional indication (FLEX) will be shown before the TO-1/2/3 icon. In this case, the following indication will be displayed on the
EICAS: FLEX TO-1/2/3.
There is only one indication for the thrust rating on the EICAS. If the two engine thrust ratings disagree, the higher thrust rating will be displayed. This
situation can only occur when the selected thrust rating is TO or GA. The takeoff modes are designated as TO-1, TO-2 and TO-3; TO-1 is the higher thrust
mode.
If just one engine is at the "RSV mode", the EICAS will display the RSV icon. If just one engine is at the "FLEX mode", the FLEX icon will not be displayed.
FLEX Temperature Display

A digital display is provided to indicate the assumed temperature value input by the pilot, via the MCDU for the FLEX takeoff. The assumed temperature
is indicated in the top centre of the EICAS display and below the thrust mode and ATTCS indications. The icon is only visible during the takeoff phase.
There will be an additional indication of "FLEX" immediately in front of the takeoff mode. For example, "FLEX TO-1" could be displayed. When the
takeoff phase is exited the flex temperature is no longer used by the FADEC for thrust determination and the indication will disappear. In addition if the
ATTCS is activated then FLEX is also cleared.

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Automatic Take-off Thrust Control System (ATTCS) Display

The display indicates an ATTCS icon when ATTCS is enabled or armed. This indication is active in takeoff mode and go-around only. The icon is
positioned below the thrust mode icon. In the case that the ATTCS is enabled there will be a white indication of "ATTCS" just below the thrust mode. If
the ATTCS is armed (TLA at TO/GA position) then the ATTCS indication will become green. In the case of an engine failure and ATTCS being
triggered the "ATTCS indication will disappear and the thrust mode will change to "TO -1 RSV", "TO-2 RSV", "TO-3 RSV" or "GA RSV.

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Engine OFF Indication

An indication is provided on the EICAS display to indicate when an engine has been shut down by pilot action in flight. The indication comprises the
icon "OFF" in blue letters in the centre of the associated engine N1 dial.
Engine FAIL Indication

An indication is provided on the EICAS display to indicate when an engine has been flamed out or shut dow n without pilot action. The indication
comprises the icon "FAIL" in amber letters, shown in inverse video, in the centre of the associated engine N1 dial. In addition there is an associated CAS
message.

Engine Windmilling Indication
An indication is provided on the EICAS display to indicate when the FADEC has detected an engine flame out condition and the Air Turbine Starter is
not turned on and the engine has not been returned to its running condition. The indication comprises the icon "WML" in green letters positioned
below the ignition icon to the outside of the N2 display.

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77-12 N2 Indicating System
N2 Sensor
Each FADEC channel receives an N2 signal from a magnetic reluctance pick-up that reads the eight teeth on a special gear on the fuel pump shaft. Each
FADEC channel also determines N2 from the three phase alternator windings, which provide a source of electrical power in addition to the aircraft battery
bus.
Each hard wired N2 signal is shared with the other channel CCDL so that each channel receives four independent electrical core speed inputs.

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N2 Indicating
Digital display
For N2, data is indicated only via a digital display on EICAS. The indication will provide a digital display representing N2 in%. If the N2 signal becomes
invalid the display will reconfigure to dashes.
N2 Red Line
An exceedance of the N2 red line value triggers a colour change to the dig ital read-out.

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77-21 Fan Inlet Temperature Transmitter
T2 Sensor
The engine T2 sensor is a dual wound resistive thermal device (RTD) mounted in the flow stream in front of the fan with one winding hard wired to each
FADEC channel. Each T2 signal is shared with the other channel via the CCDL. The FADEC commands the SPDA to apply aircraft electrical power to the T2
heater coil when required.
The raw T2 engine signal is compensated for self-heating and Anti-icing sensing errors.

Each FADEC channel uses four sources of engine inlet temperature data:
two engine sensors (T2)

two a/c ADS signals (TAT)

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ITT Indicating System
T4.5 System
Five ITT probes, each with two thermocouples (TCs), are arranged circumferentially on the turbine case. One TC from each probe is hard wired to one
FADEC channel where the five TCs are electrically averaged.
Similarly, the other TC from each probe is hard wired to the other FADEC channel and electrically averaged.
Each hard wired signal is shared with the other channel via the CCDL.

If both local and cross-talk T4.5 signals are invalid, the channel will declare its T4.5 ARINC output to be failed so the pilot will see dashed lines on the cockpit
display.

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ITT Indicating
ITT is displayed in both analogue and digital form. The indication provides a method of detecting engine deterioration or fai lure conditions.
Analogue Indicator
The indication consists of a pointer display representing ITT in degrees C. In the case of invalid ITT data the pointer is removed from the display.
Digital Display
The ITT digital display uses the same data source as the analogue display and will reconfigure to dashes if the data is invalid.

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ITT Amber Line

The ITT amber line will be displayed on the EICAS only in-flight after the end of the takeoff phase and the takeoff rating redline will be hidden. This limit
corresponds to the Maximum Continuous (CON) ITT amber line.
The takeoff redline will be shown in flight if the ITT goes above the CON limit. The CON limit becomes a red line, if the ITT stays above this limit for
more than 2 minutes.

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ITT Red Line

The ITT red line is visible as a red tick mark at the exceedance limit on the indicator arc. Exceedance of this value triggers a colour change to both the
dial and digital read-out.
The ITT red line has been established to protect the engine capability to achieve maximum rated thrust. The maximum redline for the turbo-
machinery is defined as 1006 degrees C for 2 minutes. After 2 minutes the ITT redline is stepped down to the 3 minute redline. This stepped
redline allows maximum advantage in terms of ITT margin as a result of the normal ITT overshoot during takeoff and go-around thrust setting.
The ITT redline philosophy considers the requirement to indicate both the normal takeoff ITT redline (all engines operating) and the maximum rated
takeoff ITT redline (one engine inoperative). The go-around rating with 0EI is the maximum rated takeoff thrust, therefore, in any flight, regardless of

the selected takeoff mode, the highest achievable thrust level is the maximum rated takeoff thrust. Therefore, the ITT displa y will indicate the ITT
redline required to protect the capability to achieve the maximum rated takeoff thrust (even if the single engine takeoff thrust rating provides a
lower thrust). This approach ensures the engine indication always clearly identifies the margin to perform a single engine takeoff or single engine
go-around.
If a flexible takeoff is selected the engine redlines remain at the full thrust takeoff limits.
In order to minimize pilot interpretation problems only one redline will be displayed on EICAS. During takeoff roll (until V 1), the lowest ITT redline for
the selected takeoff mode will be shown, in order to indicate the engine margin to reach the maximum takeoff rating of the engine. If this limit is
reached then the pilot will perform the rejected takeoff procedure.
After V1, the highest ITT redline Operating Engine 1/ 2 (0E1 2 minute limit) will be shown. From this point there is no procedure to perform a rejected
takeoff and the maximum ITT limit is applicable. During go-around, the maximum takeoff rating redline will be displayed. After 5 minutes at takeoff or
go-around thrust the ITT redline is reduced to the maximum continuous redline.
When the engine is not running and the aeroplane is on the ground, the ITT ground start limit is displayed. If the aeroplane is in flight and the engine
is not running, the in-flight ITT limit will be displayed.

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Warning Messages
ENG 1(2) REV DEPLOYED

Message Type: Warning
Meaning: Thrust reverser has deployed without pilot command or has not stowed when commanded to stow. Set also if all 3 lines of defense
against deployment have failed, or if the FADEC cannot determine the T/R position. FADEC pulls the engine back to idle.
Inhibit conditions: Not inhibit.
Caution Messages

ENG 1 (2) OIL LO PRESS
Message Type: Caution
Meaning: Low pressure has been detected in the engine lube oil system. The lube oil pressure switch is monitored by the MAU. When the pressure
falls below the set point, the switch contacts close. The EICAS clutter display will be tripped to show oil pressure, tempera ture and vibration
indications.
Inhibit conditions: Takeoff and landing phases.
ENG 1 (2) FADEC OVERTEMP

Meaning: Indicates a FADEC LRU over temperature condition.
ENG 1 (2) START VLV OPEN

Meaning: This message provides an indication of the starter air valve in the fully open position when commanded to be closed.

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ENG EXCEEDANCE
Meaning: This message is displayed on the ground if an exceedance of an engine operating limit was detected during the previous flight.
Inhibit conditions: Takeoff, climb, cruise, approach and landing phases.
ENG 1 (2) ENG OIL LO LEVEL

Meaning: Engine oil level below sufficient level to continue the flight with worst case oil consumption.

ENG 1 (2) NO DISPATCH
Meaning: FADEC has detected a no dispatch fault condition. Set on ground only.
ENG NO TAKEOFF DATA

Meaning: Takeoff data has not been successfully entered. Set on ground only.
ENG 1 (2) REV PROT FAULT

Meaning: Set if a reverser fault is detected that does not inhibit reverser operation. Set by sense and switch failures. Set also from MAU logic if the
reverser is pressurized while in forward thrust, or in flight.
Inhibit conditions: Takeoff, climb, cruise, approach and landing phases. Message not displayed if reverser is locked out.
ENG 1 (2) TLA FAIL

Meaning: Indicates dual RVDT thrust lever failure
Inhibit conditions: Takeoff phase.

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ENG 1 (2) FAIL

Meaning: Indicates an un-commanded engine shutdown or flame out has occurred. The "FAIL" indication in the associated N1 dial on EICAS will also
be set.
Inhibit conditions: Takeoff.
ENG 1 (2) CONTROL FAULT


Meaning: Indicates that the pilot may be unable to modulate thrust or that the throttle should be moved slowly or that the engine will respond slowly.
ENG 1 (2) T2 HEAT FAIL

Meaning: The T2 heater has failed to turn on. Potential engine operability problem. If the message occurs in flight then icing conditions should be
avoided.
ENG THR RATING DISAG

Meaning: The two engines thrust ratings structures are different. Indicates asymmetric thrust is possible.
ENG TLA NOT TOGA

Meaning: TLA not at TO/GA position during takeoff and/or go-around phases.
Inhibit conditions: Cruise and landing phases.

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ENG 1 (2) FUEL IMP BYPASS

Meaning: Indicates fuel filter impending bypass is occurring.
ENG REF A-I DISAG

Meaning: Indicates a disagreement between the reference anti ice input and the actual anti ice bleed configuration.
Inhibit conditions: Power-up, takeoff, climb, cruise, approach and landing phases.

ENG REF ECS DISAG
Meaning: Indicates a disagreement between the reference ECS input and the actual ECS bleed configuration.
ENG 1 (2) REV FAIL

Meaning: Indicates the reverser is not available and is to be locked out to prevent unexpected operation. Set by a pre -flight TRAS pressure or by a
direction valve relay test failure. Set also by loss of 28V supply from SPDA or if one of the locks has failed in the "locked" position. Message is inhibited
by the inhibit lever switch.
ENG 1 (2) REV TLA FAIL

Meaning: Thrust lever idle stop has failed.
ENG 1 (2) FUEL LO PRESS

Meaning: Fuel pressure is low. The low pressure switch is tripped.

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A-I ENG 1 (2) FAIL

Meaning: Indicates NAI valve is closed when value is commanded open.
Advisory Messages
ENG 1 (2) FUEL SW FAIL

Message Type: Advisory
Meaning: Indicates fuel filter impending by-pass switch is set to "bypass" when the engine is not running or the fuel pressure switch is stuck in the
pressure position. Fuel pressure switch indicates the pressure is not low when all fuel pumps are off.
ENG 1 (2) OIL SW FAIL

Meaning: Oil impending bypass switch or oil pressure switch failure is detected.
ENG 1 (2) FADEC FAULT

Meaning: There is a loss of ARINC communication from the FADEC to the MAU.
ENG 1 (2) OIL IMP BYPASS

Meaning: Indicates oil filter impending bypass. The EICAS clutter display will be tripped to show oil pressure, temperature and vibration indications.

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ENG 1 (2) SHORT DISPATCH

Meaning: FADEC has detected a short time dispatch fault condition.
A-I ENG 1 (2) LEAK

Meaning: This message provides an indication of leaking from NAI duct.

ENG TLA TRIM FAIL
Meaning: Selected Sync function is unavailable due to an internal failure or a required input failure. AT function is available
Status Message
ENG 1 (2) TLA NOT IDLE
Message Type: Status
Meaning: The message is required for two different scenarios. Firstly, if the engine is being started and TLA is not at idle then a higher than
expected thrust will be reached. Secondly, if the pilot attempts an eng ine shutdown when TLA is not at idle then the FADEC will inhibit the engine
shutdown command.
Inhibit conditions: No inhibit.
ENG 1 (2) REV INHIBIT

Meaning: Indicates that reverser has been locked out by maintenance action.
Inhibit conditions: Takeoff, cruise and landing phases.

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ENG TDS REF A-I ENG

Meaning: This message will be presented to assure to the pilot that the FADEC has selected the correct takeoff performance chart, according to
TDS input. The FADEC is considering anti-ice bleed extraction only to the engine air inlet anti-ice system.
ENG TDS REF A-I ALL


Meaning: This message will be presented to assure to the pilot that the FADEC has selected the correct takeoff performance chart, according to
TDS input. The FADEC is considering bleed extraction to both engine air in let and slat anti-ice systems.
Inhibit conditions: takeoff, climb, cruise, approach and landing phases.
A-I ENG 1 (2) VLV OPEN

Meaning: Indicates the anti-ice valve is open.

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77-31 Engine Vibration Monitoring System
General
The Integrated Engine Vibration Monitoring system (IEVM) monitors vibrations from the N1 and the N2 rotor by accelerometers mounted on the engine by
extracting 1 per revolution vibration levels. The speed signals driving the centre frequency of the tracking filters are provided by the speed pickups N1 and
N2. Once per revolution signal is also processed in order to compute LP Rotor engine imbalance (phase and displacement). Vibration levels are transmitted
to the cockpit for engine vibration indication.
The complete Engine Vibration Monitoring System comprises one IEVM in MAU3, two (2) accelerometers per engine, two (2) speed pick-ups, the aircraft

wiring and the cockpit display.
There are two transducers on the engine: one is fitted on the front frame bearing case and the second is fitted at the HP turbine flange. The two transducers
allow the possibility of two-plane trim balancing in order to improve the cabin noise. For each transducer, its signal is compared with dedicated N1 and N2
speed signals to determine the tracked LP and HP vibration levels. This gives a total of four vibration values:
LP tracked vibration at the front frame bearing case

LP tracked vibration at the HP turbine flange
HP tracked vibration at the front frame bearing case
HP tracked vibration at the HP turbine flange.
The display will indicate the higher of the two measurements of LP tracked vibration. Similarly, the display will indicate the higher of the two HP tracked
vibration measurements.
There is a digital read-out display representing the digital value of the LP and HP vibration signals. If there is an exceedance of any amber limit, the digital
display will be shown in inverse video, that means the box assumes the amber colour and the digits turn black.
The vibration display will use non-dimensional vibration units. This allows the vibration signals from each of the two sensors for the LP vibration to be
presented on the same display. The signals are scaled such that the range and threshold from the front sensor is aligned with that from the rear
sensor. Similarly the HP signals are also scaled in the same way.

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Engine N1 Speed and Vibration Data Monitoring

and Recording
The Integrated Engine Vibration Monitoring system consists of the front accelerometer, mounted on the front frame assembly to compressor case flange, the
aft accelerometer, mounted on the combustion chamber frame to low pressure turbine case flange, the N1 or fan speed, speed pick-up sensor, the N2 speed
pick-up sensor, which in this case is performed by the PMA and the IEVM module which is located in the MAU 3.
Up to 6 engine-balance flight-histories are stored within the non-volatile memory (NVM). For each new flight, the unit computes temporary accumulative
averages for the following engine vibration data:

N1 Vibration Amplitude: mils. D.A.
N2 Vibration Amplitude: mils. D.A.
Phase: degree
N1 Speed:% RPM
All measurement will be made during a time window being at least 5 seconds in length and as long as the following stability-criteria hold true:
N1 Speed is stable within 1.0% N1

Vibration amplitudes are stable within 0.2 mils D.A.
Phase is stable within 10 degrees
The IEVM has the capability of calculating a fan only and a combined fan/ LPT correction solution. The solution should be the weighted average of the
various speed points collected. In the case of an accelerometer failure, the correction solution can be given for the other accelerometer but it must be noted
as an accelerometer is inoperative. The IEVM uses only the data stored in the Engine Balance Flight History related to one of the last 6 flights.
The IEVM has the provision to specify installation of new balance weights on the FAN, LPT, or FAN & LPT.

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Indication
The system permanently monitors the engine when running and sends its signals to the cockpit. Indication on the EICAS consists of one indicator for
each engine, and is divided into N1 and N2 scales. The indication is shown in green from 0 to 3.99 units and in amber from 4 up to 5 units. ln case the
IEVM values are higher than 5 units, the maintenance computer and flight data recorder are able to continue recording vibration levels up to 10 units.
Cold Trim Balance

A Cold Trim Balance is a procedure where a fan trim balance is conducted between flights from data acquired in flight which requires no high speed vibration
verification run prior to dispatch (LPT correction is not an option). It is an excellent tool for maintaining very low fan or N1 vibration levels on an airline's
fleet in an economical and timely manner.

The following guidelines are the preliminary recommended limitations for adding correction weight to the fan while conducting a Cold Trim Balance
Cold Trim Balance should be conducted only when the engine maximum acquired vibration level is at 50% or less of the IEVM vibration alert level.
The amount of allowable trim weight correction to the fan should be equivalent to a delta vibration response of 25% or less of the IEVM
vibration alert level.
Vibration Fan Trim Balance data (amplitude and phase) will be obtained dur ing flight at selected speed/power points. Previously generated 1st shot
generic Fan trim balance coefficients will be applied to these readings and a weighted solution will be calculated from the IEVM software. The corrected
weight solution will be converted into a weight map for maintenance personnel. This weight map considers:
the weights already in the spinner

the optimum correction to minimize maintenance time to install
the final weight map (with existing and new additions) must not exceed the recommended maximum sp inner weight requirement.
The max capacity weight limit is 80 gms for the fan and 10 gms for the LPT.
Fan Trim Balance Locations

There are 28 equally spaced holes, numbered from 1 to 28 in a counter-clockwise direction when viewed forward looking aft. Normal engine rotation:
counter-clockwise forward looking aft. The reference "B" blade shall always line-up with one per revolution signal.
LPT Trim Balance Locations

94 equally spaced stage 6 LPT blades, numbered from 1 to 94 in clockwise direction when viewed aft looking forward. Each blade can accept one
balance clip attached to its aerofoil and outer shroud platform. Normal engine rotation: clockwise aft looking forward.

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CMC Balance Solution Indication

The calculated Balance Solution can be reviewed using the CMC.
In the TEST Menu Chapter "77 Engine Indicating" has to be selected and then "Balancing Process".
This will bring you to the next page where the engine 1 or 2 can be selected by the "yes" or "no" button.

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CMC Balance Solution Indication Continued

After the engine has been selected, the vibration values for the forward and aft vibration accelerometers are indicated together with the flight leg
number. Different flight legs can be reviewed by selecting the "next" or "previous" Imbalance Da ta Buttons.
By selecting the forward button, the IEVM will calculate the balance solution with the indicated data (this will take a few s econds).

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CMC Indication Continued

Finally the result will be shown and the necessary balance weight is indicat ed that has to be installed at the aft spinner for balancing of the FAN.
In addition the individual weights are listed together with the position at the aft spinner in relation to the Fan Blade.
This balancing solution has to be confirmed with the "confirm" button if the weights will be installed at the aft spinner.

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78-00 Engine Exhaust System
Introduction
The exhaust system of the engine discharges the primary and bypass air from the propulsion system.
The exhaust system includes the nozzle and the thrust reverser system.
Primary air is the air which enters the engine near the fan blade platform, continues through the high pressure compressor, the combustor, the high and low
pressure turbines, and then is accelerated and exhausted to atmosphere through the primary nozzle.

The inner wall of the primary nozzle and the outer wall of the centre body form the primary nozzle flow path.

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The By-pass Air

The bypass air, discharged from the outer portion of the fan and is approximate ly 4/5 of the total airflow, bypasses the core engine and flows through
the thrust reverser to atmosphere.
In the forward thrust mode, this bypass air is accelerated and exhausted aft to atmosphere by the fan nozzle, which is the duct of the thrust reverser,
formed by the inner wall of the thrust reverser's translating cowl and the out er surface of the inner fixed structure.
In the reverse thrust mode, the transcowls are deployed aft to block the fan nozzle. The fan air is then directed radially ou tward through the cascades
exposed by the translating cowl, which directs the fan air toward the front of the engine.

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The Primary Exhaust Nozzle

The primary exhaust nozzle consists of a conical nozzle and a centre body, which both provide the necessary core engine exhau st area.
The nozzle trailing edge is scalloped to assist in mixing the f an and core flows, which helps to reduce exhaust noise.

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The Thrust Reverser Assembly

The thrust reverser assembly forms the fan airstream exhaust nozzle when stowed, and reverses the direction of the fan airstr eam when deployed. It
has two halves that are hinged to the aircraft pylon at the top, and latched together at the bottom to permit opening the thrust reverser for engine
access or removal.
Both the fixed structure and the transcowl halves are latched together.
Each thrust reverser half forms the inner and outer surfaces that direct the fan air stream and contains the translating cowl, cascades, actuators, and
necessary structural components.

When deploying, the translating cowl is driven aft, blocking the fan air passage and exposing the cascades that direct the fan air stream outward and
forward.

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78-10 The Primary Exhaust System
Introduction
The primary exhaust system provides a fixed area annulus for exhausting the core engine gas stream flow, and provides a continuation of the aerodynamic
cowling from the aft core cowl interface.
It consists of:
a primary nozzle, which attaches to the turbine frame outer flange, and
a Centre body, which attaches to the turbine frame hub flange.

The Primary Exhaust Nozzle
The primary exhaust nozzle assembly contains a forward flange for attachment to the engine turbine frame outer flange, and a conical section sheet
metal skin welded to the forward flange.
A fire shield is also incorporated into the nozzle assembly at the 12 o'clock position.
The nozzle has a chevron design which helps to reduce the engine core noise levels. In order to ensure pylon sealing, no chevrons are located at
the 12 o'clock position.
The Centre body

The primary exhaust nozzle center body contains a forward flange for attachment to the engine turbine frame hub flange, and a formed sheet metal
conical section with internal stiffeners joined to the forward flange.
The aft end of the center body is open, to exhaust the core compartment ventilation air to atmosphere.

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78-30 Thrust Reverser
Introduction
The thrust reverser assembly is located directly aft of and is clamped to the aft fan case. It forms a duct for fan exhaust air when the left and right
assemblies are latched in place.
Each thrust reverser half consists of a fixed structure that supports the trans-cowl, houses the cascades, and contains the thrust reverser actuation
system.

In the forward thrust configuration, the transcowl is stowed, covering the cascades. In the reverse thrust configuration, the transcowl is in the aft,
deployed position blocking the fan duct and exposing the cascades. Each transcowl is attached to its fixed structure half by an upper and a lower rail and
the actuators, and is connected together by a set of two latches at the 6 o'clock p osition.
The thrust reverser set is used to deflect and redirect the fan air stream, so as to create a reverse thrust component.
Each thrust reverser half is operated by two hydraulic actuators pressurized by the aircraft hydraulic system. The actuators extend when reverse is
selected, and drive the transcowl aft along tracks on the upper and lower beams of the thrust reverser fixed structure.
Appropriate interlocks and position sensors, which indicate the position of the transcowl to the flight crew, ar e incorporated in the system.

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The Thrust Reverser Structure

The thrust reverser structure, located immediately aft of the fan cowl, forms a bifurcated duct for the fan exhaust air when the left and right halves are latched
in place. Each thrust reverser half consists of a fixed structure that supports the trans-cowl, houses the cascades, and contains the TRAS (Thrust Reverser
Actuation System).
In the forward thrust configuration, the transcowl is in the (stowed position) covering the cascades. In the reverse thrust configuration, the transcowl is in the
aft position (deployed position) blocking the fan duct and exposing the cascades.
The main components of the thrust reverser structure are:

The fixed structure
The transcowl
The Fixed Structure Consists of:
An upper beam with three hinges, the guide shoe for the upper transcowl keeper, and the upper slider guide.
A lower beam with three latches, the guide shoe for the lower transcowl keeper, and the lower slider guide.
A front frame that supports the TRAS components.
The IFS (Inner Fixed Structure) that surrounds the engine core.
The six removable cascade boxes bolted to each other on the front frame.
The upper and lower bifurcation walls.
The IFS is a one-piece curved panel connected to the 12 and 6 o'clock beams with the upper and lower bifurcation panels. lt constitutes the forward part of
the engine core cowl .When the thrust reverser is closed, the pressure loads on each side are balanced through the bumpers (two upper and two lower) and
the fourth latch of the reverser, attached to the IFS aft end at 6 o'clock.
The IFS is internally lined with thermal blankets and forms the forward part of the engine core compartment fire barrier. A fireproof seal assures non-
propagation of fire out of the fire zone. A duct on the left side maintains within acceptable limits the temperature of the oil of the IDG (Integrated Drive
Generator) mounted on the engine accessory gearbox. An opening on the right side cools and ventilates the engine core fire zone and engine accessories.
Translating Cowl
Each transcowl is attached to its fixed structure half by an upper and lower rail. Two actuators are connected to each transcowl half by actuator fittings
fastened to the inner skin. The two transcowls also comprise an access door for access to the central IFS latch.

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The Thrust Reverser Actuation System (TRAS)

The thrust reverser actuation system positions the translating cowls of the thrust reverser in response to commands from the Full Authority Digital Engine
Control (FADEC) and aircraft electrical circuits. The TRAS has two operational positions:
Cowls stowed and locked (forward thrust position),

cowls deployed (reverse thrust position).
The Thrust Reverser Actuation System (TRAS) consists of the following major components:
Two Synchronized Locking Actuators (SLA)

Two Synchronized (non-locking) Feedback Actuators (SFA)
One Isolation Control Unit (ICU)
One Direction Control Unit (DCU)
One Electro Hydraulic Cowl Lock (EHCL)
One set of 3 synchronizing cables
The manual drive assembly
The flex tube assembly.
The TRAS is a synchronized linear system of hydraulic actuation with associated hydraulic and electrical devices necessary to control and monitor its
movement. ln response to a TLA (Thrust Lever Angle) command, the TRAS actuates the transcowls by means of the electrical circuit and the FADEC enable
logic. The TRAS has four hydraulic actuators and one electro-hydraulic cowl lock to make sure that the transcowls are safe locked. The TRAS uses the
pressure from the hydraulic system to deploy and stow the transcowl during engine reverse thrust operation.
Each transcowl has two actuators one SLA (Synchronized Locking Actuators) and one SFA (Synchronized Feedback Actuator) to move the cowl from
deployed to stowed position and vice versa.
One of the actuators is equipped with a lock mechanism and the other has a position feedback sensor (LVDT) which sends the transcowl position to
the FADEC. One ICU (Isolation Control Unit) and one DCU (Direction Control Unit) control all four actuators.
A triplex locking system prevents un-commanded deployment of the trans-cowl. It consists of two actuator locks and one independent cowl lock
(EHCL (Electro-Hydraulic Cowl Lock)).Each lock is capable of holding the load generated by the four actuators.
The ICU isolates the thrust reverser actuation system from the aircraft hydraulic supply. The DCU provides hydraulic control of the actuators and
cowl lock. The cowl lock (EHCL) unlocks independently when it receives a deployment signal.

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The Synchronized Locking Actuators (SLA) and

Synchronized Feedback Actuators
The two translating cowls are actuated by two synchronized locking actuators and two synchronized feedback actuators. There is one of each hydraulic
actuator installed on each half of the thrust reverser front frame.
All four actuators are synchronized by three flexible shafts located inside two synchronization tubes and one flexible tube.
The Synchronized Locking Actuator (SLA) has an internal lock mechanism that can be released by a manual unlock handle.

The two SLA, together with the independent cowl lock, prevents an un-commanded deployment of the transcowl. The SLA has a simplex lock switch that
provides lock status information, and an internal lock mechanism that can be released by a manual unlock handle.
The Synchronized Feedback Actuator (SFA) has no internal lock, but is in design and construction similar to the locking actuator. The SFA has a feedback
mechanism, consisting of a Linear Voltage Displacement Transducer (LVDT) actuated by a rod attached to the lead screw that provides the position of the
transcowl to the FADEC.

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The Thrust Reverser Manual Drive
A manual drive is used to deploy and stow the thrust reverser transcowl during maintenance. The manual drive is installed in the head side of the
locking actuator on the right half of the thrust reverser front frame.
During manual drive deployment of the thrust reverser, the locks in the locking actuators and the cowl lock, have to be unloc ked manually by release
levers on each of the locks.

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The Electro-Hydraulic Cowl Lock (EHCL)

The Electro-Hydraulic Cowl Lock (EHCL) unlocks independently when it receives a deployment signal through the EHCL Solenoid.
It prevents, together with the other two actuator locks, an un-commanded deployment of the transcowl.
The EHCL is installed on the left half of the thrust reverser front frame, downstream of the DCU.
The EHCL incorporates a mechanical unlock device to allow manual thrust reverser deployment via the sync hronizing shafts.

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The Isolation Control Unit (ICU)

The ICU isolates the thrust reverser system from the aircraft hydraulic supply. The ICU contains an isolation valve, which is normally held in a closed
position by a spring. When closed, all components are at return pressure.
The isolation valve is moved by the normally closed solenoid valve, which then directs pressurized oil to the pilot area of the spool, positioning the
valve so that pressurized oil is allowed into the rest of the system.
For engine maintenance the valve may be locked in the closed position by an inhibit lever. The lever positions a stop for the valve a nd may be locked
in both states by a pip pin.

The ICU is installed on the left half of the thrust reverser, above of the locking a ctuator.

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The Directional Control Unit (DCU)

The DCU provides hydraulic control of the actuators and cowl lock. The direction control valve has two positions - stow and deploy.
The valve is normally held in the stow position by a spring.
The DCU incorporates a normally closed, single coil solenoid valve. When energized, the solenoid valve allows pressure to the cowl loc k circuit,
which disengages the cowl lock and provides a pressure signal to the direction valve so that it moves to the deploy position.
The DCU is installed on the left half of the thrust reverser, between the cowl lock and locking actuators, downstream of the ICU.

The Ground Maintenance Override Unit (GMO)
For Maintenance purposes the Thrust reversers can be moved hydraulically even when the engine is not running. Therefore a Ground
Maintenance Override switch (GMO) is installed on each power plant. Thrust Reverser movement is initiated by the thrust levers.
The GMO (Ground Maintenance Override) is a momentary pushbutton switch, that is actuated by ground personnel, and interfaces with the
FADEC.
The GMO allows safe deployment of the transcowl when maintenance action is required. The GMO switch is installed on the aft bulkhead of the inlet
cowl at 9 o'clock.
The GMO is a momentary pushbutton switch that causes the FADEC to close the hydraulic power and the direction/lock contacts.
This switch only needs to be true for one FADEC channel; however, it is also interlocked with engine speed N2 (Core Rotor Speed) < 9,5% of
17.820 rpm), Mach Number and TLA.
The GMO will be failed if it remains true for more than 2 minutes. This fault will be cleared after the GMO switch is set false for 30 seconds. This is
intended as a maintenance safety precaution since it does not allow the GMO swi tch to be on without someone present to operate it.

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The Thrust Control Quadrant and Inputs

The thrust reverser is controlled from the cockpit through a thrust reverser control, integrated into the Thrust Control Quadrant (TCQ).The TCQ allows
the thrust reverser to be deployed or stowed by hydraulic actuators mounted in the thrust reverser.
The FADEC receives the required inputs such as WOW, wheel speed, and Thrust Lever Angle (TLA) from the aircraft systems, and activates
the ground relays when all signals are correct for reverse thrust.
To deploy the thrust reversers, the pilot commands thrust reverser deployment, by lifting the Idle Stop Trigger on the thrust lever and moving the lever into the
reverse position.

The thrust lever is installed on the control pedestal in the cockpit. The TR triggers and micro-switches are used to control the stowage and deployment of the
TR.
The aircraft idle stop solenoid, inhibits the pilot's capacity to set the TLA below idle before the WOW input indicates that the aircraft is on the ground.
The solenoid is powered by the SPDA and is energized when the WOW is true on ground.
Once the thrust lever is retarded into the reverse range of the quadrant, the cowl lock and DCU are energized, which enables the thrust reverser to be
deployed.
To prevent asymmetric deployment when both TLAs are below reverse idle, the FADEC keeps reverse idle power until both TRs are fully deployed. ln a
situation where the pilot wishes to deploy only one TR, the pilot can pull back the thrust control lever for that engine, but not for the other engine and the
commanded engine goes to the reverse thrust if it is deployed.
If the idle stop solenoid fails, a CAS (Crew Alerting System) message is shown.
For Maintenance purposes a Ground Maintenance Override is installed.

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Thrust Reverser System De-energized

When the thrust reverser system is in the de-energized state the actuators are at rest in the flush, stowed position.
All electrical signals are removed and all locks are engaged.
Clearance in the cowl lock ensures it is unloaded during normal operation.
The ICU isolates the hydraulic supply so that all system components are at return pressure.

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The Thrust Reverser Deploy Sequence

The thrust reverser deploy sequence has two distinct phases:
over stow, and

extend
When the thrust lever is selected to the reverse position, simultaneous elec trical signals are sent to release the Electro-Hydraulic Cowl lock (EHCL)
solenoid and to operate the ICU and DCU solenoid valves.
Movement of the isolation solenoid valve initiates three actions:

Pressure is directed to the DCU
pressure is directed to the retract area of all actuators
A "pressure on" signal is generated by the ICU pressure switch.
When pressure is applied to the rod ends of the actuators, they retract to the over stow position where the cowl lock and actuator internal locks may
be released.
The DCU solenoid valve directs fluid to the cowl lock circuit. As pressure increases, the Electro -Hydraulic Cowl Lock releases and allows pressure to
the DCU control valve spool.

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Cowl Lock Release

When the EHCL solenoid (mounted on the DCU) is activated, fluid is ported to the cowl lock circuit.
As pressure to the EHCL increases, the EHCL releases and ports pressure to the DCU solenoid that is mounted on the EHCL. This solenoid will have
been energized already and will port pressure into the direction valve pilot to shuttle it to the deploy position. This ensur es that the cowl lock is
released prior to the actuators being commanded to extend.

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The Thrust Reverser Deployment

Movement of the direction control valve spool valve permits pressure to the extend areas of the actuators. As pressure increa ses in the actuator head
chambers the internal lock piston is pulled back against it's spring and return pressure.
The spring and lock piston areas are configured such that the internal lock is released prior to actuator movement in the extend direction.
Full pressure then moves the translating cowls to their full deployment. The nut attached to the hydraulic piston ensures that the linear actuator

movement, causes the internal lead screw to rotate. This in turn drives the worm wheel in the actuator head.
The worm wheel in each actuator is connected to its neighbour, via flexible cables running within the extend hydraulic pipes. The efficiencies of
the screw, worm gears and shafts, act to retard a leading actuator.
ln this way all actuators are restrained to move in unison. As the cowls approach full deployment, the actua tor snubbers engage and flow from the rod
chambers is restricted to decelerate the actuators and therefore minimize impact loads.
The ICU remains energized, while the reverser is in the fully deployed position as this increases the rigidity of the actuato rs and maintains a force in
the deploy direction. This protects the system against wear, due to buffeting loads on the transcowls generated by the spoole d up engine thrust.
ln the event that the FADEC detects that the reverser has moved away from the ful ly deployed position without command, it will issue a command
to de-energize the ICU and allow the system to be re-deployed under aerodynamic loads, so that two system failures are required to result in an
un-commanded re-stow.

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Thrust Reverser Stowage

When the thrust lever is pushed to forward idle or above, the TR stowage is initiated. To stow the cowls, the FADEC commands de-energization of
the DCU solenoid (which is mounted on the EHCL).
The direction valve then returns to the stow position, under influence of spring and pressure force, such that the actuator's retract areas are
connected to supply and the head areas are vented to return.

The internal actuator locks automatically re-engage as the cowls are retracted to the stowed position.
Once the reverser has fully stowed there is a delay of 10 seconds before the EHCL solenoid (which is mounted on the DCU) is de-energized, this
minimizes wear on the cowl lock hooks by ensuring that there is no contact between the hooks and the cowl probes as the cowl lock is re-engaged.
The ICU remains energized for a further 10 seconds so that it can be assured that the EHCL solenoid has closed correctly. Finally, the ICU solenoid
is de-energized and the system returns to the de-energized state.

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The Thrust Reverser (TR) Control

The TR is an electrically controlled, hydraulically actuated cascade type system that is designed for ground use only. The pilot controls the TR through
the thrust control lever integrated into the TCQ (Thrust Control Quadrant).
The TR control has two micro-switches for each engine. They are installed in the thrust lever components assembly. One of the switches operates
the DCU (Direction Control Unit) solenoid directly and the other operates the cowl lock solenoid via the Secondary Power Distribution Assembly
(SPDA) 1.
The FADEC receives inputs from the aircraft systems such as WOW (Weight-on-Wheels), wheel speed, and TLA (Thrust Lever Angle).
When all the signals for reverse thrust are correct, the FADEC activates the ground relays.

The ground relays energize the ICU (Isolation Control Unit) and the thrust lever components. Once the thrust control lever is retarded into the reverse
range of the quadrant, the cowl lock and DCU switches are activated, thus enabling the TR to be deploy ed.
Each FADEC channel receives hardwired LVDT position inputs and hardwired lock switch discrete inputs from the TRAS as a feedback of the thrust
reverser position. ln the event of an un-commanded deployment, the FADEC commands the engine to idle power.
The FADEC always locks out the functions (hydraulic power and direction/ lock) of both TRAS if the aircraft is in flight. Neither TRAS ground relays will
be energized until the FADEC has an on ground signal. Furthermore, the TRAS deployment is locked out until the FADEC TLA signal is in the
reverse quadrant.
ICU (Hydraulic Power) Ground Relay Control Features

Allows the TR deployment on the ground only.
Allows the TR deployment only when the FADEC logic determines its deployment.
Disallows un-commanded re-stow when deployed.
Disallows the TR deployment if the engine is not running and if no GMO_ENABLE signal is received.
Allows the maintenance crew to override the "engine not running" requirements, if GMO_ENABLE signal is received.
DCU/Cowl Lock (Direction/Lock) Ground Relay Control Features

Allows the TR deployment on the ground only.
Allows the TR deployment only when the FADEC logic determines its deployment.
Allows continued energization of the cowl lock and DCU while the revers er is deployed.
Disallows the TR deployment if the engine is not running and if no GMO_ENABLE signal is received.
Allows the maintenance crew to override the "engine not running" re quirements, if GMO_ENABLE signal is received.

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Thrust Reverser Indication

The TR (Thrust Reverser) indicating system monitors the position of the TR and the failures of the TR system.
The ICU (Isolation Control Unit) pressure and inhibit switches and the lock switch of the lower right locking actuator 1 and lower left locking actuator 2
are responsible for providing the TR indications of each engine.
The TR indicating system has a REV icon for each engine. The icon is used for all TR indications. The REV indication for each engine is located
between the N1 and ITT dial on the EICAS.
All the messages related to the TR are shown on the EICAS display. The TR indicating has these components:

Pressure Switch
The pressure switch is installed in the ICU and monitors the isolation of the system from the aircraft hydraulic system.
Inhibit Switch
The inhibit switch is installed in the ICU and is operated by the inhibit lever. lt supplies a signal to the EICAS for inhibition of all messages related to the TR
system.
Lock Switch
There are two lock switches for each engine. One lock switch is installed at the locking actuator 1 and the other at the locking actuator 2.The lock switch
supplies the FADEC with indication from the locking actuators 1 and 2.
EICAS Indication
There is no indication when the TR is in the stowed position, but not locked out (not inhibited).
An amber REV icon indicates that the TR is in transition (stowing or deploy ing) and a green REV icon indicates that the TR is deployed.
With the TR locked out, a white message E1(2) REV INHIBIT will appear on the EICAS display.
A red REV icon indication and the message E1(2) REV DEPLOYED are displayed on the EICAS when there is an in-flight or on the ground
un-commanded deployment.

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ENG 1(2) REV DEPLOYED Message Type: Warning

Meaning: Thrust reverser has deployed without pilot command or has not stowed when commanded to stow. Set also if all 3 lines of defense against
deployment have failed, or if the FADEC cannot determine the T/R position.
The FADEC commands the engine to idle thrust.
Inhibit conditions: Not inhibit.
ENG 1(2) REV PROT FAULT Message type: Caution

Meaning: Set if a reverser fault is detected that does not inhibit reverser op eration. Set by sense and switch failures. Set also from MAU logic if the
reverser is pressurized while in forward thrust, or in flight.
Inhibit conditions: Takeoff, climb, cruise, approach and landing phases. Message not displayed if reverser is locked out.
ENG 1(2) REV FAIL Message Type: Caution

Meaning: Indicates the reverser is not available and is to be locked out to prevent unexpected operation. Set by a pre-flight TRAS pressure or by a
direction valve relay test failure. Set also by loss of 28V supply from SPDA or if one of the locks has failed in the "locked position". Message is inhibited
by the inhibit lever switch.
Inhibit conditions: takeoff, climb, cruise, approach and landing phases.
ENG 1(2) REV TLA FAIL Message Type: Caution

Meaning: Thrust lever idle stop has failed.
ENG 1(2) REV INHIBIT Message Type: Status

Meaning: Indicates that reverser has been locked out by maintenance action.
Inhibit conditions: takeoff, cruise and landing phases.

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79-00 Engine Oil System
Introduction
The purpose of the engine oil system is to provide lubrication and cooling to the turbine engine main shaft bearings and the accessory gear box
bearings.
The engine oil system can be divided into the following sub-systems:
The oil pressure system

the oil scavenge system
the oil vent and sealing system
and the oil indication system
Each engine has an independent lubrication supply system, which contains an engine-driven positive displacement vane type pump to supply oil to the
various engine components requiring cooling and lubrication.

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A, B and C Sumps
There are three sumps in the engine that require lubrication:
The A sump, which holds the #1 and #2 low pressure fan rotor bearings, the power take-off, and the #3 bearing. The A sump is sealed at each end
by labyrinth seals, pressurized with regulated stage 4 compressor air.
The B sump holds the #4 bearing and is sealed with two bore-rubbing carbon seals, pressurized with stage 4 air.
The C sump holds the #5 bearing and is sealed with one combination wind back labyrinth seal, pressurized with regulated stage 4 air.

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Engine Lubrication System Components

The engine lubrication system contains the following main components:
An oil reservoir, which is an integral part of the accessory gearbox

the Oil Filtration Module
the oil/fuel heat exchanger
the lube and scavenge pump
the electrical chip detector
the low oil pressure switch

the oil pressure transmitter
the oil filter impending bypass switch
the combined oil level sensor and RTD type oil temperature sensor

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79-10 Engine oil system components
Description
The Oil Reservoir
The oil reservoir is an integral part of the AGB (accessory gearbox).It is a cast housing which is part of the AGB casting.
The lubrication tank has a sufficient capacity to provide an operating oil quantity equal to 36 times the maximum hourly oil consumption of 3.15 cm3/ min
(0.05 US gal/hr).

It includes:
the remote gravity-fill port with protective 10-mesh screen

the gravity operated flapper shut off valve to prevent oil tank over fill (located in the reservoir)
the locking oil filler cap with backup flapper to prevent oil from escaping if the cap is not sealed properly
the Vortex-type de-aerator to separate scavenge return air from the oil and direct it to the AGB
the Tank pressurizing valve which opens at 21-34 kPa (3-5 psid) above AGB pressure, to make sure the correct lubrication pump operation
at all altitude conditions. The pressurizing valve piston has a small bleed hole to perm it system pressure decrease after engine shutdown
the drain plug
the oil level/temperature sensor
the single point oil level indicator with a "full" indication light located at the fill cap. This indicator is an integral pa rt of the oil temperature
sensor, and is operated by a reed switch in the continuous oil level/temperature sensor
The oil reservoir has a 7.2 quart (6.8 L) usable oil capacity, and a 10.5 US quart (9.9 L) total oil capacity.
An engine oil check may be carried out from 15 minutes up to 2 hours after engine shutdown. After 2 hours from the last engine shutdown, it is
necessary to motor the engine and shut it down, before carrying out an oil level check again.
NOTE; The lights on the oil filler panel stay on for a maximum of 10 minutes
The oil level can be checked in the MFD Status page or directly at the engine. The oil can be drained by removing a drain plug at the bottom of the
reservoir.

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The Filter Module

The main oil filter is located in the lubrication filter module, schematically in the lubrication supply line between the pump and fuel-oil heat exchanger. The
filter module is mounted on the forward side of the accessory gearbox.
The filter is disposable and utilizes a stainless steel mesh filtration medium. The oil filter module has an oil filtration rating of 10 microns nominal, and 15
microns absolute. The filter is accessible for maintenance purposes by removing the filter bowl, which is hand tightened only (hex located at bottom of filter
bowl to aid in removal).
The module incorporates both a filter bypass valve and a cold start relief valve to bypass high viscosity oil in a low temperature condition.
The lubrication supply filter bypass relief valve allows bypassing the flow of the engine supply oil in the event the filter becomes clogged or blocked. The

bypass will take place at 41-55 PSID. The design of the bypass is such that no contaminant in the filter element can be released into the engine lubrication
system when the filter is bypassed.
The Filter Impending Bypass Switch

The filter impending bypass switch monitors the differential pressure between the lubrication filter inlet and the lubrication filter discharge.
It is a normally open SPST (Single Pole Single Throw) switch.

It incorporates a bi-metallic interlock to prevent false readings in cold temperatures.
The filter impending bypass switch provides a discrete electrical output to the aircraft MAU when the filter is contaminated and the pressure between the inlet
and outlet of the filter has reached 21-26 PSID.
The MAU sends a signal to the EICAS to alert the flight crew. It is inactive for temperatures below 100F (38C).

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The Heat Exchanger

The plate-fin heat exchanger is located at the R/H aft side of the engine. The heat exchanger cools the oil and h eats the fuel, and is located in the fuel
system between the fuel boost pump and high-pressure fuel pump.
Oil leaving the filter is ported from the aft side of the oil tank into the heat exchanger where it is cooled, just before be ing pumped into the engine for
bearing and seal lubrication.
The heat exchanger also serves as a fuel heater, and is sized to maintain fuel temperature to the control system above the freezing point at all
conditions.

The oil passage receives filtered fluid, which eliminates the need for a relief valve. The fuel passage receives unfiltered fuel, and has a relief valve
(primarily for fuel icing tolerance).
The oil cooler is located on the oil supply side of the pressure elements and cools de -aerated high-pressure oil.

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The Lube and Scavenge Pump

The lube and scavenge pump is a rotary vane type pump installed at the forward side of the accessory gearbox.
The lube and scavenge pump incorporates one engine lubrication supply element and four scavenge elements. The pump shaft is driven by the
accessory gearbox and provides oil flow any time the core engine is turning.
The lube and scavenge pump delivers oil under pressure through the oil filter to the engine bearings and gears, and then recovers the oil for re-use.

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The Electrical Chip Detector

The electrical chip detector is fitted into the front face of the accessory gear box just beside the oil filter module.
The chip detector is designed to trap magnetic particles that are suspended in the full scavenge oil flow. This is accomplished with the use of a permanent
magnet immersed in the scavenge oil flowing from the lube scavenge pump, returning to the oil reservoir.
A screen installed in the detector collects nonmagnetic debris for inspection and identification. A self-closing valve seals the scavenge return line to
prevent oil drainage when the chip detector is removed.

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The Oil Quantity Transmitter and Oil Temperature Sensor

The combined oil quantity transmitter and RTD type oil temperature sensor is mounted on top of the oil reservoir, and provides indication of the oil level
on the MFD status page and the oil temperature within the oil tank to the El CAS.
In order to indicate the oil level between 15% and 110%, the transmitter in corporates a number of reed switches. As magnets mounted to a float
assembly move up or down past a series of switches, the reed switches close, inducing an electrical voltage through separated resistors of each
switch. The total resistance, as a voltage divider signal from each of the individ ual circuits, is then displayed on the MFD.
A Full Switch is also incorporated in the sensor, for the full indication light on the service panel.

A Resistive Temperature Detector (RTD) element is installed at the lower tip of the combined sensor to sense the oil temperature inside the oil tank.
Maximum allowed oil temperature is 155C (310F), transient operation of up to 163C (325F) is limited to 15 minutes.

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The Low Oil Pressure Switch

The low oil pressure switch is located on the top of the oil filter module assembly, which is attached to the forward right side of the AGB.
The purpose of the low oil pressure switch is to provide a signal to the aircraft indicating and warning systems when oil pressure is low. The operation of
the low oil pressure switch at engine start up is as follows:
When oil pressure is low, the switch circuit will send a signal to the aircraft indicating low pressure. As oil pressure increases, the switch contacts open
and the signal to the aircraft is no longer applied. Should oil pressure decrease due to a malfunction, the switch contacts close and again send a signal
to the aircraft.

The low oil pressure switch is a normally closed switch. The switch uses system pressure from the lube and scavenge pump and scavenge pressure from
the B sump. This is the difference between the Supply pressure and B Sump return pressure.
These two signals are applied across bell valve-type bellows, whose motion is controlled by a negative rate snap ring. With the appli cation of differential
pressures, force is applied to the bellows.
The bellows in turn exert a force to the actuation snap against a pivot assembly of an elec trical contact switch. The switch contacts then open, breaking
the circuit to the aircraft and the low oil pressure indications extinguish.
During engine operation, when the differential oil pressures vary more than a determined amount, the bellows allow the snap ring to return to it s normal
position. This releases control of the electrical switch contacts and the circuit is again closed. The low oil pressure indication then re-illuminates.

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342
The Oil Pressure Transmitter

The oil pressure transmitter is located on the oil filter module assembly, which is attached to the forward side of the AGB.
The purpose of the oil pressure sensor is to provide an electrical signal equivalent to the oil supply pressure to the bearing sumps proportional to
the difference between direct oil filter discharge pressure (psig) and B sump vent air pressure (psia).
The oil pressure transmitter measures the difference in pressure between lube and scavenge pump output at the filter exit and B sump scavenge.
This pressure differential is converted into an electrical signal that is sent to the aircraft. This oil pressure sensor is a hermetically sealed piezo
resistive device.

A pressure signal comes from the oil supply downstream of the filter, and the reference or low pressure signal comes from the B sump scavenge line.
The differential pressure is measured by diaphragm mounted piezo resis tors. The signal produced by the sensor is generated by resistance
change within the units. The signal is directed to the aircraft for display on the EICAS.
The maximum allowable oil pressure is 95 PSI.

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344
79-20 Oil System Operation
The Oil System Schematic

Lubrication Supply System
The engine oil flow begins when the engine is started. Oil from the tank enters the supply element of the main lubrication an d scavenge pump. From
this pressure element, the oil passes through the filter module and then to the fuel/oil heat exchanger, which cools the oil. The filter module has a
relief valve that prevents excessive pressure during cold start conditions. The oil filter also has a bypass valve which allo ws oil flow to the engine, if
the filter becomes clogged. Oil is cooled in the plate-fin fuel/oil heat exchanger by the fuel. The oil passages receive filtered fluid, which removes

the need for a relief valve. The fuel/oil heat exchanger is located on the oil supply side of the lube system and cools de -aerated, high-pressure oil.
After leaving the oil cooler, the oil flow divides into several circuits which lubricate the A, B, and C sumps, the AGB (Accessory Gearbox), and the
main lubrication and scavenge pump.
Scavenge System
Oil is returned to the oil tank by four scavenge pump elements in the main lubrication and scavenge pump, with one element for each of the AGB, A,
B, and C sumps respectively. the scavenge oil from all the elements is routed back into the oil tank through the de -aerator. An electrical chip detector is
installed in the combined scavenge return circuit to the lubrication tank.
Each pump scavenge element has a 20-mesh cylindrical screen located in the AGB housing. The screen prevents pump damage from large debris.
Sump Vent System

The lubrication system releases A and B sump and oil tank vent air through the AGB dynamic air/oil separator to the atmosphere. The C sump is a non -
vented system.
Secondary Airflow System for Sump Pressurization

A positive pressure differential across the main shaft oil to air seals is required at all flight conditions. This is reached by the use of external
pressurization by the use of 4th stage compressor air.

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70-30 Oil Indication

The oil servicing lights on the remote level indicator are normally powered from the 28 VDC Bus 2, but can also, optionally, be powered from the Hot
Battery Bus 1 power supply.
NOTES:

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348
EICAS Messages
ENG 1(2) OIL LO PRESS
Meaning: Low pressure has been detected in the engine lube oil system. The lube oil pressure switch is monitored by the MAU. When the pressure
falls below the set point, the switch contacts close. The EICAS clutter display will be tripped to show oil pressure, tempera ture and vibration
indications.
ENG 1(2) OIL LO LEVEL


Meaning: Engine oil level below sufficient level to proceed the flight with worst case oil consumption.
ENG 1(2) OIL SW FAIL

Meaning: Oil impending bypass switch or oil pressure switch failure is detected.
ENG 1(2) OIL IMP BYPASS

Meaning: lndicates oil filter impending bypass. The EICAS clutter display will be tripped to show oil pressure, temperature and vibration indications.

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350

351

352

353

354

355

356

357
80-00 Engine Starting
Introduction
The engine starting system is designed to provide sufficient rotor speed to initiate combustion light-off, and to obtain self-sustaining engine propulsion.
The starting system includes:
an air turbine starter (ATS)

a starter control valve (SCV)
portions of the bleed air system

the starting control panel
Engine Starting
Engine starting is a combined aircraft and FADEC operation. The FADEC controls fuel flow, the starter off, command and the ignition command, while the
aircraft controls the starter control valve and the engine-driven pump (EDP) of the hydraulic system, and also switches power to the ignition exciters as
commanded by the FADEC. The aircraft also manages the bleed system interface during starts.
NOTE: No wing anti-ice or ECS bleed extraction is permitted during start.

Ground starts should be accomplished between pressure altitudes of - 2000 and + 14000 ft, and ambient temperatures of - 40 to+ 55C.
The starter air supply pressure must be between 180kPa to 228 kPa (26 psi and 33 psi) for start at sea level. Required starter air supply varies as a
function of the altitude the pressure variation is 0.5 psi per 1000ft.

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Assisted Engine Start

There are two different methods by which the engine can be started:
By means of an assisted Air Turbine Starter start, or an

Un-assisted windmill start.
For an assisted start, the pneumatic system has to be configured to provide air to the Starter Control Valve (SCV) inlet.
By selecting the start switch on the power plant control panel momentarily to the start position, pressurized air is directed to the air turbine starter, which

rotates the engine rotor via the AGB.
The FADEC automatically commands the ignition on and fuel flow.
The FADEC schedules the fuel flow to accelerate the engine to Idle, de-energizes the SCV at approximately 50% N2, and turns the ignition off when the
engine reaches idle. Note that the isolation valve (X-Bleed Valve) is automatically controlled only if the X-Bleed switch is selected to auto.
Unassisted Engine Start

For the unassisted start, the engine rotors are rotated by the aircraft forward airspeed, providing wind milling rotation. The start is commanded through the
start switch, and the FADEC then automatically commands ignition and fuel. Ignition will be turned off when idle speed is reached.
NOTE: The hydraulic Engine Driven Pump (EDP) is unloaded by energizing the EDP solenoid during engine windmill starts in order to reduce drag on the
core rotor.

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The Air Turbine Starter

The starter is a single-stage air turbine starter, clamped to the AGB aft face at the 6:00 adapter pad by a V-coupling clamp. The air turbine starter
converts a pressurized air supply into the driving torque required to rotate the engine N2 spool. It also provides motoring during maintenance practices
or for engine cool-down.
When the FADEC signals the starter control valve to open, airflow passes through the starter turbine and the starter output shaft rotates, which turns
the accessory gearbox drive train and rotates the core engine.
The starter requires an air pressure of 26-33 PSI, depending on altitude. The ATS may be re-engaged at any speed up to starter cutout speed

(approximately 50 % N2).

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The ATS System

The Air Turbine Starter (ATS) converts pneumatic power into mechanical power. The Torque provided by the turbine is transmitted through a planetary
reduction gear set and an overrunning clutch to a splined output shaft which mates with the Accessory Gearbox. From the accessory gearbox, the torque is
transmitted to the engine core by means of a series of gears and shafts.
The ATS consists of:
an axial turbine


reduction gearing
engage-disengage mechanism
a splined drive shaft to mate with the engine
The starter bearings, gears and splines are lubricated by a self-contained lubrication system within the starter.
The air supply, which is controlled by the starter control valve, drives the axial turbine in the starter. The torque provided by the turbine is transmitted through
a planetary reduction gear set and an over running clutch to a splined output shaft which mates with the accessory gearbox.
When starter cutout speed is reached, the starter control valve will be commanded closed, shutting off the air supply to the starter. With the air supply shut
off, the turbine will no longer have the energy to sustain torque and will slow down.
The sprag type over running clutch automatically disconnects the turbine and planetary gear set from the output shaft, allowing them to stop while the output
shaft continues to turn with the engines.

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366
The Starter Control Valve (SCV)

The Starter Control Valve (SCV) for the engine is attached to the air turbine starter with a V-coupling. The Starter Control Valve is a spring-loaded closed,
pneumatically actuated, electrically controlled, butterfly type shut-off valve with an open-position indication switch.
The solenoid is a pull-type and operates with 28 VDC aircraft power. The valve incorporates a visual position indicator and a manual override "socket drive" to
open the valve in case of physical or electrical failure. The manual override feature is a 3/8 in square internal drive.
SCV Control
The starter control valve is controlled by the FADEC using an aircraft powered 28 VDC solenoid.

The two-position valve is normally torsion spring-loaded and air pressure closed. To open the SCV, the FADEC energizes the solenoid, closing off
pressurized air from chamber B. Since chambers B and C are now connected to ambient, this allows the duct pressure in chamber A to move the piston in a
linear direction towards the valve open position. This linear movement is transferred by a rod assembly, to the valve shaft, creating a rotary movement, which
opens the butterfly valve.
The valve moves from closed to fully open in four to eight seconds.
After the start sequence is completed, the FADEC de-energizes the SCV solenoid. Duct air pressure assisted by torsion spring pressure now acts on the
piston to move the piston in a linear direction towards the closed position. This linear movement is transferred into a rotary movement, which closes the
butterfly valve.
The valve moves from full open to full closed in two to four seconds.

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The Powerplant Control Panel

The start and stop sequence is initiated by the STOP/RUN/START selector switch on the power plant control panel. The Powerplant control panel is
located on the center pedestal, forward of the thrust control quadrant.
The STOP position is used to shut down the engine or to stop dry motoring.
By moving the switch momentarily to START and releasing it back to RUN, the automatic engine start sequence can be initiated, or, if the ignition switch
is selected to off, motoring can be commanded.
Do not keep the switch in the start position for more than three seconds, or the FADEC will stop the start sequence and shut down the engine.

The transition of the cockpit START/ STOP switch from STOP to START must be less than 30 seconds or the FADEC will prevent an engine start until
the switch is cycled through STOP.

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An Assisted Start
An assisted start sequence is carried out as follows:
The ignition switch is placed in auto position. The bleed air system is then configured so that air at the SCV is available. The Start/Stop Selector Switch is
momentary selected to START, so that the MAU senses the START switch closure and sends the START switch signal to the FADEC via the AR-INC. If the
proper conditions are met, the FADEC sends the Energize Starter command signal via ARINC to the MAU, which passes the signal on to the SPDA, which
energizes the starter solenoid valve. The starter control valve opens, which closes the starter SOV feedback switch. The switch position is sensed by the
MAU and transmitted to the FADEC via ARINC.
The FADEC commands the ignition on at approximately 7-10% N2, and the fuel metering valve to open at 19.1% N2. For in-flight starts the FADEC will open

the metering valve when N2 is greater than 20%, or after 15 seconds when N2 has not reached 20%. The FADEC will schedule the fuel flow to accelerate the
engine to idle and will de-energize the SCV at approximately 50% N2. Ignition will be turned off when the engine reaches idle.
Note: The maximum allowable ITT for engine start is 815C (1500F).

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373
An Un-assisted or Windmilling start

The unassisted or windmilling start is performed according to the following sequence:
The ignition switch is set to auto and the pneumatic system is configured so that no air is available at the SCV.
The start/stop selector switch is momentarily set to start. The switch position is sensed by the MAU, which sends the START switch signal to the
FADEC via ARINC.
The FADEC latches the start command and sends the energize starter command via the MAU to the SPDA that energizes the SOV. Since no
pneumatic pressure is available, the starter control valve does not open. This information is given from the SOV feedback switch via the MAU to the
FADEC.

The FADEC recognizes that the SCV remaining closed after the open demand is an indication that an unassisted start has been requested.
The FADEC automatically commands ignition and fuel flow at 7.2% N2, or after 15 seconds if 7.2% N2 is not reached. The FADEC will schedule fuel
flow to accelerate the engine and turn off ignition as idle speed is reached.
For windmilling airstarts the maximum allowable ITT is also 815C (1500F), but it is acceptable up to 927C (1700F) for 25 seconds.

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The FADEC Start Protections

The FADEC start protection logic provides automatic hot, hung and no light-off start protection with the aircraft weight on wheels.
Hot and hung start protection is inhibited in the air so that the FADEC cannot prevent an in-flight start.
Hot Start Protection

The hot start protection will terminate the start when ITT rises above 810C (1490F) during a ground start, by closing the fuel metering valve and
shutting off ignition.

To terminate motoring, the STOP/RUN/START switch has to be moved to STOP.
Engine restart is allowed only when ITT is below 120C (250F).
Hung Start Protection

The hung start protection will terminate the ground start when the engine has lit off but N2 dot, (the N2 rate in%N2/sec), goes nearly to zero before
idle is reached, by closing the fuel metering valve and shutting off ignition. The starter driver will not be de-energized, in order to allow immediate
engine cooling by motoring.
Motoring can be terminated by moving the STOP/RUN/START switch to STOP. The FADEC will not declare a hung start if light-off has not been
detected, because the engine might be motored.
In flight the FADEC will not provide hung start protection.
If no light-off is detected the FADEC will terminate the start by closing the fuel metering valve, shutting off ignition and de-energizing the starter driver.
The no light-off protection will, like the other protections, terminate start.

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Dry Motoring
The engine can be dry motored either for maintenance reasons, or if the residual ITT before engine start is above 120C (250F).
To perform a dry motoring, the ignition switch has to be selected to OFF. The thrust lever has to be in idle position. If the START/STOP switch is selected to
START and released to RUN with electrical power and pneumatic system available, the engine will dry motor until the START/STOP switch is selected to
STOP.
The first dry motoring is limited to 90 seconds, with a cooling period of 5 minutes afterwards, and then another four 30 seconds dry motoring can be
performed with a 5 minute cool down in between.

If the dry motoring is performed to lower the ITT, the start sequence may be continued once ITT is below 120C (250F).
Note that the FADEC will not allow fuel to ON if ITT is above 120C (250F).

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Air Turbine Starter Limitations

Consecutive starts and motoring are limited by air turbine starter oil temperature.
START NUMBER MAXIMUM TIME FOLLOWED BY
1&2 60 seconds 10- sec cool down

3 through 5 60 seconds 5- min cool down

After five sequential motorings, you must repeat the cycle after a 15-minute cool-down.
The starter is also capable of motoring the engine for 90 seconds, followed by a 5 minute cool down, followed by a 30 second motoring and a 5 minute
cool down.
The ATS may be re-engaged at any speed up to the starter cutout speed of approximately 50% N2. The FADEC will prevent re-engagement of the
starter above 50% N2. If during ground starts no light-off is indicated within 5 seconds, or during in flight starts no light-off is indicated within 30
seconds, the start procedure should be discontinued. The start can be manually interrupt ed for any unusual condition by selecting the
STOP/RUN/START switch to STOP.
The failure should be investigated before the next start.

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Engine shut down on ground

Fuel shut off to shut down the engine is commanded by moving the STOP/ RUN/START selector switch to STOP.
If STOP is commanded on ground, the FADEC shuts down the engine by commanding a test of the over speed system. The FADEC will energize the over-
speed solenoid and after a short time delay the FADEC will then close the Fuel Metering Valve.
This test will be delayed by at least 0.2 seconds to allow the aircraft electrical system to transfer electrical loads from engine supplied power to aircraft
supplied power.

Notes:
After a high power operation (such as maximum reverse thrust during landing) the engine has to operate at or near idle for 2 minutes before stop, to thermally
stabilize the engine hot section. This 2-minute period includes the time of operation at or near idle, such as in taxiing.
After a high power ground operation (such as a maximum power assurance check), the engine has to operate at idle for no less than 5 minutes to thermally
stabilize the engine before stop.
The thrust lever must be in the idle position for fuel shutoff. During the stop procedure the ITT, N2 and fuel flow have to be monitored to make sure that the
fuel flow stopped. If a constant decrease of the ITT does not occur, or if a tailpipe fire occurs, treat the situation as an internal engine fire.
After the engine fully stops, the ITT will usually increase because of the temperature soak-back. After the engine is cool, engine inlet and exhaust covers
have to be installed if the engine will be stopped for long periods.

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383
Engine Shut-down in Flight

If STOP is commanded in flight, the metering valve is closed and a momentary FADEC hardware reset is commanded.
The FADEC will only override the STOP switch request when the thrust lever is above idle to prevent inadvertent engine shutdown. The STOP switch signal
is routed directly to FADEC channels A and B, and also through the MAU to the FADEC. If all STOP signals have failed, the engine has to be shut down by
pulling the fire handle.
The FADEC will shut down the engine automatically under the following conditions:

loss of two fuel metering valve feedback signals
large WF feedback soft fault
loss of four N2 signals
three over speed trips within 30 seconds

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385

Independent of flight or ground, the FADEC will shut the engine down under the following conditions:
Loss of two metering valve feedback signals

Large feedback soft fault
Loss of four N2 signals
Overspeed trip, (Core rotor speed is greater than 102%)

386
Embraer ERJ 190 to 170 Differences Summary

UNCONTROLLED COPY

Overview.
The 170 / 175 series are basically a smaller version of the larger 190/195 series. The is virtually no difference between the 170 and
175 other than the fact that the 175 is slightly longer. There are some significant differences between the 170 series and the 190
series which we will cover during this course.
The 170 series was the first to be certified, the larger 190 series came later. The 170 series was first certified in February 2004 with
the 190 being certified about 18 months later.
For Reference Only

For flight crews the cockpit of the 170 series shares 100% commonality to the 190 series, although the fight characteristics and
performance envelope are different. This allows minimum cross training when moving from 170 to 190.

For Reference Only

Typical flight deck layout

The range of the 170 series is shorter than that of the 190 series.
For Reference Only

Weights
ERJ-170 - Basic operating 20,150kg (44,422lb), standard max takeoff 35,450kg (78,153lb), LR max takeoff 48,500kg (106,922lb).

Economics
The fuel efficient 170 compares well to other jets in its class. With profitability being achieved with a load factor of 58% to 62%*. For
the 190 series this ranges from 61% to 58%.
This compares very well (although higher) than the figures for the Q400 for example which for a low cost carrier is looking at a 57%
figure although this percentage can be reduced depending on the business model adopted**
* Source Embraer
** Source Bombardier
For Reference Only

Embraer 170

Structures
The fuselage is shorter and there are no overwing exits. The wing span is smaller, as is the horizontal stabiliser. The vertical
stabiliser is of a smaller area and the overall height is 2 less than the 190. The fuselage diameter is identical. So it is fair to say that
the 190 is more than just a stretched version of the 170.
Dimensions and areas
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Cabin Cross section.

The fuselage cross section is identical to the Embraer 190
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The aircraft stations are defined by a coordinate system using three main reference axes. The point of origin for the longitudinal
axis X, lateral axis Y and vertical axis Z is in front of the aircraft. The ordinates are identified by the letter for the major axes,
followed by the dimension in mm from the point of origin. There are additional points of origin selected for locating major
assemblies. These points are identified with a suffix letter indicating the assembly. These assemblies are the wings, the vertical
stabiliser, the horizontal stabiliser, the powerplant and the engine pylons.

Zonal identification
The aircraft zoning system provides positive identification of areas in the aircraft according to 8 major zones, major sub-zones and
zones.
The major aircraft zones are:
Lower fuselage, zone 100.

Upper fuselage, zone 200.
Tail cone and horizontal and vertical tail, zone 300.
Power plants and pylon, zone 400.
Left wing, zone 500.
Right wing, zone 600.
Landing gear and landing gear wheel well doors, zone 700
For Reference Only

Aircraft doors, zone 800.
The major zones are divided into major sub-zones, which are shown by the second digit of the major zone number. The major sub-
zones are further divided into zones using the third digit of the major zone number.
To carry out maintenance on aircraft systems and their components, or to perform inspection of the aircraft structure, adequate
access panels and doors are provided in the aircraft surface.

For Reference Only

Each access panel has an identification number which consists of a three digit zone number followed by two or three letters.
The first letter shows the number of the panel within the zone in a logical sequence and the second letter indicates the location of
the panel in relation to the aircraft. An optional third letter is used to identify a floor, wall or ceiling panel.
Each panel has a fastener identification code, which identifies the type and the quantity of the fasteners for each panel.
For Reference Only

ATA 21 Air-conditioning
No major differences between the two aircraft types.
ATA 22 Autopilot
There are no real differences with the components of the systems. However the AIOP cards although physically the same may
contain different software and part numbers should always checked prior to ordering / fitting.
ATA 23
No significant differences
ATA 24
For Reference Only

ATA 25
Naturally the different size of the airframe leads to differences in cabin layout. The are are number of options available illustrated
below.

For Reference Only

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ATA 26 Fire Protection & Detection systems
Engine fire protection and baggage bay fire detection are identical between types. The difference arises with the cargo smoke
detection system. Due to the smaller cargo bays (due to shorter fuselage length) the number of smoke detectors is reduced.
The actual operation of the detection system is the same for the 190 type, with two detectors having to go into an alarm condition in
order for an alert to be presented to the crew.
For Reference Only

For Reference Only

ATA 27 Flight Controls

The basic flight control system is the same across all types.
However some of the components between types are different due to software or hardware differences. The main component
differences are:-
HSA
HS-ACE
Aileron PCU
Elevator PCU
HS-ACE Mounting tray
Rigging of Horizontal stabiliser.
For Reference Only

The rigging procedure for the HSA differs from the 190 series in that the 190 series requires additional special tools. The actuator
has different mountings

For Reference Only

Embraer 170 HSA.

Compared to the Embraer 190 HSA.
For Reference Only

The motors on the 170 HSA are 28VDC motors. (270 VDC Emb 190)

For Reference Only

170 HSA electrical diagram

The range of movement of the horizontal stabilizer is changed to +2 to -13

The FCM.s do not provide pitch trim off load on the 170
GSE tools required for 170 HSA rigging

Rig Bar, GSE 088 (Parker P/N 415200GSE1-1001)
Maintains Rig dimension of HSA
Turnbuckle, GSE 179
Holds and adjusts the Horizontal Stabilizer surface for HSA installation.
ATA 28 Fuel
Summary of differences:-
For Reference Only

Max tank capacity (per tank) for 170 = 4740kg (6780kg Emb190)
Location of components within the tank
Number of capacitance probes

For Reference Only

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Tank sensor page on CMC.

(This is also available on the Embraer 190)
For Reference Only

ATA 29 Hydraulic differences

The hydraulic system of the EMB 190/195 has a 15% greater volume, as compared to the Embraer 170/175.
Therefore, the EDPs on the 190/195 have a rated output flow of 82.90 l/min (21.9 gal/min) at 5568 rpm, whereas the EDPs on the
170/175 have a rated output flow of 71.92 l/min (19 gal/min) at 4825 rpm.
On the 190/195 the storage volume of the storage volume of the No.2 reservoir is 14.75 L (900 in) as compared to the 170/175,
where the storage volume of the No.2 hydraulic system reservoir is 12.3 L (750 in).
For Reference Only

The mounting of the EDPs is different on the 170, with different quick release couplings that are not interchangeable between
types.
Access panels to the hydraulic bays differ in shape, but the location is in the same place.

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Embraer 190 to 170 Differences

ATA 30
ATA 31
Cockpit 100% commonality. No significant differences other than module software.
ATA 32
ATA 33
ATA 34
For Reference Only

ATA 35
ATA 36
ATA 38
ATA 44 & 46
ATA 45
ATA 49

Powerplant
Introduction
The Embraer 170 and 190 series aircraft are fitted with two engine types. These are not customer options, but are standard fit. The
Embraer 190 series is fitted with CF34-10s and the 170 Series CF34-8s. The basic of construction of the two engines are different
but. the control systems are the same, the installation / mounting system is the same as are all cockpit indications etc.
The main difference between the two is the -8 engine has a smaller fan diameter and no booster compressor. The turbine
construction is also slightly different. All other systems are the same for both engines, but always ensure you refer to the correct
manuals when carrying out maintenance or ordering spare parts.
For Reference Only

Compressor Section
There is no booster compressor installed on the -8 engine. The main HP compressor has 10 stages rather than 9.
The ten-stage, axial-core compressor has stage 6 and stage 10 bleed ports for customer bleed air connection. The combustion
section contains a singular, annular, machined combustion liner. The turbine section consists of a two-stage, axial-core, air-cooled
High-Pressure Turbine (HPT), and a four-stage, uncooled Low-Pressure Turbine (LPT).
For Reference Only

For Reference Only

Rotor Bearings
The engine low pressure rotor and high pressure rotor are supported by five main engine bearings.
The LP rotor is supported by the No. 1 ball bearing, the No. 2 roller bearing and the No 5 roller bearing. The HP rotor is supported
by the No. 3 ball bearing and the No. 4 roller bearing.
For Reference Only


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Embraer ERJ190 to 170 Differences B1 Technical Training Notes

Aircraft Engineering Training Solutions Ltd

TRAINING NOTES FOREWORD

Aircraft Engineering Training Solutions Ltd

See Revision Incorporation Record page for details.

Revision Number Date Revision Number Date Revision Number Date

REVISION 0 (ORIGINAL) 10/01/2015

Aircraft Engineering Training Solutions Ltd

Revision Incorporation Record

Revision number Date Revision Details

REVISION 0 (ORIGINAL) 10/01/2015 NEW CONSOLIDATED TRAINING MATERIAL

Revision number Date Revision Details

REVISON 1 01/03/2016 NO CHANGES

Revision number Date Revision Details

Aircraft Engineering Training Solutions Ltd

Chapter 04-00 Aircraft General

Introduction (Embraer 170)

For Training Purposes Only-Revison 1 01/03/2016

External dimensions Embraer 170-100 External dimensions Embraer 190-100

External dimensions Embraer 170-200 External dimensions Embraer 190-200

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Seating Capacity (170)

The Embraer 170 has a seating capacity of 78 seats.

Seating Capacity (190)

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Turning radius (170)

Turning radius (190)

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CF34-8E high bypass turbofan engines (EMB170)

CF34-10E high bypass turbofan engines (EMB190)

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06-00 Aircraft areas and dimensions

Introduction (EMB 170)

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The aircraft measurement (EMB170-100)

The aircraft measurement (EMB170-200)

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The aircraft measurement (EMB 190-200)

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The aircraft measurement (EMB170) continued

The aircraft measurement (EMB190) - continued

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The aircraft stations (EMB170)

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The Wing (EMB170)

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The horizontal stabilizer (EMB170)