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This manual is applicable to the EMB-135BJ airplanes all models equipped with AE3007A1E engines, operating under FAA certification.
NOTE: THE EMB-135BJ MODEL DESIGNATION OF LEGACY. HAS THE COMMERCIAL
AIRPLANE
TRANSMITTAL LETTER
Subject: REVISION 7 of the AOM135/1542-07 Airplane Operations Manual Dear Madam or Sir, You are receiving REVISION 7 of the AOM. To help you to better understand this revision, we are presenting the main points in the Highlights of Change inside the manual. This revision incorporates all preceding temporary revisions. Therefore all yellow pages should be discarded from the manual. The revised pages supersede the current ones. Therefore, the affected pages must be replaced and the new pages inserted following the numbered sequence. The Section 1-03-36 code 01 is being deleted. Current pages must be removed from manual and discarded. The information must be replaced by Section 1-03-36 code 02.
In case of any question, please contact Embraer Flight Operations Engineering Department by E-mail: opereng@embraer.com.br or by phone: (+55 12) 3927 1706 THIS PAGE IS NOT PART OF THE MANUAL AND MUST NOT BE INCORPORATED IN YOUR AOM. PLEASE DISCARD IT AFTER READING.
Please use this Customer Comment Form to notify us of any discrepancies or problems you find in the Airplane Operations Manual. We would also welcome constructive suggestions on how we can further improve our documentation or service. Your feedback will be acknowledged, and we will advise you of the action we intend to take.
Phone Number:
Implemented:
Page
Code
2-LEP
07
REVISION 7
Page
Code
1-LEP
42 07
REVISION 7
TABLE OF CONTENTS
Page
Code
1-TOC
2 01
FLIGHT CONTROLS
Page
Code
REVISION 5
2-13-00
1 01
FLIGHT CONTROLS
Roll Control......................................................................... 2-13-15.. 01 Aileron Control System ................................................... 2-13-15.. 02 Roll Trim System ............................................................ 2-13-15.. 04 EICAS Messages............................................................ 2-13-15.. 06 Controls and Indicators................................................... 2-13-15.. 06 Flight Controls Panel .................................................. 2-13-15.. 06 Control Stand.............................................................. 2-13-15.. 08 Control Pedestal Aft Panel.......................................... 2-13-15.. 10 EICAS Indications....................................................... 2-13-15.. 11 Yaw Control ........................................................................ 2-13-20.. 01 Rudder Control System .................................................. 2-13-20.. 02 Automatic Shutoff Through the Speed Switch............ 2-13-20.. 04 Rudder Hardover Protection ....................................... 2-13-20.. 04 Rudder Deflection ........................................................... 2-13-20.. 05 Airplanes Under CTA and FAA Certification............... 2-13-20.. 05 Airplanes Under JAA Certification .............................. 2-13-20.. 05 Yaw Trim System............................................................ 2-13-20.. 06 EICAS Messages............................................................ 2-13-20.. 08 Controls and Indicators................................................... 2-13-20.. 09 Flight Controls Panel .................................................. 2-13-20.. 09 Control Pedestal Aft Panel.......................................... 2-13-20.. 10 Main Panel.................................................................. 2-13-20.. 11 EICAS Indications....................................................... 2-13-20.. 12 Gust Lock System .............................................................. 2-13-25.. 01 Electromechanical Gust Lock System ............................ 2-13-25.. 01 Locking Operation ...................................................... 2-13-25.. 02 Unlocking Operation ................................................... 2-13-25.. 04 Controls and Indicators................................................... 2-13-25.. 06 Glareshield Panel ....................................................... 2-13-25.. 06 Control Stand.............................................................. 2-13-25.. 07 Flap System........................................................................ 2-13-30.. 01 Flap System Operation ................................................... 2-13-30.. 02 EICAS Messages............................................................ 2-13-30.. 04 Controls and Indicators................................................... 2-13-30.. 04 Control Pedestal Aft Panel.......................................... 2-13-30.. 04 EICAS Indications....................................................... 2-13-30.. 06 Spoiler System ................................................................... 2-13-35.. 01 Ground Spoiler................................................................ 2-13-35.. 02 Speed Brake ................................................................... 2-13-35.. 02 EICAS Messages............................................................ 2-13-35.. 04 Controls and Indicators................................................... 2-13-35.. 04 Control Stand.............................................................. 2-13-35.. 04 EICAS Indications....................................................... 2-13-35.. 06
Page Code
2-13-00
2 01
REVISION 5
FLIGHT CONTROLS
GENERAL
The primary flight control system consists of elevators, ailerons and rudder. Elevators are mechanically actuated. The ailerons and rudder are hydraulically powered and may also be mechanically actuated in case of loss of both hydraulic systems. Trim system is provided in all axis. Tabs are provided for pitch control only, and are not available for ailerons and rudder. A gust lock system blocks elevator controls on the ground, avoiding damage to the control systems in case of strong wind gusts. The rudder and ailerons are hydraulically damped for the same purpose. An electrically operated flap system is provided with five discrete positions. Speed brakes installed overwing allow increased descent rate and help in decelerating the airplane. Ground spoilers destroy lift, thus providing better braking effectiveness.
Page
Code
2-13-05
1 01
FLIGHT CONTROLS
Page
Code
2-13-05
2 01
FLIGHT CONTROLS
Page
Code
2-13-05
3 01
FLIGHT CONTROLS
Page
Code
2-13-05
4 01
FLIGHT CONTROLS
PITCH CONTROL
GENERAL
Pitch control is provided by mechanically-actuated elevators and an electrically-positioned horizontal stabilizer which is commanded through the Pitch Trim System. Tabs are automatically positioned, thus reducing pilots effort.
Page
Code
REVISION 5
2-13-10
1 01
FLIGHT CONTROLS
ELEVATOR
GENERAL The primary pitch control system is performed by the elevators, which are actuated through a fully duplicated set of command circuits. JAMMED ELEVATOR In case of jamming of one of the circuits (left or right), both elevator panels may be disconnected through a handle located on the control pedestal. This procedure will release the free elevator panel from its jammed counterpart, allowing the free panel to be commanded. When disconnected, an amber light illuminates on the control stand. Controls cannot be reconnected during flight, requiring maintenance action. JAMMED ELEVATOR OPERATION The autopilot elevator servo and the stick pusher servo are connected on the left side of the disconnection device. Once disconnection is actuated, the stick pusher will actuate only on the left side and autopilot must not be used.
TABS
GENERAL There are four tabs, two on each elevator panel, located near the elevator root. The outer tabs are servo tabs and the inner tabs are spring tabs. SERVO TABS The deflection of the servo tabs is proportional to the elevator deflection. Since the servo tabs proportionally deflects in the opposite direction to the elevators, it promotes a reduction in the forces required. SPRING TABS The spring tabs are connected in such a way that elevator deflection in one direction causes the spring tab to move in the opposite direction, thus reducing the amount of force required to move the elevator. Spring tab deflection is proportional to the control column force and, therefore, to the aerodynamic load imposed on the elevator. At low speeds, the spring tab remains in the neutral position. At high speeds, where the aerodynamic load is greater, the tab functions as an aid in moving the elevator.
Page Code
2-13-10
2 01
REVISION 5
FLIGHT CONTROLS
ELEVATOR SCHEMATIC
(*) The thick marks represent, respectively, 4 nose down (top of the scale), neutral, and 10 nose up (bottom of the scale) and each intermediate marks represent a 2 variation.
Page Code
REVISION 5
2-13-10
3 01
FLIGHT CONTROLS
2-13-10
4 01
REVISION 5
FLIGHT CONTROLS
REVISION 5
2-13-10
5 01
FLIGHT CONTROLS
PITCH TRIM CHANNELS PRIORITY Command priorities are: LH switch actuation overcomes the RH switch actuation, which, in turn, overcomes the autopilot. There is no priority with respect to the actuation of the main pitch trim switches and the backup pitch trim switches, the first being commanded takes priority. The main and backup pitch trim switches should not be commanded simultaneously. For the case of a simultaneous command of both channels, the message PTRIM MAIN INOP or PTRIM BACKUP INOP will be displayed on the EICAS, associated to the second switch commanded. This message will disappear around 4 seconds after the second pitch trim switch is released. PITCH TRIM SYSTEM PROTECTION Switch Protection When only one half of the main control wheel trim switch or backup trim switch is commanded for more than 7 seconds continuously, the control unit will recognize that one half of the switch is failed stuck at the commanded position and will disregard any other command coming from that faulty switch. A TRIM voice message is provided to alert pilots that just one half of switch is being commanded and the messages PTRIM CPT SW FAIL, PTRIM F/O SW FAIL and PTRIM BKP SW FAIL will be displayed on the EICAS. Runaway Protection A quick-disconnect button on each control wheel allows disconnection from the entire pitch trim system. In case of a runaway horizontal stabilizer, the button must be kept pressed until a definite disengagement is accomplished through the cutout buttons on the control pedestal. Inadvertent Actuation Protection A continuous command of any trim switch is limited to 3 seconds, even if the trim switch is pressed longer than 3 seconds. As a result, when manually actuating the trim, it is necessary to release the switch after a 3-second actuation, then actuate it again to continue the trim command. This feature intends to minimize the effects of an inadvertent trim command of the main and backup trim switches or Ground Spoiler/Speed Brake Unit. The autopilot command is not limited in time and has another logic to preclude inadvertent actuation.
Page
Code
2-13-10
6 01
REVISION 5
FLIGHT CONTROLS
NOTE: For airplanes equipped with an HSCU -5009 MOD.2 or newer and AWU -5 a TRIM voice message is provided to alert pilots that the trim switch is being pressed for more than 3 seconds. HSA Excessive Load Protection The crew should keep the airplane trimmed to avoid excessive loads on the Horizontal Stabilizer Actuator (HSA), especially after takeoff. High loads on horizontal stabilizer may stall the HSA, inducing a temporary loss of pitch trim command. If the pitch trim switches are actuated during the period when the Horizontal Stabilizer Actuator is stalled, the message PTRIM MAIN INOP or PTRIM BACKUP INOP will be displayed on the EICAS. The message will disappear if the trim switch is released or any horizontal stabilizer motion is detected. If the trim switches are actuated for a period of time that totalizes 16 seconds during the period when the horizontal stabilizer actuator is stalled, the control unit will switch the associated system (main or backup) off and the message PTRIM MAIN INOP or PTRIM BACKUP INOP will be permanently displayed on the EICAS.
Page
Code
REVISION 6
2-13-10
7 01
FLIGHT CONTROLS
EICAS MESSAGES
TYPE MESSAGE PTRIM MAIN INOP MEANING Pitch trim main system is inoperative, or Quick Disconnect button is kept pressed for more than 11 seconds. This message will disappear after the button is released, or Main trim switch(es) actuation associated with the horizontal stabilizer being commanded by the backup switch, or Main trim switch being actuated with the HSA stalled. Pitch trim backup system is inoperative, or Quick Disconnect button is kept pressed for more than 11 seconds. This message will disappear after the button is released, or Backup trim switch actuation associated with horizontal stabilizer being commanded by the main channel, or Backup trim switch being actuated with the HSA stalled. Pilots pitch trim switch is inoperative. Copilots pitch trim switch is inoperative. Pitch trim backup switch is inoperative.
PTRIM CPT SW FAIL CAUTION PTRIM F/O SW FAIL PTRIM BKP SW FAIL
Page
Code
2-13-10
8 01
REVISION 5
FLIGHT CONTROLS
Page
Code
REVISION 5
2-13-10
9 01
FLIGHT CONTROLS
is
CONTROL STAND
Page Code
2-13-10
10 01
REVISION 5
FLIGHT CONTROLS
1 - PITCH TRIM SWITCH (spring-loaded to neutral) Allows trimming the airplane when the autopilot is not engaged. The trim switch is a 3-position (UP/OFF/DN) rocker switch. Operating the switch while the autopilot is engaged causes the autopilot to disengage. It is divided into two segments, which have to be actuated together to provide command. 2 - QUICK-DISCONNECT BUTTON (momentary action) When pressed, disconnects all trim systems.
CONTROL WHEEL
Page
Code
REVISION 5
2-13-10
11 01
FLIGHT CONTROLS
CONTROL PEDESTAL AFT PANEL 1 - PITCH TRIM MAIN SYSTEM CUTOUT BUTTON (safety guarded) Cuts out (pressed) or enables (released) the Main Pitch Trim system. A striped bar illuminates inside the button to indicate that it is pressed. Autopilot is not available. 2 - PITCH TRIM BACKUP SYSTEM CUTOUT BUTTON (safety guarded) Cuts out (pressed) or enables (released) the Backup Pitch Trim system. A striped bar illuminates inside the button to indicate that it is pressed. Autopilot is available. 3 - PITCH TRIM BACKUP SWITCH (spring-loaded to neutral) Pressed forward or backward actuates the pitch trim through the backup channel. Operation of the switch while the autopilot is engaged causes the autopilot to disengage. It is divided into two segments, which have to be actuated together to provide command.
Page
Code
2-13-10
12 01
REVISION 5
FLIGHT CONTROLS
Page
Code
REVISION 5
2-13-10
13 01
FLIGHT CONTROLS
EICAS INDICATION 1 - PITCH TRIM INDICATION A green pointer moving on a white vertical scale represents the amount of pitch compensation. Trim position is indicated digitally in a white box. The letters UP or DN are presented above the box to indicate that the airplane is trimmed up or down. Scale ranges from 4 nose down (bottom of scale) to 10 nose up (top of scale). Every thick mark on the scale represents 3.5 of pitch. A green band is provided on the analog scale from 4 to 8 nose up to indicate the allowable takeoff position range for the horizontal stabilizer. NOTE: Due to the systems resolution, its possible to have the digits, box and pointer turning amber, in spite of the fact that the pitch trim indication is displayed at 4 or 8. The trim setting color displayed on the EICAS depends on the horizontal stabilizer surface position. For the unit 8 displayed on the EICAS the surface position can be between 7.7 and 8.7 going upward and between 8.3 and 7.3 going downward. The color change would occur when the surface position is 8.1. For this reason, when setting pitch trim to 8, first select 7. Then, increase slowly and stop trimming immediately when the value 8 is displayed. For the unit 4 displayed on the EICAS, the surface position can be between 3.7 and 4.7 going upward and between 4.3 and 3.3 going downward. The color change would occur when the surface position is 3.9. For this reason, when setting pitch trim to 4, first select 5. Then, decrease slowly and stop trimming immediately when the value 4 is displayed. This procedure prevents to set the trim at the top or bottom of the green band in order to avoid the possibility of encountering takeoff config warnings. In the event of a pitch trim miscomparison, the pointer, digital value, and the direction indication are removed from display. If the pitch trim is out of the green band and the airplane is on the ground, the pointer and digital indications will turn amber.
Page
Code
2-13-10
14 01
REVISION 5
FLIGHT CONTROLS
If the airplane is on the ground and any thrust lever angle is above 60 and pitch trim is outside the green band, the digits, box, and pointer turn red and sound the aural warning TAKEOFF TRIM and the EICAS message NO TAKEOFF CONFIG is also displayed.
EICAS INDICATIONS
Page
Code
REVISION 5
2-13-10
15 01
FLIGHT CONTROLS
Page
Code
2-13-10
16 01
REVISION 5
FLIGHT CONTROLS
ROLL CONTROL
Roll control is provided by hydraulically-actuated ailerons controlled by either control wheel.
Page
Code
2-13-15
1 01
FLIGHT CONTROLS
Page
Code
2-13-15
2 01
FLIGHT CONTROLS
AILERON SCHEMATIC
Page
Code
2-13-15
3 01
FLIGHT CONTROLS
Page
Code
2-13-15
4 01
FLIGHT CONTROLS
2-13-15
5 01
FLIGHT CONTROLS
EICAS MESSAGES
TYPE CAUTION MESSAGE AIL SYS 1 (2) INOP MEANING Aileron actuation through hydraulic power is inoperative.
Page
Code
2-13-15
6 01
FLIGHT CONTROLS
Page
Code
2-13-15
7 01
FLIGHT CONTROLS
CONTROL STAND 1 - AILERON DISCONNECTION HANDLE When pulled, disconnects pilot's from copilot's controls. To pull the handle, the safety lock button must be pressed. 2 - AILERON DISCONNECTION LIGHT When the striped bar is illuminated, indicates that the aileron disconnection mechanism is actuated.
Page
Code
2-13-15
8 01
FLIGHT CONTROLS
CONTROL STAND
Page
Code
ORIGINAL
2-13-15
9 01
FLIGHT CONTROLS
CONTROL PEDESTAL AFT PANEL 1 - ROLL TRIM SWITCH (spring-loaded to neutral) Pressed left or right actuates the roll trim to roll left or right.
2-13-15
10 01
REVISION 4
FLIGHT CONTROLS
Indicated by a green pointer moving on a white semicircle scale. Center of the scale is zero trimming. Each mark represents 50% of trimming range for the associated side.
EICAS INDICATIONS
Page Code
2-13-15
11 01
FLIGHT CONTROLS
Page
Code
2-13-15
12 01
FLIGHT CONTROLS
YAW CONTROL
Yaw control is provided through hydraulically-powered rudders, which may also be mechanically commanded. A yaw trim system assists in moving and holding the rudder in the desired position.
Page
Code
ORIGINAL
2-13-20
1 01
FLIGHT CONTROLS
If either or both rudder systems are inoperative, caution messages are presented on the EICAS.
Page
Code
2-13-20
2 01
REVISION 6
FLIGHT CONTROLS
RUDDER SCHEMATIC
Page Code
ORIGINAL
2-13-20
3 01
FLIGHT CONTROLS
AUTOMATIC SHUTOFF THROUGH THE SPEED SWITCH During normal operation both systems are powered at speeds below 135 KIAS. Above 135 KIAS, Rudder System 1 is automatically shut off. If the automatic shut off fails to shut off a system above 135 KIAS, a caution message is presented on the EICAS. In this case, it is necessary to manually shut off system 1 or 2, according to the checklist. If Rudder System 2 hydraulic power supply fails, Rudder System 1 automatically takes over the rudder and an associated caution message is presented on the EICAS. RUDDER HARDOVER PROTECTION The rudder hardover protection function automatically selects the mechanical reversion mode as a function of pedal input force, rudder deflection, and airplane engine operation (two or single-engine operation). This feature is applicable in the case of a runaway rudder and a caution message is presented on the EICAS. The rudder systems are automatically shut off if all conditions below are met simultaneously: Rudder deflected above 5 1. Force above 59 kg (130 lb) on the pedal to counteract rudder deflection. Both engines running above 56% N2. CAUTION: DO NOT RESET THE RUDDER SYSTEMS IF THE MECHANICAL REVERSION MODE WAS RESULTANT OF HARDOVER PROTECTION ACTIVATION. If mechanical reversion mode was not resultant of hardover protection, a reset function is available on the Overhead Panel, by pressing both Rudder Shutoff Buttons off and on again. The following remarks are applicable to the rudder hardover protection: The signal from the Pedal Spring-Loaded Cartridges to shut off the rudder systems are applicable only if the pilots are applying force to one side with the rudder deflected above 5 1 to the opposite side. If pilot command input and the rudder deflection are in the same direction, the system will not be shut off, regardless of how strong the pilot input.
Page Code
2-13-20
4 01
REVISION 6
FLIGHT CONTROLS
The rudder hardover protection is disabled at high airspeeds, when the rudder deflection authority decreases to less than 5. During single-engine operation, when the rudder system is more significantly required, the shut off function is disabled. If a disagreement between FADECs from the same engine occurs, rudder hardover protection is deactivated and a caution message is presented on the EICAS.
RUDDER DEFLECTION
AIRPLANES UNDER CTA AND FAA CERTIFICATION The rudders main control primary stops, limit rudder deflection at 15 on ground or in flight. AIRPLANES UNDER JAA CERTIFICATION These airplanes are equipped with movable rudder primary stops, which provide two different ranges of rudder deflection: On ground: maximum rudder deflection is 15. In flight: maximum rudder deflection is 10. The Movable Rudder Primary Stops System comprises a hydraulic actuation system, which operates according to the air/ground logic and will limit rudder deflection to 10 in the extended position and to 15 in the retracted position. An amber indication light is provided on the main panel to alert the crew in case of a disagreement between the actuator position and the air/ground condition.
Page
Code
2-13-20
5 01
FLIGHT CONTROLS
Page
Code
2-13-20
6 01
FLIGHT CONTROLS
Page
Code
2-13-20
7 01
FLIGHT CONTROLS
EICAS MESSAGES
TYPE MESSAGE RUDDER SYS 1 INOP MEANING Rudder System 1 is inoperative. Message is presented under the following conditions: Below 135 KIAS. Above 135 KIAS if airspeed of both ADCs is invalid. Rudder System 2 is inoperative. Both Rudder Systems are inoperative.
Both rudder systems hydraulic actuators are pressurized above 135 KIAS. RUD HDOV PROTFAIL Disagreement between both FADECs of a same engine. Rudder position microswitches indicate rudder to right and left simultaneously. RUD STOP DISAGREE (*) The rudders movable stop presents disagreement: 15 in flight or 10 on ground.
(*) Applicable to airplanes operating under JAA certification and not equipped with rudder movable stops indication light.
Page
Code
2-13-20
8 01
FLIGHT CONTROLS
Page
Code
ORIGINAL
2-13-20
9 01
FLIGHT CONTROLS
CONTROL PEDESTAL AFT PANEL 1 - YAW TRIM KNOB (spring-loaded to neutral) Rotated clockwise or counterclockwise actuates the yaw trim, right or left .
2-13-20
10 01
REVISION 4
FLIGHT CONTROLS
1 - MOVABLE RUDDER STOPS INDICATION LIGHT (APPLICABBLE TO AIRPLANES OPERATING UNDER JAA CERTIFICATION) Color: amber Illuminates to indicate an incorrect position of at least one hydraulic actuator of the movable rudder stops system, as follows: - Airplane in flight with movable rudder stops at 15 position. - Airplane on ground with movable rudder stops at 10position. A time delay of 5 seconds is provided to prevent fault indication during transient. NOTE: For some airplanes, the indication light will be replaced by the EICAS message RUD STOP DISAGREE.
MAIN PANEL
Page
Code
2-13-20
11 01
FLIGHT CONTROLS
EICAS INDICATIONS 1- YAW TRIM POSITION Indicated by a green pointer moving on a horizontal scale. Center of the scale is zero trimming. Each mark represents 50% of trimming range for the associated side.
EICAS INDICATIONS
Page Code
2-13-20
12 01
FLIGHT CONTROLS
Page
Code
REVISION 5
2-13-25
1 01
FLIGHT CONTROLS
LOCKING OPERATION To lock the elevator proceed as follows: A. Pull the control column backwards to any position from neutral to full nose up. B. Lift the safety lock device (1) and move the gust lock lever from the unlocked to the locked position (2). C. Push the control column fully forward until the control column movement is restricted. Locking is completed. In locked position, the thrust levers are prevented from moving beyond the thrust setting needed for ground maneuvering. However, the gust lock lever was designed to allow extra travel for one of the thrust levers. NOTE: During the locking operation, indication lights remain off.
Page
Code
2-13-25
2 01
ORIGINAL
FLIGHT CONTROLS
Page
Code
2-13-25
3 01
FLIGHT CONTROLS
UNLOCKING OPERATION To unlock the elevator proceed as follows: A. Lift the safety lock device (1) and move the gust lock lever to its intermediate detented position (2). B. At this position, the locking pins are commanded to open and the elevators will be unlocked after approximately 8 seconds. The indication lights will illuminate during the unlocking cycle, remaining off after that. After the indication lights go off, pull the control column backwards to any position from neutral to full nose up. C. Lift the safety lock device (3) and pull the gust lock lever from the intermediate position to its full forward inflight resting position (4), completing the unlocking cycle. NOTE: Gust lock lever command from the intermediate to the unlocked position is not possible prior to pulling column rearward.
Page
Code
2-13-25
4 01
FLIGHT CONTROLS
Page
Code
ORIGINAL
2-13-25
5 01
FLIGHT CONTROLS
Page
Code
2-13-25
6 01
REVISION 5
FLIGHT CONTROLS
Actuated backward, locks both elevator and thrust control levers. The safety lock has to be lifted to move the lever.
CONTROL STAND
Page Code
2-13-25
7 01
FLIGHT CONTROLS
Page
Code
2-13-25
8 01
FLIGHT CONTROLS
FLAP SYSTEM
The flaps are electrically operated, consisting of two double-slotted flap panels installed to each wing.
Page
Code
2-13-30
1 01
FLIGHT CONTROLS
Page
Code
2-13-30
2 01
FLIGHT CONTROLS
FLAP SCHEMATIC
Page Code
2-13-30
3 01
FLIGHT CONTROLS
EICAS MESSAGES
TYPE MESSAGE CAUTION FLAP FAIL MEANING Both flap channels are inoperative or flap asymmetry is 2 or more. One flap channel is inoperative.
FLAP AURAL WARNING (TAKEOFF FLAPS) If any thrust lever angle is above 60 and the flaps are not in the appropriate takeoff position while the aircraft is on the ground, the TAKEOFF FLAPS aural warning and the EICAS configuration warning will be activated.
Page
Code
2-13-30
4 01
FLIGHT CONTROLS
Page
Code
REVISION 4
2-13-30
5 01
FLIGHT CONTROLS
EICAS INDICATIONS 1- FLAPS POSITION Ranges from 0 to 45, with discrete indication on 0, 9, 22 and 45. Colors: Box: white. Digits: - green (except 0, which is white). - changes to a green dash when flaps are in transit. In-transit flap position is replaced by the actual flap position if flap fails. If data is invalid, digits are replaced by amber dashes and box becomes amber. NOTE: The Flap position can be seen on RMU display.
EICAS INDICATIONS
Page Code
2-13-30
6 01
REVISION 4
FLIGHT CONTROLS
SPOILER SYSTEM
Spoiler system consists of speed brake and ground spoiler subsystems. Speed brakes allow increased descent rate and assist in decelerating the airplane. Ground spoilers destroy lift, thus providing better braking effectiveness. Spoilers are electrically commanded and hydraulically actuated. A Spoiler Control Unit is responsible for permitting the spoiler panels to open or not. Four spoiler panels are provided, two per wing surface. The outboard spoilers provide both speed brake and ground spoiler functions, while the inboard spoilers provide only a ground spoiler function. The actuation of either subsystem is fully independent.
Page
Code
ORIGINAL
2-13-35
1 01
FLIGHT CONTROLS
GROUND SPOILER
The Spoiler Control Unit (SCU) automatically performs ground spoiler opening, without pilots' interference. The SCU enables the ground spoilers to open whenever the following conditions are met: Airplane on the ground. Main landing gear wheels running above 25 kt. Both engines thrust lever angles set to below 30 or both engines N2 below 56%. If any of those conditions is not met, the ground spoilers will not open. A status indication is presented on the EICAS to indicate that the spoilers are open or closed. If a failure is detected, a caution message is presented on the EICAS.
SPEED BRAKE
When speed brake is commanded with autopilot engaged, the auto pitch trim is provided through the autopilot; when the autopilot is not engaged the Spoiler Control Unit provides the auto pitch trim command. The speed brakes will open when the speed brake lever is set to open and the following conditions are met: Thrust lever angle of both engines set to below 50. Flaps at 0 or 9. If the speed brake lever is commanded to the OPEN position and any of the speed brake open condition is not met, the speed brake panels are kept closed and a caution message is presented on the EICAS. If the speed brake panels are open and any of the speed brake open condition is not met, the speed brake panels automatically close and an EICAS message is presented. In both cases, the speed brake lever must be moved to the CLOSE position to remove the EICAS message.
Page
Code
2-13-35
2 01
REVISION 6
FLIGHT CONTROLS
Page
Code
2-13-35
3 01
FLIGHT CONTROLS
EICAS MESSAGES
TYPE MESSAGE SPOILER FAIL MEANING Any spoiler panel open inadvertently, failed to open or any failure in the input signals. Speed Brake Lever commanded to OPEN but opening logic is not satisfied.
SPOILER AURAL WARNING (TAKEOFF SPOILERS) If any thrust lever angle is above 60 and any spoiler/speed brake panel is deployed, the spoiler OPN label turns red and the TAKEOFF SPOILERS aural warning and the EICAS configuration warning will be activated.
Page
Code
2-13-35
4 01
FLIGHT CONTROLS
CONTROL STAND
Page
Code
2-13-35
5 01
FLIGHT CONTROLS
EICAS INDICATIONS 1- SPOILERS INDICATION Displays OPN when any of the surfaces are open, or CLD when all of the surfaces are closed. Colors: Box: white. CLD: white. OPN: - green in normal condition. - red if any surfaces are open during takeoff.
EICAS INDICATIONS
Page Code
2-13-35
6 01
OXYGEN
Page
Code
REVISION 7
2-16-00
1 01
OXYGEN
Page
Code
2-16-00
2 01
ORIGINAL
OXYGEN
GENERAL
The oxygen system supplies, in case of cabin decompression, protective and supplemental oxygen for the crew and only supplemental oxygen for the passengers. It is a conventional, highpressure gaseous type system, in which the oxygen is stored in a cylinder at high pressure and distributed at low pressure to the masks. The system is composed of three subsystems that operate independently: The Flight crew oxygen subsystem, the Passenger oxygen subsystem and the portable oxygen subsystem. The first two subsystems are monitored so that all the necessary parameters are informed to the flight crew and flight attendants.
Page
Code
2-16-05
1 01
OXYGEN
Page
Code
2-16-05
2 01
OXYGEN
Page
Code
REVISION 7
2-16-10
1 01
OXYGEN
2-16-10
2 01
REVISION 7
OXYGEN
2-16-10
3 01
OXYGEN
2-16-10
4 01
OXYGEN
EICAS MESSAGE
TYPE MESSAGE CREW OXY LO PRESS MEANING Crew oxygen cylinder pressure below 400 psi (for airplanes equipped with EICAS prior to version 20.5) or 450 psi (for airplanes equipped with EICAS version 20.6 and on). Remaining oxygen sufficient for approximately 12 minutes for pilot, copilot, and observer.
CAUTION
Page
Code
REVISION 7
2-16-10
5 01
OXYGEN
Page
Code
2-16-10
6 01
REVISION 7
OXYGEN
ORIGINAL
2-16-10
7 01
OXYGEN
Page
Code
2-16-10
8 01
REVISION 7
OXYGEN
CREW MASK
The crew mask is a quick donning oro-nasal mask assembly that can supply breathing protection up to 39000 ft or 41000 ft and allows oxygen flow on demand or under pressure, as required. The mask is provided with an automatic oxygen dilution system that supplies pure oxygen at a cabin altitude of over 33000 ft. It can also be manually selected to the 100% position to provide pure oxygen at all altitudes or to the EMERGENCY position to maintain in the venting orifice 100% pure oxygen (or positive pressure if it is an oxygen mask with pressure demand regulator type). The quick donning operation is as follows: Hold the mask with one hand by the mask regulator and the inflation control valve (red ears). Pull the mask out of the box. Press the inflation control valve (red ears) firmly. The harness inflates rapidly, and takes a round shape large and rigid enough to allow the user to don it quickly. Release the regulator ears. The harness will then deflate, securing the mask to the user's face. NOTE: The EROS Mask is provided with two red ears. One inflates the harness when pressed and the other is fixed. The oxygen mask with dilute demand regulator type (applicable to airplanes with altitude ceiling of 39000 ft) is equipped with a flow indicator only for the observer mask. The flow indicator for the pilot and copilot is located in the respective crew mask stowage boxes. The oxygen mask with pressure demand regulator type (applicable to airplanes with altitude ceiling of 41000 ft) is equipped with a flow indicator for the pilot, copilot and observer.
Page
Code
REVISION 7
2-16-10
9 01
OXYGEN
2-16-10
10 01
REVISION 7
OXYGEN
ORIGINAL
2-16-10
11 01
OXYGEN
SMOKE GOGGLES
The smoke goggles were designed for use with the crew mask assembly, matching the mask face cone. The venting valve, located on the mask shell and manually actuated by the user, allows direct communication between venting orifice and goggles. When mask regulator is selected to emergency position, a metered oxygen flow will be directed to the goggles cavity so as to allow continuous venting and preventing any infiltration of harmful gases.
SMOKE GOGGLES
Page
Code
REVISION 7
OXYGEN
PASSENGER OXYGEN
The passenger oxygen subsystem employs one or two oxygen cylinder(s), installed in the closeout panel near the galley, in which the oxygen is stored at high pressure (1850 psi) to supply the passenger oxygen masks. The subsystem shares with the crew oxygen subsystem the overpressure discharge indicator (safety disk), located on the lower left side of aircrafts nose. For that reason, in case of over pressurization the same indicator blows out and can be visually inspected. If the cylinder pressure drops below 750 psi, a caution message is presented on the EICAS. The Passenger Oxygen Control Panel is located on the right lateral console, above the copilots mask stowage box. Under normal operating conditions, when the AUTO mode is selected on the passenger oxygen control panel and the cabin altitude reaches 14000 ft, the altimetric switch energizes a time delay relay, which energizes the passenger oxygen on-off solenoid valve to initiate the oxygen flow and pressurize the oxygen distribution manifold. The pressure, in the distribution line, activates the pneumatic latch, opening the door and dropping the masks from their dispensing units. At the same time, the OXYGEN indicator light, on the passenger oxygen control panel, as well as the NO SMOKING and FASTEN SEAT BELTS signs in the passenger cabin are turned on. The MANUAL selection on the passenger oxygen control panel activates the system when the automatic system fails or at any time as required. On the right side of the oxygen service panel, are the passenger charging valve and the passenger pressure gauge, which allows access to charge the passenger oxygen cylinder and monitoring of passenger oxygen quantity. NOTE: The addition of a second oxygen cylinder, will not effect or change any of the controls, indications or safety features of the Passenger Oxygen subsystem.
Page
Code
REVISION 7
2-16-15
1 01
OXYGEN
Page
Code
2-16-15
2 01
ORIGINAL
OXYGEN
REVISION 7
2-16-15
3 01
OXYGEN
EICAS MESSAGE
TYPE CAUTION MESSAGE PAX OXY LO PRESS MEANING Passenger Oxygen cylinder(s) pressure below 750 psi.
Page
Code
2-16-15
4 01
REVISION 7
OXYGEN
Page
Code
2-16-15
5 01
OXYGEN
Page
Code
2-16-15
6 01
OXYGEN
REVISION 7
2-16-15
7 01
OXYGEN
Page
Code
2-16-15
8 01
REVISION 3
OXYGEN
2-16-15
9 01
OXYGEN
Page
Code
2-16-15
10 01
OXYGEN
PORTABLE OXYGEN
The portable oxygen subsystem includes one portable oxygen cylinder and two Protective Breathing Equipment (PBE).
Page
Code
REVISION 6
2-16-20
1 01
OXYGEN
2-16-20
2 01
ORIGINAL
OXYGEN
ORIGINAL
2-16-20
3 01
OXYGEN
Page
Code
2-16-20
4 01
REVISION 7
OXYGEN
ORIGINAL
2-16-20
5 01
OXYGEN
2-16-20
6 01
REVISION 7
OXYGEN
Page
Code
2-16-25
1 01
OXYGEN
Page
Code
2-16-25
2 01
OXYGEN
ORIGINAL
2-16-25
3 01
OXYGEN
Page
Code
2-16-25
4 01
REVISION 4
OXYGEN
Page
Code
ORIGINAL
2-16-25
5 01
OXYGEN
Passengers on board
5 pax 7 pax 9 pax 11 pax 13 pax 14 pax
85 85 85 85
66 66 66 66
53 53 53 53
44 44 44 44
38 38 38 38
35 35 35 35
NOTE: - The values above are in minutes. - The calculation of the terrain clearence time was based on a dispatch pressure of 1730 psig or above for crew and passenger systems. Also it was considered the presence of one flight attendant in all calculations.
Page
Code
2-16-25
6 01
REVISION 7
OXYGEN
91 91 91 91 61 61
86 86 86 86 57 57
NOTE: - The values above are in minutes. - The calculation of the terrain clearence time was based on a dispatch pressure of 1730 psig or above for crew and passenger systems. Also it was considered the presence of one flight attendant in all calculations. AIRPLANES EQUIPPED WITH ONE 115 FT OXYGEN BOTTLE
Altitude Crew Members (ft) 15000 18000 20000 with observer without observer with observer without observer with observer without observer Passengers on board
0 pax 1 pax 3 pax 5 pax 7 pax 9 pax 11 pax 13 pax 14 pax
3
90 90 90 90 60 60
76 76 75 75 50 50
65 65 65 65 43 43
56 56 56 56 38 38
53 53 53 53 35 35
NOTE: - The values above are in minutes. - The calculation of the terrain clearence time was based on a dispatch pressure of 1730 psig or above for crew and passenger systems. Also it was considered the presence of one flight attendant in all calculations.
Page
Code
REVISION 5
2-16-25
7 01
OXYGEN
Passengers on board
5 pax 7 pax 9 pax 11 pax 13 pax 14 pax
with observer without observer with observer without observer with observer without observer
99 99 99 99 66 66
NOTE: - The values above are in minutes. - The calculation of the terrain clearence time was based on a dispatch pressure of 1730 psig or above for crew and passenger systems. Also it was considered the presence of one flight attendant in all calculations.
Page
Code
2-16-25
8 01
REVISION 5
Page
Code
REVISION 5
2-15-00
1 01
Page
Code
2-15-00
2 01
ORIGINAL
GENERAL
Airplane ice protection system is provided by heating critical ice build up areas through the use of either hot air or electrical power. The system is fully automatic and under icing conditions, activates the entire protection system (the only exception is the windshield heating system). The hot air-heated areas are: Wing and horizontal stabilizer leading edges. Engine air inlet lips. The electrically heated areas are: Windshields. Pitot tubes, Pitot-static tube, AOA sensors, TAT probes, ADCs and pressurization static ports. Lavatory water drain and potable water service nipples. Two fully independent wiper systems remove rain from the windshields. All ice protection systems provide signals to the EICAS for malfunctioning system display.
Page
Code
2-15-05
1 01
2-15-05
2 01
Page
Code
ORIGINAL
2-15-10
1 01
Engine ice protection is provided by heating the engine air inlet lip, through the use of non-temperature-controlled hot air tapped directly upstream of each high stage valve. As the engine air inlet has enough airflow surrounding the lip when the engine is running, the engine air inlet lip anti-icing system can be operated on the ground normally and with no limitations. Each engine has its own protection system independent of the airplanes pneumatic system. The left hand Pneumatic System supplies the horizontal stabilizer antiicing subsystem. Each half-wing anti-icing subsystem is supplied by its respective side of the Pneumatic System. The bleed air thermal anti-icing system may be deactivated by buttons, located on the overhead panel. On the ground, the FADEC incorporates an automatic logic to reduce the maximum available thrust to avoid a sudden engine thrust loss during lift-off, even with the thrust lever set at MAX position. In flight, the FADEC allows the engines to deliver the maximum rated thrust to compensate for the effect of the high bleed air consumption by the wing and horizontal stabilizer thermal anti-icing subsystems. Moreover, the FADEC provides an automatic logic to ensure a minimum available thrust during icing conditions, even during low thrust setting conditions. This logic is automatically inhibited when the landing gear is extended, in order to improve the airplanes rate of descent and glide slope path adjusting capability. The APU bleed air is not hot enough to perform anti-icing functions. Therefore it must not be used for such applications. A caution message is presented on the EICAS if the thermal anti-icing system is turned on during non-icing conditions.
Page
Code
2-15-10
2 01
REVISION 5
The Engine Anti-icing Valves receive an electrical input to open when the following conditions occur: The Ice Detection Override Knob is set to ALL or ENG, or The Ice Detection Override Knob is set to AUTO position and any ice detector is activated, or The Ice Detection Test Knob is set to 1 or 2. The engine anti-ice system logic has a narrow range between normal operating pressures and a low pressure value that, if reached, would trigger an E1(2) A/ICE FAIL message on the EICAS. This message may be presented in flight whenever the engines are set at low thrust settings. This message may be cleared increasing the engine anti-ice system pressure by advancing the thrust levers with Ice Detection Override Knob in AUTO. If the message does clear and the related Engine Air Inlet OPEN inscription remains illuminated, the system is operating normally and the flight may be continued.
Page Code
REVISION 5
2-15-10
3 01
2-15-10
4 01
ORIGINAL
2-15-10
5 01
Page
Code
2-15-10
6 01
EICAS MESSAGES
TYPE WARNING A/ICE CAPACITY LOW MESSAGE ICE COND-A/I INOP MEANING Any Bleed Air Thermal antiicing subsystem not functioning properly under icing conditions. Low pressure condition downstream of any wing or stabilizer anti-ice valve or wing pressure asymmetry. Any anti-icing valve opened in flight out of icing conditions. Any Bleed Air Thermal antiicing button turned off. Low pressure condition. Valve failure. Any switch failure. Overpressure condition. Any system failure. Low pressure condition (on ground or inflight), or Disagreement between valve position and system command. Low pressure condition. Valve failure. Any switch failure. Duct leakage. Any system activation failure. Low pressure condition, or Disagreement between valve position and system command, or Piccolo tube failure. Asymmetrical degradation of half-wings anti-ice systems thermal performance. Low pressure condition. Valve failure. Any switch failure. Duct leakage. Any system activation device failure. Inflight overpressure condition detected.
Page Code
CAUTION
ENG1 (2) A/ICE FAIL (if applicable) WG1 (2) A/ICE FAIL (if applicable)
ADVISORY
ORIGINAL
2-15-10
7 01
Page
Code
2-15-10
8 01
REVISION 5
For airplanes Post-Mod. SB 145LEG-30-0033 or with an equivalent modification factory-incorporated, the temperature controller has two modes of operation, defog heat and anti-ice heat mode. When the windshield heating push button is set to ON, the controller continuously monitors the windshield temperature. As temperature drops below 26C (defog mode), it modulates power input to the electric conductive grid and maintains this temperature. If ice detectors sense ice formation, the controller automatically increase power input to maintain the temperature at 43C (anti-ice mode). If both ice detectors are inoperative, the Override knob on the Overhead Panel set to ALL position provides manual means to put both systems into anti-ice mode automatically increasing power input to maintain the temperature at 43C. A caution message W/S HEAT FAIL is presented on the EICAS when a system failure is detected or the windshield temperature exceeds 65C.
EICAS MESSAGES
TYPE MESSAGE W/S 1 (2) HEAT FAIL MEANING For airplanes Pre-Mod. SB 145LEG-30-0033, associated windshield heating system failure (< 38C) or associated overheat condition (> 55C). For airplanes Post-Mod. SB 145LEG-30-0033, associated windshield heating system failure or associated overheat condition (> 65C).
CAUTION
REVISION 5
2-15-10
9 01
Pitot 1 and 2 and Pitot/Static 3, AOA 1 and 2, ADS Static Ports 1, 2, 3 and 4, and Pressurization Static Ports 1 and 2 are heated whenever at least one engine is running (N2 above 54.6%). A separated logic assures Pitot/Static 3 and Pressurization System Static Port 2 heating in any flight condition. TAT 1 and 2 are heated provided any of Engine 1 or 2 anti-icing subsystem is functioning or airplane is in flight. Heater deactivation is accomplished either when the above conditions are not met or when the associated control button is manually pressed. Caution messages are presented on the EICAS to indicate that the sensor heating is inoperative. These messages are inhibited during the takeoff and approach phases.
EICAS MESSAGES
TYPE MESSAGE PITOT 1 (2, 3) INOP MEANING Associated sensor heating inoperative with any engine running (N2 above 60%). Both engines N2 below 50%. Associated sensor heating inoperative with any engine running (N2 above 60%) and airplane airborne. Both engines N2 below 50%. Associated sensor heating inoperative in icing conditions and airplane airborne.
DRAIN
AND
NIPPLE
The lavatory waste water drain and potable water service nipples (overflow and fill) are heated by electric resistors to prevent clogging by water freezing under any atmospheric conditions on the ground and in flight. The heating is automatically turned on when the DC BUS 1 is powered. Refer to Section 2-2 Equipment and Furnishings.
Page Code
2-15-10
10 01
REVISION 5
ORIGINAL
2-15-10
11 01
5 - ICE DETECTION TEST KNOB Permits the half-wing, horizontal stabilizer and engine air inlet antiicing subsystems to operate for test purposes, by simulating an icing condition on ice detectors 1 and 2. The adequate system operation is confirmed by the illumination of the OPEN inscriptions in the anti-icing buttons, which indicate the current valve position. NOTE: The ICE CONDITION, ICE DET 1 (2) FAIL and BLD 1 (2) LOW TEMP messages are displayed during test. The CLR ICE 1, CLR ICE 2, CLR/I INOP 1 and CLR/I INOP 2 caution messages are displayed on the EICAS and the lights CLR ICE 1 and CLR ICE 2 illuminate only when the Ice Detection Test Knob is selected to 1. 6 - ICE DETECTION OVERRIDE KNOB ENG - Turns on the engine air inlet anti-icing subsystems for ground speeds below 25 knots. Above 25 knots the wing and horizontal stabilizer anti-icing subsystems are also turned on if icing condition is detected. AUTO- Allows the automatic operation of the bleed air anti-icing system. NOTE: If ground speed is equal or above 25 knots and an icing condition is detected, wing and horizontal stabilizer anti-icing subsystems are turned on. The engine anti-icing subsystem is turned on as soon as an icing condition is detected. ALL - Turns on the complete bleed air anti-icing system provided airplane is in flight. NOTE: On ground, below 25 knots, only engine anti-icing is turned on. 7 - WINDSHIELD HEATING BUTTON Turns on (pressed) or turns off (released) the windshield heating system. A striped bar illuminates inside the button to indicate that it is released.
Page
Code
2-15-10
12 01
REVISION 5
2-15-10
13 01
Page
Code
2-15-10
14 01
REVISION 5
2-15-15
1 01
Each sensor is flush mounted with the surface and consists of a vibrating diaphragm. Any ice build-up is sensed by the diaphragm and a caution message is presented on the EICAS and the Clear Ice Indication Light illuminates. In case of failure of any or both ice detectors, a caution message is also presented on the EICAS. The systems normal operation may be checked through the TEST knob on the Ice Protection panel.
EICAS MESSAGES
TYPE MESSAGE ICE DETECTORS FAIL ICE DET 1 (2) FAIL CAUTION CLR ICE 1 (2) MEANING Both ice detectors have failed. Associated ice detector has failed. Ice build-up over the left or right wing upper surface. Associated clear ice detector has failed. Airplane is flying under icing conditions.
Page
Code
2-15-15
2 01
REVISION 5
Page
Code
REVISION 5
2-15-15
3 01
LOW - Associated wiper operates at approximately 80 strokes per minute. HIGH - Associated wiper operates at approximately 140 strokes per minute. NOTE: Dry windshield operation leads the motor-converter to a stall condition, due to the high friction level. The controller senses the motor-converter current surge and drives the arm directly to the parked position. The system remains inoperative until the Windshield Wiper Selector Knob is set to OFF position and a new operation mode is selected.
Page
Code
2-15-15
4 01
REVISION 5
Page
Code
REVISION 5
2-15-15
5 01
Page
Code
2-15-15
6 01
REVISION 5
Page
Code
REVISION 5
2-18-00
1 01
SELCAL System () ........................................................... 2-18-23.. 01 SELCAL Controls and Indicators .................................... 2-18-23.. 02 Honeywell Mark III CMU ()................................................ 2-18-24.. 01 CMU Normal Operation .................................................. 2-18-24.. 04 CMU Abnormal Operation .............................................. 2-18-24.. 04 CMU Controls and Indicators.......................................... 2-18-24.. 06 Printer Controls and Indicators ....................................... 2-18-24.. 08 Aircraft Communication Addressing and Reporting System (ACARS) () ............................ 2-18-24.. 11 ACARS Operation........................................................... 2-18-24.. 14 ACARS Controls and Indicators ..................................... 2-18-24.. 15 ACARS Printer Controls and Indicators.......................... 2-18-24.. 18 Cockpit Voice Recorder...................................................... 2-18-25.. 01 Self-Test ......................................................................... 2-18-25.. 01 Erase Function................................................................ 2-18-25.. 01 Cockpit Voice Recorder Controls and Indicators............ 2-18-25.. 02 Passenger Address System ............................................... 2-18-27.. 01 Passenger Address Operating Modes............................ 2-18-27.. 02 Satcom System () ............................................................. 2-18-28.. 01 Introduction ..................................................................... 2-18-28.. 01 Satcom Operation........................................................... 2-18-28.. 01 Satcom Controls and Indicators...................................... 2-18-28.. 05 Iridium Stellite Telecommunication System () .................. 2-18-29.. 01 Iridium Controls and Indicators ....................................... 2-18-29.. 02 Iridium Operation ............................................................ 2-18-29.. 04 Inertial Reference System (IRS) () ................................... 2-18-30.. 01 Inertial Reference System Components ......................... 2-18-30.. 04 IRS Operating Modes ..................................................... 2-18-30.. 05 IRS Operating Procedures.............................................. 2-18-30.. 10 IRS EICAS Messages..................................................... 2-18-30.. 12 IRS Controls and Indicators............................................ 2-18-30.. 14 IRS Indications on the PFD ............................................ 2-18-30.. 16 Flight Management System (FMZ 2000) ()....................... 2-18-35.. 01 FMS Operating Modes.................................................... 2-18-35.. 04 FMS Controls and Indicators .......................................... 2-18-35.. 07 Navigation Displays ............................................................ 2-18-40.. 01 Displays Controls and Indicators .................................... 2-18-40.. 02 NOTE: Optional equipment are marked with an asterisk () and its description may not be present in this manual.
Page
Code
2-18-00
2 01
REVISION 4
Weather Radar System...................................................... 2-18-45 ..01 General........................................................................... 2-18-45 ..03 Weather Radar Normal Operation ................................. 2-18-45 ..04 Interpreting Weather Radar Images............................... 2-18-45 ..04 Radar Warm Up Period .................................................. 2-18-45 ..06 Ground Operation Precautions....................................... 2-18-45 ..06 Weather Radar Operating Modes and Functions........... 2-18-45 ..07 Radome.......................................................................... 2-18-45 ..18 Weather Radar Controls and Indicators......................... 2-18-45 ..19 Lightning Sensor System (LSS) ().................................... 2-18-50 ..01 LSS Operation ................................................................ 2-18-50 ..02 LSS Controls and Indicators........................................... 2-18-50 ..05 Identification Friend or Foe System (IFF) () ..................... 2-18-80 ..01 Selector Panel ................................................................ 2-18-80 ..02 IFF Transponder Controls and Indicators....................... 2-18-80 ..04 Precision Area Navigation (P-RNAV) (*) ............................2-18-85...01 Limitations.......................................................................2-18-85 ...01 P-RNAV System .............................................................2-18-85...03 Normal Procedures.........................................................2-18-85 ...04 Contingency Procedures.................................................2-18-85...06 Incident Reporting...........................................................2-18-85 ...07
NOTE: Optional equipment are marked with an asterisk () and its description may not be present in this manual.
Page Code
REVISION 6
2-18-00
3 01
Page
Code
2-18-00
4 01
ORIGINAL
GENERAL
The standard EMB-135 BJ navigation and communication resources are provided by the Radio Management System (RMS). The RMS is controlled through two Radio Management Units (RMU 1 and 2), an auxiliary control unit, the Tuning Backup Control Head (TBCH), and three individual Digital Audio Panels (DAP). The two RMUs provide radio frequency and mode control. Alternatively, the RMU 2 frequencies may be selected through the TBCH. The Audio System is controlled via three individual Digital Audio Panels, available for the captain, copilot and observer. The Radio Management System also provides interface with the Passenger Address System, Aural Warning Unit and Cockpit Voice Recorder. Optional communication equipment includes an HF transceiver, Third VHF NAV/COM, SELCAL and Aircraft Communication Addressing and Reporting System (ACARS). The navigation may be performed using only the standard navigation radio sensors, or using the Flight Management System (FMS) resources. The FMS is an optional equipment that uses the standard navigation radio sensors, GPS (Global Positioning System) sensors, and, also optionally, the IRS (Inertial Reference System) for positioning and navigation. Heading inputs to the Integrated Navigation Unit are provided by the AHRS (Attitude and Heading Reference System) or by the IRS. These equipment also provide roll and pitch attitudes for the Electronic Attitude Director Indicator (EADI). The navigation information is normally presented on the PFD and MFD and may also be available on the RMU, through its navigation backup page.
Page
Code
2-18-01
1 01
Page
Code
2-18-01
2 01
The RMS consists basically of the following major components: Remote mounted: Integrated Navigation Unit (INU); Integrated Communication Unit (ICU). Cockpit Mounted: 2 Radio Management Unit (RMU); 1 Tuning Backup Control Head (TBCH); 3 Digital Audio Panel (DAP). With the exception of the Digital Audio Panel, all components of the RMS are connected through the digital Radio System Buses (RSB) that allows complete control and information exchange between the units of the entire RMS. Audio switching control is provided by means of the controls on the Digital Audio Panel itself. The audio signals are transmitted from the remote units to the Digital Audio Panel through dedicated digital audio buses. The navigation and communication data are displayed on the RMU, PFD and MFD displays.
Page
Code
2-18-05
1 01
RMS SCHEMATIC
Page
Code
2-18-05
2 01
Page
Code
2-18-07
1 01
Page
Code
2-18-07
2 01
Page
Code
2-18-09
1 01
Page
Code
2-18-09
2 01
Page
Code
REVISION 5
2-18-11
1 01
NAVIGATION/COMMUNICATION MEMORY PAGES The Memory Page presents two similar displays called First Memory Page and Second Memory Page. The First Memory Page shows memory locations 1 through 6 and the Second Memory Page shows memory location 7 through 12. Both the COM and NAV Memory Pages are functionally identical. ATC/TCAS CONTROL PAGE The ATC/TCAS Control Page allows the pilot to select various TCAS operational features: Intruder Altitude REL: Targets altitude displayed relative to ones own airplane (default). FL: Targets altitude displayed as flight level (reverts to REL after 20 sec). TA Display AUTO: Traffic targets displayed only when TA or RA target conditions exist. MANUAL: All traffic targets displayed within the viewing airspace. Flight Level ID Allows Mode S coding to reflect the current flights call sign. Flight Level 1/2 Display of the transponders encoded altitude and the air data source for that altitude. NAVIGATION BACKUP PAGE The NAVIGATION Backup Page consists of a backup navigation display that presents HSI, MB, DME, NAV (VOR) and ADF information. ENGINE BACKUP PAGE The ENGINE Backup Page displays information normally presented on the EICAS, as engine and systems indications, as well as EICAS messages. The ENGINE Backup Page is divided into two pages. The first presents only engine indications, while the second presents systems indications and EICAS messages. For further information on Engine Backup Page refer to Section 2-10 - Powerplant and 2-4 - Crew Awareness.
Page
Code
2-18-11
2 01
ORIGINAL
The SYS SELECT Page allows the selection of COM 1 and COM 2 between Narrow and Wide bands. MAINTENANCE PAGE This page displays test results information depending upon the type of test that is being carried out (power on self-test or pilot activated selftest). Two pages may be presented if a failure is detected, depending if the failure is in the RMS or in one of the radios. This page is not available in flight. RMU NORMAL OPERATION RMU SELF-TEST On the ground, the RMS performs a self-test each time power is applied after power off periods greater than 10 seconds. This test monitors the primary and secondary radio buses as well as the individual Radio Systems for proper operation. Each function test status is displayed in its respective window. Under normal conditions, the COM will be operational within 7 seconds after power on and the remaining radio equipment units within 50 seconds. The test can be terminated by pressing the Test Button in the RMU Bezel Panel. If any bus or radio test parameter failure occurs, an associated error message will be displayed on the test failure window, below the COM and NAV windows. Radio System failures are displayed in the first failure window and function failures in a second failure window. The failure windows may be removed by pressing and holding the Test Button. If the test is successfully completed the RMU will display the RADIO Page with the same radio configuration prior to the last power down. NOTE: Any radio equipment that is not powered up when the test is initiated by the RMU will generate an error message.
Page
Code
2-18-11
3 01
Additionally the pilot may perform a test by pressing the Test Button on the RMU Bezel Panel which causes the activation of the self-test of the component associated with the window in which the yellow cursor is located. Upon successful completion of this test, a PASS message will be displayed for a short time in the window, indicating the successful completion of the test. If this test is not successful completed, an error message (ERR) will be displayed in the window. NOTE: Errors detected by the self-test indicate one or more parameter outside their self-test limit but may not necessarily indicate nonoperation of the function. The pilot should verify the operation of the function. CROSS-SIDE OPERATION The RMU is provided with a feature called cross-side operating mode. This feature allows the RMU to be changed from its normal operating mode of tuning the on-side radio equipment to the mode of tuning the opposite side radio equipment. The cross-side operation is selected by pressing the cross-side Transfer Button, labeled 1/2, on the RMU Bezel Panel, with the yellow cursor box in any window, except the ATC/TCAS window. The entire RMU display and operation is transferred from the opposite side to the side that has commanded the Cross-side Operating Mode. If the yellow cursor box is in the ATC/TCAS window, pressing the cross-side Transfer Button selects which transponder (1 or 2) will be in operation. In the cross-side operation, the RMU Window/Control Side Ident will be displayed in magenta on the side that has selected the operation and any change made will be displayed in yellow on the opposite side RMU to indicate that the change was carried out remotely.
Page
Code
2-18-11
4 01
The normal COM operation is enabled with the RMU RADIO Page displayed. The COM window has two frequency lines. The upper line displays the active COM frequency while the lower line displays the preset frequency. Pressing the Line Select Button associated with the preset frequency will cause the yellow cursor box to move to enclose that frequency. In this condition the enclosed preset frequency may be changed through the Frequency Tuning Knobs. When the Frequency Tuning Knobs are actuated the label MEMORY and the associated memory location number, both below the lower frequency line, will change to a TEMP label indicating that the new preset frequency is not yet stored in the memory of the RMU. Frequency storage may be accomplished by pressing the Memory Storage Button, labeled STO, on the RMU Bezel Panel. This action will also provide the previous MEMORY label and the associated memory location number to replace the TEMP label, indicating that the new preset frequency has been stored in the indicated memory location. Placing the yellow cursor box to enclose the MEMORY label, by pressing a second time the Line Select Button beside the COM window, will allow scrolling through the entire RMU stored memory. This may be performed by rotating the Frequency Tuning Knob either clockwise to memory location increment or counterclockwise to decrement. The exchange between the active frequency displayed in the upper line of the window and the preset frequency displayed in the lower line may be accomplished by pressing the Frequency Transfer Button on the upper left corner of the RMU Bezel Panel. This effectively causes the COM to change to the new active frequency that previously was the preset frequency. In this condition, the previous active frequency drops down to the second line of the COM window and becomes a temporary preset frequency. This is indicated by the TEMP label displayed under that frequency. The TEMP label also indicates, in this case, that the frequency displayed in the second line has not been stored in a memory location. NOTE: The RMU controls the third VHF for airplanes equipped with Honeywell Third VHF System RCZ-833/853 models.
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Code
2-18-11
5 01
Direct COM Tuning Direct COM tuning is accomplished by pressing and holding for approximately 3 seconds the Line Select Button beside the COM preset frequency line. The yellow cursor box will enclose the active frequency allowing direct COM tuning to that frequency, and the preset frequency line will be blank. To exit from direct COM tuning, press and hold the Line Select Button beside the preset frequency line, until the preset frequency appears on the COM window. Squelch Function The COM squelch function is controlled through the Squelch Control Button, labeled SQ, on the RMU control bezel. Pressing this button will cause the COM radio to open its squelch and allow any noise or signal present in the receiver to be heard in the Audio System. The squelch open condition is indicated by the SQ label displayed on the top of the COM window. Pressing the Squelch Control Button again will close the radio squelch immediately. Automatic Time-Out After approximately two minutes of continuous transmission, the transceiver turns its transmitter off and a beep sound in the audio system alerts the pilot to the fact. The transceiver then reverts to receiver mode in order to prevent a stuck microphone button from blocking the communications channel. Should the time-out occur, the pilot can reset it by simply releasing the push to talk button and pressing it again.
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Code
2-18-11
6 01
The NAV operation is identical to the COM operation. However, NAV controls are accomplished by actuation of the Frequency Transfer Button and the Line Select Button located on the upper RH of the RMU Bezel Panel. Furthermore, the NAV window has an additional function called DME Split Tuning Mode. The operation in the DME Split Tuning Mode is similar to the operation in the DME Hold Mode. The NAV system also incorporates FMS autotuning capability. Through the NAV Memory Page it is possible for the FMS to perform automatic tuning of the navigation radios (raw data) along the route by pressing the upper RH Frequency Transfer Button, which enables or disables the FMS autotuning capability. When the VOR or the ILS frequency is autotuned by the FMS, a magenta VOR or ILS frequency and a magenta AUTO label will be displayed on the top border of the RADIO Page NAV window. DME OPERATION In the normal DME operations only one of the six DME channels is paired with the VOR active frequency and one other with the preset VOR frequency. However, pressing the DME Select Button, labeled DME, on the RMU Bezel Panel, will enable the DME to be tuned independently of the VOR active frequency. Pressing the DME Select Button once will cause the NAV window to split into two windows. The top window will display the active VOR frequency and the lower window, with the DME label, will display the active DME frequency in VHF format. When the NAV window is split, an H (DME Hold) label is displayed in the DME window to indicate that the DME is not paired with the active VOR/ILS frequency. In this case the DME hold condition will also be announced on the PFD. In this condition, the DME may be tuned directly by simply pressing the associated Line Select Button beside the DME window and tuning the new DME channel through the Frequency Tuning Knobs. Pressing the DME Select Button again will cause the frequency to be displayed in the channel format (TACAN). Pressing the DME Select Button for the third time will cause the NAV window to resume its normal mode with the active and preset frequencies being displayed while returning the DME to the condition of channeling with the active VOR frequency.
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2-18-11
7 01
ADF OPERATION The tuning of ADF frequencies is similar to that performed on the airplanes other radios equipment. Pressing the Line Select Button beside the ADF frequency display will move the yellow cursor box to surround the ADF frequency in the RMU display. Then, slowly turning the Frequency Tuning Inner Knob clockwise causes the ADF frequencies to advance in 0.5 kHz increments while slowly turning the outer knob clockwise will cause the frequencies to advance in 10 kHz increments. ADF tuning through the Frequency Tuning Knobs is accomplished using proportional rate. If the knobs are turned in slow deliberate steps the frequency will follow likewise. However, if the knob is turned rapidly, the frequency will skip several steps, depending upon the speed at which the knob is turned. This allows accomplishing large frequency changes with a very slight rotation of the knob. The RMU also has the capability of storing an ADF frequency. This is accomplished by selecting the desired ADF frequency and then pressing the Memory Storage Button on the RMU Bezel Panel. To retrieve the stored frequency from memory, the ADF frequency Line Select Button must be pressed for 2 seconds. The ADF is provided with a mode control capability. ADF operational modes can be selected by moving the yellow cursor box to the ADF modes field in the ADF window and then pressing the Line Select Button beside the ADF modes field or rotating the Frequency Tuning Knobs. Repeatedly pressing the Line Select Button will cause the modes to step in one direction while rotating the Frequency Tuning Knobs will select the modes either up or down the current location. The ADF operational modes are the following: - The ADF receives signal only. - The ADF receives signal and calculates relative bearings to station. - BFO - The ADF adds a beat frequency oscillator for reception of CW signals. - VOICE - The ADF opens width of IF bandwidth for better aural reception. NOTE: Bearing information is available in the ADF and BFO modes only. - ANT - ADF
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2-18-11
8 01
Transponder operation is similar to other radio equipment since it requires moving the yellow cursor box to a desired function. In order to tune a desired ATC code, press the Line Select beside the ATC code display. This action will enable the Frequency Tuning Knobs to change the ATC codes. The outer knob sets the thousands and hundreds digits and the inner knob sets the tens and ones digits. Pressing and holding the code Line Select Button will recall the stored preset code (typically used for VFR). A new code may be stored by setting the code and then pressing the Memory Storage Button on the RMU Bezel Panel. Pressing the Line Select Button associated with the transponder operating mode display will move the yellow cursor box to surround the mode annunciation in the ATC/TCAS window allowing to set a new transponder mode if a non-standby mode is selected. Once the mode annunciation is surrounded, pressing the Transfer Button 1/2 will select which transponder will be in operation (e.g., 1 ATC ON to 2 ATC ON). The transponder operational modes are the following: ATC ON - Replies on Modes S and A, no altitude reporting. ATC ALT - Replies on Modes A, C and S, with altitude reporting. TA ONLY - TCAS Advisory Mode is selected. TA/RA - TCAS Traffic Advisory/Resolution Advisory Mode is selected.
RMU ABNORMAL OPERATION Loss of the Primary Radio Bus will disable the cross-side control capability and also the TBCH. However, no radio functions will be lost. The radios on both sides will still be functional through the Secondary Radio Buses. Loss of the left and/or right Secondary Radio Bus will not disable the radio functions. The radios may be tuned, in this condition, through the Primary Radio Bus or through the cross-side control feature. As a safety feature of the RMU, if any component of the Radio System fails to respond to the commands from the RMU, the frequencies or the operating commands associated with that particular function will be removed from the RMU display and replaced with dashes.
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2-18-11
9 01
RMU CONTROLS AND INDICATORS RMU BEZEL PANEL 1 - FREQUENCY TRANSFER BUTTON When pressed, the active frequency (upper line) and the preset frequency (lower line) in the COM or NAV windows exchange location and function. 2 - LINE SELECT BUTTONS The first press of the button moves a yellow cursor box to surround the data field associated with that particular Line Select Button. This enables the Frequency Tuning Knobs to change the data or the mode marked by the cursor. For some functions, additional pressing of the Line Select Button will toggle modes or recall stored frequencies. The Line Select Buttons, if kept pressed, allows ADF and ATC memories to be recalled, and to enter or exit Direct Tune Mode for COM and NAV. 3 - FREQUENCY TUNING OUTER KNOB Allows the data field enclosed by the cursor to be modified. The data may be frequency setting, stored frequencies or mode, depending upon the data field. When setting a frequency, this knob controls the digits to the left of the decimal point. Furthermore, this knob also controls the RMU brightness, which is enabled by pressing the Dimming Button. 4 - FREQUENCY TUNING INNER KNOB Is functionally similar to the Frequency Tuning Outer Knob except that when setting the frequency, this knob controls the digits to the right of the decimal point. 5 - MEMORY STORAGE BUTTON Pressing this button will cause a temporary (TEMP) COM or NAV pre-select frequency to be stored in the memory and assigned numbered location, provided the cursor has first been placed around that frequency. NOTE: ADF and ATC have only one memory location.
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2-18-11
10 01
6 - DME SELECT BUTTON Allows selection of the DME Hold Mode, tuning a different DME channel, not paired with the VOR/ILS frequency, without changing the active VOR frequency. Repeated pressing of this button enables display and selection of the DME channels in VHF and TACAN formats, and then back to the paired VOR/DME mode. 7 - CROSS-SIDE TRANSFER BUTTON With the cursor in any window, except the ATC or TCAS display, pressing this button will transfer the entire RMU operation and display from the cross-side system. With the cursor in the ATC or TCAS window, pressing this button selects which transponder will be in operation. With enhanced TCAS, the button allows control of TCAS data in the cross-side display. 8 - TEST BUTTON When pressed, causes the component associated with the present position of the yellow cursor box to activate its internal self-test circuits for a complete end-to-end test of the function. To properly accomplish the equipment self-test, the Test Button must be pressed and held down as follows: About 2 seconds for COM transceiver self-test. From 5 to 7 seconds for DME, ATC and ADF self-test. About 20 seconds for NAV (VOR/ILS) self-test. Releasing the Test Button at any time immediately returns the equipment to its normal operation in the actual function. If the Test Button is held pressed for 30 seconds or more, the radios are automatically commanded back into normal operation. 9 - PAGE CONTROL BUTTON Provides access to the page menu. 10 - DIMMING BUTTON The RMU features an automatic screen brightness adjustment, within a limited range, to keep the display visibility optimized. The Dimming Button enables RMU brightness to be controlled manually through the Frequency Tuning Outer Knob. The manual dimming control can be disabled by pressing the Dimming Button again or any Line Select Button.
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2-18-11
11 01
11 - TRANSPONDER IDENTIFICATION MODE BUTTON Selects the Transponder Identification Response Mode. The ident squawk will stop after 18 seconds. 12 - SQUELCH CONTROL BUTTON Causes the COM radio to open its squelch allowing any noise or signal present in the radio to be heard in the Audio System. The label SQ is displayed on the top line of the COM window when the squelch is open. When pressed a second time the Squelch Control Button closes the squelch.
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2-18-11
12 01
2-18-11
13 01
RMU DISPLAY PAGE MENU 1 - PAGE MENU IDENTIFICATION Indicates that Page MENU is selected. Color: White. 2 - COM AND NAV MEMORY PAGE LABEL To access the COM or NAV MEMORY Pages press the Line Select Button adjacent to the desired page. Color: Green. 3 - ATC/TCAS PAGE LABEL To access the ATC/TCAS Page press the Line Select Button adjacent to this label. Color: Green. 4 - NAVIGATION PAGE LABEL To access the NAVIGATION Page press the Line Select Button adjacent to this label. Color: Green. 5 - ENGINE PAGE LABEL To access the ENGINE Page press the Line Select Button adjacent to this label. Color: Green. 6 - SYS SELECT PAGE LABEL To access the SYS SELECT Page press the Line Select Button adjacent to this label. Color: Green. 7 - MAINTENANCE PAGE LABEL To access the MAINTENANCE Page press the Line Select Button adjacent to this label. Color: Green. 8 - RETURN TO RADIOS PAGE LABEL To return to the RADIOS Page press the Line Select Button adjacent to this label. Color: Green.
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2-18-11
14 01
PAGE MENU
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2-18-11
15 01
RADIO PAGE 1 - PRESET FREQUENCY MEMORY LOCATION (ONLY FOR NAV AND COM WINDOWS) Identifies the preset frequency as temporary (TEMP label) or retrieved from the memory (MEMORY label followed by its memory location). Colors: Cyan for on-side operation. Yellow for cross-side operation. When marked by the yellow cursor box, the memory location labels and their associated stored frequencies can be scrolled by using the Frequency Tuning Knobs. 2 - COM WINDOW/CONTROL SIDE IDENTIFICATION Identifies the window and which source equipment (side 1 or 2) is active in that RMU. Colors: White for on-side source. Magenta for cross-side source. 3 - VHF COM ACTIVE FREQUENCY Indicates the active frequency for that window. Colors: White for on-side operation. Yellow for cross-side operation. Digits are replaced by dashes in case of any failure in the associated source. 4 - VHF COM PRESET FREQUENCY Indicates the preset frequency. Colors: Cyan for on-side operation. Yellow for cross-side operation. NOTE: When DME Hold is not selected, the NAV Window also presents a similar preset frequency field.
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2-18-11
16 01
5 - NAV WINDOW/CONTROL SIDE IDENTIFICATION Identifies the window and which source equipment (side 1 or 2) is active in that RMU. Colors: White for on-side source. Magenta for cross-side source. 6 - VHF NAV ACTIVE FREQUENCY Indicates the active frequency for that window. Colors: White for on-side operation. Yellow for cross-side operation. Digits are replaced by dashes in case of any failure in the associated source. 7 - DME HOLD MODE ANNUNCIATION Indicates that the DME is in Hold Mode and the active DME channel is selected separately from the active VOR/ILS frequency. Color: Yellow. 8 - DME STATION IDENTIFICATION CODE Displays the digital identification code of the ground station to which the DME is tuned with. Color: White. 9 - DME HOLD MODE FREQUENCY Indicates the active frequency in DME Hold Mode operation, in VHF (represented) or TACAN formats. Color: White. 10 - ADF WINDOW/CONTROL SIDE IDENTIFICATION Identifies the window and which source equipment (side 1 or 2) is active in that RMU. Colors: White for on-side source. Magenta for cross-side source.
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2-18-11
17 01
11 - ADF ACTIVE FREQUENCY Indicates the active frequency for that window. Colors: White for on-side operation. Yellow for cross-side operation. Digits are replaced by dashes in case of any failure in the associated source. 12 - ADF MODES FIELD Displays the ADF modes as selected either through the second ADF Line Select Button (achieved by repeated pressing) or through the Frequency Tuning Knobs when the yellow cursor box is located in this field. Color: Green. 13 - TRANSPONDER OPERATING MODE ANNUNCIATION Displays the active transponder operating mode as selected through the Frequency Tuning Knobs when the yellow cursor box is located in this field. Pressing the Line Select Button beside this field will alternate between the pre-selected transponder mode and the standby mode. Color: Green. 14 - ATC CODE Displays the active ATC code number. Color: White. 15 - ATC/TCAS WINDOW Identifies the window as the ATC/TCAS window. Colors: White.
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2-18-11
18 01
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2-18-11
19 01
COM MEMORY PAGE 1 - MEMORY PAGE IDENTIFICATION Identifies the page as a COM Memory Page. Color: White. 2 - ACTIVE COM FREQUENCY Identifies the COM frequency that is currently active. Color: White. 3 - SQUELCH MODE INDICATION Indicates if squelch is open. Color: Yellow 4 - MEMORY PAGE SELECTED ANNUNCIATION Indicates that the Memory Page is selected. Color: Green. 5 - MEMORIES DISPLAY Displays the preset frequencies and their associated locations. When there is no frequency stored in a memory location only the location number will be displayed in the associated memory display line. Colors: Memory identifications are green. Frequency is cyan.
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2-18-11
20 01
6 - MEMORY INSERT PROMPT If it is desirable to insert a new frequency in a particular memory location, simply press the Line Select Button beside the location line, moving the yellow cursor box to that line. Then press the Line Select Button beside the Insert prompt label. This will cause all the data in memory from the insert location downward to shift one position down. The cursor will remain in the insertion selected location allowing the new frequency to be tuned and stored in that memory location. A MEM FULL (Memory Full) annunciation will be displayed in the RMU display if the 12 memory locations are filled and the Line Select Button associated with the Insert prompt is pressed. Color: Green. 7 - MEMORY DELETE PROMPT To delete a frequency from the memory, press the Line Select Button adjacent to the line associated with the frequency to be deleted. Then press the Line Select Button adjacent to the Delete prompt. The frequency enclosed by the cursor will be deleted from the memory. Higher numbered memory locations will then move upward to fill the empty memory location. Color: Green. 8 - RADIO PAGE RETURN PROMPT Pressing the associated Line Select Button will return the RMU display to the RADIO Page. Color: Green. 9 - MEMORY MORE PROMPT The More prompt allows to display memory locations 7 through 12, by pressing the associated Line Select Button. All actions described for memory locations 1 through 6 are also applicable to memory locations 7 through 12. If locations 1 through 6 are not filled, the Second Memory Page will not be accessible. Color: Green.
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2-18-11
21 01
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2-18-11
22 01
2-18-11
23 01
NAV MEMORY PAGE 1 - MEMORY PAGE IDENTIFICATION Identifies the page as a NAV Memory Page. Color: White. 2 - ACTIVE COM FREQUENCY Identifies the NAV frequency that is currently active. Color: White. 3 - NAV FMS STATUS ANNUNCIATION In the NAV Memory Page, this field displays the FMS ENABLED or DISABLED annunciation. This will be present whether or not the Radio System interfaces with the FMS. Color: Yellow NOTE: When the VOR or the ILS frequency is autotuned by the FMS, a magenta VOR or ILS frequency and a magenta AUTO label will be displayed on the top border of the RADIO Page NAV window. 4 - MEMORY PAGE SELECTED ANNUNCIATION Indicates that the Memory Page is selected. Color: Green. 5 - MEMORIES DISPLAY Displays the preset frequencies and their associated locations. When there is no frequency stored in a memory location only the location number will be displayed in the associated memory display line. Colors: Memory identifications is green. Frequency is cyan.
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2-18-11
24 01
6 - MEMORY INSERT PROMPT If it is desirable to insert a new frequency in a particular memory location, simply press the Line Select Button beside the location line, moving the yellow cursor box to that line. Then press the Line Select Button beside the Insert prompt label. This will cause all the data in memory from the insert location downward to shift one position down. The cursor will remain in the insertion selected location allowing the new frequency to be tuned and stored in that memory location. A MEM FULL (Memory Full) annunciation will be displayed in the RMU display if the 12 memory locations are filled and the Line Select Button associated with the Insert prompt is pressed. Color: Green. 7 - MEMORY DELETE PROMPT To delete a frequency from the memory, press the Line Select Button adjacent to the line associated with the frequency to be deleted. Then press the Line Select Button adjacent to the Delete prompt. The frequency enclosed by the cursor will be deleted from the memory. Higher numbered memory locations will then move upward to fill the empty memory location. Color: Green. 8 - RADIO PAGE RETURN PROMPT Pressing the associated Line Select Button will return the RMU display to the RADIO Page. Color: Green. 9 - MEMORY MORE PROMPT The More prompt allows to display memory locations 7 through 12, by pressing the associated Line Select Button. All actions described for memory locations 1 through 6 are also applicable to memory locations 7 through 12. If locations 1 through 6 are not filled, the Second Memory Page will not be accessible. Color: Green.
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2-18-11
25 01
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Code
2-18-11
26 01
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2-18-11
27 01
ATC/TCAS CONTROL PAGE 1 - INTRUDER ALTITUDE DISPLAY REL (green): Targets altitude displayed relative to ones own airplane (default). FL (cyan): Targets altitude displayed as flight level (reverts to REL after 20 sec). 2 - TA DISPLAY AUTO (green): Traffic targets displayed only when TA or RA target condition exists. MANUAL (cyan): All traffic targets displayed within the viewing airspace. 3 - FLIGHT LEVEL ID Allows Mode S coding to reflect the current flights call sign. The outer tuning knob moves the character position designator and the inner tuning knob selects the desired alphanumeric character. Color: White 4 - FLIGHT LEVEL 1/2 Display of the transponders encoded altitude and the air data source for that altitude. Color: Green. 5 - RADIO PAGE RETURN PROMPT Pressing the associated Line Select Button will return the RMU display to the RADIO Page. Color: Green.
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2-18-11
28 01
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2-18-11
29 01
NAVIGATION BACKUP PAGE NOTE: - The navigation information presented on the Navigation Backup Page are operationally identical to that normally presented on the PFD. - The compass card is presented only in arc partial format. - The selected course and the DME distance to station are boxed. - NAV and ADF active frequencies are also presented. 1 - ACTIVE NAV FREQUENCY 2 - BEARING 1 POINTER 3 - BEARING 2 POINTER 4 - ACTIVE ADF FREQUENCY 5 - COURSE DEVIATION BAR 6 - COURSE DEVIATION SCALE 7 - DME DISTANCE TO STATION 8 - MARKER BEACON DISPLAY 9 - SELECTED COURSE 10 - BEARING 2 SOURCE ANNUNCIATION 11 - BEARING 1 SOURCE ANNUNCIATION 12 - COMPASS CARD DISPLAY
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2-18-11
30 01
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2-18-11
31 01
SYSTEM SELECT PAGE 1 - SYSTEM SELECT PAGE IDENTIFICATION Identifies the SYS SELECT Page. Color: White. 2 - COM 1 AND COM 2 BANDWIDTH SELECTION FIELD Indicates the current COM 1 and COM 2 status regarding bandwidth selection. Pressing the Line Select Button beside the COM 1/COM 2 line field will toggle the receiver bandwidth from WIDE (2 digits at the right of the decimal point) to NARROW (3 digits at the right of the decimal point) or vice-versa. Color: Cyan for COM 1 (2) BNDWD label. Green for WIDE/NARROW indication. 3 - RADIO PAGE RETURN PROMPT Pressing the associated Line Select Button will return the RMU display to the RADIO Page. Color: Green.
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2-18-11
32 01
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Code
2-18-11
33 01
MAINTENANCE PAGE (POWER ON SELF-TEST) 1 - TEST PAGE IDENTIFICATION Indicates where a failure has been detected. Color: White. 2 - FAILURE SIDE IDENTIFICATION Indicates the side of the detected failure. Color: Green. 3 - FAILURE IDENTIFICATION Identifies the detected failure according to the table below. Color: Red.
ERROR MESSAGE
MEANING
ACTION
DECISION
One or more 1. Check that CDH is not in internal EMERG Mode. parameters were If tuning test fails, 2. On main tuning page, and the RMU is not RMU ERR measured perform tuning test on all found to be fully operable. radios by setting freoutside their selfquency and determining test limit. that radio is operating. Full RMU com- 1. Check that all radio munications with circuit breakers are on. all COMs, NAVs, cross-side 2. Check RMU ON/OFF PRI BUS and Page for all functions RMU cannot be ON. established on the 3. Check that CDH is not in primary bus. EMERG Mode. Full RMU com- 4. If 1 or 2 (or 3 if installed) Any of these munications with are sources, correct and messages indithe on-side COM turn RMU power off for cate that system 10 seconds. Reapply redundancy has SEC BUS and NAV cannot be established power to start new been reduced. using the seconPOST. dary bus. 5. If error persists, The NAV units perform on-side and and/or COM units cross-side tuning off all cannot fully radios and activate auxiliary tuning sources NAV UNIT/ communicate with to determine which COM UNIT both RMUs over primary bus and/or functions are still the on-side RMU available. over secondary bus.
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2-18-11
34 01
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Code
2-18-11
35 01
MAINTENANCE PAGE (PILOT ACTIVATED SELF TEST) 1 - SYSTEM TEST IDENTIFICATION Indicates which unit is being tested. Color: Amber. 2 - TEST RESULT INDICATION Indicates whether the tested system is operating normally or not. Color: Green for successful tests. Red for unsuccessful tests.
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2-18-11
36 01
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Code
2-18-11
37 01
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Code
2-18-11
38 01
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Code
2-18-13
1 01
TBCH CONTROLS AND INDICATORS 1 - SYSTEM INSTALLATION ANNUNCIATION Indicates to which Radio System the Tuning Backup Control Head is connected. 2 - TUNING CURSOR Indicates which frequency may be changed by the Tuning Knobs. 3 - NAV AUDIO ON ANNUNCIATION Indicates that the NAV audio is selected on. 4 - EMERGENCY MODE ANNUNCIATION Indicates when the unit has been selected to the Emergency Mode, which inhibits RMU tuning capability. NOTE: This annunciation is not related to the emergency COM frequency of 121.5 MHz. 5 - SQUELCH ANNUNCIATION Indicates that the squelch is opened by the SQ Switch. 6 - TRANSMIT ANNUNCIATION Indicates that the COM transmitter is ON. 7 - NAV AUDIO BUTTON Toggles NAV audio on and off. 8 - SQUELCH BUTTON Toggles the COM squelch on and off. 9 - TUNING KNOBS Change the frequency indicated by the tuning cursor. Inner knob changes the frequency decimal digits in steps of 0.025 MHz for VHF and 0.050 MHz for VOR/LOC.
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2-18-13
2 01
It also changes the frequencies in the VHF sub-band that contains the 8.33 kHz spaced channels according to appropriate selection on the RMU. These frequencies are identified in voice communications by the channel names as exemplified below:
Frequency (MHz)
132,0000 132,0000 132,0083 132,0166 132,0250 132,0250 132,0333 132,0416 132,0500 132,0...
Spacing
25 8.33 8.33 8.33 25 8.33 8.33 8.33 25 8....
Channel Name
132,000 132,005 132,010 132,015 132,025 132,030 132,035 132,040 132,050 132,...
Outer knob changes the frequency non-decimal digits in steps of 1 MHz for both VHF and VOR/LOC. 10 - NORMAL/EMERGENCY MODE SELECTOR BUTTON When knob rotated clockwise selects normal Mode. When knob rotated counterclockwise selects Emergency Mode. EMRG button toggles the Emergency mode on and off. 11 - TRANSFER BUTTON Alternately selects between the COM frequency (top) or the NAV frequency (bottom) to be connected to the Tuning Knobs. In the NAV only or COM only configurations, toggles the active (top) frequency with the preset (bottom) frequency. In addition, holding the button down for two seconds will remove the preset frequency and place the unit in the Direct Tuning Mode. To return to the Active/Preset Tuning Mode, hold down the transfer key for two seconds. 12 - RADIO TUNING ANNUNCIATION Identifies the frequency at the top and bottom lines.
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2-18-13
3 01
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2-18-13
4 01
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2-18-13
5 01
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2-18-13
6 01
NORMAL MODE In the normal mode, each flight crew member may select one COM transceiver (VHF COM 1, VHF COM 2, VHF COM 3 or HF), the interphone function and, simultaneously, several audio receivers (COM 1, 2 and 3, HF, NAV 1 and 2, ADF 1 and 2, and DME 1 and 2). Also, the unit may provide volume control for each radio equipment, microphone selection between Boom and Mask (Oxygen Masks), and audio output selection between Speakers and Headphones. Other features are the capability to filter the NDB/VOR audio signals, attenuating morse code or voice signals. Finally, Normal Mode allows marker beacon audio sensitivity control, which also may silence temporarily that type of signal. EMERGENCY MODE The emergency mode must be selected in case of Digital Audio Panel power loss. In this case the captain will be directly connected to the COM 1 and NAV 1 and the copilot to the COM 2 and NAV 2. The interphone function will also be lost. If power is recovered the Digital Audio Panel may be returned to the normal mode of operation by selecting another MICROPHONE button (COM 1, 2, 3 or HF).
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2-18-15
1 01
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Code
2-18-15
2 01
DIGITAL AUDIO PANEL CONTROLS AND INDICATORS 1 - MICROPHONE SELECTOR BUTTONS When pressed enables transmission and reception of radio signals through the respective COM unit (COM 1, COM 2, COM 3, HF). Simultaneous selection of more than one microphone selector button is not possible. Pressing a different microphone selector button will cause the previously selected button to be deselected. A bar illuminates inside the button to indicate that it is pressed. 2 - AUXILIAR BUTTON When depressed enables pilots communication through the SATCOM (if installed). 3 - PASSENGER BUTTON When pressed enables the crew to make the speech to the passenger cabin while simultaneously deselecting the previously selected COM transmitter. 4 - EMERGENCY BUTTON In case of power loss to the Digital Audio Panel, connects microphone directly to the emergency COM mic outputs and headphone unit to COM and NAV audio. The captain is connected to COM 1 and NAV 1 and the copilot to COM 2 and NAV 2. Observer radio communications capability is lost. 5 - BOOM/MASK BUTTON Alternates selection between the boom (pressed) and the mask (released) microphones. 6 - ID/VOICE BUTTON When pressed (ID position), NDB and VOR audio signals are filtered in order to enhance morse code identification. When depressed (VOICE position), VOR/ILS audio signals are filtered in order to reduce morse code signal, enhancing the VOR/ILS voice associated messages (e.g., ATIS messages).
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REVISION 7
2-18-15
3 01
7 - HEADPHONE MASTER VOLUME CONTROL KNOB Allows adjustment of headphone amplifier volume. 8 - INTERPHONE SELECTOR KNOB When depressed, enables communications between captain, copilot, observer, and ramp station via airplane interphone. When rotated, provides interphone volume control. NOTE: To enable the interphone function the respective control wheel and observer communications switch must also be set at the HOT position. 9 - MARKER BEACON SENSITIVITY/MUTE KNOB The mute function is enabled by pressing the marker beacon sensitivity/mute knob and it is used to temporarily silence the marker beacon audio signal. The audio signal will be automatically re-enabled according the following schedule: If the mute function was selected when the marker beacon audio level was above a certain threshold setting, the audio will be re-enabled 5 seconds after the audio level descends below that threshold setting. If the mute function was selected when the marker beacon audio level was below that threshold setting, the audio signal will be mute during 20 seconds, and then it will be re-enabled. The marker beacon sensitivity/mute knob, when rotated, also controls the sensitivity of the Marker Beacon receiver. 10 - MARKER BEACON VOLUME KNOB When rotated, allows to control the marker beacon audio volume. NOTE: Does not allow volume settings below a certain level in order to prevent the marker beacon audio from being adjusted too low to be heard, that the marker signal could be missed. 11 - SIDETONE KNOB This knob selects the speaker ON (depressed) or OFF (pressed). It must be pressed when the headphones are used. The sidetone control is made by rotating the sidetone knob, which prevents undesirable feedback of speaker sidetone audio into the transmitting microphone.
Page Code
2-18-15
4 01
REVISION 7
When rotated, allows adjustment of speaker volume. 13 - AUDIO CONTROL KNOBS When depressed, turns on the associated COM/NAV audio. When rotated, provides volume control for the associated COM/NAV audio. NOTE: The COM 3 can be used for data transmission. When it is not being used for voice transmissions, the COM 3 Audio Control Knob should remain pressed on all audio panels.
Page
Code
REVISION 7
2-18-15
5 01
Page
Code
2-18-15
6 01
REVISION 7
Page
Code
REVISION 6
2-18-20
1 01
Page
Code
2-18-20
2 01
REVISION 6
CONTROL WHEEL
Page
Code
REVISION 6
2-18-20
2A 01
GLARESHIELD COMMUNICATION SWITCH (PTT) 1 - GLARESHIELD MIC PTT BUTTON When pressed allows VHF and HF transmission and speech to passengers through the Passenger Address System. Releasing this button will interrupt transmission.
GLARESHIELD PANEL
Page
Code
2-18-20
2B 01
REVISION 6
1 - HAND MIC PTT BUTTON When pressed allows VHF and HF transmission and speech to passengers through the Passenger Address System. Releasing this button will interrupt transmission.
Page
Code
2-18-20
3 01
CAPTAIN AND COPILOT JACK PANELS 1 - CAPTAIN AND COPILOT JACKS Allows to plug in headphone, boom microphone, and hand microphone.
Page
Code
2-18-20
4 01
Page
Code
2-18-20
5 01
OBSERVER JACK PANEL AND COMMUNICATION SWITCH (PTT) 1 - BOOM JACK Allows to plug in the boom microphone. 2 - HEADPHONE JACK Allows to plug in the headphone. 3 - OBSERVER MICROPHONE SWITCH HOT POSITION - Allows communication with crew members and ramp station. OFF POSITION - Allows only audio reception. PTT POSITION - Momentary position. When pressed allows VHF and HF transmissions and speech to passengers through the Passenger Address System. Releasing this button, it returns to the OFF position and transmissions will be interrupted, remaining only in audio reception.
Page
Code
2-18-20
6 01
2-18-20
7 01
RAMP STATION FRONT AND REAR RAMP PANELS 1 - COCKPIT CALL BUTTON (momentary action) When pressed, generates a tone in the headphones and cockpit speakers. 2 - MICROPHONE/HEADPHONE JACK Allows ramp crew to plug in a headphone and a microphone equipped with a PTT Button. NOTE: Ground crew panel is linked to the Hot Mic.
Page
Code
2-18-20
8 01
Page
Code
2-18-20
9 01
Page
Code
2-18-20
10 01
HF OPERATING MODES
The KHF-950 High-Frequency Communications System provides the following operating modes: AMPLITUDE MODULATION Amplitude modulation (AM) is a transmission process in which a selected frequency (called carrier frequency) and two sidebands (frequencies above and below the carrier) are generated and transmitted. The upper sideband (USB) is the sum of the carrier frequency and the voice, while the lower sideband (LSB) is the difference between the two. The disadvantages of AM are that it occupies a wide spectrum and is inefficient in the sense that a great deal of unneeded carrier is generated, as well as redundant information in the unused sideband. SINGLE SIDEBAND Single sideband operation achieves the same function as AM with considerably greater efficiency. The SSB transmitter electronically eliminates most or all of the carrier wave and one of the sidebands. The major advantages of SSB (either USB or LSB) as opposed to AM are greater talking power (about eight times that of AM for a given power input), reduced power drain, longer range and conservation of the spectrum (since only one sideband is required to transmit the message).
Page
Code
2-18-21
1 01
SUPPRESSED CARRIER AND REDUCED CARRIER (OPTIONAL) The SSB operation with the carrier frequency eliminated is referred to as single sideband suppressed carrier and is designated as the A3J mode in the KHF-950. If a small portion of the carrier frequency is transmitted along with the sideband, then the operation is referred to as single sideband reduced carrier, and is designated as the A3A mode in the KHF-950. SIMPLEX, SEMI-DUPLEX AND RECEIVE-ONLY OPERATION Simplex operation means that the transmission and reception frequencies are the same. An example of simplex operation would be communications with a control tower using a VHF COMM transceiver. Semi-duplex means transmit on one frequency and reception on another frequency. Receive-only operation allows the system to operate as a receptor only. The 99 user programmed channels can be programmed for either simplex, semi-duplex or receive only operation, and can operate in any of the available modes (AM, USB or LSB). NOTE: The use of LSB is legal for some international and off-shore communications, but is not authorized for use in the United States and most European countries.
Page
Code
2-18-21
2 01
Page
Code
REVISION 5
2-18-21
3 01
NOTE: - The discrete frequency mode always provides simplex operation (transmit and receive frequencies are the same). - Always key the PTT after selecting a new frequency to initiate antenna tunning, otherwise you may experience poor reception or miss an important call. PROGRAMMABLE CHANNEL OPERATION In the channel mode operation, the user may select user programmed channels by their channel numbers. For user programmed channels: 1 - Access channelized operation. Apply power to system (rotate the VOLUME knob from the OFF position). Wait for about two minutes, until the system has warmed up. Until then, no frequency is displayed. Make sure that the FREQ/CHAN button is pressed, in the CHAN position. 2 - Select the channel. Rotate the small inner concentric knob to select the desired channel number. 3 - Tune the antenna. Momentarily key the PTT to initiate antenna coupler tuning cycle. Adjust volume and squelch controls, as desired. THE 99 USER CHANNELS PROGRAMMING PROCEDURE The 99 user programmable channels available in the KHF-950 system can be programmed on the ground or in flight. All programmed information is stored in a nonvolatile memory and can be recalled by selecting the desired user channel number. There are three types of channels that can be programmed: 1 - Semi-duplex The user programs two different frequencies, one for receive and one for transmit. The user also assigns one of the available operating modes (USB, LSB or AM) to the selected channel. Semiduplex operation is available only when the KHF-950 is being operated in the CHAN mode.
Page
Code
2-18-21
4 01
ORIGINAL
2 - Simplex The user programs the same frequency for receive and for transmit. The user also assigns one of the available operating modes (USB, LSB or AM) to the selected channel. Simplex operation is used by ARINC, ATC (Air Traffic Control), and others. 3 - Receive-only The user programs a frequency for reception and assigns one of the available operating modes (USB, LSB or AM), but leaves the transmit portion of the preset channel blank. The transmitter and power amplifier are locked out and cannot be used when a channel has been programmed for receive-only operation. Receive-only channels are used to listen to frequency standards (W W V ) for example, time, weather, Omega status, and geophysical alert broadcasts. SEMI-DUPLEX CHANNEL PROGRAMMING PROCEDURE 1 - Access channelized and program mode. Apply power to the system by rotating the VOLUME (V) knob clockwise from the OFF position. Make sure that the FREQ/CHAN button is pressed, in the CHAN position. Activate the program mode by pressing the PGM switch with a pointed object. 2 - Select the desired user channel. Rotate the inner concentric knob to select the channel number to be programmed. 3 - Select emission mode. Use the MODE button to select emission mode (USB, LSB or AM). Press the MODE button until the desired mode appears. 4 - Enter the receive frequency. Use the outer larger concentric knob to position the flashing cursor on each digit of the receive frequency and use the smaller inner knob to select the desired number in each position. 5 - Store the receive frequency and mode of operation. Push the STO button once and the receive frequency is entered in the electronic memory. The TX annunciator will begin to flash in the display window indicating the receive frequency is stored and you are ready to program the transmit frequency.
Page Code
2-18-21
5 01
6 - Enter and store the transmit frequency. Use the outer larger concentric knob to position the flashing cursor on each digit of the transmit frequency and use the smaller inner knob to select the desired number in each position. 7 - Store the transmit frequency. Push the STO button again and the transmit frequency is now stored. If additional user channels are to be programmed, repeat steps 2 through 7 at this time. 8 - Exit the program mode Press the PGM switched with pointed object. 9 - Tune the antenna. Momentarily key the PTT to initiate the antenna coupler tuning cycle. Adjust the volume (V) and squelch (S) controls, as desired. SIMPLEX CHANNEL PROGRAMMING PROCEDURE When you program a channel for simplex operation, both the receive and the transmit frequencies will be the same. Programming a simplex channel is similar to programming a semi-duplex channel, except the STO button is pressed twice after the receive frequency and mode of operation are entered to store the frequency in both the receive and the transmit positions. RECEIVE-ONLY CHANNEL PROGRAMMING PROCEDURE 1 - Access channelized and program mode. Apply power to the system by rotating the VOLUME (V) knob clockwise from the OFF position. Make sure that the FREQ/CHAN button is pressed, in the CHAN position. Activate the program mode by pressing the PGM switch with a pointed object. 2 - Stow the cursor. Stow the cursor if a frequency digit is flashing. The cursor is stowed by rotating the larger concentric knob until no frequency digit is flashing. With the cursor stowed in the program mode, the smaller inner knob is now used to select a channel number to be programmed.
Page
Code
2-18-21
6 01
3 - Select channel number. Use the smaller inner concentric knob to select the channel number you wish to program. Simply rotate the smaller knob until the desired channel appears on the right side of the display. 4 - Select operating mode. Push the MODE button until the appropriate mode (USB, LSB or AM) appears in the lower part of the display window. 5 - Set the frequency. Move the cursor into position by rotating the larger concentric knob, and then use the smaller concentric knob to set the desired number under each cursor position. 6 - Store the information. Push the STO (store) switch with a pointed object. The information you have entered will be stored in the electronic memory. After you push the STO button, the TX annunciator will flash indicating that the frequency you have just entered is stored in the receive position, but nothing is entered in transmit. Since a receive-only is being set, ignore the flashing TX. 7 - Exit the program mode. Press the PGM switched with pointed object. All information you have stored is locked into CHANNEL memory. FAULT INDICATION If the system detects a fault during transmission or during the tuning of the antenna coupler, the frequency digits on the display begin to flash. Simply key the PTT button and the automatic antenna coupler begins a new tunning cycle to clear the fault.
Page
Code
2-18-21
7 01
Page
Code
2-18-21
8 01
Used on the 99 user-programmed channels programming. 8 - LARGER CONCENTRIC KNOB Moves the cursor which selects the digit of the frequency to be changed. 9 - SMALLER CONCENTRIC KNOB Increments or decrements the frequency digit under the cursor (flashing digit). 10 - STORE SWITCH Used to store data when programming the user programmable channels. 11 - POWER AND VOLUME KNOB Turns the system on and off and controls volume. Clockwise rotation past the first click turns the system on. Further rotation increases audio level. After turning on, the system takes about two minutes to warm up. Until then, no frequencies are displayed. 12 - SQUELCH KNOB Reduces background noises when rotated counterclockwise. Must be set by rotating the knob clockwise until background noise can be heard and then turning it counterclockwise until background noise is eliminated or barely audible.
13 - CLARIFIER KNOB Clarifier is used only in SSB communications, and is not applicable to AM mode; It must be used when due to off frequency ground station transmissions the audio voice quality from KHF-950 may sound unnatural;
Page
Code
2-18-21
9 01
To operate the clarifier, pull the knob out and rotate the knob in either direction until the audio quality is optimized. When the knob is pushed in, the clarifier has no effect. When voice quality is good and natural, the carifier knob should remain pushed in.
Page
Code
2-18-21
10 01
Page
Code
2-18-21
11 01
Page
Code
2-18-21
12 01
Page
Code
REVISION 5
2-18-21
13 01
NOTE: The first one or two digits (MHz) of the frequency are displayed in the upper right of the display while the last four digits (kHz) of the frequency are displayed at the bottom of the display. To stow the cursor, depress the Frequency/Channel control knob repeatedly until no digit on the display is left flashing, or key the PTT momentarily. 4 - Tune the antenna. Momentarily key the PTT to initiate the antenna coupler tuning cycle. During the tuning process the TX annunciator will flash and the frequency numbers will blank. When the TX stops flashing and the frequency reappears , the antenna tuning cycle is complete and you are ready to transmit on the selected frequency. NOTE: - The discrete frequency mode always provides simplex operation (transmit and receive frequencies are the same). - Always key the PTT after selecting a new frequency to initiate antenna tunning, otherwise you may experience poor reception or miss an important call.
Page
Code
2-18-21
14 01
REVISION 5
In the channel mode operation, the user may select user programmed channels by their channel numbers. For user programmed channels: 1 - Access channelized operation. Apply power to the system by rotating the volume knob clockwise from the OFF position). Wait for about two minutes, until the system has warmed up. Until then, no frequency is displayed. Make sure that the mode selector knob is in the desired position (USB, LSB or AM) and that a channel number is showing in the display. If one is not showing (discrete frequency tuning operation), or if you wish to change the channel, move the cursor by pressing the Frequency/Channel control knob until the channel number is flashing. 2 - Select the channel. Change the channel number by rotating the Frequency/Channel control knob until the desired channel number appears. The previously programmed receive frequency associated with that channel will appear in the display. 3 - Tune the antenna. Momentarily key the PTT to initiate antenna coupler tuning cycle. Adjust volume and squelch controls, as desired. THE 19 USER CHANNELS PROGRAMMING PROCEDURE The 19 user programmable channels available with the KFS 954 Control Display Unit can be easily programmed by the pilot on the ground or in flight. Each of the 19 channels can be assigned a separate frequency or frequencies (semi-duplex operation). The operating mode (USB, LSB or AM) of the stored channel is determined by the position of the EMMISION MODE selector knob at the time the pilot is using the channel.
Page
Code
REVISION 5
2-18-21
15 01
There are two types of channels that can be programmed: 1 - Simplex The user programs the same frequency in receive and transmit. 2 - Semi-duplex The pilot programs two different frequencies, one for receive and one for transmit. All programmed information is stored in a nonvolatile memory and can be recalled by selecting the desired user channel number. SIMPLEX CHANNEL PROGRAMMING PROCEDURE 1 - Change the first frequency digit to enter the program mode. Pushing the Frequency/Channel control knob move the cursor to the first digit in the frequency to be changed. Twist the Frequency/Channel control knob until the desired number has been selected for this frequency digit. As the knob is twisted, a flashing dash will appear to the right of the channel number to signify that you are in the program mode. You will be unable to receive or transmit on the frequency displayed as long as the dash is flashing to indicate you are in the program mode. It is possible to change the last digit (one tenth kHz) of the frequency without entering the program mode. 2 - Select the rest of the desired frequency. Use the cursor by pressing the Frequency/Channel control knob to address each additional digit you want to change. Once the digit is flashing, again twist the knob to select the desired number. NOTE: You may exit the program mode at any time and return to the previously stored frequency simply by keying the PPT. 3 - Store the frequency in the receive portion of memory. Once the user have selected the desired frequency, press the STO button to enter the displayed frequency in the receive portion of memory. The TX light will begin to flash indicating that memory is ready to receive the transmit frequency.
Page
Code
2-18-21
16 01
REVISION 5
4 - Store the same frequency in the transmit portion of memory. This is a simplex channel. Press the STO button a second time to store the same frequency in the transmit portion of memory. After the STO button is pressed the second time, the cursor will stow and the flashing dash will disappear to indicate the KFS 954 is no longer in the program mode. Additional channels can be programmed by continuing to use the cursor and Frequency/Channel control knob in this manner. 5 - Tune the antenna. Key the PTT to tune the antenna. After tuning is completed you are ready to transmit. SEMI-DUPLEX CHANNEL PROGRAMMING PROCEDURE 1 - Change the first frequency digit to enter the program mode. Pushing the Frequency/Channel control knob, move the cursor to the first digit in the frequency to be changed. Twist the Frequency/Channel control knob until the desired number has been selected for this frequency digit. As the knob is twisted, a flashing dash will appear to the right of the channel number to signify that you are in the program mode. You will be unable to receive or transmit on the frequency displayed as long as the dash is flashing to indicate you are in the program mode. It is possible to change the last digit (one tenth kHz) of the frequency without entering the program mode. 2 - Select the rest of the desired frequency. Use the cursor by pressing the Frequency/Channel control knob to address each additional digit you want to change. Once the digit is flashing, again twist the knob to select the desired number. NOTE: You may exit the program mode at any time and return to the previously stored frequency simply by keying the PPT. 3 - Store the frequency in the receive portion of memory. Once the user have selected the desired frequency, press the STO button to enter the displayed frequency in the receive portion of memory. The TX light will begin to flash indicating that memory is ready to receive the transmit frequency. 4 - Select the desired transmit frequency.
Page
Code
REVISION 5
2-18-21
17 01
Use the cursor and the Frequency/Channel control knob again to select a new transmit frequency. 5 - Store the transmit frequency in memory. Press the STO button again to store the transmit frequency. After the STO button is pressed the second time the cursor will stow and the TX light will go out. The flashing dash will also disappear to indicate the KFS 954 is no longer in the program mode. Additional channels may be programmed by continuing to use the cursor and Frequency/Channel control knob in the same manner. 6 - Press the PTT button to tune the antenna. After tuning is complete you are ready to transmit. Before keying the PTT to talk, you may want to press the STO button momentarily. This will allow you to listen momentarily to the transmit frequency to avoid overriding someone elses transmissions. FAULT INDICATION If the system detects a fault during transmission or during the tuning of the antenna coupler, the frequency digits on the display begin to flash. Simply key the PTT button and the automatic antenna coupler begins a new tunning cycle to clear the fault.
Page
Code
2-18-21
18 01
REVISION 5
Page
Code
REVISION 5
2-18-21
19 01
10 - FREQUENCY/CHANNEL CONTROL KNOB (inner concentric) Allows the user to perform a variety of channel and frequency changing functions. Depressing switch causes flashing "cursor" to move to the digit that the user desires to change. Appropriate frequency or channel is then selected with rotary action. This switch also serves as the clarifier function to adjust receive frequency and improve speech quality in SSB operating mode. 11 - EMMISION MODE SWITCH Selects transmission and reception mode 12 - SQUELCH KNOB (outer concentric) Reduces background noises when rotated counterclockwise. Must be set by rotating the knob clockwise until background noise can be heard and then turning it counterclockwise until background noise is eliminated or barely audible.
Page
Code
2-18-21
20 01
REVISION 5
Page
Code
REVISION 5
2-18-21
21 01
HF SELECTION PANEL
Airplanes equipped with two HF equipment have a HF selection panel on the glareshield panel. This panel has a knob that allows to switch from HF1 and HF2 and vice-versa. This procedure turns off the previous selected HF Control Panel turning automatically the other on.
Page
Code
2-18-21
22 01
REVISION 5
Page
Code
2-18-22
1 02
4 - ACTIVE BUTTON Push the ACT button for about 2 seconds to enable the frequency select knobs to directly retune the VHF-22A (active frequency). The bottom window will display dashes and the upper window will continue to display the active frequency. Push the ACT button a second time to return the control to the normal 2-display mode. 5 - TEST BUTTON The self-test diagnostic routine is initiated in the transceiver by pushing the TEST button. The active and preset display intensity will flash, modulating its brightness from minimum to maximum indicating self-test in progress. The active frequency display will show four dashes and the preset frequency display will show 00. An audio tone will be heard from the audio system. At the completion of the self-test program, the display will return to its normal operation if no problem occurs. In case of a detected failure, diAG (diagnostic) letters will be displayed in the active and a 2-digit diagnostic code will be displayed in the preset display. Record any diagnostic codes displayed to help maintenance personnel in locating the problem. 6 - STORE BUTTON The STO button allows up to six preset frequencies to be selected and entered into the controls non-volatile memory. After presetting the frequency to be stored, push the STO button. The upper window displays the channel number of available memory (CH1 through CH6); the lower window continues to display the frequency to be stored. For approximately 5 seconds, the MEM switch may be used to advance through channel numbers without changing the preset display. Push the STO button a second time to commit the preset frequency to memory in the selected location. After approximately 5 seconds, the control will return to normal operation.
Page
Code
2-18-22
2 02
7 - POWER AND MODE KNOB OFF - Turns off the system. ON - Turns on the system. SQ OFF - Disables the receiver squelch circuits. Use this position to set volume control or, if necessary, to try to receive a very weak signal that cannot operate the squelch circuits. 8 - ANNUNCIATORS The COM control contains MEM (memory) and TX (transmit) annunciators. The MEM annunciator illuminates whenever a preset frequency is being displayed in the lower window. The TX annunciator illuminates whenever the VHF-22A is transmitting. 9 - PRESET FREQUENCY DISPLAY Displays the preset (inactive) frequency and diagnostics messages. The frequencies displayed on the COM control show only five of the six digits. 10 - COMPARE ANNUNCIATOR ACT momentarily illuminates when active and preset frequencies are being switched. ACT flashes if the actual radio frequency is not identical to the frequency shown in the active frequency display.
Page
Code
2-18-22
3 02
Page
Code
2-18-22
4 02
Page
Code
2-18-22
5 02
Page
Code
2-18-22
6 02
2-18-22
7 02
It is possible to enter a frequency, store it, and perform a self-test using the same procedures applicable to regular COM units. The announcements also will be the same. Should any radio component fail or a disagreement occur between the frequency selection and the subsequent transmission, the frequency or operating command will be removed from the RMU and replaced by dashes. This is an indication that the operation of that radio system is not normal.
Page
Code
2-18-22
8 02
2-18-22
9 02
2-18-22
10 02
2-18-22
11 02
2-18-22
12 02
SELCAL SYSTEM
The Ground-to-Air Selective Calling (SELCAL) System operates in conjunction with the communication radios. The SELCAL provides continuous monitoring of a pre-set frequency, eliminating the need to continuously monitor the communication frequencies by the flight crew. The SELCAL permits ground stations, equipped with encoding equipment, to call individual airplane by transmitting a coded signal. This coded signal will activate only one SELCAL unit to respond to that particular coded signal. In this case, a SELCAL voice message is activated through the Aural Warning Unit. Once activated, the system is reset for further monitoring by pressing the SELCAL Button, located on the Main Panel, or actuating the PTT function (on Control Wheel or glareshield panel). NOTE: - For some airplanes the SELCAL enables only the VHF 2 operation or only the HF operation. - SELCAL will recognize the coded signal from ground stations only if the associated system (HF or VHF2) is powered on and its frequency is adjusted to the ground station frequency.
Page
Code
2-18-23
1 01
SELCAL PANEL
Page
Code
2-18-23
2 01
Page
Code
2-18-24
1 01
The CMU functions as a router, with growth capacity as a gateway and an end system for hosting data link applications. As a gateway, the CMU can implement future protocols and provide the appropriate protocol conversions to support airborne systems whose architectures do not allow updates to future communication protocols but host the data link applications. Currently, the CMU is compliant with ARINC 758 level 0, which means that the CMU is able to perform ACARS functions. The other ARINC 758 levels will be available in the equipment as soon as the software upgrades are released by the manufacturer. The CMU is powered by the Avionic Switched DC Bus 1B. The CMU interfaces with other airplane systems and equipment through the following equipments: FMS The pilot CMU interface is accomplished through the Honeywell FMS (NZ-2000) Control and Display Units (CDU). It may be utilized with single or dual FMS installation. Transmit and receive data with ground bases. Provides a hard copy data printout. to download configurations
VHF #3 Printer
Portable Data Loader Used to upload and information, customized and messages. CMC OOOI
Sends maintenance information to the ACARS. Used to inform if the airplane is in one of the following situations: OUT - parking brake released and doors closed; OFF - airplane lift-off (Weight Off Wheels); ON - airplane has landed (Weight On Wheels); IN - parking brake applied and doors opened.
Page
Code
2-18-24
2 01
CMU ARCHITETURE
Page
Code
2-18-24
3 01
Page
Code
2-18-24
4 01
Page
Code
2-18-24
5 01
Page
Code
2-18-24
6 01
Page
Code
2-18-24
7 01
Page
Code
2-18-24
8 01
PRINTER PANEL
Page
Code
2-18-24
9 01
Page
Code
2-18-24
10 01
SELF TEST
When the TEST button is pressed the unit performs a functional selftest to verify the integrity of the system. A successful self-test results in a one-second activation of the status LED on the control panel and a two-second 800 Hz tone that may be heard if a headphone is plugged to the CVR control panel jack. If a failure is detected during the test, the status LED will not be activated and the 800 Hz aural tone will not be heard.
ERASE FUNCTION
Previously recorded CVR data may be made unavailable if the ERASE button on the CVR control panel is pressed, provided the airplane is on the ground and with the parking brake applied. In this case, only the CVR manufacturer will be able to recover the erased data. When the ERASE button is pressed, a two-second 400 Hz tone may be heard if a headphone is plugged to the CVR control panel jack, confirming that the erase command was successful.
Page
Code
2-18-25
1 01
RECORDER
CONTROLS
AND
1 - ERASE BUTTON Erases previously recorded data from the crash survivable memory. Function is available only on the ground, with the parking brake applied. 2 - TEST BUTTON Tests system integrity. A successful self-test results in a one second activation of the status LED. In case of failure, the status LED on the control panel is not activated. 3 - HEADPHONE JACK Allows plugging a headphone to monitor the 800 Hz test tone, 400 Hz erase tone and recorded audio signals. 4 - STATUS LED Illuminates during one second to indicate a successful test.
Page
Code
2-18-25
2 01
Page
Code
2-18-25
3 01
Page
Code
2-18-25
4 01
The PAS component responsible for sending signals to passenger entertainment and prerecorded announcement systems is the Passenger Address Amplifier (PAA), located in the airplane electronic compartment. The PAA establishes the priority among the input signals from the several sources and then drives these signals to the proper cabin loudspeakers. The PAA also provides the logic for generation of the aural and visual annunciators, chimes for passenger and NO SMOKING and FASTEN SEAT BELTS signals.
Page
Code
2-18-27
1 01
Page
Code
2-18-27
2 01
SATCOM SYSTEM
INTRODUCTION
The airplane may be equipped with a TT-3000 Series Aero-M SATCOM, that is capable of performing global communication through the INMARSAT satellite network. The system provides one channel voice 4800 BPS AMBE coding, fax 2400 BPS on 2 wire RJ-11 type interface, circuit mode data 2400 BPS, and can be interfaced with a PC via a RS-232 serial port for data communication. NOTE: The information presented in this manual has the purpose of assisting the user to perform basic operations on the SATCOM system. For advanced operation refer to the manufacturers user manual.
SATCOM OPERATION
When the Aero-M system is powered-up, after a short pause the handset will display the initialization page. Once that has ocurred, the display will shift to the Wait for GPS page. This means that the system is acquiring GPS (Global Positioning System) satellite signals and determining the systems position. The display will then shift to the Wait for NCS (Network Coordinating Station) page, indicating that the system is attempting to logon to a satellite network and acquire a bulletin board. Finally, the display will then shift to the Logon Display and the user is now ready to proceed with Pre-Operational Requirements.
Page
Code
2-18-28
1 01
PRE-OPERATIONAL REQUIREMENTS Before attempting to initiate or receive a call, the user must verify that the Aero-M System has logged on to the satellite network. There are two indications that the system has power applied and the system has logged onto the satellite network: Both the left and green handset LED indicators will be illuminated and the signal strength indicator will display a measurement; The Aero-M logon display will appear in the handset display. The top line of the display will indicate which Ocean Region Satellite is in use followed by a colon. This will be: AORW : Atlantic Ocean Region West Satellite; AORE : Atlantic Ocean Region East Satellite; POR : Pacific Ocean Region Satellite; IOR : Indian Ocean Region Satellite. NOTE: The Aero-M system requires the user to determine the ocean region in which the aircraft is currently located. The user must enter the user menu and setup the system for that ocean region. SELECTION OF OCEAN REGION SATELLITE From Logon display, or Wait for NCS display, enter Area Menu, by pressing 2nd and 3 keys. The indicates the current ocean region selected. Scroll through menu to the correct region, using the key. Select correct ocean region pressing the OK key. The display will revert to Wait to NCS page and when NCS is acquired the display will return to Logon Display with the new ocean region used. After the colon, the display will indicate what Land Earth Station (LES) is in use for routing your calls. If the LCD display is on another display, you can always return to the Logon display by pressing the Exit key repeatedly to step back from MENU operation. Many functions require starting from the Logon display.
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This section contains information on types of calls and procedures for dialing and completing calls. GROUND CALLS All ground-to-air calls must be placed as international calls. Each INMARSAT Satellite has an assigned three digit code that is, for all practical purposes, the country code for the satellite. It is necessary to first dial the international access code that is used in your country, followed by the satellite country code and the number issued by the Ground Service Provider for the Airborne Earth Station (AES). In some countries, call routing by the Public Switched Telephone Network can be routed to the 870 country code. 870 is the Single Network Access Code (SNAC). SNAC is a special country code that contacts the Network Coordinating Station for INMARSAT Aero-M services and automatically routes the call to the satellite that Airborne Earth Station is logged on to. In countries where calls do not route to 870, it is necessary to manually include the appropriate country code for the INMARSAT Satellite that is serving the Airborne Earth Station. If the incorrect satellite/country code is dialed, an automatic response will inform that the station you are calling is not currently logged onto this ocean region. If you are sure the AES is logged on to a satellite, you can redial the number using another satellite country code in order to contact the AES. Country codes for the INMARSAT Satellites: AREA/OCEAN REGION Single Network Access Code Atlantic Ocean Region East Pacific Ocean Region Indian Ocean Region Atlantic Ocean Region West SNAC AORE POR IOR AORW INTERNATIONAL ACCESS CODE 870 871 872 873 874
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2-18-28
3 01
VOICE CALLS Receiving calls If a handset is receiving a call, the handset will ring and the Yellow Ring LED will flash. To establish a connection the user can either press the Toggle Hook key (key 5 on HANDSET KEY FUNCTIONS figure) or lift handset from cradle. When a connection has been established the Yellow Ring Led will be illuminated. Standard telephone calls Dial a telephone number by entering call prefixes, country and area codes and number, then press the # key or the Toggle Hook key (key # 5 on HANDSET KEY FUNCTIONS figure) in the handset keypad. To finish the call press the the Toggle Hook key (key # 5 on HANDSET KEY FUNCTIONS figure). Calls from handset #2 and #3 Handset #2 can initiate short code, service code, handset to handset, as well as standard telephone calls.
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2-18-28
4 01
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2-18-28
5 01
The following table lists all the handset #1 keys and defines their functions: MODE Figure Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 NORMAL Accept selection Toggles handset audio mode Enable alpha mode Move one selection up Toggle hook Move one selection down 3 2 6 5 9 8 # 0 7 4 1 Enable 2nd mode Delete/Back space one character / Delete display (hold 2 seconds) Exit menu / Cancel selection ALPHA 2nd
Mute
20
21
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2-18-28
6 01
HANDSET #1 KEYS
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2-18-28
7 01
HANDSET #2 AND #3 KEYS FUNCTIONS (OPTIONAL) The handset #2 and #3 are optional and are installed on the connected in parallel. Their keypad consists of 21 keys (12 numeric and nine function keys). These keys are designed to perform multiple functions, that are dependent on the selected mode. The handsets #2 and #3 have two modes that determine the function of the keys: Normal mode: keys perform their primary functions; Alpha mode: keys perform alphanumeric functions. The following table lists all the handset #2 and #3 keys and defines their functions: MODE Figure Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 NORMAL Transfer call Memory Memory location 3 Memory location 2 Toggle hook Microphone mute 3 2 6 5 9 8 # 0 7 4 1 Last number redial Memory location 1 Storage ALPHA
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2-18-28
9 01
HANDSET #1 LCD DISPLAY The handset uses a LCD to display all data. The LCD is a 2X12 character alphanumeric display. Additionally, the LCD will display ten symbols to indicate operating status and alert the user of any errors that may occur. The following table lists all display symbols, referring to the figure in the next page, and defines their meaning.
FIGURE NUMBER
NAME
DESCRIPTION Indicates that additional entries are available above and can be displayed by pressing the Edit key. A recorded MES message for the SDU/SIM is waiting at the LES. Indicates the strength of the signal being received by the system. Indicates that a call is in progress. The speaker in the cradle is active. Indicates that pressing or keys can change the current selection. Indicates that the Del key was pressed and the alpha mode is active. The next key pressed will perform its alpha mode function.
3 4 5
Continued
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10 01
NAME
DESCRIPTION Indicates that the handset has been locked and can only be accessed by entering a valid PIN code. Indicates the 2nd key was pressed and the 2nd mode is active. The next key pressed will perform its alternate function. Indicates that entries are below and displayed by the key . additional available can be pressing
10
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2-18-28
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The figure below shows all the symbols found on the handset display.
HANDSET DISPLAY
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2-18-28
13 01
HANDSET #1 LED INDICATORS The handset uses four colored LEDs as indicators. These LEDs alert the user of the following indications: FIGURE NUMBER 1
DESCRIPTION Indicates power to handset. System is logged or is logging into the satellite network. When on, the antenna strength indicator will show a measurement. When on, indicates call in progress, the LED will flash when a call is received. Illuminates when an error has occurred in the system.
Right Green
Yellow
Red
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14 01
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HANDSET #2 AND #3 LED INDICATORS The handset uses two colored LEDs as indicators. These LEDs alert the user of the following indications: FIGURE NUMBER 1 2 LED DESCRIPTION Indicates power to handset. Ring indicator.
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2-18-28
16 01
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2-18-28
17 01
POTS TELEPHONE ADAPTER (OPTIONAL) The pots telephone adapter provides the interface between the SATCOM system and the airplane cockpit headset audio system. This equipment provides remote dialing capability for the SATCOM system. This interface allows the cockpit to maintain full headset utilization for SATCOM calls or normal headset operation at the touch of the AUX button on the pilots or copilots digital audio panel. The pots telephone adapter keypad consists of 17 keys (12 numeric and 5 function keys). The following table lists all pots keys and their functions. Figure Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 CONTROL HOOK 1 2 3 4 5 6 REDIAL VOL FLASH # * 0 9 8 7 HOLD FUNCTION Hook switch key
Hold key
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2-18-28
18 01
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2-18-28
19 01
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REVISION 4
2-18-29
1 01
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2-18-29
2 01
REVISION 4
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REVISION 4
2-18-29
3 01
OPERATION
POWER ON Anytime the airplane is energized the phone has power. During initial power up, a small dot appears in the lower left corner of the display. The dot will remain as long as the phone has power. The word IRIDIUM will also appear in the display. During this time, the words NoSvc (No Service) will briefly appear at the bottom center of the display. However, a call cannot be placed until the NoSvc light is extinguished. NOTE: Power off can only be achieved by turning off the main avionics switch. PLACING A CALL FROM THE AIRPLANE 1 - With the power on and the NoSvc light out, enter the number that you would like to call (USA/Canada Only-001+Area Code+Number) OR (International Calls-00+Country Code+Number). 2 - Press the SND key. 3 - When a call has been placed an InUse message will illuminate at the bottom left of the display. The InUse message will remain until the phone call has been terminated by pressing the END key. 4 - The caller may hear up to five beeps in the 10-12 seconds required for the system to complete the call.
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4 01
REVISION 4
When the telephone rings, remove the handset from the cradle and press the SND key to answer the phone. END A CALL Always press the END key to terminate the current call. AUTOMATIC REDIAL To redial the last number that was called, press the SND key and the number will be redialed but will not appear on the display. PLACING A CALL TO THE AIRPLANE FROM THE GROUND NOTE: - Placing a call to an AirCell ST 3100-equipped airplane through the Iridium Network is simple and easy. All calls to and from Iridium-based telephone systems are considered international calls; in fact, the Iridium Satellite Network has its own Country Code. Therefore, when calling an Iridiumequipped airplane, always use 8816 as the Iridium Country Code. - Direct-dialed calls to an AirCell ST 3100-equipped airplane are billed by long distance providers as an international call. These rates can vary greatly. Callers may wish to consult their long distance provider for rate information prior to making a call. As a cost-effective alternative to Direct-Dialing, callers may wish to use Two-Stage Dialing that is explained below. - Some long distance providers do not recognize the Iridium Satellite Country Code of 8816. In addition to providing the least-cost method of calling an AirCell ST 3100-equipped airplane, Two-Stage Dialing will recognize the Iridium Country Code.
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REVISION 4
2-18-29
5 01
In the following procedures, **00 represents the International Direct Dial (IDD) access code prefix of the country from which the call is being placed. In many countries, the International Direct Dial (IDD) code is 00. However, this is not always the case. For the most current and an extensive listing of codes, please consult the Iridium Web site page: www.iridium.com/customer and refer to the User Manual section or one of the many Internet sites that contain this information.
DIRECT DIALING Placing a call from a ground phone (USA/Canada) to an Iridiumequipped airplane, dial: 011 (International Direct Dial access code prefix) + 8816 (Iridium Country Code) + XXX.XXXXX (the Xs denote the Iridium Network Number). Caller may hear a pause of up to 25 seconds as the system completes the call. Placing a call from a ground phone (outside the USA/Canada) to an Iridium-equipped airplane, dial: **00 (International Direct Dial access code prefix of the country from which the call is being placed) + 8816 (Iridium Country Code) + XXX.XXXXX (the Xs denote the Iridium Network Number). Caller may hear a pause of up to 25 seconds as the system completes the call. TWO-STAGE DIALING Two-Stage Dialing may provide the most cost-effective method of calling an AirCell ST 3100-equipped airplane. Utilizing this dialing method, the calling party is charged by their long distance telephone provider for a long distance call to Tempe, Arizona, USA for the duration of the call. The called party (in the airplane), is charged AirCell per minute charges for airtime from the time the call connects in Tempe, Arizona, USA until the call is terminated.
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6 01
REVISION 4
When placing a call from a ground phone to an AirCell ST 3100equipped airplane, dial the automated Iridium Call Routing Center 480.768.2500. Note that the Call Routing Center is located in Tempe, Arizona, USA. As a result, long distance charges will be billed to the caller as if they were dialing someone in Tempe, Arizona, USA. Placing a call from a ground phone (USA/Canada) to the Iridium Call Routing Center, dial: 1.480.768.2500. Placing a call from a ground phone (outside the USA/Canada) to the Iridium Call Routing Center, dial: **00 (International Direct Dial access code prefix) + 1 (USA Country Code) + 480.768.2500. An automated recording will answer and instruct the caller to dial the Iridium Phone Number 8816 + XXX.XXXXX. The call will be routed to the AirCell ST 3100-equipped airplane. If the system is registered on the network, in four to six seconds the system will ring. The called party may receive the call by pressing the SND key on the handset. After completing the call, the user may end the call by pressing the END key. PLACING A CALL TO ANOTHER IRIDIUM PHONE To place an Iridium-to-Iridium call, dial 00 + 8816 + XXX.XXXXX (other subscribers Iridium phone number).
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REVISION 4
2-18-29
7 01
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2-18-29
8 01
REVISION 4
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2-18-30
1 01
Stall Protection System (SPS): The IRS provides attitude rate variation and vertical acceleration information to the SPS. Integrated Standby Instrument System (ISIS): The IRS 1 provides heading information to the ISIS. Head-Up Guidance System HGS: The IRS 1 (or the dedicated IRS) provides acceleration, speed, attitude, heading and wind information to the HGS. Windshear Detection And Escape Guidance System: The IRS 1 provides attitude rate variation and vertical acceleration information to the windshear computer. Flight Data Recorder (FDR): The IRS 1 provides attitude and heading information to the FDR via DAU 2 and IC-600.
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15
10
0 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
The airplane must remain stationary during alignment, while the MSU ALIGN annunciator is lit and IRS 1 (2) ALN advisory message presented on the EICAS. If the IRU detects excessive airplane motion IRS 1 (2) EXC MOTION advisory message is presented on the EICAS and it starts an automatic full realignment 30 1 seconds after the motion stops. Normal passenger-loading or cargo-loading activities should not cause an excessive airplane motion condition.
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2-18-30
5 01
NOTE: To complete the alignment, the IRU requires a valid input of the airplanes present position (latitude and longitude) from the FMS. While the present position is not entered on FMS the IRS 1 (2) NO PPOS caution message will be presented on EICAS. If the present position is not entered during the normal alignment time, the MSU ALIGN annunciator flashes and the IRS 1 (2) ALN FAULT caution message will be presented on the EICAS. The IRU will not complete the alignment phase and/or will not enter the NAV mode until it receives a valid position input from the FMS. The IRU accepts multiple entries of latitude and longitude. More than one entry may be necessary to confirm, update or correct the position. However, the IRU does not accept new position inputs until 2 seconds after the previous input. A new position entry overwrites the previous entry, and the IRU uses only the latest entry for its calculations. The IRU conducts a position comparison test on latitude and longitude immediately after each data has been entered. To pass the test, the entered data must compare within 1 degree of the stored latitude/longitude from the last power down from the NAV mode. If the test fails, the MSU ALIGN annunciator flashes and an IRS 1 (2) ALN FAULT caution message will be presented on the EICAS. If a second present position entry do not pass in the test the IRS 1 (2) FAIL will be presented on the EICAS. No attitude and heading is displayed during align mode. MSU SET FROM NAV TO ALIGN OR NAV TO ALIGN AND BACK TO NAV (TO BE USED ON THROUGH FLIGHTS): This command will revert the IRU to the align down-mode, which zeroes residual velocity errors accumulated during the previous navigation mode operation. The fine leveling process of the align mode is reactivated, and heading accuracy is updated. When the IRU enters the align down-mode, the ALIGN annunciator illuminates and an IRS 1 (2) ALN advisory message is presented on the EICAS. The airplane must be stationary (ground speed less than 20 knots) during the align down-mode otherwise an automatic full realignment will begin in 30 seconds after an excessive aircraft motion stops.
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The ANR is entered automatically and concurrently with normal mode operations, when the IRU senses that the airplane has completed a no motion period (between 7.5 and 15 minutes, as a function of latitude). In the ANR sub-mode, the IRU applies corrections by zeroing velocities, resetting the attitude platform, and correcting heading errors accumulated during the previous navigation mode operation. When the IRU enters the ANR sub-mode, the ALIGN annunciator illuminates and an IRS 1 (2) ALN advisory message is presented on the EICAS. NAVIGATION MODE The IRU enters the NAV mode after completing its alignment when the IRU MSU switch is set to NAV. In the NAV mode, the IRU uses the last valid position data entered during the align mode or align down-mode as its initial present position and updates the present position based only on inertial data while it remains in the NAV mode. The IRU algebraically adds computed magnetic variations from a magnetic variation topographical map (MAGVAR) to true heading and true track to produce magnetic heading and track magnetic angle. The magnetic heading and magnetic tracking angle outputs are set to no computed data (NCD) inside a northern and southern latitude cutout area. ATTITUDE MODE The attitude mode is the IRUs reversionary mode. It is automatically entered by the IRU if it experiences in-flight loss of power, or it may be selected by the crew if the FAULT annunciator lights and an IRS 1 (2) FAIL caution message is presented on the EICAS, indicating a critical fault, that invalidates all outputs. CAUTION: THE MSU SWITCH MUST NOT BE SET TO ATTITUDE MODE INADVERTENTLY. IF THIS OCCURS ON THE GROUND, IT IS NECESSARY TO SET THE MSU SWITCH TO OFF FOR AT LEAST 3 SECONDS, THEN BACK TO ALIGN OR NAV. IF ATTITUDE MODE IS SET IN-FLIGHT, IT IS NOT POSSIBLE TO RECOVER THE NAV MODE.
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7 01
This mode provides a quick attitude restart: during the first 20 seconds the IRU enters the erect attitude transitional mode. In this transitional mode the IRU computes a new level axis set. The airplane must be held steady, straight and level until the MSU ALIGN annunciator extinguishes itself and an IRS 1 (2) ALN advisory message disappears from the EICAS. When operating in the attitude mode the IRS 1 (2) ATT MODE caution message is presented on the EICAS. In this mode, attitude outputs are not as accurate as when operating in the NAV mode, and magnetic heading must be entered periodically through the FMS Control Display Unit. POWER-OFF MODE The IRU enters the power-down mode when the MSU switch is set to OFF and remains in that position for 3 seconds (to prevent inadvertent selection). After that, power continues for 10 to 15 seconds to transfer the last calculated latitude and longitude and other IRS parameters to its non-volatile memory. The ALIGN annunciator illuminates when the IRU is in the power-down mode (and an IRS 1 (2) ALN advisory message is presented on the EICAS). NOTE: The airplane must not be de-energized before the ALIGN annunciator light extinguishes. De-energizing the airplane before the ALIGN annunciator extinguishes itself (and an IRS 1 (2) ALN advisory message is removed from the EICAS) may interrupt the transferring process of the IRUs last calculated position and other IRS parameters to its non-volatile memory, which will affect the next alignment. TEST MODE The test mode is selected by pressing the MSU test switch. The test mode can be selected in either the align mode or the NAV mode without affecting basic IRS function. The test mode is inhibited in the attitude mode and in the NAV mode when aircraft ground speed exceeds 20 knots.
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8 01
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The following procedure applies to the selection of the ATT mode after the FAULT annunciator has illuminated and an IRS 1 (2) FAIL caution message is presented on the EICAS: Set the MSU switch to ATT. If the FAULT annunciator extinguishes itself, the ALIGN annunciator will illuminate for 20 seconds and an IRS 1 (2) ALN advisory message is presented on the EICAS. Hold the airplane steady, straight and level until the ALIGN annunciator extinguishes itself and an IRS 1 (2) ALN advisory message disappears from the EICAS. Initialize the IRU with magnetic heading through the FMS CDU. Update heading periodically through the FMS CDU. When operating in the attitude mode the IRS 1 (2) ATT MODE caution is presented on the EICAS. CAUTION: WHEN OPERATING IN THE ATTITUDE MODE, ATTITUDE OUTPUTS ARE NOT AS ACCURATE AS WHEN OPERATING IN THE NAV MODE, AND MAGNETIC HEADING MUST BE ENTERED PERIODICALLY, THROUGH THE FMS CDU. POWER DOWN Set the MSU switch to OFF. The ALIGN annunciator illuminates and an IRS 1 (2) ALN advisory message is presented on the EICAS. After the ALIGN annunciator extinguishes itself and an IRS 1 (2) ALN advisory message is removed from the EICAS, de-energize the airplane.
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11 01
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14 01
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2-18-30
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2-18-30
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ATTITUDE DECLUTTER When there is an excessive attitude situation, certain indicators are removed in order to declutter the PFD. Excessive attitude situation occurs when roll attitude is greater than 65 degrees, or pitch attitude greater than 30 degrees nose up or 20 degrees nose down. In this case, the following symbology shall be removed from the display: Flight Director couple arrow, Low Bank limit arc, Flight Director command bars, Vertical Deviation scale, pointer and label, Radio Altitude digits, label and box, Marker beacons indicators, Decision Height digits and labels, Selected Airspeed bug and indicators, Vertical Speed bug and indicators, Selected Altitude bug, indicators and box, All failure flags associated with the items listed above, The Heading, Radio Altitude, LOC, GS, and ILS comparison monitor displays.
The PFD indicators will be restored when the two conditions below are met: Roll attitude less than 63 degrees left and right. Pitch less than 28 degrees nose up and greater than 18 degrees nose down.
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2-18-30
18 01
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2-18-30
19 01
ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI) 1 - COMPASS CARD DISPLAY May be displayed in the Full Compass or Arc formats, selected via the Display Control Panel (see section 2-18-40). Color: white. Range: 360 degrees. Resolution: 5 degrees. 2 - HEADING LUBBER LINE (FULL COMPASS FORMAT) Color: White. Provides the current heading reading against the heading scale. 3 - CURRENT HEADING DIGITAL DISPLAY (ARC FORMAT) Color: Open box: white Digits: white Range: 0 to 360 degrees. Resolution: 1 degree.
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COMPARISON MONITORS 1 - ATTITUDE COMPARISON MONITOR DISPLAY Label: ROL, PIT or ATT. Color: Amber. If roll information deviates by more than 6 degrees between the PFD 1 and PFD 2, a ROL comparison monitor will be displayed inside the attitude sphere. If pitch information deviates by more than 5 degrees between the PFD 1 and PFD 2, a PIT comparison monitor will be displayed in the upper-left portion of the attitude sphere. Simultaneous activation of the both pitch and roll comparison monitors will be announced by an ATT label displayed in the upper-left portion of the attitude sphere, in the same field of the ROL and PIT comparison monitors. 2 - ATTITUDE FAILURE DISPLAY Removal of the pitch scale and roll pointer. Coloring the attitude sphere overall blue. A red ATT FAIL label is displayed on the top center of the attitude sphere. 3 - ATTITUDE SOURCE ANNUNCIATION Label: ATT1 for IRS 1 and ATT2 for IRS 2. Color: Amber when one AHRS supplies both sides or both IRS are supplying cross-side. Annunciations are removed when both IRS are supplying onside PFDs. 4 - HEADING SOURCE ANNUNCIATION Label: MAG1 or MAG2 when cross-side IRS source is selected. Color: For MAG: amber when the same IRS is supplying both sides or both IRS are supplying cross-side. When both IRS are supplying on-side, annunciation is removed. If a heading source becomes invalid the heading source annunciation will refer to the invalid heading source, HDG1 or HDG2, as applicable.
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5 - HEADING COMPARISON MONITOR DISPLAY Color: Amber. Label: HDG Activated when a difference of 6 degrees between both PFDs is found and the airplane roll is less than 6 degrees. For airplane rolls greater than 6 degrees, annunciation will be displayed if the difference between both PFDs is greater than 12 degrees. The HDG threshold will be restored to 6 degrees if the airplane roll is less than 5 degrees for 90 seconds. Otherwise, a 12 degrees HDG threshold will be maintained. 6 - HEADING FAILURE DISPLAY Digital heading bug symbol is removed and a red HDG FAIL annunciation is displayed on the PFD and MFD compass cards. The bearing pointers, map display, To/From, selected heading bug, drift angle, selected course/track and course deviation displays will be removed. Heading source annunciation will be HDG 1 or HDG 2. Heading select and course select/desired track digital display will be replaced by amber dashes. 7 - COURSE DEVIATION FAILURE Pointer is removed. Red X displayed over the scale.
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REVISION 5
2-18-35
1 01
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2-18-35
2 01
ORIGINAL
FMS SCHEMATIC
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REVISION 3
2-18-35
3 01
The GPS is the most accurate sensor. When the GPS is in use, the other sensors are still monitored for position differences, but they do not contribute to FMS position, unless the GPS becomes inaccurate, unavailable or is manually deselected. In this case, the FMS automatically tunes the DME/DME in order to provide position. When DME/DME is not accurate, the VOR/DME is selected. On airplanes equipped with dual Inertial Reference System (IRS), replacing the AHRS, the IRS is used as a primary navigation sensor when other navaid are not available. If all position sensors and radios are lost, the FMS shifts to Degrade Mode (DGRAD) and in approximately 2 minutes it enters the Dead Reckoning Mode (DR). In this mode, the position is calculated using the last known airplane position. The ground speed and track are estimated with IRS heading, ADC TAS and the last known wind data. The dual FMS configuration may operate with dual IRS and dual GPS providing four long-range navigation sensors. The sensors status may be accessed in the NAV INDEX 1/2 page. In this configuration, on-side FMS outputs and flight plan information are available to the opposite-side FMS through an interconnecting bus. The automatic tuning is made through the RMU for computing an optimum position. The FMS also includes a radio-tuning page on which the pilot can manually select VHF NAV, COM, ADF and transponder frequencies. The FMS has the capability of tuning communication frequencies in the 8.33 kHz channel spacing.
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2-18-35
4 01
REVISION 7
The flight planning function computes the active flight plan with both lateral and vertical definition. When the FMS long-range navigation is selected, the flight director command bars will provide the visual command to bank the airplane to the desired track. The VNAV is applicable only for the descent path and it is not coupled to the flight director, being only a reference information displayed on the PFD glide slope scale. Additionally the navigation computer can be programmed by the operator to automatically fly different types of holding patterns. DATA BASE The database contains worldwide coverage of navaids, airways, departure procedures, approach procedures, Standard Terminal Arrival Routes (STARs), airports and runways. This information is updated every 28 days. The database can also store up to 200 pilotdefined flight plans and waypoints, which are only updated when changed by the pilot. In single configuration, the Data Loader (DL) is used to update the Database, transferring data to and from the Navigation Computer. In this configuration, this unit can be installed on the left lateral console, close to the pilots mask stowage box. In dual configuration, the Portable Data Transfer Unit (PDTU) is used to reload entire information package at each update by using a 3 1/2" floppy disk. NAVIGATION DISPLAY A multiple waypoints map, based on the airplanes present position, can be displayed on the MFD. It comprises the Waypoints connected by white lines defining a pre-planned route, and also navaids and airports.
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2-18-35
5 01
FMS MODES The dual FMS configuration provides four operating modes that may be accessed through the FMS MAINTENANCE 1/3 page: DUAL MODE In this mode, the following information is automatically transferred to the cross-side FMS: flight plan, performance data, waypoints defined by the pilot, flight plans created in one system and radio tuning. NOTE: For the proper operation in DUAL mode it is necessary to use the same software version, same NAV and CUSTOM data bases and same settings for both systems in the Configuration Modules. The initial position difference between both systems shall not be more than 10 NM. INITIATED TRANSFER MODE In this mode the flight plan and performance data entry will only be transferred to the cross-side FMS through the prompt command available in the last page of the ACTIVE FLT PLAN pages. Waypoints defined by the pilot, created flight plans and radio tuning are automatically transferred to the cross-side FMS. NOTE: For the proper operation in INITIATED TRANSFER mode it is necessary to use the same software version, same NAV and CUSTOM data bases and same settings for both systems in the Configuration Modules. The initial position difference between both systems shall not be more than 10 NM. INDEPENDENT MODE In this mode, only the radio tuning is automatically transferred to the cross-side FMS. NOTE: To operate in the INDEPENDENT mode, it is necessary to use the same software version and same settings in the Configuration Modules. If any of these requirements is not accomplished, the system automatically passes for the possible operating mode. For instance, if only the CUSTOM database differs in both systems, the operating mode automatically switches from DUAL to INDEPENDENT. SINGLE MODE No information is exchanged between both systems.
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2-18-35
6 01
DR (Amber)
DGRAD (Amber)
MSG (White)
OFFSET (White)
APRCH (White)
NOTE: The FMS transmits all the annunciators to the PFD, except the DSPLY annunciator, so the pilot must not trust only on the FMS CDU for checking the FMS system status.
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REVISION 7
2-18-35
7 01
2 - LINE SELECT BUTTONS There are four line select buttons on each side of the CDU that provide the following functions: Select submodes within major modes when in an indexed display. Used as direct access to the other FMS modes when in a non-indexed display. Enter data to the scratchpad. 3 - BRIGHTNESS CONTROL BUTTON Used to manually control the brightness of the display. Using this button, the photo sensors are activated and maintain the brightness level through a wide range of lighting conditions. The brightness is adjusted pressing up or down the Bright/Dim button, and a control bar will be displayed in the scratchpad. The brightness can be adjusted so that, during daylight conditions, the display cannot be seen. 4 - MODE BUTTONS PERF Displays the performance pages. NAV FPL Displays the NAV index pages. It may be used to display the first page of the active flight plan, if the flight plan was previously entered, to manually create a flight plan, to select a stored flight plan and to create a flight plan for storage. Displays the first progress page, the current status of the flight. Displays the active flight plan with the DIRECT and INTERCEPT prompts. Consist of alphabet letters, the numbers 0 through 9, a decimal and a slash. It is used to enter inputs to the FMS. A SP (Space) key is used to insert a space following a character in the scratchpad, and a +/- (Plus/Minus) key will result in a - being entered, changing to + in a subsequent press. The alphanumeric keys make entries only on the scratchpad.
PROG DIR
5 - ALPHANUMERIC BUTTONS
Page
Code
2-18-35
8 01
REVISION 7
6 - FUNCTIONS BUTTONS PREV Changes the current page to the previous page. NEXT CLR Changes the current page to the next page. Clears alphanumeric entries in the scratchpad or a scratchpad message. DEL Works together with line select buttons in order to delete waypoints and other items displayed on the CDU. This button is inhibited when a message is displayed. The CDU has five function buttons directly above the LCD display that will not work if pressed. The following messages will be displayed in the scratchpad: VIDEO VIDEO NOT AVAILABLE. GRAPHIC GRAPHIC NOT AVAILABLE. ATC ATC NOT AVAILABLE. BACK BACK COMPLETE. FN FN NOT AVAILABLE. 7 - SCRATCHPAD It is the working area, located on the bottom line of the display, where the pilot can enter data and/or verify data before line selecting the data into its proper position. Data is retained on the scratchpad throughout all mode and page changes. The scratchpad also provides advisory and alerting messages to be displayed. The colors are designed to highlight important information. Color assignments are coordinated as much as possible with other displays. See below the parameters associated to each color: Vertical Cyan (Blue) Atmospheric Data Cyan (Blue) Lateral Green FROM Waypoint Yellow TO Waypoint Magenta Prompts and Titles White Flight Plan Names Orange Index Selections Green
Page
Code
REVISION 7
2-18-35
9 01
Page
Code
2-18-35
10 01
ORIGINAL
REVISION 7
2-18-35
11 01
JOYSTICK (OPTIONAL) The joystick functions are available through the joystick controller that is located on the control pedestal and through the selection of the MFD JSTK menu. When the MFD joystick menu is selected, the joystick controller is available to control the Designator Symbol movement on the MFD FMS flight plan. JOYSTICK OPERATION On power-up, the designator is co-located with the present flight plan waypoint position. If MAP mode is selected, moving the joystick controller, will cause the Designator Symbol to be displayed in blue color with a broken line which moves in the same direction from its last waypoint position. If PLAN mode is selected, moving the joystick controller, the flight plan moves to the opposite direction from its last position, while the Designator Symbol remains fixed at the center of the plan format.
Page
Code
2-18-35
12 01
REVISION 7
JOYSTICK CONTROLLER
Page
Code
ORIGINAL
2-18-35
13 01
JOYSTICK MENU BUTTONS FUNCTION AT MAP MODE SKIP ("SKP") button: Skips the designator to the position of the next waypoint in the flight plan in case of the designator is co-located with a plan waypoint. Otherwise, the designator broken line tail skips to the next waypoint in the flight plan. RECALL ("RCL") button: Positions the designator at the present position of the airplane and removes the designator box from the display in case of the designator is co-located with the flight plan waypoint. Otherwise, the designator is positioned over the waypoint from which the designator line is extended and the designator line is removed from the display. ENTER ("ENT") button: The latitude and longitude coordinates of the designator are transmitted to the selected FMS scratchpad as a requested waypoint. JOYSTICK MENU BUTTONS FUNCTION AT PLAN MODE SKIP ("SKP") button: Positions the flight plan so the next waypoint is displayed over the designator in case of the designator is colocated with a flight plan waypoint. Otherwise, skips the tail of the designator line to the next waypoint in the flight plan. RECALL ("RCL") button: Positions the designator at the present position of the airplane and removes the designator box from the display in case of the designator is co-located with a flight plan waypoint. Otherwise, it positions the designator over the waypoint from which the designator line is extended and removes the designator line from the display. ENTER ("ENT") button: The latitude and longitude coordinates of the designator are transmitted to the selected FMS scratchpad as a requested waypoint.
Page
Code
2-18-35
14 01
REVISION 7
Page
Code
REVISION 7
2-18-35
15 01
Page
Code
2-18-35
16 01
REVISION 7
NAVIGATION DISPLAYS
The navigation data provided by the Radio Management System and Flight Management System are displayed to the crew through the PFDs, MFDs and RMUs. ADF and/or VHF NAV bearings and VHF NAV or FMS CDI (Course Deviation Indicator) are displayed on the PFD in an Electronic Horizontal Situation Indicator (EHSI). The EHSI navigation sources as well as the display format (Full Compass or Arc) may be selected by the crew via the Display Control Panel (DCP). Several other navigation data are also presented on the PFDs: GS (Glide Slope) pointer, DME distance, Ground Speed/Time-to-go, marker beacon indicators, wind intensity and direction vector, etc. The MFDs present Weather Radar, TCAS and the route selected on the FMS. Additional information is also presented on the MFD: wind intensity and direction vector, TAS, Time-to-go, etc. The RMUs NAV Backup Page also present the EHSI, in the Arc format only (see section 2-18-11).
Page
Code
2-18-40
1 01
Page
Code
2-18-40
2 01
6 - BEARING SELECTOR KNOB OFF The associated PFD bearing pointers are disabled. NAV 1 (2) Selects the respective VHF NAV as source for the associated bearing pointer. ADF Selects the respective ADF as source for the associated bearing pointer. FMS Selects the FMS as source for the associated bearing pointer. 7- DECISION HEIGHT SETTING AND IC-600 TEST KNOB Provides the Radio Altimeter (RA) decision height setting. When pressed on ground provides the IC-600 and RA test activation. Refer to Section 2-4 Crew Awareness for further information on test function and Section 2-17 Flight Instruments for further information on decision height setting and RA test in flight.
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Code
2-18-40
3 01
Page
Code
2-18-40
4 01
Page
Code
2-18-40
5 01
FMS SOURCE SELECTION ON THE MFD As explained on the Display Control Panel (DCP) description, pressing the FMS Button on that panel selects the FMS as navigation source for the PFD and MFD. On airplanes equipped with dual FMS, pressing the FMS Button (on the Display Control Panel) for the second time selects the opposite side FMS as navigation source for the on-side EHSI (and for the onside MFD MAP). Pressing the FMS Button once again will restore the normal operation: FMS 1 information presented on the PFD 1 (and MFD 1) and FMS 2 information presented on the PFD 2 (and MFD 2). However, on airplanes equipped with dual FMS it is possible to select the opposite side FMS as MFD navigation source even if the FMS is not selected as navigation source for the PFD. In this case, pressing the MFD Bezel Button adjacent to the MFD SRC label (presented on the MFD submenu), the on-side MFD will display the opposite side FMS data. This label is not presented if the FMS is already selected as navigation source for the PFD.
Page
Code
2-18-40
6 01
Page
Code
2-18-40
7 01
ADF, VHF NAV AND DME INDICATIONS ON THE PFD 1 - VERTICAL DEVIATION DISPLAY Color: Scale: white. GS Pointer: - green. - yellow if the same source is supplying both sides. GS label: green. For glide slope presentation the pointer will be parked up or down of the deviation display when the deviation exceeds the external dots. Glide slope information will be displayed when SRN NAV is selected for display and tuned to LOC is active. 2 - MARKER BEACON DISPLAY Color: O label: cyan. M label: amber. I label: white. Box: white. An O, an M or an I flashing annunciation is displayed when the outer marker, the middle marker or the inner marker is detected, respectively. A beacon box surrounding the MB flashing annunciations will be shown when a SRN is displayed, tuned-to-localizer is active and a marker is also active. 3 - BEARING POINTER Color: Cyan for Bearing 1 White for Bearing 2 Circle coded for #1 source {VOR 1, ADF (for single installation) or ADF 1 (for dual installation)}. Diamond coded for #2 source {VOR 2, ADF (for single installation) or ADF 2 (for dual installation)}. Pointer is removed if the selected source signal is invalid.
Page
Code
2-18-40
8 01
4 - TO/FROM POINTER Color: White. Displayed towards the nose or the tail of the airplane to indicate, respectively, "TO" or "FROM" the navigation aid. 5 - DME FIELD Displays Ground Speed, Time-to-go, and Elapsed Time. GROUND SPEED DISPLAY Color: Digits: green. GSPD label: white. Range: 0 to 550 KIAS. Resolution: 1 KIAS. TIME TO GO DISPLAY Color: Digits: the same of the NAV source color. TTG label: white. Range: 0 to 399 min. Resolution: 1 minute. ELAPSED TIME Color: Digits: green. ET label: green. Range: 00:00 to 09:59 h. Resolution: Displayed in the format minutes: seconds (for less than one hour), and hours (minutes for more than one hour). 6 - COURSE DEVIATION SCALE Color: White. 7 - COURSE DEVIATION BAR Color: Green: when the source is the on-side VOR. Yellow: when the source is the cross-side VOR. Indicates against the course deviation scale, the difference between the selected course and the VOR bearing.
Page
Code
2-18-40
9 01
8 - BEARING SOURCE ANNUNCIATIONS Label: VOR1, VOR2, ADF1 or ADF2. Color: Cyan for Bearing 1 White for Bearing 2 Circle coded for #1 source {VOR 1, ADF (for single installation) or ADF 1 (for dual installation)}. Diamond coded for #2 source {VOR 2, ADF (for single installation) or ADF 2 (for dual installation)}. Indicates the current source of input to the bearing pointers. Source annunciation will be retained on the PFD, even in case of an invalid bearing signal. 9 - DME HOLDING AND DISTANCE ANNUNCIATION Color: Digits: green. NM label: white. H label: amber. Range: Short Range NAV: 0 to 300 NM. Resolution: 0.1 NM. When the DME hold is active an H label is displayed on the RH of the DME distance digital readout. In this condition the H label replaces the distance NM label. 10 - COURSE DEVIATION NAV SOURCE ANNUNCIATION Label: VOR1, VOR2, ILS1, ILS2 or FMS (optional) Color: Yellow: when the same source is selected for both sides or is supplying cross-side. Green: when both sides present on-side sources, even if they are different.
Page
Code
2-18-40
10 01
ADF, VHF NAV AND DME INDICATIONS ON THE PFD (EHSI IN FULL COMPASS FORMAT)
Page Code
2-18-40
11 01
Page
Code
2-18-40
12 01
ADF, VHF NAV AND DME INDICATIONS ON THE PFD (EHSI IN ARC FORMAT)
Page Code
2-18-40
13 01
FMS INDICATION ON THE PFD 1 - VERTICAL ALERT ANNUNCIATION Label: VTA Color: Amber The VTA is displayed when the vertical alert bit is received from the FMS. 2 - VERTICAL DEVIATION DISPLAY When the FMS VNAV is selected the Vertical Deviation is activated. The Vertical Deviation Display indicates the vertical deviation between the airplane and the selected vertical path. Label: FMS Color: Amber The FMS label and the scale are white. If the FMS is the navigation source for only one side, the pointer will be magenta, otherwise it will be amber. 3 - MESSAGE ANNUNCIATION Label: MSG Color: Amber The MSG is displayed when a message is available on the FMS Panel. 4 - GROUND SPEED/TIME TO GO DATA Label: GSPD for Ground Speed. TTG for Time To Go. Color: Labels and units are white. For single configuration, if the FMS is the navigation source for only one side, the GSPD and TTG readouts will be magenta, otherwise, they will be amber. For dual configuration, if each FMS is the navigation source of the respective side, the GSPD and TTG readouts will be magenta. Otherwise, they will be amber. The Ground Speed unit is knots (KTS) and the Time To Go unit is minutes (MIN). The resolution of the digital values is 1 unit. For invalid values, the digits will be replaced with three amber dashes.
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Code
2-18-40
14 01
5 - DRIFT ANGLE BUG Color: Magenta. The Drift Angle Bug rotates around the compass card, providing the reading of the airplane tracking. 6 - COURSE DEVIATION BAR Color: If the FMS is the navigation source for only one side, the Course Deviation Bar will be magenta, otherwise, it will be amber. 7 - TO/FROM POINTER Color: White. 8 - BEARING POINTER Color: Cyan for Bearing 1 (circle shaped). White for Bearing 2 (diamond shaped). 9 - BEARING SOURCE ANNUNCIATIONS Color: Cyan for Bearing 1 (circle shaped). White for Bearing 2 (diamond shaped) in single FMS configuration. In dual configuration there will be an indication if FMS 1 or 2 is being used. 10 - WIND VECTOR DISPLAY Color: Magenta. A single vector shows the direction of the wind relative to the airplane symbol. The digits indicate the wind intensity in knots. 11 - DEGRADE MODE/DEAD RECKONING MODE/WAYPOINT ANNUNCIATIONS Label: DGRAD for Degrade Mode (single FMS configuration only) DR for Dead Reckoning mode. WPT for waypoint. Color: Amber WPT is lit when the airplane is approaching the next waypoint. 12 - DISTANCE DISPLAY Color: In single configuration, if the FMS is the navigation source for only one side, the distance readout will be magenta. Otherwise, it will be amber. In dual configuration, if each FMS is the navigation source of the respective side, the distance readout will be magenta, otherwise it will be amber. The unit is white. The distance unit is nautical miles (NM).
Page Code
2-18-40
15 01
13 - TO WAYPOINT SYMBOL Label: Waypoint identifier name (Ex: KDVT). Color: Magenta. For dual configuration, when using cross-side information, the color is amber. In the sequence established, the TO waypoint is the next one from the current airplane position. 14 - APPROACH/TERMINAL AREA ANNUNCIATIONS Label: APP for Approach. TERM for Terminal Area. Color: Cyan. When APP is displayed it indicates that the FMS is in the flight approach phase and also can indicate that the lateral deviation scaling has been set to approach scale factor. In the APP mode the deviation indicator sensitivity and FMS tracking gains are increased. The TERM annunciator is displayed when the airplane enters in the terminal area or when the lateral deviation scaling has been set to the enroute scale factor. Priority is given to the APP message. 15 - FMS SOURCE ANNUNCIATION Label: FMS. Color: For single configuration, if the FMS is the navigation source for only one side, the FMS label will be magenta. Otherwise, it will be amber. For dual configuration, if each FMS is the navigation source for the respective side, the FMS label will be magenta, otherwise it will be amber. FMS is displayed only when a single source is installed. 16 - HEADING ANNUNCIATION Label: HDG SEL (For dual FMS configuration). Color: White. For dual configuration, if each FMS is the navigation source for the respective side the color will be white, otherwise it will be amber.
Page
Code
2-18-40
16 01
17 - SELECTED COURSE/DESIRED TRACK ANNUNCIATIONS AND READOUTS Label: DTK for Desired Track. CRS for Selected Course. Color: For single configuration, if the FMS is the navigation source for only one side, the CRS label will be green and DTK will be magenta. Otherwise, both labels will be amber. For dual configuration, if each FMS is the navigation source for the respective side, the CRS and DTK labels will be magenta. Otherwise they will be amber. The readouts will have the same color as the CRS and DTK annunciations. DTK is displayed when the FMS is the selected navigation source. 18 - CROSSTRACK ANNUNCIATION Label: SXTK Color: For single configuration, if the FMS is the navigation source for only one side the label will be magenta, otherwise it will be amber. For dual configuration: The color will be ever amber. SXTK is displayed to indicate that the airplane is off track. 19 - CAPTURED LATERAL MODE Refer to Section 2-19 - Autopilot.
Page
Code
2-18-40
17 01
Page
Code
2-18-40
18 01
Page
Code
2-18-40
19 01
FMS INDICATION ON THE MFD 1 - FMS SOURCE ANNUNCIATION Label: FMS for single configuration. FMS1 or FMS2 for dual configuration. Color: Magenta: when the source is the on-side FMS. Yellow: when the source is the cross-side FMS. 2 - DRIFT ANGLE BUG Color: Magenta: when the source is the on-side FMS. Yellow: when the source is the cross-side FMS. The Drift Angle Bug rotates around the compass card, providing the reading of the airplane tracking. 3 - WAYPOINT SYMBOL Label: Waypoint identifier name (Ex: KDVT). Color: All Waypoints are white except the TO waypoint. Waypoint is displayed as a four pointed star at the geographical locations, referenced to the current present position, where the selected transitions of the flight plan occur. A maximum of 10 Waypoints can be displayed, including the FROM waypoint. A navigation aid or airport can also be located on the flight plan at a transition point and is accounted in the maximum allowable number of Waypoints. 4 - AIRPORT ANNUNCIATION Label: APT. Color: Cyan. Appears when an airport symbol is shown along the route. 5 - NAVAID ANNUNCIATION Label: NAV. Color: Cyan for single or green for dual configuration. Appears when a navaid symbol is shown along the route. 6 - DESIGNATOR RANGE AND BEARING READOUT Color: Cyan. The range readout indicates the distance between the airplane and the Designator Symbol. The bearing readout bearing location of the Designator Symbol related to the airplane position.
Page
Code
2-18-40
20 01
7 - TO WAYPOINT SYMBOL Color: Magenta: when the source is the on-side FMS. Yellow: when the source is the cross-side FMS. In the sequence established, the TO Waypoint is the next one from the current airplane position. 8 - LATERAL DEVIATION DISPLAY Color: White. Right after the values there is a letter which may be L or R standing for Left and Right respectively. 9 - WIND VECTOR DISPLAY Color: Magenta: when the source is the on-side FMS. Yellow: when the source is the cross-side FMS. A single vector shows the direction of the wind relative to the airplane symbol. The digits indicate the wind intensity in knots. 10 - DESIGNATOR SYMBOL Color: Same color of the Waypoint: If the Designator is co-located with a connected Waypoint. Cyan: If it is not connected. The Designator symbol is displayed as an unfilled rectangle applied in two distinct methods: co-located with a Waypoint or positioned with the joystick. Designator will not be displayed if it represents the current position. 11 - TO WAYPOINT DATA ANNUNCIATIONS It is composed of the annunciators and presented as follows: Identification. Distance in nautical miles (NM). Time to the TO Waypoint in minutes (MIN). Color: For single FMS configuration the identification is magenta. The distance and the time are white. For dual FMS configuration the identification, distance and time are magenta, when the source is the on-side FMS, or yellow, when the source is the cross-side FMS.
Page
Code
2-18-40
21 01
Page
Code
2-18-40
22 01
Page
Code
2-18-40
23 01
Page
Code
2-18-40
24 01
Page
Code
REVISION 6
2-18-45
1 01
Page
Code
2-18-45
2 01
REVISION 6
GENERAL
The weather radar system consists of an integrated Receiver/Transmitter/Antenna unit (RTA) and a dedicated control panel. The RTA transmits and receives on the X-band radio frequency. The RTA processes radar echoes received by the antenna. The scanconverted data are displayed on PFDs and MFDs radar mode field. The weather radar system run on 28 V DC powered by one of the Avionics Switched DC Buses. Should a power supply failure occur, the weather radar system will become inoperative, as there is no backup power source for this system. The weather radar interfaces with other airplane systems and equipment as presented in the schematic diagram below:
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Code
REVISION 6
2-18-45
3 01
WARNING: DRY HAIL CAN BE PREVALENT AT HIGHER ALTITUDES. SINCE ITS RADAR REFLECTIVE RETURN IS POOR, IT MAY NOT BE DETECTED. Use increased gain when flying near storm tops in order to display the normally weaker returns that could be associated with hail.
Page
Code
2-18-45
4 01
REVISION 6
Page
Code
REVISION 6
2-18-45
5 01
Direct nose of airplane so that antenna scan sector is free of large metallic objects such as hangars or other airplanes for a distance of 30 meters (100 ft).The antenna must be tilted fully upwards. Avoid using the weather radar during airplane refueling or within 30 meters (100 ft) of any other airplane undergoing refueling operations. Avoid using the weather radar if personnel are standing too close to the 270 forward sector of airplane.
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Code
2-18-45
6 01
REVISION 6
OPERATING
MODES
AND
After the radar warm-up period is over, the TEST mode may be selected. A special test pattern made up of color bands is displayed. A series of green/yellow/red/magenta/white bands indicate that the signal to color conversion circuits are operating normally. A 100 mile range is automatically selected. A green TEST label will be displayed on the PFDs and MFDs radar mode field. When the airplane is on the ground and the TEST mode is entered, the first page always includes RADAR OK or RADAR FAIL to indicate the current state of the radar, as follows: RADAR OK: indicates that no faults were found and the radar is ready for service. It is combined with the END OF LIST page. RADAR FAIL: indicates a radar fault. During the weather radar test, several fault messages may be presented to the crew. The POC (Power On Counter), aside recording an existing fault, also stores fault information from previous power-on cycles. However, if the first page announces "RADAR OK", the radar is ready for service. STANDBY MODE (SBY) The standby mode should be selected any time it is desired to keep the system powered without transmitting. When SBY mode is selected the WX radar remains in a ready state, with the antenna scan motionless and stowed in a tilt-up position. In addition, the transmitter is inhibited and the display memory is erased. Placing only one controller in SBY does not shut the transmitter OFF. Instead, the no-SBY controller governs radar operation. If both controllers are placed in SBY, the transmitter is shut OFF. In standby mode a STBY label is displayed on the PFDs and MFDs radar mode field.
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Code
REVISION 6
2-18-45
7 01
FORCED STANDBY MODE (FSBY) The FSBY is an automatic, non-selectable radar mode, that forces the radar into standby when the airplane is on the ground (weight-onwheels logic) regardless of the selected active radar mode. This is a safety feature that inhibits the transmitter on the ground to eliminate X-band microwave radiation hazards. In FSBY mode, the transmitter and the antenna scan are both inhibited, memory is erased and a FSBY label is displayed on the PFDs and MFDs radar mode field. The forced standby mode may be overridden on the ground by pushing the STAB button 4 times in 3 seconds. CAUTION: IF FSBY MODE IS OVERRIDEN ON THE GROUND AND ANY RADAR ACTIVE MODE IS SELECTED, THE TRANSMITTER IS TURNED ON. THE RADAR MUST NOT BE OPERATED UNDER THIS CONDITION WHILE REFUELING, NEAR FUEL SPILLS OR PEOPLE.
WEATHER DETECTION MODE (WX) The WX mode is used to detect areas of severe weather. This will allow the pilots to avoid dangerous weather conditions and possible turbulence areas. WX may be used on the ground, often prior to takeoff, in order to monitor the weather in the immediate vicinity. In this case, the forced standby mode may be overridden. In WX Mode, the weather radar system is fully operational and all internal parameters are set for enroute weather detection. A WX label is displayed on the PFDs and MFDs radar mode field. The levels and colors associated with the storm category are as follows: LEVEL 4 3 2 1 0 COLOR Magenta Red Amber Green Black RAINFALL CATEGORY Extreme/Intense Very Strong/Strong Moderate Moderate/Weak Weak
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Code
2-18-45
8 01
REVISION 6
AIRPLANE OPERATIONS MANUAL RAIN ECHO ATTENUATION FUNCTION (REACT or RCT) COMPENSATION
TECHNIQUE
The REACT is a sub mode of the weather detection mode and when selected activates three separate but related functions: Attenuation Compensation - Storms with high rainfall rates can attenuate the radar energy making it impossible to see a second cell hidden behind the first cell. In the REACT mode, the radar incorporates a function that automatically adjusts receiver gain by an amount equal to the amount of attenuation, i.e., the greater the amount of attenuation, the higher the receiver gain and thus, the more sensitive the receiver. Cyan REACT Field - Since there is a maximum limit to receiver gain, strong targets (high attenuation levels) cause the receiver to reach its maximum gain value and weather targets can no longer be calibrated. The point where red level weather target calibration is no longer possible is highlighted by changing the background field from black to cyan. Cyan areas should be avoided. Any target detected inside a cyan area should be considered very dangerous. All targets in the cyan th field are displayed as a magenta-colored 4 level precipitation. Shadowing - This is an operating technique similar to the Cyan REACT Field. To use the shadowing technique, tilt the antenna down until the ground is being painted just in front of the storm cell(s). An area characterized by no ground returns behind the storm cell has the appearance of a shadow. The cell that produces radar shadowing is a very strong and dangerous cell and should be avoided by 20 NM. FLIGHT PLAN MODE (FP) When the Flight Plan Mode is selected a singular display of navigation data and a FLTPLAN label are presented on the PFDs and MFDs radar mode field. The radar is put in standby and there is no radar data displayed in this mode.
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Code
REVISION 6
2-18-45
9 01
GROUND MAPPING MODE (GMAP) This mode is used to alert the flight crew regarding hazards caused by ground targets. This is especially useful in areas of rapidly changing terrain, such as mountainous regions. In this mode the system is fully operational and all internal parameters are set to enhance returns from ground targets. The TILT control should be turned down until the desired amount of terrain is displayed. The degree of down-tilt depends upon airplane altitude and the selected range. Receiver characteristics are altered to provide equalization of ground-target reflection versus range. The selection of calibrated GAIN will generally provide the desired mapping display. If required, variable gain may be used to reduce the level of strong returns. In the ground mapping mode a GMAP label is displayed on the PFDs and MFDs radar mode field, and the color scheme is changed to cyan, yellow and magenta. Cyan represents the least reflective return, yellow is a moderate return and magenta represents the most highly reflective target return. It is possible to have one pilot working the GMAP while the other one is using the regular WX mode. CAUTION: WEATHER TYPE TARGETS ARE NOT CALIBRATED WHEN THE RADAR IS IN THE GMAP MODE. THEREFORE, THE PILOT SHOULD NOT USE THE GMAP MODE FOR WEATHER DETECTION.
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Code
2-18-45
10 01
REVISION 6
TURBULENCE DETECTION FUNCTION (TRB) (P-880 MODEL ONLY) When this mode is selected, the radar processes return signals in order to determine if a turbulence condition is present. Areas of potentially hazardous turbulence are displayed as white. Any areas shown as turbulence should be avoided. Turbulence detection function may only be engaged in the WX mode and at selected ranges of 50 NM or less. When the TRB function is active, a T letter will be displayed on the PFDs and MFDs radar mode field. CAUTION: ALTHOUGH TURBULENCE MAY EXIST WITHIN ANY STORM CELL, WEATHER RADAR CAN ONLY DETECT TURBULENCE IN AREAS OF RAINFALL. TARGET ALERT (TGT) Target alert is selectable in all but the 300 mile range. When selected, target alert monitors for red or magenta weather beyond the selected range and 7.5 on either side of the airplanes heading. If such weather is detected within the monitored area and outside the selected range, the target alert annunciation TGT label changes from a green armed condition to an yellow TGT alert condition on the PFDs and MFDs radar mode field. This annunciation advises the flight crew that potentially hazardous targets lie directly in front and outside of the selected range. When this warning is received, the flight crew should select longer ranges to view the questionable target. The target alert is inactive within the selected range. Selecting target alert forces the system to calibrate gain, and turns off the variable gain mode. Target alert can only be selected in WX and FP modes. NOTE: Keep TGT alert enabled when using short ranges. This allows the issuing of an alert if a new storm cell develops ahead of the airplanes flightpath.
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Code
REVISION 6
2-18-45
11 01
ANTENNA STABILIZATION (STAB or STB) The antenna is normally pitch and roll-stabilized by using attitude information from the IRS. Momentarily pushing the STAB (or STB) button disables antenna stabilization and an amber STAB annunciation label is presented on the PFDs and MFDs radar mode field. RECEIVER GAIN (GAIN) The GAIN knob is a rotary control and push/pull switch that controls radar receiver gain. Two gain modes are available: calibrated or variable. Calibrated: When the GAIN knob is pushed in, receiver gain is preset and calibrated, which is the normal mode of operation. In calibrated gain, the rotary function of the GAIN knob is disabled. Variable (VAR): When the GAIN knob is pulled out, the system enters the variable gain mode. Variable gain is used for additional weather analysis and for ground mapping. In the WX mode, variable gain can increase receiver sensitivity over the calibrated level to show very weak targets or can be reduced below the calibrated level to eliminate weak returns. In the GMAP mode, variable gain is used to reduce the level of strong returns from ground targets. Rotation of the knob counter-clockwise reduces receiver sensitivity. Rotating clockwise increases receiver sensitivity until its maximum. A digital readout and gain setting label are displayed on the PFDs and MFDs radar mode field. NOTE: When REACT or TGT modes are selected, the system will be forced into calibrated gain. CAUTION: VARIABLE GAIN MAY BE USED ONLY FOR SHORT PERIODS OF TIME. DO NOT LEAVE THE RADAR IN VARIABLE GAIN SINCE SIGNIFICANT WEATHER TARGETS MAY NOT BE DISPLAYED.
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Code
2-18-45
12 01
REVISION 6
Page
Code
REVISION 6
2-18-45
13 01
TILT Tilt management is crucial to the safe operation of weather radar. If improperly managed, weather targets can be missed or underestimated. Proper tilt management demands that tilt be changed continuously. To find the best tilt angle after the airplane is airborne, adjust the TILT antenna downward until a few ground targets are visible at the edge of the display. The table below gives the approximate tilt settings for minimal ground target display for different altitudes and ranges. If the altitude changes or a different range is selected, adjust the tilt control as required to minimize ground returns. When flying at high altitudes, tilt downward frequently to avoid flying above storm tops. When in low altitude or approaching for landing, tilt management must be performed manually, with the radar beam vertically sweeping from up to down to avoid flying above or below a storm line. During takeoff, the radar must be adjusted to a minimum range scale, with a horizontal RH and LH scan and with the antenna positioned upwards (climbing angle).
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Code
2-18-45
14 01
REVISION 6
TILT SETTINGS FOR MINIMAL GROUND TARGET DISPLAY (12 inch antenna)
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Code
REVISION 6
2-18-45
15 01
The figure below helps to visualize the relationship between tilt angle, flight altitude and selected range. It shows the distance above and below airplane altitude that is illuminated by the radar during level flight with 0 tilt (high altitude) and a low altitude situation, with antenna adjusted for 2.8 up-tilt.
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Code
2-18-45
16 01
REVISION 6
ALTITUDE COMPENSATED TILT (ACT) (P-880 MODEL ONLY) In ACT, the antenna tilt is automatically adjusted with regard to the selected range and airplane altitude. ACT adjusts the tilt to show a few ground targets at the edge of the display. The TILT knob can be used for fixed offset corrections of up to 2. NOTE: Proper tilt management demands that tilt be changed continuously, even in airplanes equipped with ACT. SLAVE (SLV) One controller can be slaved to the other by selecting OFF on that controller only. This condition is annunciated by the illumination of SLV on the control panel. The slave mode allows one controller to set the radar modes for both sides. In the slave mode, the PFDs and MFDs radar information are identical and simultaneously updated. NOTE: In the slaved condition, both control panels must be set to off before the radar system turns off.
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Code
REVISION 6
2-18-45
17 01
RADOME
The radome is the primary factor behind degraded weather radar performance. The problems affecting the radome are as follows: - A water film over the radomes surface when flying in rain. - Greased radome. - Cracked radome. - Holes caused by lightning strike/electrostatic discharges. - Excessive application of antistatic paint. Water Film Over The Radomes Surface: When flying in rain, there is indication that at some specific altitudes and speeds a water film is formed on the radome, altering the weather radar indications. The radar display may disappear or turn red. To avoid this problem, there is a hydrophobic coating product named Cytonix that can be applied to the radome surface. Greased Radome: The presence of grease or dirt over the radomes surface also impairs radar transmission. These should be reported immediately to maintenance personnel for cleaning or corrective action. Electrostatic Discharges: Static electricity influences radar performance. The right bonding is necessary. Bonding is accomplished through two metallic meshes that link the radomes metallic bulkhead (diverters) to the airplanes airframe. It is important to make sure that they are in good condition and not painted. If both the metallic meshes and screws are painted, this will isolate the static power generated in the radome, resulting in electrical discharges that will follow towards the radar antenna and/or generate noise in the audio system. Cracked Radome: Small holes caused by electrostatic discharges, minor damage to structure or paint can cause water infiltration in the radomes honeycomb composite structure. It can result in significant radar signal attenuation, distortion and in some cases, can cause dark spots on the radar screen.
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Code
2-18-45
18 01
REVISION 6
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Code
REVISION 6
2-18-45
19 01
7 - ANTENNA TILT CONTROL KNOB The TILT knob is a rotary control that allows manual control of the antennas tilt angle. Clockwise rotation tilts the beam upward 0 to +15. Counter-clockwise rotation tilts beam downward 0 to 15. A digital readout of the antenna tilt angle is displayed on the MFD. The range between +5 and -5 is expanded for setting ease.
ALTITUDE COMPENSATED TILT (PULL ACT) (P-880 Model Only)
Pulling out the TILT knob activates the auto tilt control, which automatically readjusts tilt between 2 based on changes in barometric altitude and/or selected range. 8 - RADAR MODES CONTROL KNOB OFF - Turns off the weather radar. SBY - Selects the weather radar standby operating mode. WX - Selects the weather radar detection operating mode. RCT- Selects the REACT function (P-880 Model only). GMAP - Selects the weather radar ground mapping operating mode. FP - Selects the weather radar flight plan operating mode. TST - Selects the weather radar test mode. 9 - GAIN CONTROL KNOB Allows receiver gain control. When pushed in, receiver gain is preset and calibrated. Rotary function of the GAIN knob is disabled. When pulled out, sets receiver gain to variable (VAR) mode. 10 - RAIN ECHO ATTENUATION COMPENSATION TECHNIQUE FUNCTION BUTTON (P-660 Model Only) When pressed (momentarily), enables the REACT. REACT is always selected in test mode. REACT is available in all modes except MAP.
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Code
2-18-45
20 01
REVISION 6
REVISION 6
2-18-45
21 01
MFD BEZEL PANEL 1 - WEATHER RADAR DISPLAY SELECTOR BUTTON Alternate pressing of the weather radar display selector button allows the weather radar to be displayed or removed from the MFD. Control of all other weather radar functions is accomplished by the radar control panel. When the weather radar is selected, the WX label on the MFD menu, above this button, will be highlighted by a white box. The weather radar can only be selected for display in map format. If the weather radar is selected with plan format already selected on the MFD, it will force the display to revert to map format. 2 - MAP/PLAN FORMATS CONTROL BUTTON Alternate pressing of the map/plan formats control button will cause the MFD to toggle between map and plan formats. A white box around will highlight the selected MFD format. If the weather radar is displayed on the MFD and the plan format is selected, the weather radar will be removed from the display. However, if the MFD map format is selected again, the weather radar display will be restored on the MFD.
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Code
2-18-45
22 01
REVISION 6
REVISION 6
2-18-45
23 01
WEATHER RADAR DISPLAY ON THE PFD AND MFD 1 - ANTENNA POSITION INDICATOR (API) Color: Amber. The API is displayed as an arc at the current range outer limit. Indicates the radar antenna alternate sweep position and provides a picture bus activity indication. 2 - WEATHER RADAR PATCH Indicates an area of radar reflection. Color: Magenta: high intensity reflection. Red: medium-high intensity reflection. Yellow: medium intensity reflection. Green: low intensity reflection. 3 - WEATHER RADAR TURBULENCE INDICATION Indicates an area of detected turbulence. Color: white. 4 - WEATHER RADAR REACT INDICATION Indicates an area where radar receiver gain compensation has reached its maximum value. Color: cyan. 5 - WEATHER RADAR RANGE ARC VALUE Color: white. Indicates the radar range selected in the weather radar control panel. 6 - WEATHER RADAR ANTENNA TILT ANGLE DISPLAY Color: green. Range: 15 to +15. Resolution: 1. 7 - WEATHER RADAR TARGET MODE AND ALERT ANNUNCIATION Color: TGT label: green or amber. VAR label: amber. The VAR label will be displayed in the same field as that used for TGT annunciation to indicate a variable gain indication. Priority is given to TGT annunciation.
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Code
2-18-45
24 01
REVISION 6
8 - WEATHER RADAR MODES ANNUNCIATION DISPLAY Indicates the selected mode in the weather radar control panel.
MODE DESCRIPTION
VAR WX WX TX
TX
AMBER
WAIT STBY FSBY TEST FAIL RCT FPLN GMAP GCR R/T WX/T
GREEN GREEN GREEN GREEN AMBER GREEN GREEN GREEN AMBER GREEN GREEN
Stabilization off. Target alert enable. Target alert enable and level 3 WX return detected in the forward 15 of antenna scan. Variable gain. Normal WX ON and selected for display. Invalid WX control bus. WX is transmitting but not selected for display, or in STBY or FSTBY. WX is transmitting and weight on wheels indicates on ground, but not selected for display, or in STBY and FSTBY. Warm up period of approximately 40 to 100 seconds. Normal standby. Forced standby. Test mode and no faults. Test mode and faults. Normal WX with REACT. Flight plan mode. Ground map mode. Normal WX with ground clutter reduction. WX with REACT and turbulence. Normal WX with turbulence.
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Code
REVISION 6
2-18-45
25 01
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Code
2-18-45
26 01
REVISION 6
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Code
REVISION 6
2-18-45
27 01
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Code
2-18-45
28 01
REVISION 6
2-18-50
1 01
LSS OPERATION
The Lightning Sensor System is controlled through a dedicated control knob, located on the Weather Radar Control Panel. The Lightning Sensor System Control knob provides control functions and operating modes management for proper Lightning Sensor System operation. The Lightning Sensor System detects both visible and invisible high energy electromagnetic discharges (lightning), indicating areas of turbulent activity and displaying such information on the MFDs. The Lightning Sensor System may be operated with the Weather Radar System turned on or off. If the Weather Radar is turned off, the LSS Range Selection is done through the MFDs knobs. When power is first applied to the system, a self-test is automatically performed and, in the event of failure, an amber LX/F will be displayed on the MFDs. The LSS also performs self-calibration each time the system is turned on. The green LX/C annunciation is removed after calibration is completed. Strong interfering signals outside the aircraft, or equipment malfunction may prevent the calibration of the system, in which case the C will not be removed from the display. If the C is removed after takeoff, this means that only outside interference was preventing calibration. In this case the LSS should be switched off and set back to LX mode to force recalibration for greater accuracy. If the C persists after takeoff, a test should be performed. LSS OPERATING MODES AND FUNCTIONS STANDBY MODE (STBY) When the Standby Mode is selected, no lightning data is shown on the MFDs. However, the receiving and processing equipment is active and lightning strikes are being counted and accumulated into areas.
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Code
2-18-50
2 01
When operating in Lightning Detection Mode, the Lightning Sensor System is fully operational and lightning strikes are collected, processed, and displayed. The LSS shows areas of lightning activity with white lightning symbols, which represents the center of a circular area with a radius of nine nautical miles. Three different lightning symbols are used to represent three different lightning rates-of-occurrence within each 18-mile diameter cycle. Because of the large variation in lightning electromagnetic discharge, sometimes the system can not determine, within its occurring criteria, lightning bearing and distance. Rather, only the bearing is measured. Activity that only provides bearing information is presented in magenta lightning symbols near the outer range marks. When operating the LSS with the Radar in STBY Mode, 360 of data is displayed. A green LX will be displayed on normal operation. Lightning Sensor Display symbology is as follows: LEVEL 1 2 3 ALERT LIGHTNING CATEGORY white headless lightning symbol white single-headed lightning symbol white double-headed lightning symbol magenta headless lightning symbol
CLEAR/TEST MODE (CLR/TST) When the Clear/Test mode is selected, all lightning rate symbols are erased from the display and a special pattern is displayed to allow verification of the Lightning Sensor System operation. The Test must be accomplished by selecting 50 NM or a greater display range and the CLR/TST Mode. The LSS CLR/TST Mode can be selected in any radar mode. In the event of a failure, an amber LXmn will be displayed, where mn is a failure code, which will help the technician in troubleshooting the system. When CLR/TST mode is selected, a green LX/CL is displayed on the MFDs and, after three seconds, LX/CL is replaced by LX/T.
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Code
2-18-50
3 01
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Code
2-18-50
4 01
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Code
2-18-50
5 01
LIGHTNING SENSOR SYSTEM DISPLAY ON THE MFD 1 - LEVEL 1 LIGHTNING ACTIVITY INDICATION Color: White Indicates the center of an 18-mile diameter area of lightning activity with 1 strike every 2 minutes. 2 - LEVEL 2 LIGHTNING ACTIVITY INDICATION Color: White Indicates the center of an 18-mile diameter area of lightning activity with 2 strikes every 2 minutes. 3 - LEVEL 3 LIGHTNING ACTIVITY INDICATION Color: White Indicates the center of an 18-mile diameter area of lightning activity with 3 strikes every 2 minutes. 4 - LEVEL 4 (ALERT) LIGHTNING ACTIVITY INDICATION Color: Magenta Indicates only the bearing of lightning activity, determining the distance.
without
5 - LIGHTNING SENSOR SYSTEM MODES AND FAULTS ANNUNCIATION DISPLAY Indicates, above the Weather Radar annunciation display, the selected mode in the Lightning Sensor System Control Knob .
DISPLAY ANNUNCIATION COLOR MODE DESCRIPTION
GREEN AMBER AMBER AMBER GREEN GREEN GREEN GREEN GREEN GREEN 6 01
LX Power is off. LX Power is on and LX Communication Bus is Inactive. LX Fault Code Enabled. LX Fault LX Standby LX Clear LX Test Mode LX Antenna Inhibit LX Auto Calibrate LX Normal NOVEMBER 30, 2001
2-18-50
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Code
2-18-50
7 01
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Code
2-18-50
8 01
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Code
2-18-80
1 01
SELECTOR PANEL
The selector panel, on the main control panel, provides the means for the flight crew to select either the Mode-S on transponder 1 or the Mode-S/IFF transponder, according to mission requirements at that particular moment. The Mode-S/IFF transponder will be used normally in the mission area. 1 - IFF POSITION Selects the Mode-S/IFF transponder. All indications on the RMU pages are related to the transponder 1 system and TCAS functions will be dashed. In this case all TCAS II operations is made through the ModeS/IFF control panel. 2 - XPDR POSITION Selects the Mode S transponder. Both Mode-S/IFF transponder unit and Mode-S/IFF control panel are turned off.
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Code
2-18-80
2 01
2-18-80
3 01
MODE 3/A: Selecting 3A with the DPL SEL knob enables the Mode 3/A display and keypad entry mode. MODE S: Selecting S with the DPL SEL knob enables the Mode S display and keypad entry mode.
FLIGHT ID: Selecting FLT ID with the DPL SEL knob enables FLIGHT ID display and keypad entry mode. The Mode-S Aircraft Identification Subfield (AIS) allows the operator to select the airplane Flight ID to be downlinked as part of Downlink Format (DF) message 20 and 21 from the control panel. The Mode S Flight ID is typically the airplane flight number or airplane registration number. STAT: Messages from the transponder are displayed on the LCD only if the STAT position in the DPL SEL knob is selected. Transponder messages have he lowest priority after transponder failure indications. When a new transponder message is received by the control panel, the GO annunciator illuminates.
2 - ALPHA-NUMERIC CHARACTER LCD The Mode-S/IFF control panel has an eight alphanumeric character, liquid crystal display. The display has white characters on a black background.
Page Code
2-18-80
4 01
3 - GO ANNUNCIATOR The Mode-S/IFF control panel has a dead front green light GO annunciator to indicate no failures in the system or to indicate a new transponder message has been received by the control panel. 4 - NO-GO ANNUNCIATOR The Mode-S/IFF control panel has a dead front amber light NO-GO warning annunciator to indicate system failure. 5 - TEST BUTTON The TCAS/IFF control panel is provided with a momentary push-button test to activate the System Functional Test. The Mode-S/IFF Transponder System test may be accomplished with the Mode/TCAS rotary knob in the TA or TA/RA position and pressing the TEST push button. In addition, the TCAS is tested when the test is performed. Pressing the TEST push button the Mode-S/IFF control panel starts a lamp test, turning all front panels LCD indicators segments on. Additionally, a control panel self-test is performed when the TEST push button is pressed for more than five seconds. 6 - MASTER CONTROL KNOB The Master Control knob has OFF, STBY, NORM, and EMER positions. A mechanical interlock prevents inadvertent switching to either EMER or OFF positions. OFF: In the OFF position all primary power supplies are removed from the system, except control and lighting circuits. In the STBY position the system disables the transponder reply transmit (Modes 1, 2, 3/A, C, and S). STBY is typically engaged on the ground to prevent unnecessary RF traffic. It is disengaged just prior to takeoff and engaged again upon landing.
STANDBY:
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Code
2-18-80
5 01
AIRPLANE OPERATIONS MANUAL The NORM position enables the transponder to respond to all proper modes (1, 2, 3/A, C, and S), as well as TCAS TA and TA/RA interrogations, if selected.
NORMAL:
EMERGENCY: The EMER position enables transponder modes 1, 2, 3/A, and S to reply with an emergency code automatically, irrespective of settings of the MODE/TCAS rotary knob. Modes 1, 2, and 3/A automatically respond with a military emergency. Mode 3A replies is changed to code 7700. 7 - MODE/TCAS ROTARY KNOB The MODE/TCAS rotary knob has six positions (OFF, 3A, C, S, TA, and TA/RA) that enables the different modes of operation and allows for selection of TCAS functions. OFF: MODE 3/A: Disables the Modes 3A, C and S. When Mode 3/A is enabled, replies to Mode 3/A interrogations and Mode C framing pulses are enabled. Mode 3/A control is provided for pilot or operator selection of 4096 response codes. Code selection range is 0000 to 7777, inclusive. When the EMER mode is enabled, the Mode 3/A military emergency code 7700 shall be displayed. The Mode 3/A code remains at 7700 as long as the Master Control knob is in EMER position. When Mode C is enabled, the system replies to valid Mode C interrogations. The mode C control disables or enables the Air Data Source input to the transponder. This control function enables/disables Mode S operation. When mode S is enabled, the system replies to valid ATCRBS/Mode S All-call and mode S interrogations.
MODE C:
MODE S:
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Code
2-18-80
6 01
This TCAS control function enables TA operation only. The TA ONLY Mode-S enables the TCAS computer, in conjunction with the Mode S/IFF transponder, to provide traffic advisories. The TA Mode is electrically tied to the Mode S enable (ON) mode. The system automatically selects this mode when the aircraft is flying under 1000 ft above ground level.
TCAS TA/RA: The TCAS TA/RA Mode S enables the TCAS computer, in conjunction with the mode-S/IFF transponder, to provide traffic and resolution advisories. TA/RA is electrically tied to the Mode S enable (ON) mode. This is the normal operation mode, supplying full TCAS coverage. 8 - CODE ENTRY KEYPAD There are 12 push-button keys in the keypad. 9 - TCAS HORIZONTAL RANGE ROTARY KNOB The TCAS range control allows the pilot to select traffic advisory horizontal display range in nautical miles. This control function gives the pilot the option of selecting four possible ranges: 6, 12, 20, 40 NM. 10 - TCAS VERTICAL RANGE ROTARY KNOB This knob provides the operator with the capability to select an altitude range, in relation to the airplane, for traffic display on the MFD. ABV Mode: BLW Mode: Range limits are 9900 ft above and 2700 ft below airplane.
Range limits are 9900 ft below and 2700 ft above airplane. NORM Mode: The display range is 2700 ft above and below the airplane. NOTE: If the TCAS does not receive the altitude limit information from the transponder, the default altitude limit presented will be 7000 ft instead of 9900 ft.
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Code
REVISION 5
2-18-80
7 01
11 - IDENT MIC/OFF SWITCH The Mode-S/IFF control panel has a two-position locking lever toggle switch. The control provides the means to activate Ident function remotely by keying the operators microphone (MIC position) or pressing the front panel IDNT push-button switch (OFF position). 12 - IDNT PUSH-BUTTON A control panel function is supplied for enabling Identification of Position (I/P) operation, either directly by the operator or remotely by keying the operators microphone. Momentarily pressing the IDNT button control causes the ATCRBS reply and/or Mode S Uplink (UF)-4 and UF-5 replies to contain a Special Position Identifier (SPI) as an identifier to the ground. The SPI supplies the ground station with more positive identification of airplane position. This is typically activated upon verbal command of the Air Traffic Controller. The IDNT control is a momentarily activated button to inhibit continuous selection. When pressure is removed from the momentary button, the IDNT control returns to the OFF position. 13 - LOAD PUSH-BUTTON The LOAD push-button is used to transmit a completed code display on the LCD. 14 - MODE 1/2 ROTARY KNOB OFF: MODE 1: Disables Modes 1 and 2. Enables Mode 1 operation. Mode 1 control is provided for pilot or operator selection of 32 response codes. Code selection range is 00 to 73, inclusive. Enables Mode 2 operation. Mode 2 control is provided for pilot or operator selection of 4096 response codes. Code selection range is 0000 to 7777, inclusive.
MODE 2:
MODE 1+2: Enables Modes 1 and 2 operation. 15 - MODE 4 CONTROL SWITCHES AND KNOB The Mode 4 operation controls are disabled for this airplane.
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Code
2-18-80
8 01
ORIGINAL
2-18-80
9 01
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Code
2-18-80
10 01
LIMITATIONS
For P-RNAV operations in terminal airspace, obstacle clearance protection, up to the FAWP, will assume that aircraft comply with the P-RNAV accuracy requirements; Obstacle clearance altitude has been based upon the infrastructure giving the poorest precision; The minimum flight crew are 2 Pilots; It is not permissible to use, for any period of time, data from an inertial system as the only means of positioning; The system must display essential information in the Pilots primary field of view such as: Lateral Deviation; TO/FROM waypoints; Failure flag (failure of P-RNAV system);
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Code
REVISION 5
2-18-85
1 01
Unless automatic updating of the actual departure point is provided, the flight crew must ensure initialization on the runway either means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off; Where reliance is placed on the use of radar to assist contingency procedures, its performance has been shown to be adequate for that purpose, and the requirement for a radar service is identified in the AIP; P-RNAV operations must use FMS to control all lateral navigation functions. For FMS limitations, refer to Limitations Section 1-01-60 (System: FMS) of AOM; The system must have means to display to the flight crew the following items: The active (TO) waypoint and distance/bearing to this point; Ground speed or time to the active (TO) waypoint; Automatic tuning of VOR and DME navigation aids used for position updating together with the capability to inhibit individual navigation aids; RNAV system failure; Alternate means of displaying navigation information, sufficient to perform cross-checks procedures.
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Code
2-18-85
2 01
REVISION 5
P-RNAV SYSTEM
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Code
REVISION 5
2-18-85
3 01
NORMAL PROCEDURES
Verify NOTAM (Notice to Airman) for non-available P-RNAV procedure, if navigational aids, identified in the AIP as critical for a specific P-RNAV procedure, are not available; Use phraseology appropriate to P-RNAV operations; When the VOR or DME is not available or shutdown, the flight crew have to inhibit the navigation aid from the automatic selection process; The flight crew must notify ATC of any problem with the RNAV system that results in loss of the required navigation capability, together with the proposed course of action; Discrepancies that invalidate a procedure must be reported to the navigation database supplier and affected procedures must be prohibited by an operators notice to its flight crew. PRE-FLIGHT PLANNING Verify the required navigation aids critical to the operation of specific procedure, and if they are identified in the AIP (Aeronautical Information Publication) and on the relevant charts; Check availability of the navigation infrastructure and onboard equipment for the period of intended operation; The navigation database must be appropriate for the region of the intended operation and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields; When specified in the AIP that dual P-RNAV procedure are required for specific terminal P-RNAV procedure, the availability of dual P-RNAV system must be confirmed; If a stand-alone GPS is to be used for P-RNAV, the availability of RAIM must be confirmed; DEPARTURE Both Pilots must verify if the navigation database is current and if aircraft position has been entered correctly; The PNF (Pilot Not Flying) must verify the desired path and the aircraft position relative to the path; The active flight plan should be checked by comparing the charts with the MAP display and the MCDU;
Page Code
2-18-85
4 01
REVISION 5
A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database; The creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted; Route modifications in the terminal area may take form of radar headings or direct to clearances; Prior to take off, the flight crew must verify that the R-NAV system is available and operating correctly and, where applicable, the correct airport and runway data have been loaded; Unless automatic updating of the actual departure point is provided, the flight crew must ensure initialization on the runway either by means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off. Where GNSS is used, the signal must be acquired before the take-off roll commences and GNSS position may be used in place of the runway update; During the procedure and where feasible, flight progress should be monitored for navigational reasonableness, by cross-checks, with conventional aids using the primary displays in conjunction with the MCDU; When automatic update for departure is not available, the procedure should be flown by conventional navigation means. A transition to the P-RNAV structure should be made at the point where the aircraft has entered DME/DME coverage and has had sufficient time to achieve an adequate input. If a procedure is designed to be started conventionally, then the latest point of transition to the P-RNAV structure will be marked on the charts. If a Pilot elects to start a P-RNAV procedure using conventional methods, there will not be any indication on the charts of the transition point to the P-RNAV structure. ARRIVAL Prior to the arrival phase, the flight crew should verify that the correct terminal procedure has been loaded. The active flight plan should be checked by comparing the charts with the MAP display and the MCDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over.
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Code
REVISION 5
2-18-85
5 01
If required by procedure, a check will need to be made to confirm that updating will exclude a particular navigation aid. A procedure shall not be used if doubt exists as to the procedure in the navigation database; Where the contingency to revert to a conventional arrival procedure the flight crew must make the necessary preparation; During the procedure and where feasible, flight progress should be monitored for navigational reasonableness by cross-checks with conventional navigation aids using the primary displays in conjunction with the MCDU. In particular, for a VOR/DME RNAV procedure, the reference VOR/DME used for the construction of the procedure must be displayed and checked by the flight crew. For RNAV systems without GNSS updating, a navigation reasonableness check is required during the descent phase before reaching the Initial Approach Waypoint (IAWP). For GNSS based systems, absence of an integrity alarm is considered sufficient. If the check fails, a conventional procedure must then be flown; Route modifications in the terminal area may take the form of radar headings or direct to clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion of tactical waypoints loaded from the database. Manual entry or modification by the flight crew of a loaded procedure, using temporary waypoints or fixes not provided in the data base, is not permitted; Although a particular method is not mandated, any published altitude or speed constraints must be observed.
CONTINGENCY PROCEDURES
The flight crew must notify ATC of any problem with the RNAV system that results in the loss of required navigation capability, together with the proposed course of action; In the event of communication failure, the crew should continue with the RNAV procedure in accordance with the published lost communication procedure; In case of loss of P-RNAV capability, the flight crew should navigate using an alternative means of navigation. The alternate means need not be an RNAV system; Cautions and warnings for the following conditions: Failure of the RNAV system components including those affecting flight technical error;
Page Code
2-18-85
6 01
REVISION 5
Flight director discontinue the P-RNAV procedure following the approved missed approach procedure or if feasible revert to a conventional or IRS procedure and inform ATC; Automatic Flight continue the approach using manual flight, and if the flight path cannot be followed perform a approved missed approach procedure and inform ATC; Multiple system failures If a multiple system failures occurs such as affecting GNSS, Flight Director, and any other used for P-RNAV procedure, a missed approach procedure must be performed and inform ATC; Failure of navigation sensors - discontinue the P-RNAV procedure following the approved missed approach procedure or if feasible revert to a conventional or IRS procedure and inform ATC.
INCIDENT REPORTING
Significant incidents associated with the operation of the aircraft which affect or could affect the safety of RNAV operations, need to be reported on the appropriate report manifest. Specific examples may include: Aircraft system malfunctions during P-RNAV operations which lead to: Navigations errors not associated with transitions between different navigation modes; Significant navigation errors attributed to incorrect data or a navigation database coding error; Unexpected deviations in lateral or vertical flight path not cause by Pilot input; Significant misleading information without a failure warning; Total loss or multiple navigation equipment failure; Problems with ground navigational facilities leading to significant navigational errors not associated with transitions between different navigation modes.
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Code
REVISION 5
2-18-85
7 01
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Code
2-18-85
8 01
REVISION 5
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Code
REVISION 7
2-14-00
1 01
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Code
2-14-00
2 01
ORIGINAL
GENERAL
The pneumatic system can be supplied by the engines, APU or a ground pneumatic source. The APU or ground pneumatic source supplies the system prior to the engine start. The engines normally supply bleed air for pneumatics after engine start. The air conditioning system receives air from the pneumatic system and provides conditioned air to the cabin. The system is controlled by two Environmental Control Units (ECU). The pressurization system uses bleed air from the air conditioning system to pressurize the airplane. Cabin pressure is controlled by modulating the outflow valves. The system is controlled by an automatic mode and has a manual back-up mode. Cooling for rear and forward electronic compartments is provided by the ventilation system. System information and messages are presented on the EICAS.
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Code
2-14-05
1 01
PNEUMATIC SYSTEM
The pneumatic system receives compressed and hot air from the following sources: Engines compression stage; APU; Ground pneumatic source. The pneumatic system is used for: engine start, air conditioning, pressurization and anti-ice system. Engine bleed air comes from the 9 pressure) engine stages.
th th
th
(high
The 14 stage High Stage Valve (HSV), which is electrically controlled and pneumatically-actuated, opens automatically during low engine thrust operations, engine cross bleed start and anti-ice operation. As thrust increases, the HSV closes and the 9 BACV (Bleed Air Check Valve) opens supplying bleed air to the system. Bleed air for engine anti-ice system is provided through the tapping upstream of the HSV. An Engine Bleed Valve (EBV), which is electrically controlled through the Bleed Air Button and pneumatically-actuated, is installed downstream of the pre-cooler. Bleed air for the Air Turbine Starter (refer to Section 2-10 - Powerplant) is provided through the tapping downstream of the EBV. Each engine supplies air to its corresponding air conditioning pack and anti-ice system. A Cross-Bleed Valve (CBV), which is electrically controlled through the Cross Bleed Knob and pneumatically actuated, provides the segregation or interconnection between both sides in case of APU operation or one engine pneumatic supply. The pneumatic systems functional logic opens or closes automatically the EBV, if the Cross Bleed Knob is on AUTO position, during engine start, in order to select the available pneumatic source: APU, ground pneumatic source or opposite engine.
th
Page
Code
2-14-05
2 01
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Code
2-14-05
3 01
The functional logic also opens automatically the CBV and both HSV and closes one air conditioning pack whenever the anti-icing system is operating. Bleed air from the APU, that is used primarily as a auxiliary pneumatic source, is provided in the left side of the pneumatic system to supply the air conditioning and engine starting either on ground or inflight. An APU Bleed Valve (ABV), which is electrically controlled through the APU Bleed Button and pneumatically-actuated, provides APU bleed control. The pneumatic system functional logic automatically closes the ABV whenever any engine is supplying bleed air to the left pneumatic side. An APU Check Valve is installed downstream of the APU bleed valve. A ground pneumatic source connection, including a check valve, is installed on the right side of the pneumatic system. Its main purpose is to supply pressurized air to start the engines. Leak detectors (thermal switches) are installed along all the pneumatic lines. Should a duct leakage occur, these detectors activates a warning message in the EICAS. Should any hot air leakage occur, the bleed sensors and/or three Massive Leakage Detectors (thermal switches the former located along the pneumatic system ducting and the latter in the rear electronic compartment area) will close the EBV and the HSCV of the affected side, as well as the CBV. Bleed temperatures upstream and downstream of the pre-cooler are monitored through temperature sensors. Temperature downstream of the pre-cooler is presented on a vertical bar indication on the MFD.
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Code
2-14-05
4 01
EICAS MESSAGES
TYPE MESSAGE BLD 1 (2) LEAK BLD APU LEAK MEANING Duct leakage in the associated bleed line. Temperature in the duct region exceeds 91C (195F). The switch deactivates at 79C (175F). Associated pre-cooler downstream temperature above 305C (581F). Disagreement between actual position and commanded position of the APU Bleed Valve. Abnormal low or asymmetric bleed temperature, or precooler outlet temperature sensor failure. Disagreement between actual position and commanded position of the associated Engine Bleed Valve. Disagreement between actual position and commanded position of the Cross-Bleed Valve. Cross Bleed Knob selected CLOSED with at least one engine running after brake release. Disagreement between actual position and commanded position of the associated High Stage Valve. Associated Engine Bleed Valve position. This message is inhibited on ground or during associated engine start. Cross Bleed Valve open.
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Code
2-14-05
5 01
Page
Code
2-14-05
6 01
Page
Code
2-14-10
1 01
ECU OPERATION
Each ECU consists of a dual heat exchanger, an air cycle machine (compressor, turbine, and fan), a condenser, a water separator and related control and protective devices, installed forward of the airplane wing root, inside the wing-to-fuselage fairing. The automatically-controlled bleed air from the pneumatic system supplies the ECU. Downstream pressure is regulated by the Pack Valve (Pressure Regulating and Shutoff Valve). After the Pack Valve, the airflow is divided into two lines: - One cold line that passes through to the Air Cycle Machine. - One hot line that bypasses the Air Cycle Machine. Both airflow lines are gathered at the expansion turbine discharge. In the Air Cycle Machine (ACM), air is cooled in the primary heat exchanger and passes through the compressor, thus causing a pressure increase. The air then goes to the secondary heat exchanger where it is cooled again. After leaving the secondary heat exchanger, the high-pressure cooled air passes through a condenser and a water separator for condensed water removal. Spray nozzles uses the separated water to improve the heat exchanger efficiency. The main airstream is ducted to the turbine and expanded to provide power for the compressor and cooling fan. This energy removal produces very low turbine discharge temperatures, achieving adequate low temperatures in the process. The cold exit air is mixed with warm air supplied by the recirculation fan and/or with the hot bypass air immediately upon leaving the turbine. A check valve is provided in the recirculation duct to prevent reverse flow if the recirculation fan is inoperative. The ECU outlet air temperature is controlled through the dual temperature control valve. One valve adds hot bleed air to the turbine discharge while the other valve restricts the compressor inlet flow. The ECUs are cooled in flight by external the ACM fans, using the external ram air. On the ground, the ECUs are cooled by the ACM fans only. The system has emergency ventilation, as an alternate means to allow the outside air into the cabin. The impact air passes through the same ram air inlets that are used to cool the dual heat exchangers.
Page Code
2-14-10
2 01
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Code
2-14-10
3 01
When the ECUs air supply is shut off in flight, the emergency ram air is activated and the ram air valves are opened automatically, allowing ram air to be routed to the distribution lines. Ram air may also be used to ventilate the airplane interior for cabin smoke evacuation and cabin ventilation purposes with the airplane depressurized and the ECUs turned off. NOTE: The Pneumatic System automatic logic closes the left Pack Valve whenever the anti-icing system is operating below 24600 ft.
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Code
2-14-10
4 01
REVISION 7
2-14-10
5 01
Page
Code
2-14-10
6 01
ORIGINAL
Page
Code
ORIGINAL
2-14-10
7 01
PACK VALVE OPERATIONAL LOGIC The Pack Valve receives an electrical input to open when the following conditions occur simultaneously: Air Conditioning Pack Button is pressed to open the valve; Respective DC Bus is energized; Respective engine is not starting; No engine is starting using the APU as pneumatic source; No failure in the related pack is detected (overpressure, overtemperature or duct leakage downstream of the Pack Valve); and No discrete ECS (Environmental Control System) OFF signal is sent from any related FADEC (A or B). The FADEC`s discrete ECS OFF signals are produced according to the following conditions: 1- During Takeoff or Go Around: ACTIVATION CONDITIONS FOR ECS OFF SIGNALS PRESSURE ALTITUDE / TAT C ALL ENGINES ONE OPERATIVE ENGINE (takeoff only) INOPERATIVE (3) Up to 1700 ft above takeoff altitude (1) Lower than 9700 ft (2)
ENGINE FADEC
A1P
ALL
A1E
ALL
ALT T/O-1 T/O-1, Up to 1700 ft above E T/O, takeoff altitude (1) T/O RSV or E T/O RSV
NOTE: 1) TAT above 19C (66F) at sea level, decreasing linearly to 5C (23F) at 9700 ft. 2) The ECS OFF signal is activated for the Pack associated with the operating engine if the pressure altitude is lower than 9700 ft and TAT is above 19C at sea level, decreasing linearly to 5C at 9700 ft (area A in the following envelope). 3) A Low N1 condition (actual N1 does not achieve requested N1) is considered one engine inoperative.
Page Code
2-14-10
8 01
REVISION 4
145AOM2140013.MCE
FADECS ECS OFF ENVELOPE The ECS OFF logic is valid only when the packs are using engine bleed. If APU bleed is being used, the ECS OFF logic is inhibited and the pack valves will not shut down. The FADECs discrete ECS OFF signal is not produced when using ALT-T/O-1 mode during takeoffs with all engines operative. If a FADEC commands its associated pack to close, through the ECS OFF signal, the pilot must reset the pack when the conditions for the automatic shut down of the pack cease to exist, i.e., an automatic restart of the pack does not exist. For airplanes S/N 145462, 145516, 145591, 145644 and on, the packs are automatically reset when the conditions for the ECS OFF signal cease to exist. When both packs are automatically reset, pack 2 will be commanded to open 10 seconds after pack 1 opening, to avoid passenger discomfort due to packs return. 2- During reverse use: The ECS OFF signal is always activated during reverse use.
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Code
REVISION 6
2-14-10
9 01
CROSS BLEED VALVE OPERATIONAL LOGIC The Cross-Bleed Valve (CBV) receives an electrical input to open when the following conditions occur: Essential DC Bus 2 is energized; There is no leakage along the pneumatic system ducting or a massive leakage in the Rear Electronic Compartment; and Cross-Bleed Knob is set to OPEN; or Cross-Bleed Knob is set to AUTO and one of the following conditions occurs: Horizontal Stabilizer Anti-Icing System is operating; or Engine 2 is starting; or Engine 1 is starting assisted by engine 2 or external pneumatic source (with APU Bleed Valve manually commanded to the close position).
EICAS MESSAGES
TYPE MESSAGE PACK 1 (2) OVLD MEANING Associated ECU compressor temperature above 243C (470F) or ECU inlet pressure above 55 psig. Associated ECU outlet temperature above 93C (200F). Disagreement between associated valve actual position and commanded position. Left pack valve closed with no icing condition, or Left pack valve closed with airplane above 24600 ft. Right pack valve closed.
PACK 1 (2) OVHT CAUTION PACK 1 (2) VLV FAIL RAM AIR VLV FAIL
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Code
2-14-10
10 01
ORIGINAL
Page
Code
2-14-10
11 01
5 - GASPER BUTTON Turns on (pressed) or turns off (released) the gasper fan inflight only. A striped bar illuminates inside the button to indicate that it is released. On ground, the gasper fan is turned on as soon as the associated DC Bus is energized. 6 - CROSS-BLEED KNOB CLOSED- Closes the Cross-bleed Valve. AUTO - Selects automatic operation mode of the Cross-bleed Valve. OPEN - Opens the Cross-bleed Valve. 7 - BLEED AIR BUTTON Opens (pressed) or closes (released) the associated Engine Bleed Valve. A striped bar illuminates inside the button to indicate that it is released. A LEAK inscription illuminates inside the button to indicate a duct leakage in the associated bleed line. The LEAK inscription is not available on some airplanes. 8 - APU BLEED BUTTON Opens (pressed) or closes (released) the APU Bleed Valve. A striped bar illuminates inside the button to indicate that it is pressed. An OPEN inscription illuminates inside the button to indicate that the APU Bleed Valve is in the open position.
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Code
2-14-10
12 01
Page
Code
2-14-10
13 01
Page
Code
2-14-10
14 01
2-14-10
15 01
Page
Code
2-14-10
16 01
2-14-10
17 01
Page
Code
2-14-10
18 01
PRESSURIZATION SYSTEM
The Cabin Pressure Control System (CPCS) controls the cabin pressure by regulating the cabin air exhaust rate supplied by the ECUs. The CPCS comprises two subsystems: - One digital electropneumatic subsystem (automatic mode). - One pneumatic subsystem (manual mode). The Cabin Pressure Control System comprises a digital controller, a manual controller, an electropneumatic outflow valve, a pneumatic outflow valve, an air filter, two pressure regulator valves, an ejector pump, two static ports, and a Cabin Pressure Acquisition Module (CPAM). Both outflow valves receive static pressure signals from static ports for overpressure relief and negative pressure relief functions, actuating pneumatic devices to inhibit airplane structural damage or injury in case of improper system operation. The safety devices provide the following features: Airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007: Positive cabin differential pressure relief: 8.4 psi maximum. Negative cabin differential pressure relief: - 0.3 psi. Cabin altitude limitation (when in the auto mode): 15000 ft maximum. Airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007: Positive cabin differential pressure relief: 8.6 psi maximum. Negative cabin differential pressure relief: - 0.3 psi. Cabin altitude limitation (when in the auto mode): 15000 ft maximum. The system is normally operated in the automatic mode. The manual mode is used in case of automatic mode failure. The cabin air filter is provided to prevent nicotine and dust to enter the outflow valve chamber. Indications of cabin altitude, cabin differential pressure, and cabin altitude rate of change are presented on the EICAS. A caution message is presented on the EICAS in case of automatic mode failure, requiring the crew to select the manual mode.
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Code
REVISION 7
2-14-15
1 01
The CPAM and CPCS have internal tolerances of 100 ft and 200 ft, respectively. Then, depending on these tolerances accumulation, the displayed cabin altitude may be increased up to 300 ft. If, however, the cabin altitude indication continuously increases and the system is out of its normal range of operation, causing a cabin depressurization, the CPAM sends a signal to the aural warning system to alert the crew when cabin altitude is above 9900 100 ft.
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Code
2-14-15
2 01
REVISION 7
Proper operation of the pressurization system in the automatic mode requires that the following conditions be met: Automatic mode is selected on the Digital Controller (button not pressed and MAN inscription not illuminated). The pressurization system is in the automatic mode when electrical power is first applied. Landing altitude is entered in the Digital Controller prior to the takeoff. Should the landing altitude not be entered, the system will automatically consider 8000 ft as the landing altitude. Manual Controller is set to DN position (full counterclockwise). If the Manual Controller is out of the DN position, the pneumatic valve tends to open causing inappropriate automatic mode operation. DETERMINATION OF THE THEORETICAL CABIN ALTITUDE The theoretical cabin altitude is a function of the airplane operating altitude. It is calculated in such a way that the maximum cabin differential pressure is reached at the lowest possible airplane altitude considering a minimum cabin altitude rate of climb and a maximum airplane rate of climb. The maximum cabin differential pressure is 8.1 psi for airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007 and 8.4 psi for airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007.
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Code
REVISION 7
2-14-15
3 01
CABIN PRESSURE CONTROL SYSTEM SCHEMATIC APPLICABLE TO AIRPLANES UP TO S/N 854 AND PRE-MOD. SB 145LEG-00-0007
Page Code
2-14-15
4 01
REVISION 7
CABIN PRESSURE CONTROL SYSTEM SCHEMATIC APPLICABLE TO AIRPLANES S/N 863 AND ON OR POST-MOD. SB 145LEG-00-0007
Page Code
REVISION 7
2-14-15
5 01
AUTOMATIC PREPRESSURIZATION SEQUENCE ON GROUND This sequence is initiated and maintained as long as the airplane is on the ground and the thrust lever is set to THRUST SET position or above. For airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, it causes the cabin altitude to descend toward an altitude equivalent to 400 ft (0.2 psi) below the takeoff altitude. For airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007, it causes the cabin altitude to descend toward an altitude equivalent to 750 ft (0.4 psi) below the takeoff altitude. The purpose of the automatic pre-pressurization is to avoid cabin bumps due to the irregular airflow on the fuselage during rotation and takeoff and also to keep a controlled cabin altitude just after rotation, as the cabin altitude tends to follow the airplane altitude. In the case of takeoff with air conditioning supply, the cabin altitude is controlled with an altitude rate of descent equal to 450 ft/min. In the case of takeoff without air conditioning supply, the outflow valves are closed, also avoiding cabin bump. TAKEOFF SEQUENCE This sequence is initiated after the airplane leaves the ground with the purpose of avoiding reselecting the landing altitude, in case it is necessary to return to the takeoff airport. For airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, it causes the cabin altitude to continue descending towards the altitude equivalent to 400 ft below the takeoff altitude. If an altitude of 400 ft below the takeoff altitude has already been reached during the pre-pressurization sequence, the cabin altitude does not change. For airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007, it causes the cabin altitude to continue descending towards the altitude equivalent to 750 ft below the takeoff altitude. If an altitude of 750 ft below the takeoff altitude has already been reached during the pre-pressurization sequence, the cabin altitude does not change. The takeoff sequence lasts until the theoretical cabin altitude becomes greater than the actual cabin altitude, or until 15 minutes have elapsed since the sequence initiation, whichever occurs first.
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Code
2-14-15
6 01
REVISION 7
This sequence is initiated after the takeoff sequence is finished, to establish a cabin altitude and a cabin altitude rate of change during flight. For airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, the Digital Controller schedules a cabin altitude that is the greatest value between the theoretical cabin altitude and the selected landing altitude minus 300 ft. For airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007, the Digital Controller schedules a cabin altitude that is the greatest value between the theoretical cabin altitude and the selected landing altitude minus 650 ft. The cabin altitude rate of change is controlled at different values depending on the scheduled cabin altitude and the airplane vertical speed, but is limited to 450 ft/min during descent and 700 ft/min while climbing. Barometric correction, when required, is automatically provided by the Air Data Computer (ADC).
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Code
REVISION 7
2-14-15
7 01
AUTOMATIC MODE OPERATION SCHEMATIC APPLICABLE TO AIRPLANES UP TO S/N 854 AND PRE-MOD. SB 145LEG-00-0007
Page Code
2-14-15
8 01
REVISION 7
AUTOMATIC MODE OPERATION SCHEMATIC APPLICABLE TO AIRPLANES S/N 863 AND ON OR POST-MOD. SB 145LEG-00-0007
Page Code
REVISION 7
2-14-15
9 01
AUTOMATIC INCREASED RATE OF DESCENT SEQUENCE This sequence is initiated when the airplane descent rate is greater than 200 ft/min, in order to satisfy all airplane rapid descent cases. The cabin altitude rate of change limits may be accordingly increased, depending on the remaining flight time which is calculated considering the airplane operating altitude, airplane vertical speed and the selected landing altitude. Therefore, the cabin altitude rate of descent limit may be increased to a value between 450 ft/min and 500 ft/min. In case the selected landing altitude is higher than 8000 ft, the cabin altitude rate of descent limit may be increased to a value between +700 ft/min and +1500 ft/min. AUTOMATIC DEPRESSURIZATION SEQUENCE ON GROUND This sequence is initiated when the airplane is on the ground and the thrust lever is in the IDLE position. To avoid a cabin bump during the landing, it is necessary that the airplane land with the cabin being submitted to a small differential pressure. For that reason, the automatic mode always controls, for landing, a cabin altitude equal to the selected landing altitude minus 300 ft (for airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007) or 650 ft (for airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007). This sequence cancels this differential pressure corresponding to 300 ft or 650 ft, as well as reduces cabin bump when the air conditioning is turned off or the main door is open. Cabin depressurization is controlled at a rate of climb equal to 650 ft/min, up to the full opening of the outflow valves. In automatic mode, the rapid cabin depressurization is commanded by the Dump Button.
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Code
2-14-15
10 01
REVISION 7
EICAS MESSAGE
TYPE CAUTION MESSAGE PRESN AUTO FAIL MEANING Automatic pressurization mode failure.
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Code
REVISION 7
2-14-15
11 01
2-14-15
12 01
REVISION 7
REVISION 7
2-14-15
13 01
2-14-15
14 01
REVISION 7
AIRPLANES S/N 863 AND ON OR POST-MOD. SB 145LEG-00-0007 1 - CABIN ALTITUDE INDICATION Displays cabin altitudes, regardless of the operating mode. Ranges from 1500 to 41000 ft, with a resolution of 100 ft. Green: from 1500 to 8300 ft. Amber: from 8400 to 9900 ft. Red: from 10000 to 41000 ft. 2 - DIFFERENTIAL PRESSURE INDICATION Displays the differential pressure between the cabin interior and the outside, regardless of the operating mode. Ranges from 0.5 to 10.0 psi, with a resolution of 0.1 psi. Green: from 0.0 to 8.5 psi. Amber: from 0.3 to 0.1 psi and from 8.6 to 8.9 psi. Red: from 0.5 to 0.4 psi and from 9.0 to 10.0 psi. 3 - CABIN RATE OF CHANGE INDICATION Displays the cabin rate of change, regardless of the operating mode. Ranges from 2000 to 2000 ft/min, with a resolution of 50 ft/min. Green full range. For rates out of range the indication is replaced by amber dashes.
REVISION 7
2-14-15
15 01
Page
Code
2-14-15
16 01
REVISION 7
Page
Code
2-14-20
1 01
EICAS MESSAGE
MESSAGE MEANING ELEKBAY OVTEMP Temperature inside the forward bay CAUTION exceeds 71C (160F) maximum. TYPE
Page
Code
2-14-20
2 01
Page
Code
2-14-20
3 01
Page
Code
2-14-20
4 01
Page
Code
2-14-25
1 01
Page
Code
2-14-25
2 01
AUTOPILOT
General ............................................................................2-19-05.....01 Automatic Flight Control System......................................2-19-05.....02 Flight Guidance System ...................................................2-19-05.....04 Flight Director ...............................................................2-19-05.....04 Autopilot........................................................................2-19-05.....04 Flight Director Modes .......................................................2-19-10.....01 Lateral Modes...............................................................2-19-10.....01 Heading Hold Mode ..................................................2-19-10.....01 Heading Select Mode (HDG) ....................................2-19-10.....02 VOR NAV Mode (VOR) ............................................2-19-10.....03 VOR Approach Mode (VAPP)...................................2-19-10.....04 Localizer Mode (LOC/BC).........................................2-19-10.....04 LNAV Mode ..............................................................2-19-10.....05 Vertical Modes..............................................................2-19-10.....06 Pitch Hold Mode........................................................2-19-10.....06 Altitude Hold Mode (ALT) .........................................2-19-10.....06 Altitude Preselect Mode (ASEL) ...............................2-19-10.....07 Flight Level Change Mode (FLC)..............................2-19-10.....07 Speed Hold Mode (SPD) ..........................................2-19-10.....10 Vertical Speed Hold Mode (VS) ................................2-19-10.....11 Glide Slope Mode (GS).............................................2-19-10.....12 Go Around Mode ......................................................2-19-10.....13 Windshear Escape Guidance Mode .........................2-19-10.....15 Autopilot Disengagement .................................................2-19-10.....16 EICAS Messages .............................................................2-19-15.....01 Controls and Indicators ....................................................2-19-15.....01 Flight Guidance Controller............................................2-19-15.....01 Pitch and Turn Controller..............................................2-19-15.....04 Control Wheel...............................................................2-19-15.....05 Thrust Levers ...............................................................2-19-15.....07 Display Controller .........................................................2-19-15.....08 PFD Indicators..............................................................2-19-15.....10 EICAS Indicators ..........................................................2-19-15.....16
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Code
REVISION 7
2-19-00
1 01
AUTOPILOT
Category II Approach....................................................... 2-19-20 .... 01 Category II Conditions ................................................. 2-19-20 .... 01 Localizer Excessive Deviation Warning................... 2-19-20 .... 02 Glideslope Excessive Deviation Warning ................ 2-19-20 .... 02 Controls and Indicators ................................................... 2-19-20 .... 02 PFD Indicators ............................................................. 2-19-20 .... 02
Page
Code
REVISION 2
AUTOPILOT
GENERAL
The Primus 1000 (P-1000) Automatic Flight Control System (AFCS) is a fully integrated, fail passive three-axis flight control system which incorporates lateral and vertical guidance, yaw damper and automatic pitch trim functions.
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Code
2-19-05
1 01
AUTOPILOT
Page
Code
2-19-05
2 01
AUTOPILOT
AIR DATA COMPUTERS (ADCs): supply pressure altitude, barometrically corrected altitude, true airspeed, calibrated airspeed, vertical speed, Mach number, static air temperature and total air temperature to both IC-600. RADIO ALTIMETER SYSTEM: provides radio altitude, low altitude awareness and decision height information on the PFD. STALL PROTECTION SYSTEM: provides sensitive, visual and aural indications of an impending stall. If a stall condition is near to occur, the system actuates the stick shaker, disengages the autopilot and, if necessary, actuates the stick pusher. ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS/GPWS): receives, from IC-600-1, the glideslope deviation, localizer deviation, selected decision height, selected course, packed discrete and selected terrain range. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS): present information to the flight crew. Consists of two Primary Flight Displays (PFD), two multi function displays (MFD) and one EICAS display. HORIZONTAL STABILIZER CONTROL UNIT (HSCU): provides, to both IC-600 #1 and #2, the horizontal stabilizer position. It also receives, from IC-600, the autopilot command, when the autopilot is engaged, and the amount of trim demanded. AURAL WARNING UNIT (AWU): receives signal from the autopilot, generates the appropriate messages and tones and send the audio signal to the Audio Digital System, which routes the messages to the speakers. FLAP ELECTRONIC CONTROL UNIT (FECU): moves the inboard and outboard flap panels and sends flap position signal to the autopilot system. FLIGHT MANAGEMENT SYSTEM (FMS): provides high accuracy in long range lateral navigation.
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Code
2-19-05
3 01
AUTOPILOT
FLIGHT DIRECTOR
The Flight Director function provides pitch and roll attitude commands based on data from a variety of sensors, including attitude, heading, air data, radio altimeter, navigation and pilot inputs. These attitude commands are sent to the PFD for pilot display, to the autopilot for automatic airplane control and to the autopilot monitors.
AUTOPILOT
The autopilot provides yaw stabilization and follows pitch and roll attitude commands from the flight director. The autopilot/yaw damper monitors continuously check autopilot functions and operation. In case of failure, they are capable of disengaging the autopilot and yaw damper, independent of the autopilot processor hardware.
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Code
2-19-05
4 01
AUTOPILOT
Page
Code
2-19-05
5 01
AUTOPILOT
Page
Code
2-19-05
6 01
AUTOPILOT
LATERAL MODES
Lateral modes are those modes related to heading or roll control. They normally provide commands based on navigation sources. HEADING HOLD MODE Heading Hold mode is the default Flight Director mode when no other lateral mode is selected. The Heading Hold mode provides roll commands to maintain the heading at the moment of mode engagement. Once this mode is selected, the heading reference is established one second after the system detects a bank angle of less than 6. A bank angle command of zero degrees is used (wings level) until the heading reference is established. The ROL green label is displayed on the PFD to indicate the mode is engaged. Only the pilots side primary heading is used by this mode. If this data is invalid, the Wings Level submode is used. The Heading Hold mode is divided into Roll Hold submode, Turn Knob submode and Wings Level submode. ROLL HOLD SUBMODE The Roll Hold submode is entered from Heading Hold mode, with the autopilot engaged, by using the Touch Control Steering Button (TCS) to manually fly the airplane to a bank angle greater than 6. The system maintains the bank angle at the time the TCS button is released. Roll Hold submode may be canceled by either manually flying the airplane to less than 6 with the TCS button, by moving the Turn Control Knob out of detent or by selecting another lateral mode. This mode is annunciated on the PFD by the ROL green label.
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Code
2-19-10
1 01
AUTOPILOT
TURN KNOB SUBMODE The Turn Knob submode allows the pilot to generate a roll attitude command manually with the Turn Control Knob. Moving the Turn Control Knob out of detent, with the autopilot engaged, cancels all other lateral modes including Heading Hold mode in both Flight Directors. When the Turn Control Knob is out of detent, the autopilot will maintain a roll attitude proportional to the displacement of the knob. The autopilot will revert back to Heading Hold mode when the turn knob is placed in the detent position. Turn Knob submode is annunciated on the PFD by the ROL green label when out of detent and the autopilot is engaged. When the autopilot is disengaged and the Turn Control Knob is out of detent, the TKNB label is displayed in the PFD and the autopilot engagement is inhibited. WINGS LEVEL SUBMODE The Wings Level submode provides a roll command of 0. This mode is active in the Go Around mode, Windshear mode or if the primary heading data is invalid. Therefore, this mode is available even if either attitude source is invalid. This mode is annunciated on the PFD by the ROL green label. HEADING SELECT MODE (HDG) The HDG mode is selected by pressing the HDG button on the flight guidance controller or by arming LOC, VOR, VAPP, or BC. This mode allows the Flight Director to track the EHSI heading bug, as set by the heading select knob. The Heading Select mode is annunciated on the PFD by the green HDG label. The mode will be inhibited by the following conditions: Turn Control Knob out of detent with autopilot engaged. Displayed heading invalid. The mode will be canceled if any of the following conditions occur: Pressing the HDG button. Changing the displayed heading source on the PFD. LOC & BC mode capture. VOR & VAPP capture. Pressing the Go Around button.
Page Code
2-19-10
2 01
AUTOPILOT
The Low Bank mode allows the pilot to select reduced bank angle for the HDG mode. Bank angle limit will be reduced from 27 to 14 whenever this mode is active. The mode is selected by pressing the BNK button in the Flight Guidance Controller. This mode is annunciated only while the Heading Select mode is active, but remains selected if Heading Select mode is deactivated, being reactivated and annunciated if Heading mode is selected again. The Low Bank mode is automatically selected when climbing above 25000 ft and automatically canceled when descending below 24750 ft. VOR NAV MODE (VOR) The VOR NAV mode allows automatic capture and tracking of both inbound and outbound VOR radials. The VOR mode is selected by pressing the NAV button in the Flight Guidance Controller, with VOR selected on the PFD. Upon selection of VOR NAV mode, the HDG select mode will automatically be engaged. This triggers the green HDG annunciation on the PFD in conjunction with an armed white VOR NAV annunciation, also on the PFD. At the proper time, based on course error and beam deviation, the capture of VOR mode will cancel the HDG selected mode. The mode will be canceled or inhibited if any of the following conditions occur: Pressing the NAV button. Selecting VAPP or HDG modes. Changing the displayed NAV source on the PFD. Changing the displayed heading source on the PFD. When the displayed heading is invalid. When the displayed NAV source is invalid for more than 5 seconds. Pressing the Go Around Button. Turn Control Knob out of detent with autopilot engaged.
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Code
2-19-10
3 01
AUTOPILOT
VOR APPROACH MODE (VAPP) The VOR Approach mode provides the same capabilities as the VOR NAV mode, with higher gain for operation close to the station. It is recommended to select VAPP mode only on the final approach segment. Therefore, the outbound segment should be flown using some other mode. This mode is selected by pressing the APR button on the Flight Guidance Controller, with VOR displayed on the PFD. This mode is canceled or inhibited by the same conditions as the VOR NAV mode. Selecting VOR Approach mode, the HDG select mode will automatically be engaged providing the green HDG annunciation on the PFD in conjunction with the armed VOR approach and white NAV annunciation, also on the PFD. LOCALIZER MODES (LOC/BC) The Localizer Modes allow automatic capture and tracking of localizer transmitters. Both front course (LOC) and back course (BC) approaches are supported. The back course approach operates similar to the front course approach, except that the beam deviation is inverted, allowing the system to approach the runway 180 from the front-course. Select the Localizer mode by pressing the NAV or APR buttons on the flight guidance controller with ILS as the selected navigation source. In this case, the HDG select mode is automatically selected and the localizer is armed. On an ILS approach, when the localizer is armed and the APR button is pressed, the Glide Slope is also armed. The localizer mode captures are based on course error and beam deviation. At the point of capture, the current armed mode (LOC or BC) is selected and locked, while HDG select mode is canceled. The LOC mode capture or BC mode capture is annunciated on the PFD by a green LOC or green BC label, respectively. After captured, the mode will be canceled or inhibited if any of the following conditions occur: Pressing the NAV or APR buttons. Selecting HDG mode. Changing the displayed NAV source on the PFD. Changing the displayed heading source on the PFD. When the displayed heading is invalid.
Page Code
2-19-10
4 01
AUTOPILOT
When the displayed NAV source is invalid for more than 5 seconds. When the displayed Glide Slope deviation is invalid for more than 5 seconds, with GS mode captured. When the on-side attitude is invalid. When the selected air data source is invalid. Pressing Go Around button. Turn Control Knob out of detent with autopilot engaged. LNAV MODE The LNAV mode allows the Flight Director to capture and track the roll steering signal from the long range navigation system (FMS/GPS). With FMS selected on the PFD, select LNAV mode by pressing the NAV button on the Flight Guidance Controller. This mode will automatically engage HDG select mode, triggering a green HDG annunciation on the PFD in conjunction with a white LNAV annunciation, also on the PFD. The mode will be canceled or inhibited if any of the following conditions occur: Pressing the NAV button. Selecting HDG mode. Changing the displayed NAV source on the PFD. Changing the displayed heading source on the PFD. When the displayed heading is invalid. When the lateral steering command is invalid. Pressing the Go Around button. Turn Control Knob out of detent with autopilot engaged.
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Code
2-19-10
5 01
AUTOPILOT
VERTICAL MODES
Vertical modes are those modes related to pitch control. Due to the necessity of maintaining the wings leveled during Go Around, this vertical maneuver may also be considered as a lateral mode. PITCH HOLD MODE The Pitch Hold mode is the default mode that controls the airplane when no other Flight Director mode is selected. The Pitch Hold mode is synchronized to the existing pitch attitude and provides an error signal to the command bars and autopilot function. By pressing the Touch Control Steering Button (TCS), the pilot may manually change the pitch attitude and then allow the system to resynchronize to the new attitude when the button is released. Should the autopilot be engaged and the Flight Director is in the pitch hold mode, pitch attitude reference can be changed by rotating the pitch control wheel on the pitch and turn controller. The pitch control wheel allows continuous variable rates and amplitudes of the pitch reference. A PIT label is displayed on the PFD to indicate mode engaged. ALTITUDE HOLD MODE (ALT) The Altitude Hold mode generates an altitude error signal from a reference altitude and provides a pitch command, which allows the autopilot to maintain altitude. The Altitude Hold mode is selected by pressing the ALT button on the Flight Guidance Controller or can also be activated automatically by the altitude preselect mode. This mode is annunciated on the PFD by the ALT label. The mode will be canceled or inhibited if any of the following conditions occur: Pressing the ALT button. Selecting VS, FLC, or SPD modes. Glide slope capture. When the air data is invalid. Pressing the Go Around Button. Pitch control wheel moved with autopilot engaged.
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Code
2-19-10
6 01
AUTOPILOT
The Altitude Preselect mode provides means for the system to climb or descend to a predetermined altitude and then level off and maintain the preselected altitude. Preselected altitude is set through the ASEL knob on the Flight Guidance Controller and is displayed on the top right corner of the PFD. This mode is annunciated by the white ASEL label on the PFD. Pitch Hold, Speed Hold or Vertical Speed Hold must be used to climb or descend towards the preselected altitude or Flight Level Change (FLC). The ASEL mode will arm automatically if the airplane climbs or descends towards a preselected altitude. The ASEL mode will automatically capture and cancel any existing mode at the appropriate point based on preselected altitude error and vertical speed. The system will automatically switch to altitude hold mode after the airplane has leveled off at the selected altitude. The mode will be canceled and/or inhibited if any of the following conditions occur: Changing the preselected altitude. Selecting ALT, VS, FLC, or SPD modes. Glide slope capture. When the air data is invalid. Pressing the Go Around Button.
FLIGHT LEVEL CHANGE MODE (FLC) The Flight Level Change mode (FLC) provides means of climbing or descending to a preselected altitude at a pre-programmed schedule. When the preselected altitude is above the current altitude and the flight level change mode is selected, the Flight Director provides a speed command at the predetermined climb speed schedule. When the preselected altitude is below the current altitude and FLC is selected, the FD provides a command to descend at a determined rate of descent. The PFD will display the current IAS, Mach or vertical speed bug as appropriate and the target speed can be adjusted only by deselecting the flight level change mode. As the airplane approaches the preselected altitude, the Flight Director will cycle among ASEL ARM, ASEL CAP, and ALT HOLD to capture the preselected altitude.
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Code
REVISION 2
2-19-10
7 01
AUTOPILOT
The following protections are provided with this mode: Maximum normal and longitudinal acceleration: 0.1 G. Maximum airspeed: VMO or MMO. System will maintain the preselected altitude. The Flight Level Change mode may be activated by selecting an altitude and pressing the FLC button in the Flight Guidance Controller. This mode is annunciated on the PFD by the CLB label, when following the IAS/MACH climb profile, or by the DES label when following a vertical descent profile of - 2000 ft/min. The mode will be canceled or inhibited if any of the following conditions occur: Pressing the FLC button. Changing the preselected altitude. Selecting ALT, VS, FLC, or SPD modes. Glide slope capture. When the air data is invalid. Pressing the Go Around Button.
DESCENT RATE SCHEDULE: For all EICAS versions: From 41000 ft to 12000 ft, the descent rate schedule is 2000 ft/min. From 12000 ft to 10000 ft the descent rate schedule is 2000 ft/min to 1000 ft/min. From 10000 ft and below the descent rate schedule is 1000 ft/min.
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Code
2-19-10
8 01
REVISION 7
AUTOPILOT
For airplanes equipped with EICAS versions up to 20.5, the climb rate schedule is presented in the chart below:
310
IAS = 290 kt
290 290
IAS = 240 kt
M = 0.65
170
135BJAOM03A - 12NOV2004
150 0 3000 6000 10000 12000 12000 15000 9000 21600 24000 18000 21000 ALTITUDE - ft 27000 30000 33000 36000 39000 39000
For airplanes equipped with EICAS versions 20.6 and on, the climb rate schedule is presented in the chart below:
300 290 280 270 270 260 INDICATED AIRSPEED - kt 250 240 240 230 220 210 200 197 190 188 180 170
135BJAOM03B - 12FEV2005
IAS = 270 kt
IAS = 240 kt
M = 0.65
160 150 0 3000 60008000 9000 14000 25051 12000 15000 18000 21000 24000 27000 30000 33000 3600039000 3900041000 ALTITUDE - ft
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Code
REVISION 7
2-19-10
9 01
AUTOPILOT
SPEED HOLD MODE (SPD) The Speed Hold mode is used to maintain airspeed or Mach number while flying to a new altitude. Indicated airspeed should be used below 25000 ft and Mach number above 25100 ft. The Speed Hold mode is also designed to provide overspeed and underspeed protections. Speed hold mode is selected by pressing the SPD button on the Flight Guidance Controller. This mode is annunciated on the PFD by the SPD label, when maintaining IAS, or by the MACH label when maintaining Mach number. Selection of Speed Hold mode cancels other vertical modes, except the altitude preselect arm mode and Glide Slope arm mode. Speed Hold mode is automatically selected when the FLC button is pressed and the preselected altitude is above the current altitude. Different Speed Target can be selected by using the Speed Set knob in the Flight Guidance Controller. Pressing the SPD knob allows the pilot to toggle between IAS target and MACH target to set airspeed. The following protections are provided with this mode: Maximum normal acceleration: 0.1 G. Maximum normal acceleration on entering overspeed: 0.3 G. Maximum airspeed: VMO or MMO. Minimum airspeed: Shaker actuation speed. System will maintain the preselected altitude and airspeed. The mode will be canceled or inhibited if any of the following conditions occur: Pressing the SPD button. Selecting ALT, VS, or FLC modes. Altitude preselect capture. Glide slope capture. When air data is invalid. Pressing the Go Around Button.
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Code
2-19-10
10 01
REVISION 7
AUTOPILOT
The Vertical Speed hold mode is used to maintain or to make changes to the vertical speed. The Vertical Speed hold mode ranges from - 6000 to + 6000 ft/min, with a resolution of 100 ft/min. The Vertical Speed Hold mode is selected by pressing the VS button on the Flight Guidance Controller or automatically, when FLC button is pressed and the preselected altitude is below the current altitude. This mode is annunciated on the PFD by the VS label. Selection of this mode cancels other vertical modes, except the altitude preselect arm and Glide Slope arm. Vertical speed may be changed by using the Speed Set knob, on the flight guidance controller. The following protections are provided with this mode: Maximum airspeed: VMO. Minimum airspeed: Shaker actuation speed. The mode will be canceled or inhibited if any of the following conditions occur: Pressing the VS button. Selecting ALT, SPD, or FLC modes. Altitude preselect capture. Glide slope capture. When air data is invalid. Pressing the Go Around Button.
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Code
REVISION 7
2-19-10
11
01
AUTOPILOT
GLIDE SLOPE MODE (GS) The Glide Slope mode allows automatic capture and tracking to Glide Slope transmitters. Select Glide Slope mode by pressing the APR button with ILS as a navigation source. Selecting Glide Slope mode automatically arms GS (in conjuction with LOC). The PFD will display a white localizer LOC and a white Glide Slope GS annunciation. The localizer mode capture will occur with a green LOC annunciation on the PFD. The Glide Slope mode capture, with a green GS annunciation on the PFD, will occur only after Localizer mode has been captured. After captured, the GS mode will be canceled or inhibited if any of the following conditions occur: Pressing the APR or NAV buttons. Lost Localizer mode. Selecting ALT, SPD, VS, or FLC modes. Glide slope deviation invalid for a period greater than 5 seconds. Pressing the Go Around Button.
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Code
2-19-10
12 01
REVISION 7
AUTOPILOT
The Takeoff submode provides a wings level command and a fixed pitch up attitude command of 14 (for flaps at 9), which is indicated by the Flight Director command bars on the EADI. This mode is selected by pressing any of the Go Around buttons on the thrust levers and annunciated by the ROL label and TO label, both on the PFD. The Takeoff submode will be canceled if any of the following conditions occur: Pushing the TCS button. Selecting ALT, SPD, VS, or FLC mode. Transition to capture Altitude Preselect mode. Air data computer source selection is changed. The Takeoff submode is available on the ground with airspeed below 60 KIAS or in flight within 400 ft above the runway. The Go Around mode, as well as the Vertical Speed Control knob, will be inhibited while Takeoff submode is engaged. After reaching the 400 ft delta, pressing the Go Around button will engage the Go Around mode. Once the 400 ft boundary is crossed, the 400 ft delta requirement will be ignored, to avoid restricting any GA maneuvers later in the flight. If the autopilot is selected with the Takeoff submode engaged, this submode will drop into Pitch Hold mode and synchronize to the current attitude. The Takeoff submode will not be coupled to the autopilot, which may be used after climbing above the airplane Minimum Engagement Height (MEH). When the autopilot is not engaged, wings level will be the active lateral mode and the ROL label will be displayed on the PFD. A Pitch Limit Indicator (PLI) is displayed on the EADI sphere when the margin prior to the stick shaker set point is below or equal to 10. In the case of an invalid Stall Protection Computer signal, the PLI will be biased out of view and an amber AOA annunciation will be displayed on the PFD.
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Code
REVISION 7
2-19-10
13 01
AUTOPILOT
GO AROUND SUBMODE The Go Around Submode should be selected once the decision to discontinue the approach has been taken. Although commanding a nose up attitude, the need to maintain wings leveled causes this mode to incorporate both lateral and vertical modes features. - Speed Target Submode: The Speed Target submode will command airplane pitch in order to allow a climbing turn at an airspeed of around 1.23 VS. Once a positive rate of climb has been achieved, the Speed Target submode will limit the pitch angle at 10 nose up. The system manages airspeed, altitude and comfort. Therefore, accelerations are limited to avoid passenger discomfort, while maintaining target airspeed. If the airspeed can not be maintained, altitude will be held. The Speed Target mode will initially command the Flight Director Command Bar and the autopilot pitch up attitude to 10 nose up for at least 20 seconds. After this, the Flight Director provides a pitch up command based on the IAS Speed Hold mode following the go-around speed preselected on the airspeed bug and limited within 1.23 VS and 170 KIAS. NOTE: The Flight Director will revert automatically to IAS speed hold, without waiting 20 seconds if at the time the Go Around button is pressed or during the time the Go Around mode is engaged, the airplane is below 1.23 VS. The airspeed bug is displayed on the airspeed tape on the PFD and a pitch limit indicator is displayed on the EADI. If the Stall Protection Computer signal becomes invalid, the PLI is removed. The mode may be engaged by pressing any of the Go Around buttons on the thrust levers. The submode may be engaged only at radio altitudes below 2500 ft, or below 15000 ft pressure altitude for an invalid Radio Altimeter signal. This feature is provided to protect against inadvertent Go Around selections during cruise. The autopilot may be coupled to the Speed Target submode above the airplanes Minimum Use Height (MUH), but will not be inhibited below the MUH.
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Code
2-19-10
14 01
REVISION 7
AUTOPILOT
The GA label is annunciated on the PFD during the first 20 seconds, when the 10 pitch up command exists. When the IAS preselected speed bug is used on the go-around, the GA label switches to the IAS label and the system provides the pitch command based on the IAS Hold mode. The Speed Target submode will disengage on selection of a new vertical mode. The submode will ignore a preselected altitude below the airplane and will not fly away from a preselected altitude above the airplane. Altitude Preselect mode will be inhibited if the preselect altitude is less than Speed Target submode engagement altitude plus 400 ft (pressure altitude). This feature is provided to avoid the airplane leveling off if the pilot has not readjusted the preselected altitude to the new missed approach altitude. The Speed knob will be inhibited while GA mode is engaged. When the autopilot is not engaged, wings level will be the active lateral mode and the ROL label will be displayed on the PFD. If the autopilot is engaged, the lateral mode will remain wings level and will also be displayed as ROL on the PFD. WINDSHEAR ESCAPE GUIDANCE MODE The Windshear Escape Guidance mode is provided in order to recover from a windshear situation. For further information on windshear detection and escape guidance system, refer to Section 2-4 Crew Awareness.
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Code
REVISION 7
2-19-10
15 01
AUTOPILOT
AUTOPILOT DISENGAGEMENT
The autopilot is normally disengaged through the Autopilot Engage/Disengage button or through the quick disconnect button on the control wheel. A voice message AUTOPILOT is generated when the autopilot is disengaged. This message is presented at any altitude in case of intentional disengagement or due to an autopilot failure and may be canceled according to the following associated conditions: Associated Conditions Above 2500 ft radio altitude with a valid Radio Altimeter signal. Below 2500 ft radio altitude with a valid Radio Altimeter signal. Invalid Radio Altimeter signal. Cancellation Self canceled. Pressing the Autopilot Quick Disconnect Button twice. Pressing the Autopilot Quick Disconnect Button twice.
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Code
2-19-10
16 01
REVISION 7
AUTOPILOT
EICAS MESSAGES
TYPE WARNING MESSAGE AUTOPILOT FAIL AUTO TRIM FAIL MEANING Autopilot has failed and has been automatically disengaged. Automatic pitch trim has failed.
AP ELEV MISTRIM A pitch mistrim condition exists. CAUTION AP AIL MISTRIM A roll mistrim condition exists.
LATERAL MODE OFF Inadvertent loss of the Lateral Flight Director mode. Inadvertent loss of the Vertical VERTICAL MODE OFF Flight Director mode. YAW DAMPER FAIL Yaw Damper has failed and has been automatically disengaged.
2-19-15
1 01
AUTOPILOT
4 - VERTICAL MODE SELECTOR BUTTONS Select vertical operating modes of the autoflight system, as follows: SPD: selects Speed Hold mode. FLC: selects Flight Level Change mode. VS: selects Vertical Speed hold mode. ALT: selects Altitude Hold mode. 5 - ALTITUDE PRESELECT KNOB Allows preselection of altitude in 100 ft increments. 6 - COURSE SELECTOR KNOB Allows selection of course in 1 increments. Pressing the knob synchronizes the selected course to the VOR bearing. 7 - VERTICAL SPEED CONTROL KNOB AND IAS/M SELECTOR BUTTON Pressing the knob toggles between the speed modes MACH and IAS. When in SPD mode, rotation of this knob allows selection of indicated airspeed in one-knot increments or Mach Number in 0.01 increments. When in VS mode, rotation of this knob allows selection of vertical speed in 100 ft/min increments. 8 - YAW DAMPER ENGAGE BUTTON Pressed once, engages only the Yaw Damper. Pressed again disengages the yaw damper and the autopilot, if it is engaged. 9 - AUTOPILOT COUPLE BUTTON Allows the pilots or copilots Flight Director commands to control the autopilot. The couple button can be pressed with the autopilot engaged or disengaged. However, if the Flight Director is switched, the modes will drop out and the autopilot will remain engaged (if already engaged) and revert to basic autopilot mode (pitch and roll). 10 - HEADING SELECT KNOB Allows selection of heading in 1 increments. Pressing this knob synchronizes the heading selection to the current displayed heading.
Page Code
2-19-15
2 01
AUTOPILOT
Page
Code
2-19-15
3 01
AUTOPILOT
Page
Code
2-19-15
4 01
AUTOPILOT
CONTROL WHEEL
1 - TOUCH CONTROL STEERING BUTTON (TCS) Allows manual maneuvering of the airplane without disengaging the autopilot. The airplane may be maneuvered to any desired pitch attitude while the TCS button is pressed. When the button is released, the following occurs: Primary servos reengage. The computer synchronizes itself to the new pitch attitude and vertical mode and maintain it. Lateral control is returned to the previously selected lateral mode (return to the lateral mode is filtered to prevent rapid maneuvers). After glide slope capture in APR mode with the autopilot engaged, if the TCS button is pressed and released, the autopilot will resume the controls and turn the airplane to the ILS center beam. 2 - QUICK DISCONNECT BUTTON Provides the means to disengage autopilot and yaw damper. The pilots and copilots buttons are interconnected to allow autopilot cancellation from either seat. In case of the autopilot is disengaged and the button is pressed, the voice message AUTOPILOT will be canceled in 2 seconds.
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Code
2-19-15
5 01
AUTOPILOT
CONTROL WHEEL
Page Code
2-19-15
6 01
AUTOPILOT
THRUST LEVERS
1 - GO AROUND BUTTON Selects the Go Around mode (Takeoff submode, Go Around Speed Target submode and Windshear mode). The button also forces the Flight Director into either the Go Around mode or the Windshear mode, depending on the windshear signal.
THRUST LEVERS
Page
Code
2-19-15
7 01
AUTOPILOT
4 - DECISION HEIGHT SETTING AND IC-600 TEST KNOB Provides the Radio Altimeter (RA) decision height setting. When pressed on ground provides the IC-600 and RA test activation. Refer to Section 2-4 Crew Awareness for further information on test function and Section 2-17 Flight Instruments for further information on decision height setting and RA test in flight.
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Code
2-19-15
8 01
AUTOPILOT
Page
Code
2-19-15
9 01
AUTOPILOT
PFD INDICATORS
1 - ARMED LATERAL MODE (white) Indicates which lateral mode is armed. The mode annunciation is removed if the Flight Director fails. 2 - CAPTURED LATERAL MODE (green) Indicates which lateral mode is captured. An amber FD FAIL is displayed in this field to indicate Flight Director failed. The mode annunciation is removed if the Flight Director fails. 3 - AUTOPILOT MESSAGE FIELD Indicates autopilot status. Messages are mutually exclusive and therefore only one message can be displayed at a time. The following messages may be displayed: MESSAGE COLOR MEANING Autopilot engaged. AP Green Autopilot test mode is active immediately AP TEST after power up. TCS submode is engaged (autopilot is TCS engaged). TKNB Turn control knob is out of detent Amber position (autopilot is disengaged). When the autopilot is normally disengaged, the green AP annunciation turns amber and flashes for 5 seconds, then becomes steady. If the autopilot is engaged and a failure occurs, the green AP annunciation turns red and flashes for 5 seconds, then becomes steady. The AP annunciation appears in conjunction with the AUTOPILOT FAIL message on the EICAS and is removed when the autopilot is disengaged through the Quick Disconnect Button.
AP
AP
Red
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Code
2-19-15
10 01
AUTOPILOT
4 - FLIGHT DIRECTOR COUPLE ARROW Indicates which Flight Director the autopilot is coupled to. The mode annunciation is removed if the Flight Director fails. 5 - YAW DAMPER ENGAGED ANNUNCIATION Color: Green: indicates the yaw damper is engaged. Amber: when the yaw damper is normally disengaged the annunciation flashes for 5 seconds and then extinguishes itself. If the yaw damper is engaged and a failure occurs, the annunciation flashes for 5 seconds then becomes steady until it is disengaged through the Quick Disconnect Button. 6 - CAPTURED VERTICAL MODE (green) Indicates which vertical mode is captured. The mode annunciation is removed if the Flight Director fails. 7 - MODE TRANSITION ANNUNCIATOR Each transition is annunciated by a box around the mode that is being transitioned. The box will highlight the new mode for 5 seconds and then disappear. 8 - ARMED VERTICAL MODE (white) Indicates which vertical mode is armed. The mode annunciation is removed if Flight Director fails. 9 - ALTITUDE PRESELECT DISPLAY Ranges from 900 to 45000 ft with a resolution of 100 ft. The digits and bug are cyan and the box is white. They become amber 1000 ft prior to reaching the preselected altitude. Once the airplane is within 250 ft of the preselected altitude, the box returned to white. If the airplane exceeds the preselected altitude by more than 250 ft, the box turns amber. Large digits display hundreds, thousands and tens of thousands. Smaller digits, which are always zeros, display tens and ones. The bug moves according to the digital altitude preselect value. If the preselected altitude value is not within the displayed range of the altitude scale, the bug will stay at the respective end of scale, half-visible and unfilled.
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Code
2-19-15
11 01
AUTOPILOT
10 - COMMAND BAR AND AIRPLANE SYMBOL Color: magenta. Indicates pitch and roll Flight Director commands. Command bar is removed if the Flight Director fails or if the opposite side Flight Director selected source or tuned frequency is different. NOTE: The command bar and airplane symbol may be presented in either V-bar or cross-bar formats, depending on operator selection. 11 - SELECTED HEADING BUG Color: magenta. Displayed full time on the PFD, unless when the PFD is in arc format. When setting the selected heading value, the bug will move around the heading scale. 12 - VERTICAL SPEED TARGET DISPLAY Color: cyan. Ranges from 0 to 9900 ft/min with a resolution of 100 ft/min. Displayed only when Vertical Speed Hold mode is selected in either Flight Director. 13 - SELECTED HEADING DIGITAL READOUT Color: Digits: cyan. Label: white. Indicates the heading selected through the Flight Guidance Controller panel.
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Code
2-19-15
12 01
AUTOPILOT
Label: GS, LOC or ILS. Color: amber. Glide Slope comparison monitor (GS label) is displayed while in GS CAP and below 2500 ft if there is a difference of 0.7 dot deviation between the PFDs indication. If the radio altitude output is invalid, the monitor will then be activated by GS CAP only. Localizer comparison monitor (LOC label) is displayed while in approach mode, below 2500 ft if there is a difference of 0.5 dot deviation between the PFDs indication. If the radio altitude output is invalid, the monitor will then be activated by GS CAP only. ILS comparison monitor display is annunciated when both GS and LOC comparison monitors are displayed simultaneously. 15 - AOA INDICATION Color: amber. Indicates loss of PLI indication due to an invalid Stall Protection Computer signal. 16 - OVERSPEED/UNDERSPEED WARNING DISPLAY Color: amber. Label: MAX SPD for overspeed condition. MIN SPD for underspeed condition. Activated by the Flight Director. Remains displayed as long as the condition exists. 17 - INDICATED AIRSPEED/MACH TARGET DISPLAY Color: digits are cyan and box is white. Ranges from 80 KIAS to VMO with a resolution of 1 KIAS or from 0.2 Mach to MMO with a resolution of 0.01 Mach. Displayed full time. Bug moves according to the indicated airspeed/Mach target value set. If the indicated airspeed/Mach value is not within the displayed range of the airspeed scale, the bug will stay at the respective end of the scale, half-visible and unfilled.
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Code
REVISION 5
2-19-15
13 01
AUTOPILOT
Page
Code
2-19-15
14 01
REVISION 5
AUTOPILOT
Page
Code
REVISION 5
2-19-15
15 01
AUTOPILOT
EICAS INDICATORS
1 - ROLL MISTRIM ANNUNCIATION Color: amber. Indicates that a roll mistrim exists, which may cause an abrupt roll command at the time the autopilot is disengaged. Direction of arrow indicates the side the roll trim must be commanded to eliminate the condition. It is displayed in conjunction with the AP AIL MISTRIM message on the EICAS.
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Code
2-19-15
16 01
REVISION 2
AUTOPILOT
CATEGORY II CONDITIONS
The required conditions to obtain a Cat II valid conditions are: Radio altitude between 2500 and 80 ft. Flaps 22. NAV 1 on pilots side and NAV 2 on copilots side, both tuned to the same frequency. An active approach mode selected. Both Flight Directors operational (command bars visible). Attitude and heading valid on both PFDs. Glide slope and localizer deviation valid on both PFDs. No reversions (SG, IRS or ADC) modes selected on both PFDs. Valid airspeed and barometric altitude on both PFDs. No comparison monitors are tripped (attitude, heading, airspeed, barometric altitude, localizer, glide slope and radio altitude) on both PFDs. No back course selected. Autopilot engaged. Cat II Decision Height setting on both Display Control Panels (greater than 80 ft and less than 200 ft). NOTE: CAT II approaches are allowed using either the Autopilot or Flight Director for guidance. If all conditions are met, a green CAT 2 annunciation is displayed on the PFDs. If any of the required conditions for establishing CAT 2 goes invalid, the green CAT 2 will be replaced by flashing amber CAT 2 annunciation. It will flash for ten seconds and then go steady.
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Code
REVISION 5
2-19-20
1 01
AUTOPILOT
LOCALIZER EXCESSIVE DEVIATION WARNING The Localizer Excessive Deviation Warnings are active when CAT II is valid. It is triggered between 500 ft and 80 ft of Radio Altimeter height, when the ILS lateral deviation is greater than 1/3 dot. The pilots will be alerted by: The lateral deviation bar on the EHSI are changed from green to amber. The lateral deviation scale changing from white to amber and flashing with a duty cycle of 0.5 second on followed by a 0.5 second off. NOTE: The on-side excessive deviation warning is also displayed when the cross-side system has detected an excessive deviation. GLIDESLOPE EXCESSIVE DEVIATION WARNING The Glideslope Excessive Deviation Warnings are active when CAT II is valid. It is triggered between 500 ft and 80 ft of Radio Altimeter height, when the ILS vertical deviation is greater than one dot or when the glideslope deviation warning is invalid for more than five seconds. The pilots will be alerted by: The GS pointer on the EADI changing from green to amber. The GS scale on the EADI changing from white to amber and flashing with a duty cycle of 0.5 second on followed by 0.5 second off. NOTE: The on-side excessive deviation warning is also displayed when the cross-side system has detected an excessive deviation.
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Code
2-19-20
2 01
REVISION 2
AUTOPILOT
PFD INDICATORS
Page
Code
2-19-20
3 01
AUTOPILOT
Page
Code
2-19-20
4 01
AIRPLANE DESCRIPTION
Page
Code
2-01-00
1 01
AIRPLANE DESCRIPTION
INTRODUCTION
This Section is intended to present a general overview of the airplane, thus initiating the reader to the EMB-135BJ, which may, then, go through the Sections searching more detailed information on each system.
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Code
2-01-00
2 01
AIRPLANE DESCRIPTION
AIRPLANE DESCRIPTION
The EMB-135BJ model is a low wing, T-tail pressurized airplane, powered by two high by-pass ratio rear mounted turbofan engines. The tricycle landing gear is all retractable, with twin tires in each leg. A glass cockpit panel has been developed with highly integrated onboard avionics, thus allowing pilots to better monitor airplane general operation. There are three passenger cabin layout options, with front galley and rear toilet, permitting to carry up to 15 passengers. Convenient accommodation is provided for the flight crew. For detailed information on each system, refer to the appropriate Section in this manual.
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2-01-00
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AIRPLANE DESCRIPTION
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2-01-00
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AIRPLANE DESCRIPTION
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2-01-00
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AIRPLANE DESCRIPTION
COCKPIT ARRANGEMENT
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2-01-00
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AIRPLANE DESCRIPTION
INTERIOR ARRANGEMENT
CROSS SECTION
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2-01-00
7 01
AIRPLANE DESCRIPTION
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2-01-00
8 01
AIRPLANE DESCRIPTION
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REVISION 1
2-01-00
9 01
AIRPLANE DESCRIPTION
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2-01-00
10 01
REVISION 4
AIRPLANE DESCRIPTION
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REVISION 4
2-01-00
11 01
AIRPLANE DESCRIPTION
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2-01-00
12 01
REVISION 4
AIRPLANE DESCRIPTION
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REVISION 4
2-01-00
13 01
AIRPLANE DESCRIPTION
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2-01-00
14 01
REVISION 4
AIRPLANE DESCRIPTION
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2-01-05
1 01
AIRPLANE DESCRIPTION
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2-01-05
2 01
AIRPLANE DESCRIPTION
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2-01-05
3 01
AIRPLANE DESCRIPTION
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2-01-05
4 01
AIRPLANE DESCRIPTION
OVERHEAD PANEL
AIRPLANES UP TO S/N 854
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REVISION 7
2-01-10
1 01
AIRPLANE DESCRIPTION
OVERHEAD PANEL
AIRPLANES S/N 863 AND ON
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2-01-10
2 01
REVISION 7
AIRPLANE DESCRIPTION
COCKPIT PARTITION
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2-01-15
1 01
AIRPLANE DESCRIPTION
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2-01-15
2 01
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2-09-00
1 01
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GENERAL
The APU is a source of pneumatic and electrical power to be used either simultaneously with or independent of aircraft sources, while on the ground or in flight. Basically, it is a constant-speed gas turbine engine, consisting of a single-stage centrifugal compressor, a reverse-flow annular combustion chamber, and a single-stage radial turbine. The airplane is equipped with APU model T-62T-40C14, which is controlled by the Full Authority Digital Electronic Control (FADEC). The control system provides automatic, full-authority, fuel scheduling from start to full load operation, under all ambient conditions and operating modes. In addition, the FADEC automatically controls the APU to shut down on the occurrence of certain failures or events during start or operation. An automatic APU shutdown may occur either on the ground or in flight, and takes place under the following conditions: On the ground: fire overtemperature overspeed underspeed failure to start failure to accelerate failure to light loss of speed data external short loss of FADEC signal FADEC failure bleed valve opening low oil pressure high oil temperature oil pressure switch short loss of EGT.
NOTE: In the event of fire, a 10 second delay is allowed before an automatic APU shutdown is initiated.
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2-09-05
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In flight: overspeed underspeed failure to start failure to accelerate failure to light loss of speed data external short loss of FADEC signal FADEC failure.
The APU compartment is located in the airplanes tailcone, isolated by a titanium firewall. On the left side of the APU compartment, an inspection door allows access and inspection of the APUs components. The APU starter-generator shaft drives an air-cooling fan. Air is drawn through a NACA air inlet located on the left side of the tailcone. APU draining is ducted to the airplane skin on the right side of the tailcone. Control switches, alarms, and emergency shutdown means are provided on the cockpit overhead panel. The normal APU indications and caution/warning messages are presented on the EICAS.
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2-09-05
2 01
APU INSTALLATION
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2-09-05
3 01
CONTROL SYSTEM
The APU control systems include the electrical, fuel, ignition, lubrication, and pneumatic systems. On APU Model T-62T-40C14, the electrical control system consists of the Full-Authority Digital Electronic Control (FADEC). The control system incorporates the APU starting system, control logic, and failure indication. Electric accessories provide FADEC inputs and execute output commands. Electrical power for the APU control is fed from two bus bars. One of these buses is supplied by the APU starter-generator itself, and the other is supplied by the airplane electrical system. This arrangement is provided to ensure that a loss of the airplane electrical power during the APU operation will not cause the APU shutdown. The fuel system is composed of the fuel pump, fuel solenoid valves (Main, and Maximum), acceleration control, purge valve, fuel nozzles, fuel filter, and manifold. Acceleration control provides fuel in accordance with a preprogrammed schedule. Fuel from the right wing tank is normally used to supply the APU. Alternatively, fuel from the left wing tank may be used by means of the crossfeed valve. NOTE: the fuel system for the Model T-62T-40C14 APU does not include a start fuel solenoid valve. The ignition system provides the electrical power necessary during the APU starting sequence. It consists of an exciter, igniter plugs, and wiring. The APU has a self-contained lubrication system totally integrated into the accessory gearbox. In addition to lubrication functions, the system provides the required oil cooling, with no need for an external heat exchanger. A thermostat, installed in the oil tank, sends a signal to the EICAS in case the oil temperature exceeds 166C (331F).
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2-09-05
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The pneumatic control system consists of a modulating bleed valve and an anti-surge valve. The modulating bleed valve maintains the bleed flow below a set value, depending on the air conditioning system requirements and atmospheric conditions, thus maintaining the EGT within acceptable levels. The anti-surge valve is controlled by the FADEC, which monitors the signal from the APU bleed valve, the Air Turbine Starter (ATS) valve, and the Environmental Control System (ECS) valve.
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2-09-05
5 01
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2-09-05
6 01
APU STARTING/OPERATION
The APU starting cycle is initiated when the APU Master knob, located on the APU control panel, is moved to the ON position. At this moment, an EGT valid value is showed on EICAS. When the Master switch is momentarily set to START, DC power is applied to the startergenerator, which will drive the APU compressor up to a speed high enough to obtain sufficient airflow for combustion. On APU Model T-62T-40C14, at this time, the airframe fuel shutoff valve is energized to open. On APU Model T-62T-40C14, at approximately 3% rotor speed on the ground (or 0% in flight), the FADEC supplies power to the ignition unit as well as power to open the Main Fuel Solenoid Valve, allowing fuel flow to the combustion chamber. The APU continues accelerating and, when rotor speed exceeds 50%, the FADEC deenergizes the ignition and at 70% rotor speed the FADEC commands starter disengagement. The APU acceleration continues by the APU own means and, 7 seconds after having reached 95% rotor speed, the Maximum Fuel Solenoid Valve is energized and the FADEC circuits allow electrical and pneumatic power extraction through the starter-generator and the bleed valve. If a failure in the control system occurs, associated with an APU overspeed, the APU Model T-62T-40C14 will automatically shutdown after the rotating parts reach 104% speed. The APU is shut down by pressing the APU Stop Button or by setting the Master switch to the OFF position, whenever, a stop request signal is sent to the FADEC in order to execute the APU shutdown procedure; the FADEC overspeed protection is tested during the FADEC power-up.
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2-09-05
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EICAS MESSAGES
TYPE MESSAGE APU FAIL APU OIL LO PRESS APU OIL HI TEMP MEANING APU has been automatically shut down. Oil pressure is below 6 psi. Oil temperature is above 166C (331F).
CAUTION
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2-09-05
8 01
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2-09-05
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EICAS INDICATIONS
1- APU RPM INDICATION Ranges from 0 to 120% speed. Green from 96 to 104%. Amber and boxed from 0 to 95% and from 105 to 110%. Red and boxed above 110%. 2- APU EGT INDICATION NORMAL OPERATION Ranges from 54 to 927C. Green from 0 to 680C. Amber and boxed from 681 to 717C. Red and boxed above 717C. START SEQUENCE Ranges from 54 to 927C. Green from 0 to 838C. Amber and boxed from 839 to 884C. Red and boxed above 884C. NOTE: After APU shutdown, the RPM and EGT indications are replaced by APU OFF inscription, provided the APU Master Knob is set to OFF position and APU speed is below 10%.
EICAS INDICATIONS
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2-09-05
10 01
CREW AWARENESS
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REVISION 7
2-04-00
1 01
CREW AWARENESS
Windshear Detection and Escape Guidance System ........ 2-04-35.. 01 Windshear General Information...................................... 2-04-35.. 01 Windshear Detection ...................................................... 2-04-35.. 04 Windshear Escape Guidance Mode ............................... 2-04-35.. 06 EICAS Message ............................................................. 2-04-35.. 10 Controls and Indicators................................................... 2-04-35.. 10 Traffic and Collision Avoidance System ............................. 2-04-40.. 01 General ........................................................................... 2-04-40.. 01 System Description......................................................... 2-04-40.. 01 TCAS Voice Messages................................................... 2-04-40.. 08 Controls and Indicators................................................... 2-04-40.. 10 TCAS Test ...................................................................... 2-04-40.. 14
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2-04-00
2 01
REVISION 2
CREW AWARENESS
GENERAL
The EMB-135 BJ is provided with a variety of visual, aural, and sensitive warnings to notify crew regarding systems status, malfunctions, and abnormal airplane configurations. Alarm lights provide indication whether there is an abnormal situation. Some systems also provide indicating lights, for system status indication. An Engine Indication and Crew Alerting System (EICAS) provides the flight crew with a three-level alerting and indications messages system: warning, caution and advisory. A fourth level is provided exclusively for maintenance purposes. Besides the five displays on the main panel, two back up displays are provided through the RMUs (Radio Management Unit). Some of the more critical messages also generate an aural warning. Sensitive warning is available through the Stall Protection System (SPS), which shakes the control column, if an imminent stall is detected. To aid in navigation and approach procedures, the airplane is also provided with a Enhanced Ground Proximity Warning System (EGPWS), a Traffic and Collision Avoidance System (TCAS), and a Windshear Detection and Escape Guidance System.
AVIONICS INTEGRATION
The EMB-135 BJ is equipped with a variety of highly integrated computers and displays, so as to reduce pilots workload while providing high reliability and redundancy. This feature is achieved by providing different paths to each type of data, thus minimizing the possibility of losing information due to failure in one computer. The system is composed of: Two Integrated Computers (IC-600); Two Integrated Computer Configuration Modules (IM-600); Two Data Acquisition Units (DAU); One Central Maintenance Computer (CMC); One Horizontal Stabilizer Control Unit (HSCU); Two Primary Flight Displays (PFD), two Multi-Function Display (MFD) and one Engine Indications and Crew Alerting System (EICAS) display; Two Radio Management Units (RMU);
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CREW AWARENESS
AIRPLANE OPERATIONS MANUAL One Tuning Backup Control Head; One Integrated Standby Instruments System (ISIS); Two Integrated Navigation Computers; Two Integrated Communication Computers; Three Digital Audio Panels (DAP); Two Inertial Reference System (IRS); Two Air Data Computers (ADC); One Enhanced Ground Proximity Warning System (EGPWS); One Aural Warning Unit (AWU); One Cockpit Voice Recorder (CVR); One Flight Data Recorder System (FDRS); One or two Flight Management Systems (FMS); One Traffic and Collision Avoidance System (TCAS); One Radar System; One Stall Protection System (SPS).
The primary components of such integration are the IC-600 units, which exchange information with all the other components, either directly or through auxiliary computers. The IC-600s are responsible for the interface among the many airplane systems, besides managing information presented on the displays. Each IC-600 computes the received data and sends the appropriate information to the displays. The DAUs are the central data collection points for the EICAS. DAU 1 is dedicated to collect data from the forward airplane systems and left engine. DAU 2 collects data from the aft airplane systems and right engine. Engine data is sent to the DAUs through the FADECs and directly from the engine sensors. The discrete signals collected by the DAUs are converted into digital signals and sent to the Integrated Computer (IC-600). In the IC 600 there is a symbol generator which provides images to Display Units. Each DAU is a dual (A and B) channel unit. Channels B on both DAUs are kept as a standby source, which must be manually selected, through the DAU reversionary button in case of a channel A DAU failure. Both IC-600s use channel A of on-side DAU as the primary source of information.
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2-04-05
2 01
CREW AWARENESS
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2-04-05
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CREW AWARENESS
Normally IC 600 # 1 provides images to PFD 1, MFD 1 and EICAS display, while IC 600 # 2 provides images to MFD 2 and PFD 2. Both computers interact with each other and send outputs to the Aural Warning unit to generate a tone that indicates a caution or warning message whether there is an abnormal situation. If IC 600 # 1 fails, the RMU # 1 displays the first engine page automatically. After IC 600 # 1 failure, IC 600 # 2 will control the five displays by setting the Symbol Generator ("SG") button on the left reversionary panel. In this case the RMU # 1 goes back to the normal mode. If IC 600 # 2 fails, IC 600 # 1 will control the five displays after the "SG" button is set on the right reversionary panel. The RMU # 1 is not operated automatically. If both ICs fail, the RMU # 1 displays automatically the first engine backup page. Usually, airplane configuration options are set on the IC-600 through straps. If the number of installed options exceeds the maximum adjustable through the IC-600 wiring, a configuration module (IM-600) is installed. It stores information for several airplane configurations. A caution message CHK IC CONFIG appears in case of discrepancy between the following data: aircraft id, engine type, Long Range configuration or English/Metric units. CONFIG MISMATCH message is still active in case of discrepancy of the other parameters that do not trigger the CHK IC CONFIG message. If a IM-600 failure occurs, the IC-600 will use the last data read from that source (when it was still working), and an advisory IC CONFIG FAIL message will appear.
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2-04-05
4 01
CREW AWARENESS
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2-04-05
5 01
CREW AWARENESS
DISPLAYS
Five Cathode Ray Tube (CRT) displays are provided to present information to the flight crew, as follows: Two Primary Flight Displays (PFD) on the pilot and copilot panel. Two Multi-Function Displays (MFD) on the pilot and copilot panel. One EICAS display on the center panel. In addition, the Radio Management Unit (RMU) displays on the main panel may be used as a back-up for the PFDs, MFDs and EICAS displays. The displays themselves are identical and interchangeable. The control panel installed just below each display, except for the RMUs, allows controlling some of the associated display features. In case of failure of one display, its information may be presented in one of the remaining operative displays.
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2-04-05
6 01
CREW AWARENESS
AIRPLANE DISPLAYS
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2-04-05
7 01
CREW AWARENESS
PRIMARY FLIGHT DISPLAY (PFD) The PFD is the primary pilots instrument. It presents the information formerly presented in a variety of instruments such as airspeed indicator, altitude indicator, ADI, HSI, vertical speed indicator. The PFD further provides radio aids, autopilot, flight director, yaw damper and radio altitude information. For further information on these parameters, refer to Sections 2-17 Flight Instruments, 2-18 Navigation and Communication, and 2-19 Autopilot. The PFD is divided into sections, each one presenting one group of information. The PFD bezel incorporates an inclinometer, buttons and a knob for barometric settings. In case of a display failure, information may be presented on the MFD by appropriately setting the MFD selector knob on the reversionary panel. The RMU is also able to present PFD information (refer to Section 218 - Navigation and Communication for further details about this feature).
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2-04-05
8 01
CREW AWARENESS
NOTE: Number inside boxes refer to Operations Manual Section where information concerning the associated item can be found. PFD DISPLAY SCHEMATIC
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2-04-05
9 01
CREW AWARENESS
MULTI FUNCTION DISPLAY (MFD) The Multi Function Display (MFD) presents radar, TCAS, FMS, CMC and other navigation information and systems pages. There are five system pages available: Fuel: provides fuel system parameters and status. Electrical: provides electrical system parameters and status. Environmental and Ice Protection: provides air conditioning, pneumatics, oxygen, and ice and rain protection systems parameters and status. Hydraulic and Brakes: provides hydraulic and brakes systems and status. Takeoff: provides takeoff data settings, oil level and doors status. For further information on system pages, refer to each associated system description. The MFD may operate in three different presentation modes, besides the reversionary ones. The Map and Plan modes present navigation information. For further information on these, refer to Section 2-18 - Navigation and Communication. The maintenance mode permits access to maintenance messages, but is available only on the left MFD for maintenance personnel when the airplane is on ground. Selection of the different modes and pages may be made by using the controls located on the display bezel. Button functions are indicated in the menus presented in the lower part of the display, just above each button. Each button function changes, depending on which menu has been selected. Menu selection is made by using the buttons themselves. If required, radar modes and TCAS information may be shown. The MFD also operates as a back-up display for either PFD or EICAS, in case of such displays failure. Appropriate selections may be made through the reversionary panel.
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2-04-05
10 01
CREW AWARENESS
NOTE: Number inside boxes refer to Operations Manual Section where information concerning the associated item can be found. MFD DISPLAY SCHEMATIC
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2-04-05
11 01
CREW AWARENESS
EICAS DISPLAY The EICAS display presents analogic engine indications and some systems parameters like flaps, landing gear, spoilers and trim positions, total fuel quantity, APU and environmental information. In the upper right corner, the EICAS display presents crew awareness messages: Warning messages, red colored and always presented on the top of the list. Caution messages, amber colored and presented after warning messages. Advisory messages, cyan colored and presented after caution messages. For further information on engine indications presented in the upper left corner, refer to Section 2-10 Powerplant. For information on EICAS Messages, refer to the item Visual Warnings (Section 2-04-10). In case of failure in the EICAS display, its information may be presented on the MFD, by appropriately setting the MFD selector knob on the reversionary panel. The RMU is also capable of presenting some EICAS information, should the need arise. The EICAS bezel is provided with a knob to scroll messages if the system generates more messages than the display can present at once.
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2-04-05
12 01
CREW AWARENESS
NOTE: Number inside boxes refer to Operations Manual Section where information concerning associated item can be found. EICAS DISPLAY SCHEMATIC
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2-04-05
13 01
CREW AWARENESS
RADIO MANAGEMENT UNIT The Radio Management Unit (RMU) is provided for radio controlling purposes, but may be used as a back-up for PFDs, MFDs and EICAS. The RMU display presents settings and modes for each radio (NAV and COMM), transponder, and TCAS. In case of failure of the main panel displays, the RMU may be selected to present navigation, engine or systems information, as well as some EICAS messages. The information presentation however may change, due to the size of the RMU display. Also, some items of information may not be presented to avoid display overload. For further information on RMU features, refer to Section 2-18 Navigation and Communication.
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2-04-05
14 01
CREW AWARENESS
When the airplane is first energized, the system performs a self-test to check abnormal conditions in the displays. On power up, the displays default information are the following: PFD: presents EADI, EHSI, airspeed, altitude, radio altitude, vertical speed scales, flight director mode, autopilot and yaw damper status. MFD: presents takeoff page, system menu and navigation data in Map format. This information is supplied as follows: MFD 1: supplied by channel A of both DAUs through IC-600 # 1. MFD 2: supplied by channel A of both DAUs through IC-600 # 2. EICAS: presents engine and fuel indications, crew awareness messages (if any), landing gear, flaps, spoilers, pressurization, APU and trims status. This information is supplied by channel A of both DAUs through IC-600 # 1.
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2-04-05
15 01
CREW AWARENESS
FAILURE MODES The system is developed to avoid absence of information in most of the failure combinations. The failures that may affect the crew awareness system are associated with electrical power supply or computer malfunctions. In both cases, the system architecture is such that only major failures will lead to loss of information presentation. Even in this condition, crew will still have essential data available to safely continue the flight, using standby instruments. ELECTRICAL SYSTEM FAILURES Each display is supplied in such a way that in case of failure in one or more electric buses, the remaining buses will still be supplying one or more displays. This feature is achieved by supplying all displays with four different buses (two DC Buses and two Essential buses). Furthermore, each pair of duplicated displays (PFDs, MFDs, and RMUs) are supplied by different buses, one for each display. COMPUTER FAILURES Since both IC-600s receive data from duplicated sources, a single failure will not lead to loss of information addressed to the flight crew. In case of any source failure, the reversionary panel permits shifting between existing sources, thus using cross side information. This feature may be used only when the system is not capable of providing information through normal means. DISPLAYS FAILURES In case of any failure in the PFD or EICAS displays, the corresponding information may be presented in one of the remaining displays, by using the reversionary panel. The MFD may present other display information, but its data may not be presented in the remaining displays. If all displays are lost, the RMU is capable of providing essential flight data.
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2-04-05
16 01
CREW AWARENESS
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2-04-05
17 01
CREW AWARENESS
EICAS MESSAGES
TYPE MESSAGE DAU 1-2 ENG MISCOMP MEANING N1, N2, ITT engine parameters read from both engines are not matching. DAU 1-2 SYS MISCOMP Systems parameters for system pages generation are not matching. DAU 1-2 WRN MISCOMP Discrete signals for warning messages generation read from the many systems are not matching. DAU 1 (2) A FAIL Associated DAU channel A has failed. IC 1 (2) OVERHEAT Associated temperature of the IC-600 is too high. IC BUS FAIL A failure in the Interconnection Bus has been detected. IC 1 (2) WOW INOP ICs/Weight - On - Wheels interface not working properly. CHECK PFD 1 (2) A miscomparison on the associated PFD bus has been detected. CHECK IC 1 (2) SW Updating error on IC-600. CHK IC CONFIG Configuration module mismatch (airplane model, engine type, LR version, and units).
CAUTION
(Continued)
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2-04-05
18 01
CREW AWARENESS
ADVISORY
MEANING Mismatch of any of the configurations stored in the IM-600 modules except those considered in the CHK IC CONFIG logic. Associated DAU channel B has failed. Associated DAU has been commanded to operate with channel B mode. CMC has failed. A failure in the configuration module of the IC has been detected. Associated display fan has failed. Associated display unit temperature is too high. Associated IC fan has failed.
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2-04-05
19 01
CREW AWARENESS
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2-04-05
20 01
AIRPLANE OPERATIONS MANUAL SYS SUBMENU 1 - RETURN BUTTON Returns to the main menu.
CREW AWARENESS
2 - TAKEOFF PAGE BUTTON Selects the takeoff page to be presented on the MFD. For further information on this page refer to Section 2-2 Equipment and Furnishings and Section 2-10 Powerplant. 3 - ENVIRONMENTAL CONTROL SYSTEM AND PNEUMATIC PAGE BUTTON Selects the environmental control system and pneumatic page to be presented on the MFD. For further information on this page refer to Sections 2-14 Pneumatics, Air Conditioning and Pressurization and Section 2-16 Oxygen. 4 - FUEL SYSTEM PAGE BUTTON Selects the fuel system page to be presented on the MFD. When fuel system page is being displayed, button function changes. For further information on this page refer to Section 2-8 Fuel. 5 - HYDRAULIC PAGE BUTTON Selects the hydraulic page to be presented on the MFD. For further information on this page refer to Section 2-11 Hydraulic. 6 - ELECTRICAL SYSTEM PAGE BUTTON Selects the electrical system page to be presented on the MFD. For further information on this page refer to Section 2-5 Electrical.
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2-04-05
21 01
CREW AWARENESS
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2-04-05
22 01
AIRPLANE OPERATIONS MANUAL MFD SUBMENU 1 - RETURN BUTTON Returns to the main menu.
CREW AWARENESS
2 - REFERENCE SPEEDS BUTTON Selects SPDS menu. For further information on this menu, refer to Section 2-17 Flight Instruments. 3 - JOYSTICK BUTTON NOTE: This function is available only when the FMS is installed. Selects JSTK menu. For further information on this menu, refer to Section 2-18 Navigation and Communication. 4 - AIRPORT AND NAVIGATION AIDS BUTTON Provides selection and toggling of airport and navigation aids displays on the MFD. For further information on this feature, refer to Section 2-18 Navigation and Communication. 5 - DATA BUTTON Provides selection and toggling of waypoint identifier displays on the MFD. For further information on this feature, refer to Section 2-18 Navigation and Communication. 6 - MAINTENANCE SELECTION BUTTON (LEFT MFD ONLY) Presents maintenance messages on MFD. Function is available only on the ground.
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2-04-05
23 01
CREW AWARENESS
EICAS BEZEL Provides a knob to allow EICAS messages scrolling. For further information, refer to Visual Warnings in this Section. REVERSIONARY PANEL 1 - MFD SELECTOR KNOB PFD - presents on the MFD the information normally presented on the PFD. The PFD bezel button remains their normal function. NORMAL - Normal MFD operation mode. EICAS - presents on the MFD the information normally presented on the EICAS. 2 - ADC BUTTON Changes the ADC information from the on-side ADC to the cross-side ADC. A striped bar illuminates inside the button to indicate that it is pressed. 3 - IRS BUTTON Changes the attitude and heading source from the on-side IRS to the cross-side IRS. A striped bar illuminates inside the button to indicate that it is pressed. 4 - SYMBOL GENERATOR BUTTON Changes the symbol generator from the on-side SG to the cross-side Symbol Generator as well ADC and IRS. A striped bar illuminates inside the button to indicate that it is pressed.
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2-04-05
24 01
CREW AWARENESS
REVERSIONARY PANEL
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Code
2-04-05
25 01
CREW AWARENESS
EICAS REVERSIONARY PANEL 1 - DAU REVERSIONARY BUTTON Allows channel B of associated DAU to supply both IC-600s. A striped bar is illuminated inside the button to indicate that it is pressed and that channel B is the current data source.
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2-04-05
26 01
CREW AWARENESS
1 - SYMBOL GENERATOR REVERSION ANNUNCIATION Indicates that a symbol generator reversion has been selected on the reversionary panel. Presented on both PFDs. Labels: SG1 for IC-600 # 1 and SG2 for IC-600 # 2. Color: amber
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2-04-05
27 01
CREW AWARENESS
DISPLAYS CONTROL PANEL NOTE: For further information on displays control panel, refer to Sections 2-17 Flight Instruments and 2-18 Navigation and Communication .
1 - TEST BUTTON On the ground: When pressed, activates the IC-600s first level test. When pressed for more than 6 seconds activates the IC 600s second level test. When released, normal operation of IC-600s is resumed. In flight: Refer to Radio Altimeter description on Section 2-17 Flight Instruments.
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2-04-05
28 01
CREW AWARENESS
BUILT-IN TEST
There are 3 kinds of Built-In-Tests (BIT) that the IC-600 may perform: power up BIT, continuous BIT and pilot initiated BIT. All of them check the software and hardware integrity and operation. POWER UP BIT The power up BIT checks the power supply, IC-600 interfaces, memories, autopilot engagement and disengagement, and autopilot servos. CONTINUOUS BIT Memories and processors tests are continuously performed after the power up BIT, as well as autopilot functions. PILOT INITIATED BIT A pilot initiated BIT may be commanded by pressing the TEST button in the displays control panel. This test may be commanded on the ground only and is divided into two levels. The first level is indicated on airplane displays, which present the failure mode annunciations. The second level is activated if the TEST button is held pressed for at least 6 seconds, and checks the IC-600 internal interfaces. The test results are displayed on the PFD, which alternates every 10 seconds between internal and external test results pages. To perform the IC-600 test is necessary to press the TEST button localized at the display control panel.
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2-04-05
29 01
CREW AWARENESS
The PFD first level test indications are as follows: A magenta TEST is displayed in upper left center of the PFD. Indications removed: all bugs, flight director information, all pointers, low airspeed awareness, take-off speed bugs and digital readouts, VMO/MMO, and trend vectors. Indications forced: all comparison monitors, all marker beacons, and windshear annunciation. Indications presented as invalid: pitch and roll, vertical and lateral deviations, baro correction, vertical speed set digital readout, altitude preselect, heading, distance digital readout, ground speed (or time to go or elapsed time), selected heading and course (or desired track), Mach, airspeed, airspeed set digital readout, altitude. If heading is valid upon test activation, its source annunciation will remain valid (DG1 or 2 or MAG1 or 2). If heading is invalid, its source annunciation will change to HDG1 or HDG2.
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2-04-05
30 01
CREW AWARENESS
2-04-05
31 01
CREW AWARENESS
2-04-05
32 01
CREW AIRPLANE AWARENESS OPERATIONS MANUAL The MFD test indications are as follows: Indications removed: heading source, TCAS, weather patch, drift bug, wind vector, heading select bug, flight plan data, airports, navaids, designator information. Indications forced: TERRAIN FAIL, EICAS CHK, WX TERRAIN, MENU INOP, HDG FAIL. Indications presented as invalid: heading, weather radar tilt, SAT, true airspeed, ground speed, distance and time to waypoint.
Page
Code
2-04-05
33 01
CREW AWARENESS
Page
Code
2-04-05
34 01
CREW AIRPLANE AWARENESS OPERATIONS MANUAL The EICAS test is commanded only from the pilot's panel, and its indications are as follows: Indications removed: reversion, ignition, FADEC in control, all engine and trim bugs. Indications forced: the crew awareness field will be filled with a "X". Indications presented as invalid: landing gear status, N1, N2, ITT, fuel flow and quantity, oil pressure, temperature and quantity, vibration for LP and HP, flaps, spoilers, all cabin and APU parameters, all trim values. During IC-600 # 1 first level pilot initiated BIT, RMU 1 will display the first page of standby engine indication. The RMU 2 is not included in the IC-600 # 2 first level pilot initiated BIT.
Page
Code
2-04-05
35 01
CREW AWARENESS
Page
Code
2-04-05
36 01
CREW AWARENESS
VISUAL WARNINGS
Visual warnings are provided through lights, illuminated buttons, EICAS messages and displays indications.
WARNING LIGHTS
Some of the airplane systems are actuated by illuminated buttons. When under normal operating conditions, such buttons are not illuminated. If the pilot has commanded the button to a position that requires crew attention, a striped bar is illuminated inside the button. There are some exceptions such as the GPU, the ice protection wing and stab, and the APU bleed buttons, which are illuminated under normal operating conditions. Some systems also provide indicating lights, for system status indication. Further details on such lights are provided in the associated systems description section. Master warning and caution lights are installed on each pilot glareshield panel. Such lights blink when any warning or caution message is presented on the EICAS or generated in the Aural Warning Unit (AWU). To stop blinking, pilots must press the associated light. To find information on illuminated buttons and any specific warning light, refer to the associated systems description.
Page
Code
2-04-10
1 01
CREW AWARENESS
Page
Code
2-04-10
2 01
CREW AWARENESS
EICAS MESSAGES
EICAS messages are presented in the upper right corner of the EICAS display. In case of a simultaneous failure in the EICAS and MFD displays, the RMUs are capable of presenting some messages. EICAS MESSAGES LEVELS There are three message levels: warning, caution, and advisory: Warning messages are red colored and require immediate crew action. Warning messages are always presented on the top of the list, in the same order they are generated. Caution messages are amber colored and require immediate crew awareness. They follow warning in criticality level and in display presentation. Advisory messages are cyan and are dedicated to minor failures or system status. Advisory messages are displayed below caution messages. A fourth level is provided for maintenance purposes, but it is not presented to the flight crew, and its access can only be made on the ground. When the message is generated, it is displayed blinking at the top of the associated group. To stop blinking, press the associated master button on the glareshield. Advisory messages will stop blinking after 5 seconds. EICAS MESSAGES PRIORITY LOGIC If more than one message is simultaneously presented, warning will precede caution messages, which will precede advisories. The space is provided for the simultaneous display of up to 15 messages. An END label is provided after the last message, to indicate end of message listing. If more than 15 messages are being generated, a knob in the display bezel permits paging through the remaining messages. In this case, a status line is provided in the sixteenth line, to indicate how many messages are not being currently presented and where they are (above or below the currently presented messages). END label and warning messages can not be scrolled out of the display. Due to this characteristic, caution and advisory messages will be scrolled in the area left blank below the warning messages. If a new message is generated during a scrolling, it will be automatically displayed at the top of the associated group.
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Code
REVISION 2
2-04-10
3 01
CREW AWARENESS
INHIBITION LOGIC To avoid its nuisance effect upon the flight crew, inhibition logic is provided to prevent some messages from being displayed during takeoff and approach/landing phases. The inhibition logic is as follows: Takeoff Phase: Inhibition is valid when the airplane crosses V1 15 kt. The inhibition is deactivated when one of the following conditions is accomplished: radio altitude is greater than 400 ft or; calibrated airspeed is less than 60 kt or; after 1 minute. Approach/landing Phase: Inhibition is valid from the point when airplane crosses 200 ft radio altitude. The inhibition is deactivated when one of the following conditions is accomplished: airplane is on the ground for 3 seconds or more; after 1 minute. IC-600 RESULTS SELF-CHECK The results of both IC-600 computations are continuously compared to check for any inconsistency between both sides. A dedicated amber annunciation, CAS MSG, is provided on the PFDs to indicate whenever a difference between both IC-600s has been found, thus leading to possible unreliable messages.
Page
Code
2-04-10
4 01
REVISION 6
CREW AWARENESS
TYPE MESSAGE
MAIN DOOR OPN SERVICE DOOR OPN BAGG ACCESS OPN ACCESS DOORS OPN BAGGAGE DOOR OPN EMERG EXIT OPN FUELING DOOR OPN GPWS NO TAKEOFF CONFIG SPS 1 (2) INOP DAU 1-2 ENG MISCOMP DAU 1-2 SYS MISCOMP DAU 1-2 WRN MISCOMP DAU AC ID MISCMP AURAL WARN FAIL CHECK PFD 1 (2) CHK IC CONFIG CHECK IC 1 (2) SW DAU 1 (2) A FAIL GPWS INOP IC 1 (2) OVERHEAT IC BUS FAIL IC 1 (2) WOW INOP SPS ADVANCED STICK PUSHER FAIL WINDSHEAR INOP IC 1 (2) CONFIG FAIL CONFIG MISMATCH CMC FAIL DAU 1 (2) B FAIL DAU 1 (2) REVERSION DU 1 (2, 3, 4, 5) FAN FAIL DU 1 (2, 3, 4, 5) OVHT IC 1 (2) FAN FAIL
INHIBITION 2 2 2 2 2 2 2 3 4 3 2 2 2 2 2 2 2 2 2 3 2 2 2 3 3 3 2 2 2 2 2 2 2 2 1
Page Code
A SPS/ICE SPEEDS
REVISION 4
2-04-10
5 01
CREW AWARENESS
SECTION
2-5 ELECTRICAL
INHIBITION 3 3 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 2 3 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 REVISION 5
2-6 LIGHTING
2-8 FUEL
APU FIRE BAGG SMOKE ENG 1 (2) FIRE LAV SMOKE APU EXTBTL INOP APU FIREDET FAIL BAGG EXTBTL INOP E1 (2) EXTBTLA (B) INOP E1 (2) FIREDET FAIL FUEL 1 (2) LO LEVEL CHECK ACFT LOAD NO TAKEOFF CONFIG FUEL XFER CRITICAL APU FUEL LO PRESS APU FUEL SOV INOP E1 (2) FUEL LO PRESS E1 (2) FUEL SOV INOP FUEL TANK LO TEMP FUEL TK VENT OPEN FUEL XFEED FAIL FUEL XFEED MISCMD FUEL XFER CHECK
Page
2-04-10
6 01
CREW AWARENESS
TYPE MESSAGE
FUEL XFER 1(2) INOP FUEL XFER OVFLOW FUSELAGE FUEL IMB WING FUEL IMB APU FUEL SOV CLSD E 1(2) FUELSOV CLSD FUEL XFEED OPEN APU FAIL APU OIL HI TEMP APU OIL LO PRESS ATTCS FAIL E1 (2) ATTCS NO MRGN E1 (2) OIL LOW PRESS E1 (2) LOW N1 ENG 1-2 OUT E1 (2) EXCEEDANCE E1 (2) FPMU NO DISP E1 (2) ATS SOV OPN E1 (2) CTL FAIL E1 (2) FUEL LO TEMP ENG NO TO DATA ENG REF A/I DISAG ENG1 (2) REV DISAGREE E1 (2) NO DISP ENG 1 (2) OUT FADEC ID NO DISP ENG 1 (2) REV FAIL ENG 1 (2) TLA FAIL CHECK A1P PERF CHECK A1E PERF E1 (2) SHORT DISP E1 (2) FUEL IMP BYP E1 (2) OIL IMP BYP E1 (2) IDL STP FAIL
2-8 FUEL
(Cont.)
2-9 APU
2-10 POWERPLANT
INHIBITION 2 2 2 2 2 2 2 2 2 2 4 2 2 2 1 2 2 2 2 2 2 2 2 2 1 2 2 2 2 2 2 2 2 2
Page
Code
REVISION 5
2-04-10
7 01
CREW AWARENESS
SECTION
C C 2-11 A HYDRAULIC A A A W C C 2-12 C LANDING C GEAR AND C BRAKES C C C W W C C C C 2-13 C FLIGHT C CONTROLS C C C C A W W W 2-14 C PNEUMATICS, C AIR C CONDITIONING C AND PRESSURIZATION C C C
INHIBITION 2 2 2 2 2 2 3 3 1 1 1 3 2 2 1 2 2 2 2 3 3 3 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
Page
Code
2-04-10
8 01
REVISION 5
CREW AWARENESS
TYPE MESSAGE
PACK 1 (2) OVHT PACK 1 (2) OVLD PACK 1 (2) VLV FAIL PRESN AUTO FAIL RAM AIR VLV FAIL BLD 1 (2) VLV CLSD CROSS BLD OPEN PACK 1 (2) VLV CLSD ICE COND-A/I INOP A/ICE SWITCH OFF A/ICE LOW CAPACITY AOA 1 (2) HEAT INOP CLR ICE 1 (2) CLR/I INOP 1 (2) E1 (2) A/ICE FAIL ICE DET1 (2) FAIL ICE DETECTORS FAIL NO ICE-A/ICE ON PITOT 1 (2, 3) INOP STAB A/ICE FAIL TAT 1 (2) HEAT INOP WG A/ICE FAIL W/S 1 (2) HEAT FAIL ICE CONDITION ENG A/ICE OVERPRES CREW OXY LO PRESS PAX OXY LO PRESS DFDR FAIL FDAU FAIL RAD ALT 1 (2) FAIL RAD ALT FAIL
INHIBITION 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2 2 2 2 2 2 2 3 2 2 3 2 2 2 2 1 1
Page
Code
REVISION 5
2-04-10
9 01
CREW AWARENESS
SECTION
C C C 2-18 A NAVIGATION A AND COMMUNICATION A A A A W C C 2-19 AUTOPILOT C C C C
INHIBITION 2 2 2 2 2 2 4 1 2 2 2 2 2 3 3 2
Page
Code
2-04-10
10 01
REVISION 2
CREW AWARENESS
DISPLAYS INDICATIONS
Many of the airplanes parameters are indicated on one of the displays, in analogic or digital format. ANALOGIC INDICATIONS Analogic indications are provided as pointers moving over a scale, which may be graduated or not. In both cases, if the pointer indicates a value out of the normal range for that parameter, both pointer and scale become amber or red, if the parameter goes deeply into the out of range area. Pointers are removed if the parameter signal becomes invalid. For some parameters, scale may also be removed in this condition. Scale and pointer are not presented for some parameters, when they are not required, as for EADI chevrons, V1, VR, V2 speed bugs, trend vectors, etc. DIGITAL INDICATIONS Digital indications are provided as green characters for normal values. If the associated parameter goes outside its normal range, digits become amber, with an amber box surrounding them. Both digits and box become red if the parameter goes deeply into the out of range area. If the parameter signal becomes invalid, digits are replaced by amber dashes, without boxes.
Page
Code
2-04-10
11 01
CREW AWARENESS
Page
Code
2-04-10
12 01
CREW AWARENESS
GLARESHIELD PANEL
Page
Code
2-04-10
13 01
CREW AWARENESS
EICAS BEZEL 1 - MESSAGE SCROLLING KNOB To be used when displayed EICAS messages can not be presented at once. By rotating the knob clockwise, advances through EICAS messages. Rotated counterclockwise moves backward through EICAS messages.
EICAS BEZEL
Page
Code
2-04-10
14 01
CREW AWARENESS
1 - EICAS CHECK SUM FAIL COMPARISON MONITOR DISPLAY Color: amber. Label: CAS MSG. Displayed when the number of active EICAS messages in each IC-600 is found to be different.
Page
Code
2-04-10
15 01
CREW AWARENESS
EICAS DISPLAY
2-04-10
16 01
CREW AWARENESS
Page
Code
2-04-10
17 01
CREW AWARENESS
Page
Code
2-04-10
18 01
CREW AWARENESS
AURAL WARNINGS
There are two kinds of aural warnings: voice messages and tones. Voice messages are normally associated with warning messages on EICAS or other warning systems. They are generated whenever a potentially dangerous condition exists, as determined by the EGPWS, TCAS and windshear detection system. There are some voice messages that can be cancelled, but others can only be cancelled when the cause that triggered them has been eliminated. Tones have different forms and indicate some notable airplane events, sometimes in unison with voice messages.
Page
Code
2-04-15
1 01
CREW AWARENESS
AWU POWER-UP TEST An AWU power-up test is performed and generates aural warnings for one or both channels operating normally. If both channels have failed, the caution message AURAL WARN FAIL is displayed on EICAS. AURAL WARNINGS LEVELS The aural warnings are classified into four levels, presented below in a decreasing level order: Emergency - Associated with situations that may be hazardous. AWU generates a master warning tone (triple chime) before the warning and voice message may be generated. In any case, the aural warning is repeated every second until deactivated through the master warning button or until the condition that generated the warning has been eliminated. Abnormal - Associated with malfunctions or failures. AWU generates a master caution tone (single chime) every five seconds, until it is removed, canceled or replaced by a higher priority aural warning. Voice messages are generated after each tone. Advisory - Associated with minor malfunctions or failures that lead to loss of redundancy or degradation of the affected systems performance. Information - A remarkable event has occurred. AURAL WARNINGS ANNUNCIATION PRIORITY When multiple aural warnings are active, aural warnings among the highest level alert groups shall be sounded first in order and repeated. Once all alerts in the higher group are cancelled or removed, then the second tier group alerts are sounded and repeated. An alert in process shall be immediately interrupted when an alert of a higher priority needs to be generated. EXCEPTIONS TO AURAL WARNINGS PRIORITY When an internal voice message is being annunciated, it shall be completed before another alert, even of a higher priority, is annunciated. This does not apply to internally generated tones which shall be interrupted within 1 second. If an emergency arises together with a warning that generates continuous sounds, such as a fire or stall, the sound volume is reduced to avoid misunderstanding of the remaining messages, although being loud enough to still warn pilots. The master warning tone is inhibited when any other emergency alert (internal or external) is occurring at the same time.
Page Code
2-04-15
2 01
CREW AWARENESS
LEVEL
PRIORITY TONE
1 2 3 4 5
Clacker None None WINDSHEAR (1) (1) None Bell (1) None
6 7 8 9
Associated with emergency failures. Associated with glide slope deviation. ABNORMAL Traffic proximity condition. Associated with abnormal failures.
Attenson HIGH 3 SPEED Attenson LANDING 3 GEAR Attenson CABIN 3 Attenson TAKEOFF 3 plus one of the following: -BRAKES -FLAPS -FUEL -SPOILER -TRIM Attenson None 3 None GLIDE SLOPE None TRAFFIC Master None Caution Tone
NO NO YES NO
NOTE: 1) Messages are generated outside the AWU. For further details, refer to the associated system description. 2) TCAS resolution advisory warning can not be canceled. 3) Applicable to airplanes equipped with CMU.
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Code
REVISION 7
2-04-15
3 01
CREW AWARENESS
LEVEL
PRIORITY TONE
Autopilot disengagement None None during approach. Associated with decision None None ADVISORY height crossing. Airplane is crossing or None Three has reached a 2900 Hz preselected altitude. tones Power up test detected a Not None failure in one channel of applicable AWU. Associated with incorrect None Single command of pitch trim chime main or backup channel switches. Associated with SELCAL None None INFORMATION callings. Both AWU channels are None None operating normally on power up test. Takeoff configuration test None None successful. Power 1 or 2 fail. None None
NO
NO
SELCAL AURAL UNIT OK TAKEOFF OK AURAL UNIT ONE POWER INCOMING CALL (3)
NO NO
NO
Not applicable NO
None
None
NOTE: 1) Messages are generated outside the AWU. For further details, refer to the associated system description. 2) TCAS resolution advisory warning can not be canceled. 3) Applicable to airplanes equipped with CMU.
EICAS MESSAGE
TYPE CAUTION MESSAGE AURAL WARN FAIL MEANING Both AWU channels inoperative. are
Page
Code
2-04-15
4 01
REVISION 7
CREW AWARENESS
More than one warning may be generated, if more than one condition is met. TEST BUTTON A test button is provided to allow checking the takeoff configuration warning integrity, by simulating power levers advanced. A voice message is generated after successful tests. Unsuccessful tests will generate an EICAS message and a voice message associated with the out-of-configuration item.
EICAS MESSAGE
TYPE WARNING MEANING Airplane is not in takeoff NO TAKEOFF CONFIG configuration. MESSAGE
Page
Code
2-04-20
1 01
CREW AWARENESS
2-04-20
2 01
CREW AWARENESS
Page
Code
2-04-25
1 01
CREW AWARENESS
SYSTEM INHIBITION The stick pusher does not actuate in the following conditions: On the ground (except during test). Below 0.5 g. If the quick disconnect button is pressed (except for JAA certification). Below 200 ft AGL. If radio altimeter has failed, this condition reverts to a 10-second delay after takeoff. If any cutout buttons are released. Above 200 KIAS. If at least one channel is inoperative. SYSTEM TEST A test button is provided to test the system on the ground. The system operates normally if not tested. Test button remains illuminated if the system has not been tested or after unsuccessful tests. It is not possible to test the system in flight. This inhibition is valid for 30 seconds after landing, above 70 KIAS or with landing gear not downlocked. NOTE: Test button remains illuminated if quick disconnect button is pressed during test.
Page
Code
2-04-25
2 01
CREW AWARENESS
2-04-25
3 01
CREW AWARENESS
EICAS MESSAGES
MEANING Associated SPS computer channel has failed or AOA vane failed. WARNING SPS 1-2 INOP Both SPS computer channels have failed or both AOA vanes have failed or stick pusher has failed or is cutout. SPS ADVANCED Stick shaker and pusher actuation is set to higher speeds due to: Flap signal disagreement. Failure in at least one SPS channel. CAUTION IRS or ADC parameters disagree. Air/Ground signs disagree. Landing gear down and locked indications disagree. STICK PUSHER FAIL Stick pusher actuator has been commanded but has not moved. SPS/ICE SPEEDS SPS actuation angle is advanced ADVISORY for flaps 9 and 22. NOTE: Advisory SPS/ICE SPEEDS messages are inhibited for the first 5 minutes after takeoff. TYPE MESSAGE SPS 1(2) INOP
Page
Code
2-04-25
4 01
CREW AWARENESS
Page
Code
2-04-25
5 01
CREW AWARENESS
Page
Code
2-04-25
6 01
CREW AWARENESS
Page
Code
2-04-25
7 01
CREW AWARENESS
PFD INDICATIONS 1 - PITCH LIMIT INDICATOR Displayed on the EADI parallel to the airplane symbol. Indicates the remaining margin left for the stick shaker angle of attack set point. Indication is presented whenever the margin reaches 10. Color: green for margin from 10 up to 5. amber for margin between 5 and 2. red for margin below 2. 2 - LOW AIRSPEED AWARENESS Displayed in the airspeed scale when airspeed is near stall speed for the current configuration. For further details on Low Airspeed Awareness, refer to Section 2-17Flight Instruments.
Page
Code
2-04-25
8 01
CREW AWARENESS
2-04-25
9 01
CREW AWARENESS
Page
Code
2-04-25
10 01
CREW AWARENESS
REVISION 6
2-04-30
1 01
CREW AWARENESS
AWU - The AWU receives the aural messages to be enunciated. It also provides a discrete signal to indicate that the glideslope advisory alert may be canceled without any restriction. Terrain Inhibit Switch - It is used in approach mode, in airports not covered by an EGPWS database, assuring protection against unwanted terrain alerts. Some modes may have their associated envelopes shifted, so as to suit particular airport requirements or to avoid nuisance warnings under some flight situations. This feature is achieved either with calculations or data provided by the FMS, if installed. The EGPWS provides alerts associated with the following flight conditions: Mode 1 - Excessive descent rate. Mode 2 - Excessive closure rate to terrain. Mode 3 - Altitude loss after takeoff. Mode 4 - Insufficient terrain clearance. Mode 5 - Excessive deviation below glideslope beam. Mode 6 - Callouts. Mode 7 - Windshear (refer to Section 2-04-35). Terrain awareness alerting and warning. Terrain clearance floor.
Page
Code
2-04-30
2 01
REVISION 6
CREW AWARENESS
EGPWS SCHEMATIC
Page Code
2-04-30
3 01
CREW AWARENESS
Page
Code
2-04-30
4 01
CREW AWARENESS
2-04-30
5 01
CREW AWARENESS
MODE 2 - EXCESSIVE CLOSURE RATE TO TERRAIN Mode 2 provides alerts and warnings based on airspeed, airplane gear/flap configuration, radio altitude, and excessive closure rate to terrain. Mode 2 exists in two forms: 2A and 2B. MODE 2A Mode 2A is selected when the flaps are not in landing configuration and the airplane is not on the glide slope beam. Minimum Terrain Clearance (MTC) for TERRAIN TERRAIN message triggering: Minimum: 30 ft at 2038 ft/min of Closure Rate. Maximum: 1650 ft at 5733 ft/min or greater of Closure Rate, for an airspeed equal or below 220 KIAS. 2450 ft at 9800 ft/min or greater of Closure Rate for an airspeed equal or above 310 KIAS. If the airplane penetrates the Mode 2A envelope, the situation results in: Aural message TERRAIN, TERRAIN ; and Amber "GND PROX" indication on the PFD. If the airplane continues to penetrate the envelope, the aural message switches to messages described below, until the condition is cleared: Aural message PULL UP and red "PULL UP" indication on the PFD. The visual and aural messages will remain on until the airplane has gained 300 ft of barometric altitude.
Page
Code
2-04-30
6 01
CREW AWARENESS
SEPTEMBER 30 2002
2-04-30
7 01
CREW AWARENESS
MODE 2B Mode 2B is selected when the flaps are in landing configuration or when making an ILS approach with glide slope and localizer deviations below 2 dots. Minimum Terrain Clearance (MTC) for TERRAIN TERRAIN message triggering: Minimum: 30 ft at 2038 ft/min of closure rate. Maximum: 789 ft at 3000 ft/min or greater of closure rate. This steady value can also vary from 200 ft up to 600 ft for flaps set to landing configuration. If the airplane penetrates the Mode 2B envelope with both gear and flaps in the landing configuration, the message TERRAIN is sounded. If the airplane penetrates the mode 2B envelope with either the landing gear UP or flaps not in landing configuration will result in: Aural message TERRAIN, TERRAIN ; and Amber "GND PROX" indication on the PFD. If the airplane continues to penetrate the envelope, the aural message switches to messages described below, until the condition is cleared: Aural message PULL UP and red "PULL UP" indication on the PFD.
Page
Code
2-04-30
8 01
CREW AWARENESS
2-04-30
9 01
CREW AWARENESS
MODE 3 - ALTITUDE LOSS AFTER TAKEOFF Mode 3 provides alerts and warnings for a significant altitude loss after takeoff with landing gear UP or flaps in other than landing configuration. The amount of altitude loss required to trigger the warning depends on the height of the airplane above the terrain. Minimum Terrain Clearance (MTC) for DON'T SINK, DON'T SINK message triggering: Minimum: 30 ft at 5 ft of altitude loss. Maximum: 1500 ft at 143 ft or greater of altitude loss. Significant altitude loss after takeoff or during a low altitude go-around activates the aural message DON'T SINK, DON'T SINK and: Amber "GND PROX" indication on the PFD. The audio message is only annunciated twice, unless excessive altitude loss continues to accumulate. Once triggered, the visual message can only be cancelled achieving a positive rate of climb relative to the original altitude. Therefore, as long as the original altitude is not crossed, any descent will trigger the aural and visual messages again. After crossing the original altitude, a new altitude value is set every moment.
Page
Code
2-04-30
10 01
CREW AWARENESS
Page
Code
2-04-30
11 01
CREW AWARENESS
MODE 4 - INSUFFICIENT TERRAIN CLEARANCE Mode 4 provides alerts for insufficient terrain clearance with respect to phase of flight and speed. Mode 4 exists in three forms, 4A, 4B and 4C. MODE 4A Mode 4A is active during cruise and approach with the landing gear UP. Minimum Terrain Clearance (MTC) for TOO LOW GEAR message triggering: Minimum: 30 ft. Maximum: 500 ft for an airspeed equal or less than 190 KIAS. Minimum Terrain Clearance (MTC) for TOO LOW TERRAIN message triggering: Minimum: 30 ft. Maximum: 1000 ft for an airspeed equal or higher than 250 KIAS. If during cruise the ground is slowly getting closer and the airplane is not in the landing configuration or during approach with an unintentional gear up landing, the aural message "TOO LOW TERRAIN" will be sounded. Once the message has been issued, an additional 20% altitude loss is required for the issuing of a new message. The amber "GND PROX" indication is displayed on the PFD. If the airplane penetrates below the 500 ft AGL boundary with the landing gear still up, the aural message will be "TOO LOW GEAR". Once a message is issued, an additional 20% altitude loss is required for the issuing of a new message. The visual and aural messages cease when the mode 4A is exited.
Page
Code
2-04-30
12 01
CREW AWARENESS
Page
Code
2-04-30
13 01
CREW AWARENESS
MODE 4B Mode 4B is active during cruise and approach with the landing gear down and flaps in other than landing configuration. Minimum Terrain Clearance (MTC) for "TOO LOW FLAP " message triggering: Minimum: 30 ft. Maximum: 245 ft for an airspeed equal or less than 159 KIAS. Minimum Terrain Clearance (MTC) for TOO LOW TERRAIN message triggering: Minimum: 30 ft. Maximum: 1000 ft for an airspeed equal or higher than 250 KIAS. If during cruise the ground is slowly getting closer and the airplane is not in the landing configuration, or during approach with an unintentional gear up landing, the aural message "TOO LOW TERRAIN" will be sounded. Once the message is issued, an additional 20% altitude loss is required for the issuing of a new message. The amber "GND PROX" indication is displayed on the PFD. If the airplane penetrates below the 245 ft AGL boundary with the landing gear down and flaps in other than landing configuration, the aural message will be "TOO LOW FLAPS". Once message is issued, an additional 20% altitude loss is required for the issuing of a new message. The visual and aural messages cease when the mode 4B is exited.
Page
Code
2-04-30
14 01
CREW AWARENESS
Page
Code
2-04-30
15 01
CREW AWARENESS
MODE 4C Mode 4C is active during takeoff phase or low altitude go-around with either the landing gear or flaps in other than landing configuration, when the terrain is rising closer than the airplane is climbing. Only in this case, the Minimum Terrain Clearance is a function of the Radio Altitude of the airplane. Minimum Terrain Clearance (MTC) for "TOO LOW TERRAIN" message triggering: Minimum: 30 ft. Maximum: 500 ft at 667 ft or greater of radio altitude for an airspeed less or equal or less than 190 KIAS. 1000 ft at 1333 ft or greater of radio altitude for an airspeed equal or above 250 KIAS. If during takeoff or low altitude go-around with either the landing gear or flaps in other than landing configuration, when the terrain is rising more steeply than the airplane is climbing, the aural message "TOO LOW TERRAIN" will be sounded. The amber "GND PROX" indication is displayed on the PFD.
Page
Code
2-04-30
16 01
CREW AWARENESS
2-04-30
17 01
CREW AWARENESS
MODE 5 - EXCESSIVE DEVIATION BELOW GLIDESLOPE BEAM Mode 5 provides two levels of alerting if the airplane's flight path descends below the glideslope on ILS approaches. Minimum Terrain Clearance (MTC) for "GLIDESLOPE" message triggering: Minimum: For the Soft Alert Area, 30 ft at 2.98 dots of glideslope deviation. For the Hard Alert Area, 30 ft at 3.68 dots of glideslope deviation. Maximum: For the Soft Alert Area 1000 ft. For the Hard Alert Area 300 ft. The first alert occurs whenever the airplane is more than 1.3 dots below the beam and is called a "soft alert" because the volume level is reduced. A second alert occurs below 300 ft radio altitude with greater than 2 dots deviation from glideslope and is louder or "hard". The aural message "GLIDESLOPE" is sounded once. Follow-on alerts are only allowed when the airplane descends lower on the glideslope beam by approximately 20%. Aural messages are sounded continuously once the airplane exceeds 2 dots. The amber "GND PROX" indication is displayed on the PFD. The glideslope warning can be canceled by pressing the Master Caution Button.
Page
Code
2-04-30
18 01
CREW AWARENESS
2-04-30
19 01
CREW AWARENESS
MODE 6 - CALLOUTS Mode 6 provides aural messages for descent below predefined altitudes, decision height, a minimums setting and approaching minimums. Alerts for excessive roll or bank angle are also provided. MINIMUMS CALLOUTS The message "APPROACHING MINIMUMS" is sounded only once when the airplane is 80 ft above the decision height or another target has been reached, with the landing gear down. Radio altitude for message triggering: Minimum: 90 ft. Maximum: 1000 ft. The message "MINIMUMS MINIMUMS" is sounded only once when the airplane is at decision height or another target has been reached, with the landing gear down. Radio altitude for message triggering: Minimum: 10 ft. Maximum: 1000 ft. Visual indication of minimum target is presented on PFD.
2-04-30
20 01
CREW AWARENESS
The messages "FIVE HUNDRED, TWO HUNDRED and ONE HUNDRED" will be sounded when associated radio altitude has been reached, with the landing gear down. The FIVE HUNDRED message will only be sounded whether one or more of the following conditions are satisfied: ILS is not tuned or not available. ILS is tuned in a valid signal, but with a deviation greater than 2 dots of localizer or glideslope. If a backcourse approach is detected. Radio altitude for message activation: Minimum: 50 ft. Maximum: 1000 ft.
Page
Code
REVISION 7
2-04-30
21 01
CREW AWARENESS
BANK ANGLE CALLOUT Minimum Terrain Clearance (MTC) for message triggering on EGPWS: Minimum: 5 ft. Maximum: Increases linearly from 30 ft at 10 of bank angle to 150 ft at 40 then from 150 ft at 40 up to 2450 ft at 55, remaining constant at 55 above 2450 ft. The aural message "BANK ANGLE, BANK ANGLE" is sounded when the airplane bank angle is too high or roll rate exceeds 1/sec during all phases of flight. The message is generated again if bank angle increases by 20%. When roll attitude increases to 40% above the initial callout angle, the callout will repeat continuously.
Page
Code
2-04-30
22 01
REVISION 2
CREW AWARENESS
Page
Code
REVISION 2
2-04-30
23 01
CREW AWARENESS
Page
Code
2-04-30
24 01
REVISION 6
CREW AWARENESS
Page
Code
2-04-30
25 01
CREW AWARENESS
TERRAIN LOOK AHEAD ALERTING The Terrain Look Ahead Alerting provides a caution/warning level to alert the flight crew about potential terrain conflicts. The alerts are based mainly on the airplane's current position and barometric altitude information. In the event of terrain caution or warning conditions, a specific audio alert and visual alert are triggered and the terrain display image is enhanced to highlight each of the types of terrain threats.
Page
Code
2-04-30
26 01
CREW AWARENESS
When conditions are such as to generate a Terrain Caution alert (approximately 60 seconds prior to potential terrain conflict), the aural message "CAUTION TERRAIN, CAUTION TERRAIN" is sounded and the amber "GND PROX" indication is displayed on the PFD. This is repeated every seven seconds as long as the airplane is still in the caution envelope. When conditions have been met to generate a Terrain Warning alert (approximately 30 seconds prior to potential terrain conflict), the aural message "TERRAIN, TERRAIN, PULL UP" is sounded and the red "PULL UP" indication is displayed on the PFD. The terrain image will appear automatically on the MFD when a terrain threat event occurs.
Page
Code
REVISION 2
2-04-30
27 01
CREW AWARENESS
TERRAIN AWARENESS DISPLAY The EGPWS terrain display is designed to increase flight crew awareness of the surrounding terrain in varying density dots patterns of green, yellow and red. These dot patterns represent specific terrain separation with respect to the airplane. The following table relates the color that the terrain is displayed with its meaning: COLOR Solid red Solid yellow High density red dots High density yellow dots Medium dots density yellow MEANING Warning Terrain (Approximately 30 sec from impact). Caution Terrain (Approximately 60 sec from impact). Terrain that is more than 2000 ft above airplane altitude. Terrain that is between 1000 and 2000 ft above airplane altitude. Terrain that is between 500 ft (250 ft with gear down) to 1000 ft below airplane altitude. Terrain that is between 500 ft (250 ft with gear down) below and 1000 ft below airplane altitude. Terrain that is 1000 to 2000 ft below airplane altitude. Terrain below 2000 ft.
NOTE: - Terrain is not shown if its elevation is within 400 ft of runway elevation of the nearest airport. - To reduce clutter on the display, any terrain more than 2000 ft below the airplane is not displayed. - Terrain that is not covered in the EGPWS database will be displayed in magenta.
Page
Code
2-04-30
28 01
REVISION 6
CREW AWARENESS
REVISION 2
2-04-30
29 01
CREW AWARENESS
PEAKS MODE This is a feature provided only by EGPWS version 216 and, when selected, adds additional density patterns and level thresholds to the standard mode display levels and allows the terrain to be displayed during the cruise phase even if it is more than 2000 ft below the aircraft. When the Peaks Display is on, elevation numbers indicating the highest and lowest terrain/obstacle currently being displayed are shown on the display. These elevations are expressed in hundreds of feet above sea level (MSL) with the highest elevation on top and the lowest on the bottom. In the event that there is no appreciable difference in the terrain/obstacle elevations, only the highest value is displayed. The color of the elevation value displayed matches the color of the terrain displayed. If the aircraft is 500 ft (250 ft with landing gear down) or less above the terrain in the displayed range, the peaks color displayed will be identical to the terrain awareness display mode, with the exception of sea level displayed as cyan.
2-04-30
30 01
REVISION 6
CREW AWARENESS
When the aircraft is greater than 500 ft (250 ft with landing gear down) above all terrain in the displayed range, no yellow or red bands are displayed and low density green, medium density green and solid green will be displayed as a function of the highest and lowest elevations in view. Moreover, sea level elevations can be displayed as cyan to simulate water.
Page
Code
REVISION 6
2-04-30
31 01
CREW AWARENESS
WARNING PRIORITIES
The GPWS/EGPWS warning priorities are listed below. Messages at the top will start before or override a lower priority message even if it is already in progress. MESSAGE PULL UP TERRAIN TERRAIN PULL UP TERRAIN MINIMUMS MINIMUMS CAUTION TERRAIN TOO LOW TERRAIN ALTITUDE CALLOUTS TOO LOW GEAR TOO LOW FLAPS SINKRATE DON'T SINK GLIDESLOPE APPROACHING MINIMUMS BANK ANGLE MODE 1 and 2 2 and Terrain Look-Ahead Terrain Look-Ahead 2 6 Terrain-Look Ahead 4 and Terrain Clearance Floor 6 4 4 1 3 5 6 6
Page
Code
2-04-30
32 01
REVISION 6
CREW AWARENESS
EICAS MESSAGES
EGPWS TYPE WARNING MESSAGE GPWS GPWS INOP TERR INOP MEANING One GPWS envelope, associated to Modes 1 to 4, has been penetrated. GPWS monitor has detected an internal failure. Terrain mode is not available.
CAUTION
Page
Code
REVISION 7
2-04-30
33 01
CREW AWARENESS
Page
Code
2-04-30
34 01
REVISION 6
CREW AWARENESS
MFD BEZEL PANEL 1 - EGPWS DISPLAY SELECTOR BUTTON Alternate pressing will cause the MFD to toggle between the weather radar or terrain to be displayed. The ranges available are: 5 NM, 10 NM, 25 NM, 50 NM, 100 NM, 200 NM, 300 NM, 500 NM and 1000 NM. When a terrain warning/caution condition exists and the terrain is not selected on the MFD, the terrain will be automatically displayed on the MFD with a range of 10 NM.
Page
Code
REVISION 6
2-04-30
35 01
CREW AWARENESS
EGPWS DISPLAY ON MFD 1 - TERRAIN ANNUNCIATIONS LABEL TERR (Upper left corner) TERR FAIL TERR INHIB for Terrain Inhibition COLOR Cyan Amber White CONDITION Lit when terrain mode is selected. Lit when terrain mode is inoperative. Lit when the EGPWS terrain system override button is pressed in approach mode. Lit when EGPWS is uncertain of the airplane's position. Lit when the self test is activated.
TERR N/A
Amber
TERR TEST
Red
2 - TERRAIN INDICATION Displays an image of surrounding terrain in varying density dot patterns of green, yellow and red. These dot patterns represent specific terrain separation with respect to the airplane. The display is generated from airplane altitude compared to terrain data. 3 - TERRAIN ALERT INDICATION Indicates a terrain warning or caution condition.
Page
Code
2-04-30
36 01
REVISION 6
CREW AWARENESS
REVISION 6
2-04-30
37 01
CREW AWARENESS
DISPLAY ON PFD EGPWS 1 - PULL UP/GROUND PROXIMITY ANNUNCIATIONS Label: PULL UP (red) GND PROX for Ground Proximity (amber). PULL UP is lit when either modes 1 or 2 have been activated in their more critical situation. GND PROX is lit when ground is getting closer too fast.
Page
Code
2-04-30
38 01
REVISION 6
CREW AWARENESS
Page
Code
REVISION 7
2-04-30
39 01
CREW AWARENESS
Page
Code
2-04-30
40 01
REVISION 7
CREW AWARENESS
LIGHT INDICATION MODE DESCRIPTION STEEP Illuminates in white color when the airplane is in the air and the flaps are in 45. This means that the Steep Approach mode is available. GREEN LIGHT Illuminates when the button is pressed with the STEEP light illuminated. This means that the Steep Approach mode is engaged. With the STEEP light illuminated, if the green light does not illuminates when the pushbutton is pressed, means that the Steep Approach is not engaged; in this case, do not perform Steep Approach operations. AMBER LIGHT The Steep Approach mode is failed. Do not perform Steep Approach operations. In this situation, the Steep Approach mode may or not be engaged and the airplane must land in an airport that not requires steep approach operation. The pilot must monitor the vertical speed during the approach and landing phases.
Page
Code
REVISION 7
2-04-30
41 01
CREW AWARENESS
Page
Code
2-04-30
42 01
REVISION 7
CREW AWARENESS
AND
ESCAPE
The EMB-135BJ is equipped with an additional warning system dedicated to windshear detection. The system provides visual and aural alarms to warn pilots of a windshear occurrence, as well as the most appropriate maneuver to recover from such phenomenon. The Windshear Detection function is performed by the EGPWS computer, which also performs ground proximity warning functions. The Windshear Escape Guidance is a Flight Director mode provided by the avionics package.
Page
Code
2-04-35
1 01
CREW AWARENESS
KINDS OF WINDSHEAR
Page Code
2-04-35
2 01
CREW AWARENESS
WINDSHEAR EFFECTS
Page Code
2-04-35
3 01
CREW AWARENESS
WINDSHEAR DETECTION
The windshear detection system is designed to identify the presence of severe windshear phenomenon and to provide timely warnings and adequate flight guidance for approach, missed approach, takeoff and climb out. The windshear computer exchanges data with AHRS, ADC, SPS, Radio Altimeter and IC-600s. The system continuously searches for any windshear clue, and then signals the PFD and aural warning unit to provide the appropriate indications. Windshear Caution alerts are given if the windshear consists of an increasing headwind (or decreasing tailwind) and/or severe updraft, which may precede an encounter with a microburst. Windshear cautions activate the Windshear Caution (WDSHEAR) amber indications on the upper left corner of both PFDs and an aural message CAUTION WINDSHEAR is also triggered. Windshear Caution indications remain on for as long as the airplane remains exposed to an increasing headwind and/or updraft condition in excess of the alert threshold. Windshear Warnings are given if the windshear consists of a decreasing headwind (or increasing tailwind) and/or severe downdraft. Windshear warnings activate the Windshear Warning (WDSHEAR) red indication on both PFDs and trigger an aural message WINDSHEAR, WINDSHEAR, WINDSHEAR. This message will not be repeated unless another, separate, severe windshear event is encountered. Windshear Warning indications remain on for as long as the airplane remains exposed to a decreasing headwind and/or downdraft in excess of the alert threshold. The threshold is adjusted in function of available climb performance, flight path angle, airspeeds significantly different from normal approach speeds and unusual fluctuations in Static Air Temperature (typically associated with the leading edges of microbursts).
Page
Code
2-04-35
4 01
CREW AWARENESS
WINDSHEAR DETECTION
Page
Code
2-04-35
5 01
CREW AWARENESS
Page
Code
2-04-35
6 01
CREW AWARENESS
The Windshear Escape Guidance Mode incorporates three control sub-modes: Alpha Sub-mode - The airplane can be commanded to descend in order to maintain airspeed when approaching stall conditions. If the flight path angle control results in an angle of attack beyond the stick shaker triggering angle, the windshear control law can keep the airplane angle of attack below the stick shaker threshold. Gamma Sub-mode - The airplane can be prevented from descending by commanding a positive flight path angle. A nominal flight path angle is used to allow an airspeed raise during an increasing performance windshear, in anticipation of a decreasing performance windshear, and also to minimize altitude loss during a decreasing performance windshear. Speed Target Sub-mode - The airplane is allowed to climb in order to exchange excessive kinetic energy for potential energy. If the control of the flight path angle results in an excessive speed increase, the windshear control law maintains the airplane indicated airspeed at the target speed. The Windshear Escape Guidance mode will be canceled if any of the following conditions occur: FLC, VS, SPD or ALT Mode is selected; Invalid IRS data; Invalid ADC data; Invalid Stall Protection Computer (SPC); Radio Altitude greater than 1500 ft.
Page
Code
2-04-35
7 01
CREW AWARENESS
Page
Code
2-04-35
8 01
CREW AWARENESS
Page
Code
2-04-35
9 01
CREW AWARENESS
EICAS MESSAGE
TYPE CAUTION MESSAGE WINDSHEAR INOP MEANING Windshear detection and escape guidance system is inoperative.
Page
Code
2-04-35
10 01
CREW AWARENESS
Page
Code
2-04-35
11 01
CREW AWARENESS
Page
Code
2-04-35
12 01
CREW AWARENESS
SYSTEM DESCRIPTION
The TCAS was developed to provide crew awareness regarding possible conflicting air traffic situations. Besides providing awareness, TCAS also displays to the flight crew the recommended vertical maneuver to avoid conflicting traffic. TCAS does not provide recommendations for horizontal maneuvers.
Page
Code
REVISION 7
2-04-40
1 01
CREW AWARENESS
CAUTION: PRIMARY RESPONSIBILITY FOR EVASIVE ACTION LIES WITH THE FLIGHT CREW AND ANY ACTION MUST ALWAYS BE PRECEDED BY A VERY CAREFUL EVALUATION OF THE SITUATION. The TCAS computer receives data from the installed transponders, radio altimeters and air-ground sensor. The signals transmitted by surrounding airplanes inform their altitude, bearing and identification, thus making it possible to track any traffic that could enter the airplanes protection zone. Based on such data, the TCAS calculates the predicted path of each intruder airplane, determining whether or not it may become a target. To determine that, an alert zone is established, based on separation and speeds of both airplanes. The size of the alert zone is not distance-based but, rather, is based on time. Therefore, the caution area corresponds to the volume in space where a conflict is expected to occur in 35 to 45 seconds, if no action is taken. A warning area corresponds to an imminent conflict in the following 20 to 30 seconds. Such time is calculated by dividing distance between airplanes by their closure rate. To inhibit the issuing of undesired warnings that constitute a nuisance effect, the system incorporates a series of protections. These apply during approaches to crowded airports, to increase protection against slow closure rates, and to prevent airplanes below 180 ft (380 ft for TCAS 7), which are about to land or have just taken-off, from creating a nuisance. When an airplane is tracked by the TCAS, the system periodically interrogates the intruders transponder. The exchange of data between two subsequent transmissions makes it possible to obtain the distance to the intruder and its altitude, and to predict its path. If the predicted path of the intruder enters the airplanes alert area, two kinds of alerts may be generated. If the area to be penetrated is the caution area, a Traffic Advisory (TA) is generated. Pilots are then requested to visually locate the intruder and perform the required preventive action.
Page
Code
2-04-40
2 01
REVISION 7
CREW AWARENESS
If the warning area is penetrated a Resolution Advisory (RA) is generated, as well as the corrective action that must be taken to permit the greatest possible separation at the Closest Point of Approach (CPA). Sometimes, the recommended action may lead to crossing of the intruders flight level or may change during the maneuver. This situation may occur when the calculation indicates that this is the best way to achieve the greatest possible separation at the CPA. For both advisory cases, a symbol is presented in the MFD to indicate the intruders relative position, altitude and danger level. A voice message is generated to help the pilots in taking the most suitable action. The PFD provides indication of the recommended vertical speed to clear the conflict. A voice message may be generated to warn the pilot into monitoring the VSI on the PFD. When TCAS computations indicate that the traffic has been cleared, a voice message advises pilots that there is no longer a conflicting situation. In this condition, if no other TA or RA is on course, the intruders indication changes, indicating that it is a safe nearby traffic. If the intruder is also equipped with a TCAS, maneuvers are coordinated between both airplanes. If the intruder is only equipped with a transponder, the system may still indicate its position, provided its transponder is at least mode C. For airplanes equipped with mode A transponder, only Traffic Advisories may be generated. CAUTION: THE TCAS CAN ONLY GENERATE RESOLUTION ADVISORIES FOR INTRUDERS EQUIPPED WITH RESPONDING MODE S OR MODE C TRANSPONDERS. TRAFFIC ADVISORIES CAN BE GENERATED FOR AIRPLANE WITH OPERATIVE MODE S, MODE C OR MODE A TRANSPONDERS. THE TCAS PROVIDES NO INDICATION OF AIRPLANE WITHOUT OPERATING TRANSPONDERS. System options may be monitored and set through the RMU. A dedicated window is provided, presenting which TCAS display is being controlled, its range and altitude band. A RMU page permits toggling between options. Controls allow selection of different ranges, either horizontal and vertically, as well as changing the way some parameters are presented.
Page
Code
2-04-40
3 01
CREW AWARENESS
TCAS SCHEMATIC
Page Code
2-04-40
4 01
CREW AWARENESS
( )
REVISION 7
2-04-40
5 01
CREW AWARENESS
TCAS SITUATIONS
Page Code
2-04-40
6 01
REVISION 2
CREW AWARENESS
Page
Code
REVISION 2
2-04-40
7 01
CREW AWARENESS
MEANING REMARKS An intruder is expected to For TCAS II, see enter the collision area in NOTE 1. 35 to 45 seconds. An For TCAS 7, all TA TA indication of it has just are inhibited below been displayed on the 500 ft AGL. MFD. Vertical speed is changing MONITOR VERTICAL SPEED to a non-recommended value. ADJUST VERTICAL Vertical speed has to be TCAS 7 only. adjusted to the SPEED, ADJUST recommended value PREVENTIVE indicated on the VSI. RA Maintain the vertical speed TCAS 7 only. MAINTAIN VERTICAL SPEED, indicated on the VSI. MAINTAIN Maintain the vertical speed TCAS 7 only. MAINTAIN VERTICAL SPEED, indicated on the VSI. During climb or descent, CROSSING airplane will cross MAINTAIN intruders flight level. CLIMB Climb at the vertical speed indicated on the VSI to clear the possible conflict. DESCEND Descend at the vertical See NOTE 1. speed indicated on the VSI to clear the possible conflict. Vertical Speed will CORRECTIVE be 1500 ft/min or greater. RA REDUCE CLIMB Reduce climb speed to Not valid for TCAS 7. clear the possible conflict. REDUCE Reduce descent speed to See NOTE 1 DESCENT clear the possible conflict. Not valid for TCAS 7. TRAFFIC, TRAFFIC CLIMB, CROSSING CLIMB Climb at the indicated vertical speed on the VSI to clear possible conflict. During climb, airplane will cross intruders flight level.
TYPE
MESSAGE
(Continued)
Page
Code
2-04-40
8 01
REVISION 7
CREW AWARENESS
INCREASE CLIMB
INCREASE DESCENT
CORRECTIVE RA
CLEAR OF CONFLICT
MEANING REMARKS Descend at the indicated See NOTE 1. vertical speed on the VSI to clear possible conflict. During descend, airplane will cross intruders flight level. Climb speed has to be Vertical Speed must be increased to the 2500 ft/min or greater. recommended value to clear the possible conflict. Descent speed has to be For TCAS II, this message is inhibited increased to the below 1450 ft AGL. recommended value to clear the possible conflict. For TCAS 7, this message is inhibited Vertical Speed must be below 1450 ft AGL 2500 ft/min or greater. while descending and below 1650 ft AGL while climbing. After a descent advisory, TCAS detected a changing situation that requires the need to climb. After a climb advisory, See NOTE 1. TCAS detected a changing in situation that requires the need to descend. The possible conflict has Not presented if the been cleared. Message is intruder track or altitude presented only if intruders information is lost. transponder signal is valid.
NOTE: 1) Inhibited below 1000 ft AGL while descending and below 1200 ft AGL while climbing. 2) All RAs are inhibited below 400 ft AGL while descending and below 600 ft AGL while climbing. 3) For TCAS II, RA messages are repeated three times (oneword messages) and twice (two-word messages). For TCAS 7, all RAs are repeated twice. 4) TA message sounds once.
Page
Code
REVISION 7
2-04-40
9 01
CREW AWARENESS
2-04-40
10 01
REVISION 7
CREW AWARENESS
Page
Code
2-04-40
11 01
CREW AWARENESS
RMU ATC/TCAS CONTROL PAGE 1 - INTRUDER ALTITUDE REL (green) - Intruders altitude is displayed as a relative altitude to the airplane. Value is preceded by a plus or a minus signal, depending on whether the intruder is above or below the airplane. FL (cyan) - Intruders altitude is displayed as its flight level. This selection automatically reverts to REL after 20 seconds. 2 - TA DISPLAY AUTO - Traffic is displayed only when a TA or RA condition exists. MANUAL - All traffic detected by the system is displayed. 3 - FLIGHT LEVEL 1/2 Displays the transponder-encoded altitude and the air data source. Refer to transponder description (Section 2-18 Navigation and Communication).
Page
Code
2-04-40
12 01
CREW AWARENESS
Page
Code
2-04-40
13 01
CREW AWARENESS
TCAS TEST
The TCAS self-test is activated through the RMU TST button and may be performed on the ground or in flight. TCAS will operate normally if not tested. To test the system proceed as follows: On the RMU radio page, set the ATC/TCAS window to the TA/RA mode. On the MFD, set TCAS mode. Press and hold for 7 seconds the RMU TST button. A white TCAS TEST message will be presented on the MFDs and PFDs. A TCAS TEST aural warning will sound. The Master Warning lights will flash. The MFDs show a traffic test parttern, which permits the checking of each of the existing intruder symbols, i.e., a hollow blue diamond, a solid blue diamond, a solid amber circle and a solid red square. On the PFDs, the VSI shows red and green arc zones. At the end of the test, the RMU shows a green TCAS PASS message and a TCAS TEST PASS aural warning will sound.
Page
Code
2-04-40
14 01
CREW AWARENESS
1 - INNER RANGE RING Displayed around airplane symbol to indicate a 2 NM range. Removed if outer range indicates distance above 20 NM. 2 - OUTER RANGE RING May be selected up to 40 NM. Airplanes equipped with TCAS 7 allow selection up to 100 NM. 3 - NO BEARING ADVISORIES INDICATION Indicates data related to a detected intruder, whose bearing cannot be determined. Up to two lines may be displayed indicating the kind of advisory, its distance, relative altitude and whether it is climbing or descending in excess of 500 ft/min. Colors: No bearings RAs: red. No bearings TAs: amber. 4 - PROXIMATE TRAFFIC INDICATION Indicated by a solid cyan diamond. Represents any airplane within 6.5 NM horizontally and 1200 ft vertically, but whose path is not predicted to penetrate the Collision Area. 5 - INTRUDERS VERTICAL MOVEMENT Indicated by an arrow next to the symbol that indicates if the intruder is climbing or descending in excess of 500 ft. Color: Same as of the associated symbol. 6 - INTRUDERS ALTITUDE Indicated by a solid two-digit number below or above the intruders symbol. Color: Same as of the associated symbol. Normal presentation is relative altitude, which displays the intruders relative altitude in hundreds of feet. A plus or minus signal indicates if the intruder is above (+) or below () the airplane. Two question marks (??) are displayed if the intruders relative altitude is greater than 9900 ft, below or above. If intruder is below the airplane, intruders altitude is displayed below its symbol. If intruder is above the airplane, intruders altitude is displayed above its symbol.
Page Code
REVISION 7
2-04-40
15 01
CREW AWARENESS
7 - RESOLUTION ADVISORY INDICATION Indicated by a solid red square. 8 - TRAFFIC ADVISORY INDICATION Indicated by a solid amber circle. 9 - OTHER TRANSPONDER REPLYING TRAFFIC INDICATION Indicated by a hollow cyan diamond. Indicates other airplanes equipped with transponder within the specified range and 2700 ft of vertical separation. Not displayed if a TA or RA is in process. 10 - OUT OF RANGE INTRUDER Indicates detected intruders that are out of display range. Indicated as half the associated symbol. 11 - INTRUDERS ALTITUDE MODE INDICATION Indicates whether the selected intruders altitude is relative or flight level. 12 - TCAS BAND SELECTED Indicates whether the selected band for TCAS is below or above. 13 - TCAS MODE ANNUNCIATIONS Indicates current TCAS mode. Colors and labels are as follows, in the order of priority: TCAS TEST - white TCAS OFF - white TCAS FAIL - amber TA ONLY - white TCAS - white TCAS AUTO - white
Page
Code
2-04-40
16 01
REVISION 2
CREW AWARENESS
2-04-40
17 01
CREW AWARENESS
PRIMARY FLIGHT DISPLAY For further information on Vertical Speed Indicator, refer to Section 2-17 Flight Instruments. VSI Indicates the recommended vertical speed to avoid a possible conflict. Green range - displayed along the scale, indicates the range of vertical speeds to be attained to avoid a conflict situation. Red range - displayed along the scale, indicates the range of vertical speeds prohibited for the current situation. Green range may be displayed together with the red range or split in two parts, depending on situation. Red range may be displayed alone, together with the green range, or split in two parts, depending on the situation.
Page
Code
2-04-40
18 01
ELECTRICAL
Page
Code
REVISION 7
2-05-00
1 01
ELECTRICAL
Page
Code
REVISION 1
ELECTRICAL
GENERAL
The electrical power system supplies AC and DC voltage to all loads during normal or emergency operation. Two different types of sources provide electrical power supply: DC Power AC Power NOTE: Airplanes S/N 863 and on are not supplied with AC power. The DC power system supplies 28 V DC for all airplane electrical loads and recharges the batteries. It is the primary electrical power supply system. The DC power system is comprised of: Four independent generators (28 V DC/400 A/engine driven). One APU starter-generator (28 V DC/400 A). Two Nickel-Cadmium batteries (24 V DC/44 Ah/1 hour rate). One lead-acid backup battery (24 V DC/5 Ah/10 hour rate). External power source. AC power is supplied by one 250 VA/400 Hz single-phase static inverter, which converts 28 V DC into 115 V AC. A dedicated page on the MFD (electrical page) provides, on request, information regarding system configuration, load and voltage conditions as well as battery temperatures. Furthermore, warning and caution messages are presented on the EICAS to indicate an electrical system failure.
Page
Code
REVISION 7
2-05-05
1 01
ELECTRICAL
DC SYSTEM
The 28 V DC electrical power system automatically controls power contactors, fault protection, load shedding and emergency system operation. This reduces pilot workload during normal operation, external power supply or system failures. The Electrical Distribution Logic (EDL) and Generator Control Units (GCU) perform system management. Detected system failures are automatically isolated, causing some bus(es) to be deenergized. Under normal operation, the electrical DC system is divided into isolated left and right electrical networks. The left network includes generators 1 and 3, driven by engine 1. Operated in parallel, generators 1 and 3 are connected to DC BUS 1 to supply ESSENTIAL DC BUS 1, SHED DC BUS 1 and HOT BUS 1. Battery 1 is charged by the generators connected to DC BUS 1. Similarly, generators 2 and 4 power the right network and are driven by engine 2. Both networks are interconnected through Bus Tie Contactors (BTC) in case of operation with less than four generators. APU generator may replace any inoperative generator, or may be used before engine starting when the APU generator or Ground Power Unit (GPU) may supply the electrical system.
Page
Code
2-05-05
2 01
REVISION 1
ELECTRICAL
REVISION 7
2-05-05
3 01
ELECTRICAL
DC SYSTEM PROTECTION
The system monitors generators current and voltage to the electrically supplied equipment to protect it from a control unit failure, such as an overvoltage or a bus failure. If an overvoltage is detected, the associated GCU deenergizes the generator, disconnecting it from the bus. A bus failure produces an overcurrent condition to one or more generators. Upon sensing this overcurrent, the GCU isolates the system networks, opening the BTCs. If any generator remains overloaded due to the failure, it is then deenergized and disconnected from the bus. As long as the generator current exceeds 400 A, a caution message is presented on the EICAS, indicating that manual load shedding is required. If no action is taken, the system will be isolated and some buses may be deenergized. System protections are designed so that normal transients will not cause generators to be disconnected from the bus inadvertently. Resetting of the generator after a failure is accomplished by releasing the associated Generator Button and then pressing it again.
Page
Code
2-05-05
4 01
REVISION 1
ELECTRICAL
Page
Code
REVISION 7
2-05-05
5 01
ELECTRICAL
BATTERIES
Two 24 V DC, 44 Ampere-hour, nickel-cadmium batteries supply essential loads in case of an in-flight failure of all generators or if both engines are shut down simultaneously and the APU is not available. Both batteries can supply at least 40 minutes of power for essential loads in an all-generator-failure condition. During normal operation, Battery 1 is connected in parallel with generators 1 and 3 (network 1). Battery 2 is connected in parallel with generators 2 and 4 (network 2). Battery 2 also supplies power for APU starting. During APU starting, battery 1 is isolated from the load buses. While battery 2 provides power for APU start, battery 1 provides stable electrical power to the equipment that can be adversely affected by voltage transients. A selector switch on the overhead panel controls each battery. When set to the AUTO position, battery contactors (BC 1 or BC 2) actuation is controlled according to the Electrical Distribution Logic (EDL). When the GPU is connected, the battery contactors open so that only the GPU can supply the load buses. When on the ground, with the batteries as the only electrical power source, EDL deenergizes the shed buses for battery conservation. When the battery selector knob is switched to the OFF position, the battery contactor opens, isolating the battery from the system. The batteries are installed in the battery compartment, on the left side of the airplane nose section. They are ventilated in flight by forced airflow to prevent overheating. Temperature sensors installed in each battery provide temperature indication to the MFD. If battery internal temperature rises above 70C, a warning message is presented on the EICAS. If a battery is isolated from the load buses, a caution message is displayed on the EICAS.
Page
Code
2-05-05
6 01
REVISION 7
ELECTRICAL
BACKUP BATTERY
A 24 V DC, 5 Ampere-hour sealed lead-acid battery provides stabilized power for operation of the GCUs protective function, even in case of short-circuit, when system voltage may drop near zero volts. The Backup Battery Button, on the overhead panel controls the backup battery. Pressing the button when the Battery 1 or 2 Selector Knob is set to the AUTO position connects the backup battery to the electrical system for charging. If the Backup Battery Button is released, a caution message is displayed on the EICAS.
GENERATORS
The primary source of electrical power are the four 28 V DC, 400 Amperes, independent engine-driven brushless generators, two installed on each engine accessory gearbox. Each generator is automatically controlled and protected by a dedicated Generator Control Unit (GCU), provided the Generator Control Button on the overhead panel is pressed. The generators will come on line when engine speed stabilizes above 56.4% N2. If a failure occurs and the Generator Line Contactor (GLC) opens, a reset may be attempted once by releasing the associated Generator Control Button and then pressing it again. Anytime the Generator Line Contactor is inadvertently opened or generator current is above 400 A, a caution message is displayed on the EICAS. The generator voltage and current can be monitored through the electrical page, on the MFD.
Page
Code
REVISION 7
2-05-05
7 01
ELECTRICAL
APU STARTER-GENERATOR
A 28 V DC, 400 Amperes, APU-driven starter-generator supplies electrical power during ground operation or in flight, as an alternative source of electrical power. The APU starter generator is controlled and protected by its dedicated GCU. The APU Generator Button, on the Electrical System Panel, must be pressed for normal operation. The APU line contactor is actuated on and off by APU speed. If a failure occurs on the APU generator, a reset may be attempted releasing the APU Generator Button and pressing it again. Only one reset may be attempted. The APU generator, when operating, is connected in parallel with the generators supplying DC Bus 2. If needed, the APU generator can replace an inoperative left network generator. After starting, and with an engine driven generator inoperative, the APU generator automatically replaces the inoperative generator. Three electrical sources may be used to power an APU start: ground power unit, battery 2 or battery 2 assisted by the main generators. Battery 1 cannot be used for APU starting. Instead, it is isolated from the load buses to provide stable electrical power to supply equipment that may be affected by voltage fluctuation. During starting, the APU Starting Contactor (ASC) is closed, allowing the APU starter-generator to operate as a starter, energized through the Central DC Bus. When the APU starting cycle is completed, the ASC opens. A caution message is displayed on the EICAS if the ASC does not open. At 95% RPM plus seven seconds, the APU starter generator is available to supply electrical power to the system. In this condition, the APU Line Contactor (ALC) is closed, connecting the APU starter generator to the load buses. If the ALC does not close due to contactor failure or button not pressed, a caution message is displayed on the EICAS. The APU starter generator voltage and current may be monitored on the MFD.
Page
Code
2-05-05
8 01
REVISION 1
ELECTRICAL
1 or 2 Generators On
Page
Code
REVISION 5
2-05-05
9 01
ELECTRICAL
2-05-05
10 01
REVISION 1
ELECTRICAL
AVIONICS MASTER
The avionics master system allows manual disconnection of some navigation and communication equipment from the load buses. This prevents undesirable voltage transients during APU starting on the ground. The avionics master system consists of six buses: Avionics Switched DC Buses 1A, 1B, 2A, 2B and Avionics Switched Essential DC Buses 1 and 2. These buses are supplied by their associated DC buses. Two Avionics Master Buttons, located on the overhead panel, control switching the buses.
REVISION 1
2-05-05
11 01
ELECTRICAL
Page
Code
2-05-05
12 01
REVISION 7
ELECTRICAL
Page
Code
REVISION 7
2-05-05
13 01
ELECTRICAL
Page
Code
2-05-05
14 01
REVISION 1
ELECTRICAL
(EDL)
For the Electrical Distribution Logic configurations presented here, the initial control positions on the Electrical System Panel are the following: Generator Buttons pressed; GPU Button released; Battery Selector Knobs set to AUTO position; Essential Power Button released; Bus Tie Selector Knob set to AUTO position; Shed Buses Selector Knob set to AUTO position; Backup Battery Button pressed; Avionics Master Buttons pressed. NOTE: - All abnormal conditions considered below are in-flight conditions. - In the schematic configurations, the continuous boxes indicate energized buses while dashed boxes indicate deenergized buses.
Page
Code
2-05-10
1 01
ELECTRICAL
CONFIGURATION 1 Loss of one left side generator (network 1): Without APU generator available: GLC 1 or GLC 3 is open. ALC is open. BTC 1 is closed. With APU generator available: GLC 1 or GLC 3 is open. ALC is closed. BTC 1 is closed and BTC 2 is open. Loss of one right side generator (network 2): Without APU generator available: GLC 2 or GLC 4 is open. ALC is open. BTC 1 is closed. With APU generator available: GLC 2 or GLC 4 is open. ALC is closed. BTC 2 is closed and BTC 1 is open. Loss of two generators with APU generator available: GLCs from affected generators are open. ALC is closed. BTC 1 and BTC 2 are closed.
Page
Code
2-05-10
2 01
ELECTRICAL
CONFIGURATION 1
Page Code
REVISION 1
2-05-10
3 01
ELECTRICAL
CONFIGURATION 2 Loss of two generators without APU generator available: GLCs from affected generators are open. ALC is open. BTC 1 and BTC 2 are closed. SBC 1 and SBC 2 are open. Loss of three generators without APU generator available: GLCs from affected generators are open. ALC is open. BTC 1 and BTC 2 are closed. SBC 1 and SBC 2 are open. NOTE: Depending on the amount of load on the remaining buses, an overload condition may occur. In this case, pilots are required to perform an additional load shedding. Loss of three generators with APU generator available: GLCs from affected generators are open ALC is closed. BTC 1 and BTC 2 are closed. SBC 1 and SBC 2 are open.
Page
Code
2-05-10
4 01
REVISION 7
ELECTRICAL
CONFIGURATION 2
Page
Code
REVISION 1
2-05-10
5 01
ELECTRICAL
CONFIGURATION 3 Loss of all generators: When the last generator fails, the operational logic configures the system to dedicate the batteries to supply the Essential Buses only (electrical emergency condition). In this configuration, the Central DC Bus is also powered to allow the APU to be started. BTC 1, BTC 2, BC 1, SBC 1, SBC 2, BBR 1 and BBR 2 are open. EIC, EBC 1, EBC 2 and BC 2 are closed. NOTE:- This operational mode is activated for in-flight condition only. - A 1-second time delay is provided to avoid inadvertent switching to emergency configuration due to electrical transients. - If the automatic transfer fails, perform this function manually by pressing the Essential Power Button. - While In-flight, the electrical system is automatically reset if at least one generator is reset and supplying its associated bus. - On the ground, the system can be reset by switching both Battery Selector Knobs from AUTO to OFF and then back to AUTO.
Page
Code
2-05-10
6 01
REVISION 5
ELECTRICAL
2-05-10
7 01
ELECTRICAL
CONFIGURATION 4 Short circuit at one DC Bus with all generators on: Associated battery is removed from affected DC bus through a fuse. BTC 1 and BTC 2 are open. Both GLCs of the affected DC Bus are open, isolating the bus. Cross-side BTC and EIC are closed and affected side EBC is energized to maintain both Essential DC Buses energized and batteries charged. Short circuit at one DC Bus with loss of one associated generator and with APU generator: Associated battery is removed from the affected DC bus through a fuse. BTC 1 and BTC 2 are open. Remaining GLC of the affected DC Bus opens, isolating the bus. Cross-side BTC and EIC are closed, and affected side EBC is energized to maintain both Essential DC Buses energized and batteries charged. Short circuit at one DC Bus with loss of associated generators and with APU generator: Both batteries are removed from the affected DC bus through the fuses. BTC 1 and BTC 2 are open. EIC closes and EBC of affected side is energized to maintain the associated Essential DC Bus energized and associated battery charged.
Page
Code
2-05-10
8 01
ELECTRICAL
2-05-10
9 01
ELECTRICAL
CONFIGURATION 5 Short circuit at one DC Bus with loss of one associated generator and without APU generator: Both batteries are removed from the affected DC bus through the fuses. BTC 1 and BTC 2 are open. Remaining GLC of the affected DC Bus opens, isolating the bus. Cross-side BTC and EIC close, and EBC of the affected side is energized to maintain both Essential DC Buses energized and associated battery charged. Both SBCs are open. Short circuit at one DC Bus with loss of associated generators and without APU generator: Both batteries are removed from the affected DC bus through the fuses. BTC 1 and BTC 2 are open. EIC closes and EBC of the affected side is energized to maintain the associated Essential DC Bus energized and associated battery charged. Both SBCs are open. Short circuit at one DC Bus with loss of associated generators plus one generator of the other side, with or without APU generator: The EDL operational sequence is the same as in the previous condition.
Page
Code
2-05-10
10 01
ELECTRICAL
2-05-10
11 01
ELECTRICAL
Page
Code
2-05-10
12 01
ELECTRICAL
Page
Code
2-05-10
13 01
ELECTRICAL
2-05-10
14 01
ELECTRICAL
REVISION 1
2-05-10
15 01
ELECTRICAL
2-05-10
16 01
REVISION 6
ELECTRICAL
REVISION 6
2-05-10
17 01
ELECTRICAL
Page
Code
2-05-10
18 01
REVISION 1
ELECTRICAL
2-05-10
19 01
ELECTRICAL
2-05-10
20 01
ELECTRICAL
2-05-10
21 01
ELECTRICAL
2-05-10
22 01
ELECTRICAL
REVISION 1
2-05-10
23 01
ELECTRICAL
EDL STATUS DURING LOSS OF THREE ENGINE GENERATORS WITHOUT APU GENERATOR
Page Code
2-05-10
24 01
REVISION 5
ELECTRICAL
EDL STATUS AFTER LOSS OF ALL THE GENERATORS (ELECTRICAL EMERGENCY CONDITION)
Page Code
2-05-10
25 01
ELECTRICAL
2-05-10
26 01
ELECTRICAL
EDL STATUS AFTER A SHORT CIRCUIT AT DC BUS 1 WITH LOSS OF GENERATOR 1 AND WITHOUT APU GENERATOR
Page Code
REVISION 1
2-05-10
27 01
ELECTRICAL
EDL STATUS AFTER A SHORT CIRCUIT AT DC BUS 1 WITH LOSS OF GENERATORS 1, 2 AND 3 WITH APU GENERATOR ON
Page Code
2-05-10
28 01
REVISION 7
ELECTRICAL
EICAS MESSAGES
TYPE MEANING Associated battery temperature BATT 1 (2) OVTEMP is above 70C. ELEC ESS XFR FAIL Automatic transfer to electrical emergency condition has failed. GEN 1 (2, 3, 4) OVLD Associated generator current is above 400 A. generator is GEN 1 (2, 3, 4) OFF Associated disconnected from the BUS electrical network after engine stabilization due to generator channel failure or button released. APU generator current is APU GEN OVLD above 400 A. APU generator is APU GEN OFF BUS disconnected from electrical network, due to open ALC, with APU RPM above 95% plus seven seconds. This is caused by generator channel failure or button released. APU Starting Contactor (ASC) APU CNTOR CLSD or Line Contactor (ALC) is inadvertently closed. Associated DC Bus is DC BUS 1 (2) OFF deenergized. For airplanes up to S/N 854, if DC Bus 1 is deenergized the inverter becomes inoperative. Associated Essential Bus is ESS BUS 1 (2) OFF deenergized. SHED BUS 1 (2) OFF Associated Shed Bus is deenergized. battery is BATT 1 (2) OFF BUS Associated disconnected from the electrical network. MESSAGE
WARNING
CAUTION
Page
Code
REVISION 7
2-05-15
1 01
ELECTRICAL
Page
Code
2-05-15
2 01
REVISION 7
ELECTRICAL
REVISION 7
2-05-15
3 01
ELECTRICAL
6 - SHED BUSES SELECTOR KNOB OVRD - Closes the Shed Buses Contactors, provided the airplane is on ground and at least one generator is operative. AUTO - Controls the operation of Shed Buses Contactors according to the Electrical Distribution Logic. OFF - Deenergizes the Shed Buses manually regardless of any other command from the Electrical Distribution Logic. 7 - AVIONICS MASTER BUTTONS Connect (pressed) or disconnect (released) the navigation and communication equipment supplied by the avionics switched buses. A striped bar illuminates inside the button when it is released. 8 - BACKUP BATTERY BUTTON Connects (pressed) or disconnects (released) the backup battery to/from the electrical system. A striped bar illuminates inside the button when it is released. 9 - AC POWER BUTTON Connects (pressed) or disconnects (released) the inverter to/from the system. A striped bar illuminates inside the button when it is released. 10 - BUS TIES SELECTOR KNOB OVRD - Bus Tie Contactors (BTCs) are kept closed regardless of Electrical Distribution Logic, provided that no overcurrent is detected by one of the five GCUs. AUTO - Controls the operation of the BTCs according to the Electrical Distribution Logic. OFF - Opens the BTCs and EIC regardless of any other command from the Electrical Distribution Logic.
Page
Code
2-05-15
4 01
REVISION 1
ELECTRICAL
REVISION 7
2-05-15
5 01
ELECTRICAL
Page
Code
2-05-15
6 01
REVISION 7
ELECTRICAL
1 - GENERATOR BUTTON Connects (pressed) or disconnects (released) the associated generator to/from the respective DC Bus. Pressing and depressing the Generator Button causes all GCU latches protection circuits to be reset if the associated generator is running. A striped bar illuminates inside the button when it is released. 2 - GROUND POWER UNIT BUTTON Connects (pressed) or disconnects (released) the GPU to/from the electrical system. A GPU AVAIL inscription illuminates, in the upper half of the button, when the GPU is properly connected to the airplane receptacle and ready to supply power. The GPU AVAIL inscription extinguishes when the button is pressed and the external power is connected to the electrical network. A striped bar illuminates inside the button when it is pressed. 3 - APU STARTER GENERATOR BUTTON Connects (pressed) or disconnects (released) the APU starter generator, when APU RPM is above 95%, plus 7 seconds. A striped bar illuminates inside the button when it is released. 4 - BATTERY SELECTOR KNOB OFF - Respective battery contactor is kept open, disconnecting the associated battery from the electrical system. AUTO - The actuation of the respective battery contactor is controlled according to the Electrical Distribution Logic. 5 - ESSENTIAL POWER BUTTON (guarded) When pressed the system overrides the automatic transfer to the electrical emergency circuitry, connecting the batteries directly to essential buses, regardless of any other command from the Electrical Distribution Logic. When released, the power contactors operate automatically according to the Electrical Distribution Logic. A striped bar illuminates inside the button when it is pressed.
Page
Code
REVISION 7
2-05-15
7 01
ELECTRICAL
6 - SHED BUSES SELECTOR KNOB OVRD - Closes the Shed Buses Contactors, provided the airplane is on ground and at least one generator is operative. AUTO - Controls the operation of Shed Buses Contactors according to the Electrical Distribution Logic. OFF - Deenergizes the Shed Buses manually regardless of any other command from the Electrical Distribution Logic. 7 - AVIONICS MASTER BUTTONS Connect (pressed) or disconnect (released) the navigation and communication equipment supplied by the avionics switched buses. A striped bar illuminates inside the button when it is released. 8 - BACKUP BATTERY BUTTON Connects (pressed) or disconnects (released) the backup battery to/from the electrical system. A striped bar illuminates inside the button when it is released. 9 - BUS TIES SELECTOR KNOB OVRD - Bus Tie Contactors (BTCs) are kept closed regardless of Electrical Distribution Logic, provided that no overcurrent is detected by one of the five GCUs. AUTO - Controls the operation of the BTCs according to the Electrical Distribution Logic. OFF - Opens the BTCs and EIC regardless of any other command from the Electrical Distribution Logic.
Page
Code
2-05-15
8 01
REVISION 7
ELECTRICAL
REVISION 7
2-05-15
9 01
ELECTRICAL
Page
Code
2-05-15
10 01
REVISION 7
ELECTRICAL
6 - BATTERY VOLTAGE AND TEMPERATURE INDICATION VOLTAGE: Digits are green and boxes are white during normal battery operation. Digits and boxes are amber when the battery is inadvertently off bus. Ranges from 0 to 40.0 V, with a resolution of 0.1 V. TEMPERATURE: Boxes are white during battery normal operation. Boxes are amber when the battery is off bus. Digits are green when the temperature is below 70C. Ranges from 40C to 150C, with a resolution of 1C. Digits and boxes are red when the temperature is equal to or greater than 70C. NOTE: The red alerts supersede any other condition.
REVISION 7
2-05-15
11 01
ELECTRICAL
Page
Code
2-05-15
12 01
REVISION 7
ELECTRICAL
PANEL
AND
LOAD
The Circuit Breaker Panel is divided in areas associated to electrical system buses. Columns and lines on the circuit breaker panel are identified through an alphabetic (for the lines) and numeric (for the columns) code.
Page
Code
REVISION 7
2-05-20
1 01
ELECTRICAL
Page
Code
2-05-20
2 01
REVISION 7
ELECTRICAL
Page
Code
REVISION 7
2-05-20
3 01
ELECTRICAL
2-05-20
4 01
REVISION 7
ELECTRICAL
REVISION 7
2-05-20
5 01
ELECTRICAL
2-05-20
6 01
REVISION 7
ELECTRICAL
REVISION 7
2-05-20
7 01
ELECTRICAL
Page
Code
2-05-20
8 01
REVISION 7
ELECTRICAL
REVISION 7
2-05-20
9 01
ELECTRICAL
DC BUS 2
ADC 2 POWER/CONTROL AHRS 2 POWER AILERON CONTROL SYSTEM 2 AIR/GND POSITION SYSTEM C AOA 2 SENSOR HEATING AURAL WARNING SYSTEM 2 BAGGAGE SMOKE DETECTOR BRAKES TEMPERATURE INDICATION INBD CABIN RECIRCULATION CLEAR ICE DETECTION SYSTEM - CHANNEL 2 COMPARTMENT LIGHTS COPILOT'S CLOCK CREW SEAT ADJUSTMENT 2 DEFUELING DISPLAY PRCS/CONTROL POWER 2 (IC2) EICAS POWER (DAU 2B) ELECTRICAL FLIGHT IDLE STOP 2 ELECTROMECHANICAL GUST LOCK ELECTRONIC BAY COOLING (RECIRC 1) ELECTRONIC BAY COOLING (EXHAUST 2) ENG 2 FUEL PUMPS 2C ENG 2 THRUST REVERSER COMMAND ENGINE 2 LIP ANTI-ICE ENGINE VIBRATION SENSORS FLAP POWER/COMMAND 2 FUEL FUSELAGE PUMPS AFT/FWD 2A FUEL FUSELAGE PUMPS FWD 2B FUEL TRANSFER 2 GASPER FAN GROUND SPOILER INBD HYDR ELECTRIC PUMP 1 HYDR GEN SYS 1 INDICATION ICE DETECTOR 2 INSPECTION LIGHTS IRS 2 POWER LANDING GEAR DOOR COMMAND LANDING LIGHTS OBSERVER AUDIO (INTPH 3) OVERHEAD PANEL LIGHTING PACK VALVE 2 PASSENGER CABIN LIGHTS 2/3 PITOT 2 HEATING PNEUMATIC HSV 2 RED BEACON LIGHTS ROLL TRIM SYSTEM SENSORS HEATING CONTROL SPOILER INDICATION SPS (SHAKER 2/CHANNEL 2) SPS PUSHER STABILIZER ANTI-ICE SYSTEM STATIC PORT HEATING 2 STEERING SYSTEM TAT 2 SENSOR HEATING WINDSHIELD WIPER SYSTEM 2 WING ANTI-ICE 1 INDICATION
Page
Code
2-05-20
10 01
REVISION 7
ELECTRICAL
SHED DC BUS 1
COCKPIT RECIRCULATION COCKPIT IFE & PC POWER PANEL ENTERTAINMENT CABINET CB PANEL GALLEY OVEN POWER NOSE LANDING LIGHTS MUSIC PC POWER INVERTER PRE RECORD ANNOUNCEMENTS (PRA) READING LIGHTS/ATTENDANT CALL 1 WATER HEATING INVERTER 1 SELCAL SYSTEM
SHED DC BUS 2
AIR COMPRESSOR CABIN RECIRCULATION CONVECTION OVEN FLASHLIGHT GALLEY GALLEY COFFEE MAKER POWER MICROWAVE OVEN READING LIGHTS/ATTENDANT CALL 2/3 TAXI LIGHTS WATER HEATING INVERTER 2 WINDSHIELD HEATING 2
HOT BUS 1
EMERGENCY LOCATOR TRANSMITER (ELT) ENG 1 FIRE EXTINGUISHING (BTL A1) ENG 2 FIRE EXTINGUISHING (BTL A2) FUEL PRESSURE REFUELING 3 FUEL SHUTOFF VALVES 1 HYDRAULIC SHUTOFF VALVE 1
HOT BUS 2
COURTESY/STAIR LIGHTS 1 ENG 1 FIRE EXTINGUISHING (BTL B 1) ENG 2 FIRE EXTINGUISHING (BTL B 2) FUEL SHUTOFF VALVES 2 FUSELAGE FUEL ISOLATION VALVE FUSELAGE FUEL VENT VALVE HYDRAULIC SHUTOFF VALVE 2 MAIN DOOR CONTROL 2
REVISION 7
2-05-20
11 01
ELECTRICAL
BACKUP BUS 1
NONE
ESSENTIAL DC BUS 1
ADC 1 POWER/CONTROL AHRS 1 POWER AIR/GND POSITION SYSTEM B APU BLEED AURAL WARNING SYSTEM 1 COCKPIT DOME LIGHTS DISPLAY PRCS/CONTROL POWER 1 (IC 1) EICAS DISPLAY POWER EICAS POWER (DAU 1A) ENG 1 FIRE DETECTION 1 ENG 1 FUEL PUMPS 1A ENG 2 FUEL PUMPS 2B ENGINE 1 FADEC A POWER ENGINE 2 FADEC A POWER ENGINE 1 STARTING ENGINES N2 SIGNALS 1A ENGINES N2 SIGNALS 2A FDR MANAGEMENT FUEL QUANTITY INDICATION 1 LANDING GEAR CONTROL (DOWN OVRD) LANDING GEAR NOSE INDICATION 1 IRS POWER 1 PASSENGER OXYGEN SYSTEM 1 PILOT/COPILOT AUDIO SYSTEM (INTPH 1) PILOT'S CLOCK PILOT'S PANEL LIGHTING PNEUMATIC 1 (EBV 1) RAM AIR DISTRIBUTION RMU 1 POWER/CONTROL RUDDER CONTROL SYSTEM 2 SPS (SHAKER 1/CHANNEL 1) VHF SYSTEM 1
ESSENTIAL DC BUS 2
AIR/GND POSITION SYSTEM D APU CONTROL APU FIRE DETECTION APU FIRE EXTINGUISHING APU FUEL FEED COPILOT'S PANEL LIGHTING CROSSBLEED EICAS POWER (DAU 2A) EMERGENCY LIGHTING CONTROL ENG 2 FIRE DETECTION 2 ENG 1 FUEL PUMPS 1B ENG 2 FUEL PUMPS 2A ENGINE 1 FADEC B POWER ENGINE 2 ANTI-ICE INDICATION ENGINE 2 FADEC B POWER ENGINE 2 STARTING ENGINES N2 SIGNALS 1B ENGINES N2 SIGNALS 2B FUEL CROSSFEED FUEL QUANTITY INDICATION 2 ISIS (AIRPLANES S/N 484, 495, 528, 540, 555) LANDING GEAR BRAKES INBOARD LANDING GEAR CONTROL LANDING GEAR NOSE INDICATION 2 PASSENGER OXYGEN SYSTEM 2 PEDESTAL PANEL LIGHTING PILOT/COPILOT AUDIO SYSTEM (INTPH 2) PITCH TRIM 2 PITOT HEATING 3 PNEUMATIC 2 (EBV 2) PUBLIC ADRESS RMU 2 POWER/CONTROL RUDDER CONTROL SYSTEM 1 STANDBY ALTIMETER STANDBY ATTITUDE INDICATOR VOICE RECORDER WING ANTI-ICE INDICATION 2
Page
Code
2-05-20
12 01
REVISION 7
Page
Code
REVISION 6
2-02-00
1 01
Access Doors and Hatches ................................................ 2-02-50.. 01 Baggage Door................................................................. 2-02-50.. 04 Compartment Hatches.................................................... 2-02-50.. 06 Refueling Panel Access Door ......................................... 2-02-50.. 07 Lavatory/Baggage Compartment Access Door .............. 2-02-50.. 07 Emergency Exit Hatches ................................................ 2-02-50.. 08 Doors and Hatches Indication on MFD........................... 2-02-50.. 08 Forward Lavatory Doors ................................................. 2-02-50.. 10 AFT Lavatory..................................................................... 2-02-55.. 01 Vanity Assembly ............................................................. 2-02-55.. 04 Toilet Section Components............................................. 2-02-55.. 04 Lavatory Electrical Installation ........................................ 2-02-55.. 06 Controls and Indicators................................................... 2-02-55.. 08 Forward Lavatory................................................................ 2-02-57.. 01 Toilet Section Components............................................. 2-02-57.. 04 Lavatory Electrical Installation ........................................ 2-02-57.. 06 Controls and Indicators................................................... 2-02-57.. 06 Pilot and Passenger Convenience Items ........................... 2-02-60.. 01 PC Power System .............................................................. 2-02-65.. 01 Ground Fault Circuit Interrupter ...................................... 2-02-65.. 02 Controls and Indicators................................................... 2-02-65.. 03 In-Flight Entertainment System .......................................... 2-02-70.. 01 Main Components........................................................... 2-02-70.. 02 Controls and Indicators................................................... 2-02-70.. 04 SATCOM System ............................................................... 2-02-75.. 01 Telephone System (Optional)............................................. 2-02-80.. 01
Page
Code
2-02-00
2 01
REVISION 4
COCKPIT
PILOT SEATS
The pilot seats are fixed to slide rails which permit fore and aft adjustments. When the seats are in their aft most position, a lateral movement is also available, in order to facilitate crew access to the seat. The seats are fitted with adjustable armrest, seat backs, thigh support and lumbar position, and can also be adjusted for height. Backrest inclination, thigh support and lumbar positions are hydromechanically adjusted. The armrest adjustment, and seat fore, aft and lateral adjustments are made mechanically. The pilot and copilot seats are identical, except for the symmetrical arrangement of the controls. Controls on the pilots seat are on the opposite side from those on the copilots seat. A switch installed in the seat allows height adjustment, which is performed by an electrical actuator. In case of electrical actuator malfunction height adjustment may also be accomplished manually by attaching a crank to the actuator and rotating it. Extension or retraction of the actuator rod connected to the seat structure permits vertical displacement. The crew seat belts consist of five straps. The left (for the pilot seat) and right (for the copilot seat) lap belt straps are permanently fixed to a rotary buckle, provided with quick-release latch locks that are operated by turning the existing rotary device on the buckle face. The two upper straps are connected to an inertia reel attached to the seat backrest, which allows the pilot to bend forward in normal, slow movements. Abrupt movements or high acceleration locks the upper straps, preventing the pilot from impacting against the instrument panel. The inertia reel can be mechanically locked through a lever installed on the seat.
Page
Code
2-02-05
1 01
normal
belt
8 - HEIGHT ADJUSTMENT LEVER BACK-UP When attached to the height adjustment actuator and rotated, it causes the seat to raise or to lower.
Page
Code
2-02-05
2 01
Page
Code
2-02-05
3 01
Page
Code
2-02-05
4 01
PEDAL ADJUSTMENT
Toggle switches installed on the pilot and copilots panels allows rudder pedals adjustment, which is performed by electric actuators. Setting the switch up or down signals the actuator to move the pedals fore or aft, to assure the pilots comfort and a full rudder throw from the adjusted seat position.
Page
Code
2-02-05
5 01
OBSERVER SEAT
The observer seat is installed behind the co-pilot seat. When in use, it lies in front of the cockpit door, and when not in use, it folds up and rotates away from the door area, stowing against the right side of the cockpit partition. The cockpit door can be opened or closed either with the observer seat in use or stowed.
OBSERVER SEAT
Page Code
2-02-05
6 01
OBSERVER SEAT
Page
Code
2-02-05
7 01
Page
Code
2-02-05
8 01
Page
Code
2-02-10
1 01
Page
Code
2-02-10
2 01
GALLEY
A full height forward galley, matching the cabins contours, provides a central location to perform food and beverage preparation. The galley is installed in the forward section of the passenger cabin area and includes as standard items an oven, a microwave oven, coffee maker, trash container (13 gal / 49.2 liters volume) drawer with fire extinguisher, control panels for the water system, emergency lights, oven and galley, pop-out auxiliary work surface, paper towel roll holder, cutting boards, storage provisions for utensils and napkins, flatware storage, ice compartment drawers, glassware storage, crystal and chinaware storage and carrier, seasoning and spices storage, sink with hot water, bottle and can storage, juice can storage, liquor decanters or miniature storage, work table, work light, electrical circuit breakers panels, miscellaneous storage and in line water heaters and filters. The forward galley is composed of an aft cabinet assembly, an upper cabinet assembly, a lower cabinet assembly, and a close-out panel assembly. The cabinet structures are made of lightweight honeycomb panel and its exterior is covered with a decorative finish. The forward galley provides an area to house two oxygen cylinders for passenger main oxygen supply. The forward galley assembly is provided with an electrical installation, a plumbing installation, an electrical hot water heater and heated overboard drain system. The electrical installation is provided with a galley control module and electrical installation hardware. The galley control module controls the galley lights, valance lights, wash lights and passenger cabin temperature control. The plumbing installation allows drainage of liquids from the countertop. The waste compartment is provided for the stowage of food waste. The waste compartment comprises a trash container with trash bag and fire extinguisher. There is a water system that stores and supplies drinking water for use by cabin occupants and crew members, and both to the galley and lavatory washbasins. A pullout table assembly is also provided to give extra room for food and beverage preparation.
Page
Code
REVISION 6
2-02-15
1 01
Page
Code
2-02-15
2 01
REVISION 4
FORWARD GALLEY (FOR AIRPLANES UP TO S/N 685 (INCLUSIVE)) MAIN COMPONENTS LOCATION
Page Code
REVISION 4
2-02-15
3 01
FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES. The following list presents the main components on the forward galley, and the figure provided on the next page shows the location of these components. 1 - CRYSTAL STORAGE COMPARTMENTS 2 - MISCELLANEOUS STORAGE COMPARTMENTS 3 - EMERGENCY LIGHTS CONTROL PANEL 4 - WATER WASTE DRAIN LINES HEATER TEST CONTROL PANEL 5 - GALLEY CONTROL PANEL 6 - DRINK BOTTLES AND SEASONING STORAGE COMPARTMENTS 7 - COFFEE MAKER 8 - FLATWARE STORAGE COMPARTMENT 9 - CLEAN ICE DRAWER 10 - LONG NECK STORAGE COMPARTMENT 11 - WASTE COMPARTMENT 12 - SODA STORAGE COMPARTMENTS 13 - MISCELLANEOUS STORAGE COMPARTMENTS 14 - CHINAWARE STORAGE COMPARTMENTS 15 - WINE STORAGE COMPARTMENT 16 - ELECTRIC OVEN 17 - MICROWAVE OVEN 18 - CRYSTAL STORAGE COMPARTMENT 19 - FOOD TRAYS STORAGE COMPARTMENT 20 - MISCELLANEOUS STORAGE COMPARTMENTS 21 - OXYGEN CYLINDER 22 - FAUCET ASSEMBLY 23 - MUG STORAGE COMPARTMENT 24 - ROLL-UP DOOR 25 - OVEN CONTROL PANEL
Page
Code
2-02-15
4 01
REVISION 4
FORWARD GALLEY (FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES) MAIN COMPONENTS LOCATION
Page Code
REVISION 4
2-02-15
5 01
The location of these components is presented in the figure on the next page.
Page
Code
2-02-15
6 01
REVISION 4
REVISION 4
2-02-15
7 01
GALLEY COMPONENTS
MICROWAVE OVEN Microwave cooking time is set by the controls on the front of the unit. It controls the oven operation and provides an audible signal when the cooking cycle is complete. The microwave oven door operates a safety interlock switch, which disables the cooking cycle while the door is open or left ajar. There is an additional toggle-type latch installed at the top of the door to further ensure that the door will remain closed during the cooking cycle. The microwave oven is equipped with a pressure switch that cuts off the microwave oven power supply when the passenger cabin pressure exceeds 10000 ft. The microwave oven power supply will be restored when the pressure falls below 9000 ft. The solid state timer of the oven is not affected by momentary power interruptions. ELECTRIC OVEN The electric oven has a temperature range from 150F to 450F (65.5C to 232.2C) with overheat protection. A fan circulates air inside the oven for even heat distribution of 10F ( 12.2C). An external oven controller controls the electric oven. COFFEE MAKER The coffee maker uses standard coffee filters and regular or drip grind coffee. The brewer basket is locked into the coffee maker and can be removed by lifting up its respective release button. The thermal carafe is locked into the coffee maker and can be removed by pressing its respective release button. The coffee maker has automatic fill and is designed for operation with pressurized water systems. Hot and cold water can be dispensed through a spigot on the coffee maker. The coffee maker has redundant overheat protection. The water supply must be turned off and the brewer drain valve on the right hand side in the rear of the carafe must be open. Super fine grinds such as express can cause the carafe to overfill. When electrical power is available, a POWER ON red light indicator will glow. The BREW button is used to start heating the water. The flashing green light indicates that the water has not reached the proper
Page
Code
2-02-15
8 01
REVISION 4
temperature. The green HOT WATER light will glow to indicate that the water has reached the proper temperature and the brew process will begin. The entire brewing cycles takes approximately 6 minutes. The green BREW light turns off to indicate that the brewing process is completed. Press and hold the HOT WATER button. The hot water will come out of the spigot. Press and hold the COLD WATER button. The cold water will come out of the spigot. WATER HEATER The water heater comes on automatically when 28 V DC is applied by the water heater circuit breaker (located in the entertainment cabinet circuit breaker panel) closed. The heater maximum temperature is preselected to 115F (46.1C). It has a capacity of 1.4 liters. The water heater can not provide continuous hot water supply. Its recovery time is approximately 15 minutes. The water heater is protected against overtemperature by an overtemperature switch with manual reset and against overpressure by an overpressure switch. OVEN CONTROLLER The oven controller time allows for one hour of cooking time. A red light will come on to indicate that the oven is on (POWER ON). An amber light will come on to indicate that the heaters are on. The amber light will start flashing when the oven reaches the selected temperature. GALLEY CONTROL PANEL The galley control panel houses switches that control area for the passenger cabin temperature control switches, galley work light switch, forward upwash lights switch, aft upwash lights switch, lavatory call indicator switch, credenza lights switch, galley accent lights switch, galley area lights switch, forward downwash lights switch and aft downwash lights switch.
Page
Code
REVISION 4
2-02-15
9 01
GALLEY LIGHTING
Galley lighting consists of a work light installed above the sink area, two accent lights installed in the glass storage rack compartment and three area lights installed in the ceiling above the galley for aisle illumination in front of the galley. The figure on the next page presents the location of galley lighting components.
Page
Code
2-02-15
10 01
REVISION 4
GALLEY LIGHTS
Page
Code
REVISION 4
2-02-15
11 01
WATER
The water subsystem includes components and equipment to store and supply drinking water for cabin occupants and crewmembers. It stores water in a pressurized tank and supplies this water to the washbasins in the lavatory and forward galley. In some airplanes the water is stored in two tanks: one in the forward galley and the other in the lavatory. If the airplane is equipped with a forward lavatory, there is another water tank for the washbasin.
Page
Code
2-02-15
12 01
REVISION 6
Page
Code
REVISION 4
2-02-15
13 01
WATER CONTROL PANEL The water control panel is composed of the following items: 1 - TANK WATER LEVEL INDICATOR Indicates existing water level inside the storage tank. 2 - COMPRESSOR RESET SWITCH The air compressor will remain off until the tank pressure drops down to or below 20 5 psig (the overpressure switch closes) and the compressor resetting button is pressed. 3 - PUSH TO TEST BUTTON Verifies if the indications in the water system control panel illuminate. 4 - TANK OVER PRESSURE INDICATOR Provides indication of the tank overpressure condition. If the tank pressure rises to 48 2 psig, the tank overpressure switch opens and removes power from the air compressor.
Page
Code
2-02-15
14 01
REVISION 6
GALLEY, WATER AND EMERGENCY LIGHTS CONTROL PANELS (FOR AIRPLANES UP TO S/N 685 (INCLUSIVE))
Page
Code
REVISION 6
2-02-15
15 01
Page
Code
2-02-15
16 01
REVISION 4
The water control panel is composed of the following items: 5 - WATER TANK LEVEL INDICATOR Indicates the existing water level inside the water storage tank. 6 - GALLEY WORK LIGHTS Turns the galley work lights on/off. 7 - GALLEY AREA LIGHTS Turns the galley area lights on/off. 8 - FWD UPWASH LIGHTS Selects the forward upwash lights bright/dimmed (DIM)/off. 9 - AFT UPWASH LIGHTS Selects the aft upwash lights bright/dimmed (DIM)/off. 10 - AFT DNWASH LIGHTS Selects the aft downwash lights bright/dimmed (DIM)/off. 11 - FWD DNWASH LIGHTS Selects the forward downwash lights bright/dimmed (DIM)/off. 12 - LAV WATER ON/OFF Selects the check carried out by the water system control unit in the lavatory tank. 13 - GALLEY WATER ON/OFF Selects the check carried out by the water system control unit in the galley tank. 14 - LAV WATER LEVEL Selects the water level indication of the lavatory tank. 15 - GALLEY WATER LEVEL Selects the water level indication of the galley tank. 16 - ATTNDNT CALL Clears the attendant call indication.
Page
Code
REVISION 6
2-02-15
17 01
EMERGENCY LIGHTS CONTROL PANEL The emergency lights control panel is composed of the following item: 17 - EMERGENCY LIGHTS SWITCH When alternately pressed, turns ON or OFF the emergency lights. Amber: Indicates that the emergency lights are in normal flight position. Green: Indicates that the emergency lights are turned on.
Page
Code
2-02-15
18 01
REVISION 4
GALLEY, DRAIN HEATER AND EMERGENCY LIGHTS CONTROL PANELS (FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES)
Page Code
REVISION 4
2-02-15
19 01
Page
Code
2-02-15
20 01
REVISION 4
PASSENGER SEATS
Passenger seats have a single control lever for base tracking, hidden headrests, color coordinated seat belts webbing, upholstered in leather per customer specification, thigh rest, lumbar support adjustment, armrests, leg and footrest. Each Executive Single Seat has forward, aft, swivel and lateral movement, limited recline control on inside of inboard arm, footrest, life vest storage in each seat base compartment and escape lighting. The two forward single seats facing the forward bulkhead have berthing capability. The Executive Divan (3 place) has three color coordinated seat belts, berthing capabilities, one color coordinated sleeper belt, storage for life vests and passengers rafts included. Each Single or Double Executive Seat (except the inboard club seats when mentioned below) has a control unit in the sideledge which allows the management of the reading/table lights (except the inboard club seats) and have an integrated In-Flight Entertainment System management, also in the sideledge, consisting of a headphone jack with the volume control (all seats), audio (all seats) and video source selection (except the inboard club seats). Each seat has a 6.5 plug-in type LCD monitor, except the inboard club seats and the divan, that can display the three standard video sources (video cassette player, DVD/CD player and Airshow 400). All seats have the capability to switch between all video/audio sources listed above except the inboard club seats. The audio amplifiers supply the audio to eight (8) speakers located above the tables throughout the cabin. Two subwoofers are installed within the cabin. Each seat has the ability to select the audio sources and control the volume for their associated headphone jack. There are two VIP seats in the passenger cabin. The forward VIP seat is the left single seat facing the forward bulkhead. The aft VIP seat (optional) is the left single seat facing the lavatory bulkhead. The forward VIP seat has the additional capability to control the audio source and volume for the forward cabin, overhead speaker system. Similarly, the aft VIP seat has the capability to control the audio source and volume for the aft cabin, overhead speaker system. The forward seat on the right side, facing the forward bulkhead, and aside to the VIP seat, is also provided with a SVGA port to display Microsoft PowerPoint presentations on the optional forward 15.1
Page Code
2-02-20
1 01
bulkhead monitor located on the also optional closet placed in the left side of the aircraft. Also, a serial printer port connection, located in the forward seat on the right side, facing the forward bulkhead, allows data to be transferred to an optional serial printer/fax in the credenza. An air-to-ground telephone system is installed with two handsets. One handset is located at the forward VIP seat and another at the midsection seating group, in the conference table.
Page
Code
2-02-20
2 01
PASSENGER SEATS
Page
Code
2-02-20
3 01
Page
Code
2-02-20
4 01
2-02-20
5 01
SINGLE EXECUTIVE SEATS AND DOUBLE EXECUTIVE SEATS SIDELEDGE PASSENGER CONTROL PANEL
Page Code
2-02-20
6 01
AIRPLANE OPERATIONS MANUAL VIP CONTROL PANELS FORWARD VIP CONTROL PANEL
The forward VIP control panel is located in the left-hand side panel near the forward VIP seat. There is a headset jack and volume/temperature UP and DOWN control buttons. The audio will correspond to the chosen video selection, however, it can be selected separately from the video. This panel has the ability to control the following items: 1 - FORWARD UPWASH LIGHTS The forward cabin upwash lights can be turned ON or OFF by pressing the FWD UPWASH LIGHTS ON/OFF switch (green = ON, amber = OFF). 2 - AFT UPWASH LIGHTS The aft cabin upwash lights can be turned ON or OFF by pressing the AFT UPWASH LIGHTS ON/OFF switch (green = ON, amber = OFF). 3 - READING LIGHT The reading light can be turned ON or OFF by pressing the READ LIGHT ON/OFF switch (green = ON, amber = OFF). 4 - CABIN MONITOR ON/OFF Pressing the CABIN MONITOR ON/OFF button can turn ON or OFF the forward 15 LCD monitor (green = ON, amber = OFF). 5 - CABIN VIDEO SELECTION The CABIN VIDEO SELECT button can be used to select VCR, DVD1 or DVD2, which will be displayed on the LED display. The VCR/DVD video will appear clear and sharp on the individual 6.5 monitor installed at the seat location. 6 - SPEAKER AUDIO SELECTION Using the SPEAKER AUDIO SELECT switch, change the audio until the VCR, DVD1 or DVD2 audio can be heard from the forward cabin speakers. The audio source selected will be displayed on the LED display. 7 - SPEAKER ON/OFF Pressing the SPEAKER ON/OFF button can turn the forward cabin speakers ON or OFF (green = ON, amber = OFF).
Page Code
2-02-20
7 01
8 - HEADSET AUDIO SELECTION Using the HEADSET AUDIO SELECT switch, change the audio until the VCR, DVD1 or DVD2 audio can be heard from headset. The audio source selected will be displayed on the LED display. 9 - PERSONAL VIDEO SELECTION The PERSONAL VIDEO SELECT button can be used to select VCR, DVD1 or DVD2, which will be displayed on the LED display. The VCR/DVD video will appear clear and sharp on the individual 6.5 monitor installed at the seat location. 10 - CABIN TEMPERATURE CONTROLLER Pressing the CABIN TEMP CONTROL button presents the approximate cabin temperature (F). With the UP and DOWN buttons cabin temperature can be adjusted. 11 - TABLE LIGHT The table light can be turned ON or OFF by pressing the TABLE LIGHT ON/OFF switch (green = ON, amber = OFF). 12 - AFT DOWNWASH LIGHTS The aft cabin downwash lights can be turned ON or OFF by pressing the AFT DNWASH LIGHTS ON/OFF switch (green = ON, amber = OFF). 13 - FORWARD DOWNWASH LIGHTS The forward cabin downwash lights can be turned ON or OFF by pressing the FWD DNWASH LIGHTS ON/OFF switch (green = ON, amber = OFF).
Page
Code
2-02-20
8 01
Page
Code
2-02-20
9 01
AFT VIP CONTROL PANEL (OPTIONAL) The aft VIP control panel is located in the left-hand side panel near the aft VIP seat (optional). There is a headset jack and volume/temperature UP and DOWN control buttons. The audio will correspond to the chosen video selection, however, it can be selected separately from the video. This panel has the ability to control the following items: 1 - FORWARD UPWASH LIGHTS The forward cabin upwash lights can be turned ON or OFF by pressing the FWD UPWASH LIGHTS ON/OFF switch (green = ON, amber = OFF). 2 - AFT UPWASH LIGHTS The aft cabin upwash lights can be turned ON or OFF by pressing the AFT UPWASH LIGHTS ON/OFF switch (green = ON, amber = OFF). 3 - READING LIGHT The reading light can be turned ON or OFF by pressing the READ LIGHT ON/OFF switch (green = ON, amber = OFF). 4 - SPEAKER AUDIO SELECTION Using the SPEAKER AUDIO SELECT switch, change the audio until the VCR, DVD1 or DVD2 audio can be heard from the forward cabin speakers. The audio source selected will be displayed on the LED display. 5 - SPEAKER ON/OFF Pressing the SPEAKER ON/OFF button can turn the forward cabin speakers ON or OFF (green = ON, amber = OFF). 6 - HEADSET AUDIO SELECTION Using the HEADSET AUDIO SELECT switch, change the audio until the VCR, DVD1 or DVD2 audio can be heard from headset. The audio source selected will be displayed on the LED display. 7 - PERSONAL VIDEO SELECTION The PERSONAL VIDEO SELECT button can be used to select VCR, DVD1 or DVD2, which will be displayed on the LED display. The VCR/DVD video will appear clear and sharp on the individual 6.5 monitor installed at the seat location.
Page
Code
2-02-20
10 01
8 - CABIN TEMPERATURE CONTROLLER Pressing the CABIN TEMP CONTROL button presents the approximate cabin temperature (F). With the UP and DOWN buttons cabin temperature can be adjusted. 9 - TABLE LIGHT The table light can be turned ON or OFF by pressing the TABLE LIGHT ON/OFF switch (green = ON, amber = OFF). 10 - AFT DOWNWASH LIGHTS The aft cabin downwash lights can be turned ON or OFF by pressing the AFT DNWASH LIGHTS ON/OFF switch (green = ON, amber = OFF). 11 - FORWARD DOWNWASH LIGHTS The forward cabin downwash lights can be turned ON or OFF by pressing the FWD DNWASH LIGHTS ON/OFF switch (green = ON, amber = OFF).
Page
Code
2-02-20
11 01
Page
Code
2-02-20
12 01
ESCUTCHEONS
The escutcheons are provided to support the gasper air outlets, the oxygen box assemblies, the speakers and the reading lights. There are two types of escutcheons. The first assembly comprises two reading lights, a speaker, and a speaker grill, while the second one comprises an oxygen box assembly installed in the middle of the escutcheon, a reading light, and a gasper air outlet. In the left-hand and right-hand escutcheons assemblies, the reading light and the gasper air outlet are positioned to establish symmetry between both sides of the aircraft. The escutcheons are installed in the left-hand and right-hand valance panels in sets of three units each, one first escutcheon type between two second escutcheon type, above the seats of conference table and executive tables, the executive divan seat, and the credenza, for passengers comfort. A second escutcheon type is installed in the lavatory valance panel. The escutcheons provide the following services: 1 - READING LIGHTS. 2 - AIR GASPER. 3 - OXYGEN MASKS DISPENSING. 4 - LOUDSPEAKER FOR INTERNAL COMMUNICATION.
Page
Code
2-02-25
1 01
Page
Code
2-02-25
2 01
Page
Code
2-02-25
3 01
Page
Code
2-02-25
4 01
CLOSETS
The LH (left-hand) forward closet, LH and RH (right-hand) closets, entertainment cabinet and credenza are used for stowage of passenger garments, miscellaneous items, life rafts, pillows, blankets, magazines, plug-in monitors and as a storage area for emergency equipment, umbrella, entertainment equipment and 110 V AC outlets. The LH forward closet, LH and RH closets, entertainment cabinet and credenza are made of lightweight honeycomb panels and the exterior is covered with a decorative finish and laminate. The LH forward closet is located in the forward section of the passenger cabin area. The LH and RH closets are located in the forward section, next to the pocket door. The entertainment cabinet is located in the forward section in front of the galley. The credenza is located in the mid-section of the passenger cabin area.
Page
Code
REVISION 4
2-02-30
1 01
COMPONENTS
LH FORWARD CLOSET The LH forward closet is composed of two hinged door assemblies, coat rod, life raft storage, and umbrella storage. The LH forward closet can storage a total of six umbrellas shelves. The interior of LH forward closet is accessed by means of two hinged door assemblies. The doors are held closed with latches. The 15 inch LCD monitor and the MHR infrared control system may be installed at the LH forward closet depending on the interior configuration. The figure on the next page presents the LH forward closet components location.
Page
Code
2-02-30
2 01
REVISION 4
Page
Code
ORIGINAL
2-02-30
3 01
LH AND RH CLOSETS The LH and RH closets have a hinged door assembly and a coat rod. The door is held closed with a latch. These closets offer room for coats and miscellaneous storage. The LH closet contains a 15 inch LCD monitor, and the MHR infrared control system. The RH closet is comprised of optional drawers, floor level warm outlets and ECS/decompression airflow outlets. The figure on the next page presents the LH and RH closet components location. NOTE: The LH and RH closets are only available for some passenger cabin layouts.
Page
Code
2-02-30
4 01
REVISION 4
ORIGINAL
2-02-30
5 01
CREDENZA The credenza has a magazine rack assembly and according to the interior arrangement there are three or four hinged door assemblies and eight or ten drawer assemblies installed. The doors and drawers are held closed with latches. The credenza includes escape path light, room for soft storage (pillows and blankets), miscellaneous items, extra china and flatware storage, printer/fax machine, magazine, headphone, and life raft storage. It also possesses space provisions for a 10.4 inch pop-up LCD monitor, 110 V AC outlet for printer/fax machine, floor level warm air outlets and ECS/decompression airflow outlets. The figures on the following pages present the credenzas components location.
Page
Code
2-02-30
6 01
REVISION 4
CREDENZA - COMPONENT LOCATIONS (WITH THREE HINGED DOORS AND EIGHT DRAWER ASSEMBLIES)
Page Code
2-02-30
7 01
CREDENZA - COMPONENT LOCATIONS (WITH FOUR HINGED DOORS AND TEN DRAWER ASSEMBLIES)
Page Code
2-02-30
8 01
Page
Code
REVISION 1
2-02-30
9 01
ENTERTAINMENT CABINET FOR AIRPLANES UP TO S/N 685 (INCLUSIVE). The entertainment equipment rack, installed in the forward section of the passenger cabin area, has two storage compartments for emergency equipment, a vented storage compartment for AC-power static inverters and laptop controller interface, entertainment circuit breakers panel compartment, systems compartments, two DVD players, a video player, Airshow Genesys, SATCOM, clear ice, an entrance control panel, entertainment control panel, a media storage rack, protective breathing equipment (PBE), aisle lights and an area of ECS/decompression air outflow. Three hinged-door assemblies and a removable panel give access to its interior. The doors are held closed with latches. The following list presents the main components on the entertainment cabinet, and the figure provided on the next page shows the location of these components. 1 - MEDIA STORAGE RACK 2 - MASTER ENTERTAINMENT CONTROL PANEL 3 - ENTRANCE CONTROL PANEL 4 - MULTI-REGION DIGITAL VIDEO DISK PLAYER 5 - HANDSET 6 - MULTI-STANDARD VIDEO CASSETTE RECORDER 7 - FIRE EXTINGUISHER 8 - CLEAR ICE PROCESSOR 9 - AUDIO AMPLIFIER 10 - TEMPERATURE CONTROLLER 11 - MH PROGRAMMMING INTERFACE 12 - PAX AC STATIC INVERTER 13 - MH INTERFACE 14 - PBE/SMOKE HOOK 15 - PORTABLE OXYGEN CYLINDER 16 - CRASH AXE WITH LEATHER POUCH 17 - FIRST AID KIT 18 - FLASHLIGHT 19 - ENTERTAINMENT CABINET CIRCUIT BREAKER PANEL 20 - MH CABIN CONTROLLER 21 - SATCOM 22 - AIRSHOW DIGITAL INTERFACE UNIT 23 - MH ENTERTAINMENT CONTROL PANEL
Page Code
2-02-30
10 01
REVISION 4
Page
Code
REVISION 4
2-02-30
11 01
FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES. The entertainment equipment rack has a storage compartment for emergency equipment, a vented storage compartment for AC static power inverter, a laptop controller interface, an entertainment circuit breakers panel compartment, system compartments, two DVD players, video player, airshow genesys, SATCOM, an entrance control panel, an entertainment control panel, a media storage rack, a PBE, and a curtain storage compartment. Three hinged-door assemblies and a removable panel give access to its interior. The doors are held closed with latches. The entertainment equipment rack is installed in the forward section of the passenger cabin area. The following list presents the main components on the entertainment cabinet, and the figure provided on the next page shows the location of these components. 1 - MASTER ENTERTAINMENT CONTROL PANEL 2 - CD STORAGE RACK 3 - VIDEO STORAGE RACK 4 - ENTRANCE CONTROL PANEL 5 - FIRE EXTINGUISHER 6 - PROTECTIVE BREATHING EQUIPMENT 7 - PORTABLE OXYGEN CYLINDER AND MASK ASSY 8 - MEDICAL KIT 9 - DIGITAL VIDEO DISK PLAYER 10 - VIDEO CASSETE PLAYER 11 - CIRCUIT BREAKERS PANEL 12 - AUDIO AMPLIFIER 1 13 - COOLING FAN 14 - MH ENTERTAINMENT CONTROLLER 15 - SATELLITE DATA UNIT 16 - AIRSHOW DIGITAL INTERFACE UNIT 17 - AUDIO AMPLIFIER 2 18 - MH CABIN CONTROLLER 19 - MHP LAPTOP CONTROLLER 20 - MH INTERFACE CABIN MANAGEMENT 21 - MHR IRS 22 - TEMPERATURE CONTROLLER 23 - AC STATIC POWER INVERTER
Page
Code
2-02-30
12 01
REVISION 4
ENTERTAINMENT CABINET - COMPONENT LOCATIONS (AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES)
Page Code
REVISION 4
2-02-30
13 01
Page
Code
2-02-30
14 01
REVISION 4
REVISION 4
2-02-30
15 01
ENTRANCE CONTROL PANEL (AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES) The entrance control panel controls the main door and entry lights.The airstair lights on/off push-button switch controls the stair lights; the step light on/off push-button switch controls the step light; and the area light on/off push-button switch controls the door area light. The airstair door close push-button switch controls the main door to close and the door blocked push-button switch commands the main door to block. 1 - AIRSTAIR DOOR CLOSE Controls the main door to close. 2 - DOOR BLOCKED Controls the main door to block. 3 - AIRSTAIR LIGHTS ON/OFF Controls the stair lights on/off. 4 - STEP LIGHT ON/OFF Controls the step light on/off. 5 - AREA LIGHT ON/OFF Controls the door area light on/off.
Page
Code
2-02-30
16 01
REVISION 4
AIRPLANE OPERATIONS MANUAL MASTER ENTERTAINMENT CONTROL PANEL 6 - DISPLAY Monitors source selection 7 - SPEAKER SELECTION INDICATION Indicates if the speaker is selected. 8 - FORWARD VIDEO SELECTION INDICATION Indicates if the forward video is selected. 9 - AFT VIDEO SELECTION INDICATION Indicates if the aft video is selected. 10 - TEMPERATURE Displayed in degrees Fahrenheit.
11 - MAP DISPLAY MODE; (MAP, AUTO, LOGO, INFO) Selects the map modes of the Airshow. 12 - AFT LCD ON/OFF SWITCH When alternately pressed, turns ON or OFF the aft LCD. 13 - FORWARD LCD ON/OFF SWITCH When alternately pressed, turns ON or OFF the forward LCD. 14 - SPEAKER ON/OFF SWITCH When alternately pressed, turns ON or OFF the speaker. 15 - VOLUME UP KEY Increases the volume on the audio speakers. 16 - VOLUME DOWN KEY Decreases the volume on the audio speakers.
Page
Code
REVISION 4
2-02-30
17 01
Page
Code
2-02-30
18 01
REVISION 4
ENTRANCE/MASTER ENTERTAINMENT CONTROL PANEL (AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES)
Page Code
REVISION 4
2-02-30
19 01
Page
Code
2-02-30
20 01
REVISION 4
PARTITIONS
The partitions are used to separate the cockpit from the passenger cabin area, the forward galley area from forward passenger compartment, the forward passenger compartment from the aft passenger compartment, the lavatory from the passenger cabin area, and the lavatory from the baggage compartment. The EMB-135BJ is equipped with the following partitions: Cockpit/passenger cabin partition, which separates the cockpit from the passenger cabin area with controllable access door between the two areas; the pocket door partition, which separates the forward galley area from forward passenger compartment and contains a sliding pocket door; the cabin partitions, which separates the forward passenger compartment from the aft passenger compartment; the toilet partition, which separates the lavatory from the passenger cabin area and incorporates a swing door; and the lavatory/baggage compartment partition, which separates the lavatory from the baggage compartment, and is also provided with a swing door that permits passage from one area to another. The following figure shows the location of the partitions.
Page
Code
REVISION 4
2-02-35
1 01
Page
Code
2-02-35
2 01
ORIGINAL
PARTITIONS LOCATION
Page
Code
ORIGINAL
2-02-35
3 01
COMPONENTS
COCKPIT/PASSENGER CABIN PARTITION The cockpit/passenger cabin partition possesses a cockpit door, LH and RH partitions. The cockpit door assembly is composed of a blowout panel assembly and a door assembly. The door assembly contains a locking latch assembly and a viewer. Two strap assemblies keep the blowout panel assembly attached to the door in the event of a significant pressure increase or decrease in the aircraft. The peephole allows the cockpit occupants to see through the door assembly. The locking latch assembly engages a striker on the LH partition to secure the door when it is closed. The cockpit/passenger cabin LH partition contains a striker and an electrical installation. The electrical installation possesses a harness assembly. The cockpit/passenger cabin RH partition is provided with an access panel assembly that gives access to the relay box. One blue light can be provided above the cockpit door to advise when the cockpit is to be shut out. This light is commanded through the STERILE light switch located at the overhead panel. The figure on the next page presents the location of the cockpit/passenger cabin partition components.
Page
Code
2-02-35
4 01
REVISION 4
ORIGINAL
2-02-35
5 01
POCKET DOOR PARTITION The pocket door partition is a decorative lightweight panel assembly installed with fasteners to the forward galley. The function of the pocket door is to reduct noise level and to provide privacy to the passenger cabin area. There are two types of pocket door partitions, which are the single and dual sliding pocket door. Both pocket doors open by a lateral sliding movement and have a locking mechanism to lock the door in the open position for takeoffs and landings. The figures on the next pages present the two types of pocket doors and their partition components.
Page
Code
2-02-35
6 01
REVISION 7
REVISION 7
2-02-35
7 01
Page
Code
2-02-35
8 01
REVISION 7
REVISION 7
2-02-35
8A 01
CABIN PARTITION The cabin partition has a LH partition, a RH upper partition, and a RH lower partition made of decorative honeycomb panels. They are also lined with a gloss and veener coat that gives this partition a decorative finish. The panels are tapered at the top to provide an open appearance. The LH partition is provided with EMERGENCY EXIT, NO SMOKING, and FASTEN SEATS BELTS signs on both sides. The RH partition is removable. The figure on the next page presents the location of cabin partition components.
Page
Code
2-02-35
8B 01
REVISION 7
Page
Code
ORIGINAL
2-02-35
9 01
TOILET PARTITION The toilet partition has a LH partition, a RH partition, and a swing door made of decorative honeycomb panels installed at the rear of the passenger cabin area. The toilet partition is lined with a gloss and veener coat. The doorknobs and latch are gold plated. The double swing door is a two-way operable door and contains a door pop-up header, and a doorknob with VACANT/OCCUPIED sign controlled by a slide bolt that can be overridden from the cabin side. The LH partition includes NO SMOKING and FASTEN SEAT BELTS signs. The figure on the next page presents the location of the toilet partition components.
Page
Code
2-02-35
10 01
REVISION 4
Page
Code
ORIGINAL
2-02-35
11 01
LAVATORY/BAGGAGE COMPARTMENT PARTITION The lavatory/baggage compartment partition is composed of LH and RH partitions. The LH partition contains a baggage compartment door and a baggage lights control panel that is turned ON/OFF in the lavatory. The baggage lights control panel controls the two incandescent lights of the baggage compartment. The forward surface, including the door, lined with a gloss and veneer coat that gives this partition a decorative finish. The aft side of the lavatory/baggage compartment partition is lined with gross-point fabric. The baggage compartment door contains a latch mechanism, a blowout panel assembly, a guard assembly, and a peephole (one-way into the baggage area). The latch mechanism allows the door to be opened from the baggage compartment interior. The guard assembly is made of a metallic structure and is designed to catch the blowout panel assembly should this panel be blown-out. Within the guard assembly, there are two lanyards that keep the blowout panel attached to the door if a remarkable pressure difference occurs between the lavatory and the baggage compartment. The lavatory/baggage compartment partition also contains a microswitch that provides an EICAS message indicating door open status. The figure on the next page presents the location of the lavatory/baggage compartment partition components.
Page
Code
2-02-35
12 01
REVISION 4
2-02-35
13 01
Page
Code
2-02-35
14 01
Page
Code
2-02-35
15 01
Page
Code
2-02-35
16 01
WATER
FOR AIRPLANES UP TO S/N 685 (INCLUSIVE): The water system stores water for drinking and washing purposes in a pressurized and freeze-protected tank. It assures no contamination of the water by being made up of stainless-steel components and using two water filter units installed near the water tank. It supplies the washbasin with water at ambient cabin temperature and heated water through the supply lines, which connect the tank to the washbasin faucets, every time and while the faucets are in use. The water system control panel is installed in the forward galley to provide status indication and control for the water system. Water servicing is done through the external water service panel, on the lower rear right side of the wing-to-fuselage fairing, which allows the supply of water to the tank and drain, if necessary with heated nipples with caps (fill and overflow), switches, drain valve, and a control cable.
Page Code
REVISION 6
2-02-40
1 01
The nipples mounted on the external service panel are directly connected to the tank through stainless-steel tube assemblies and hoses. There is a back drain valve that provides means to drain the water system during ground servicing. A drain switch located on the water service panel actuates the valve. Each washbasin, one in the galley and the other in the lavatory compartment, has a manual isolation shutoff valve, a water heater, and a hot/cold water faucet. In the event of a water leak, the washbasins can be shut-off by closing the isolation valves. The water heaters provide hot water for the faucets. In order to prevent freezing during high-altitude, long-duration flights, there is an external electric heater blanket on the water storage tank and two types of electric heaters for the water distribution lines, which are the inner-line heater and the heated hose. The inner-line electric heater requires 115 V AC - 400 Hz electrical power, which is supplied from a heater controller. The inner-line heater is inserted into the water distribution line through an interface fitting. The heated hose is flexible and has an integrated external electrical heating element. The heated hose requires 28 V DC power and a remotely located thermostat switch. Electric heaters are installed on the water tank drain valve. The heaters require 28 V DC power and are controlled by the two thermostat switches that control the heated hoses. Electric heaters are also installed on the fill and the vent-overflow ports on the water service panel. FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES: Before any service is performed on the water system, the operator needs to ensure that the system is de-energized at the water control panel located in the upper aft Galley, upper right hand cabinet door. NOTE: It is recommended that the Water System be drained if the aircraft is expected to stay overnight in an environment below the freezing point of water.
Page
Code
2-02-40
2 01
REVISION 6
The water system stores water for drinking and washing purposes in two pressurized and freeze-protected tanks, one located in the upper forward galley (with 15 liters - 3.9 US gallons of capacity), the other in the upper portion of the aft lavatory (with 35 liters - 9.2 US gallons of capacity). Both tanks employ stainless-steel components and water filter units, which inhibit water contamination. The galley and aft lavatory tanks supply the washbasin with water at the ambient cabin temperature and heated water through the supply lines, which connect the tank to the washbasin faucets, every time and while the faucets are in use. The water system control panel is installed in the forward galley to provide status indication and control for the water system. Water servicing is done through two external water service panels, one on the lower rear right side of the wing-to-fuselage fairing and the other on the lower front right side of the wing. Both allow the supply of water to the tanks and drain, if necessary with heated nipples with caps (fill and overflow), switches, drain valve, and a control cable. For the optional forward lavatory, the Water System is serviced from inside the forward lavatory compartment. Water is stored in a water tank (with 10 liters - 2.6 US gallons of capacity) that supplies the forward lavatory washbasin. The nipples mounted on each external service panel are directly connected to the associated tank through stainless-steel tube assemblies and hoses. There is a back drain valve that provides the means to drain the water system during ground servicing. The valve is actuated by a drain switch located on the water service panel. Each washbasin, one in the galley and the other in the lavatory compartment, has a manual isolation shutoff valve, a water heater, and a hot/cold water faucet. In the event of a water leak, the washbasins can be shut-off by closing the isolation valves. The water heaters provide hot water for the faucets. In order to prevent freezing during high-altitude, long-duration flights, there is an external electric heater blanket on each water storage tank and two types of electric heaters for the water distribution lines, which are the inner-line heater and the heated hose.
Page
Code
REVISION 6
2-02-40
3 01
The inner-line electric heater requires 28 V DC electrical power, which is supplied from a heater controller. The inner-line heater is inserted into the water distribution line through an interface fitting. The heated hose is flexible and has an integrated external electrical heating element. The heated hose requires 28 V DC power and a remotely located thermostat switch. Electric heaters are installed on each water tank drain valve. The heaters require 28 V DC power and are controlled by the thermostat switches that control the heated hoses. Electric heaters are also installed on the fill and the vent-overflow ports on each water service panel.
Page
Code
2-02-40
4 01
REVISION 6
Page
Code
REVISION 6
2-02-40
5 01
WASTE DISPOSAL
The waste system consists of an electrically-operated self-contained recirculation toilet unit, which collects and stores human waste in an internal holding tank. Adequate chemical products are used to disinfect and deodorize the waste holding tank. A vent line connecting the waste holding tank to the exterior performs its ventilation (odors exhaust) by means of differential pressure. Toilet flushing is initiated by pressing and releasing the flush button adjacent to the toilet. This button actuates a motor-driven pump and filter, which delivers flushing fluid for a pre-timed interval. A restrictor at the bowl bottom prevents waste material return when it is carried directly to the tank. A waste service panel on the lower rear right side of the fuselage is equipped with a control cable, a waste drain valve and a rinse nipple with cap, and allows the waste system to be serviced.
Page
Code
2-02-40
6 01
REVISION 4
Page
Code
REVISION 4
2-02-40
7 01
The optional forward lavatory has its own separated waste system, which consists of an electrically-operated self-contained recirculation toilet unit, which collects and stores human waste in an internal holding tank. Adequate chemical products are used to disinfect and deodorize the waste holding tank. The forward lavatory waste servicing is done by taking out the waste tank from inside the lavatory.
Page
Code
2-02-40
8 01
REVISION 4
Page
Code
REVISION 4
2-02-40
9 01
Page
Code
2-02-40
10 01
REVISION 4
EICAS MESSAGE
TYPE WARNING MESSAGE MAIN DOOR OPN MEANING Main door is open or not properly locked either on the ground with engine 1 running or in flight.
Page
Code
REVISION 5
2-02-45
1 01
Page
Code
2-02-45
2 01
REVISION 4
Page
Code
2-02-45
3 01
Page
Code
2-02-45
4 01
Page
Code
ORIGINAL
2-02-45
5 01
Page
Code
2-02-45
6 01
REVISION 4
Page
Code
2-02-45
7 01
Page
Code
2-02-45
8 01
Page
Code
REVISION 4
2-02-50
1 01
Page
Code
2-02-50
2 01
ORIGINAL
Page
Code
REVISION 4
2-02-50
3 01
BAGGAGE DOOR
The baggage door is located on the rear left side of the fuselage, below the pylon, and is manually operated from the outside. It is provided with a locking mechanism controlled by an external handle that is stowed in a recess in the mid-lower portion of the door. The door is provided with a depressurization vent that allows opening operations. EICAS MESSAGE TYPE CAUTION MEANING Baggage door open or not BAGGAGE DOOR OPN properly locked. MESSAGE
Page
Code
2-02-50
4 01
ORIGINAL
Page
Code
ORIGINAL
2-02-50
5 01
COMPARTMENT HATCHES
A number of access doors and hatches for different aircraft systems can be found along the fuselage. The compartment hatches provide access for servicing the airplanes systems and equipment. The ventral cockpit access hatch is located under the fuselage, providing access to the fuselage pressurized compartment. The forward electronic compartment access hatch is inside the nose landing gear wheel well. The rear electronic compartment access hatch is located on the rear right side of the fuselage. This hatch provides access to the airplanes pressurized area, which contains the rear electronic compartment, rudder autopilot servo, rudder control cables and electrical harness, stabilizer electrical harness and elevators control cables. An unlocked condition of any compartment hatch causes a single caution message on EICAS. In addition, the MFD indicates an open hatch (es) condition through a graphical representation. EICAS MESSAGE MEANING At least one compartment CAUTION ACCESS DOORS OPN access hatch is open or not properly locked. TYPE MESSAGE
Page
Code
2-02-50
6 01
REVISION 4
LAVATORY/BAGGAGE DOOR
COMPARTMENT
ACCESS
The lavatory/baggage compartment access door is located in the lavatory/baggage compartment partition, and provides in-flight access to the baggage compartment. This access door must be closed for takeoffs and landings. Opening of the lavatory/baggage compartment access door causes an EICAS caution message. In addition, the MFD indicates the open-door condition through a graphical representation. EICAS MESSAGE TYPE CAUTION MESSAGE BAGG ACCESS OPN MEANING Lavatory/Baggage compartment access door open or not properly closed.
Page
Code
REVISION 4
2-02-50
7 01
Page
Code
2-02-50
8 01
REVISION 4
ORIGINAL
2-02-50
9 01
Page
Code
2-02-50
10 01
REVISION 4
1 - Engage door arm on T-rail. 2 - Remove bolt. 3 - Rotate locking arm and align with hole A. 4 - Install bolt and nut. OPERATION To use the fwd lavatory, the forward dual pocket door and the bi-fold forward lavatory door must be operated as follows. To enter: In the service area, slide the RH and LH side of the forward dual pocket door to close and latch them. The doors must close smoothly without binding or hesitation and the latch will secure the door in the closed position. Unlatch and open the bi-fold forward lavatory door by sliding it to the forward side until it reaches its path limit and release it from its upper track. Unfold the door toward the galley and lock it to the galley fittings using the pin locks installed in the doors upper and lower parts. Open the forward and aft close up panels using the knobs of the bi-fold door to close the gap between the upper part of the bifold door and the headliner.
Page
Code
REVISION 4
2-02-50
11 01
Page
Code
2-02-50
12 01
REVISION 4
Close the forward and aft close up panels using the knobs of the bi-fold door. Unlock from the galley fittings the pin locks installed in the bifold doors upper and lower parts and fold the bi-fold door toward the forward lavatory until it fits the upper track. Slide the bi-fold door aft and lock it. Slide the RH and LH sides of the forward dual pocket door to open them. The doors must open smoothly, without binding or hesitation, and the latch will secure the door in the open position. Cabin depressurization: In the event of inadvertent cabin depressurization, the bi-fold door has two hinges installed with breakable pins that will segregate the door in to two halves. One half, fixed to the galley, will rotate 90 and the other half, fixed to the lavatory structure, will also rotate to permit airflow between the passenger cabin entrance area and the passenger cabin. At the same time, the entire forward RH and LH pocket door panels rotate, just one half panel being enough for the airflow to go through. After the equalization of the pressure cabin , the bi-fold door must be reinstalled in the lavatory structure with two center spring rollers and the door sliding fitted into position. This procedure permits keeping the bi-fold door stowed until it is repaired. The pins will need to be replaced before any the lavatory operation. In the case of accidental cabin depressurization, the lavatory has unobstructed and redundant lower air paths that allow airflow from the passenger cabin to the back of the lavatory (fuselage), thereby providing quick cabin air pressure equalization. These air paths, located in the toe kick panel, are screened to avoid the ingestion and trapping of unwanted objects falling into the area around the lavatory/galley. In the aft lavatory, the aft pocket door provides the same operation as that of the forward dual pocket door in case of depressurization between areas in the aft part of the aircraft.
Page
Code
REVISION 4
2-02-50
13 01
Page
Code
2-02-50
14 01
REVISION 4
AFT LAVATORY
The lavatory compartment is a modular unit that supplies the adequate conditions for the flight crews and passengers personal hygiene and amenities. The lavatory is located in the aft section of the passenger cabin. The rear wall of the lavatory is covered by the passenger cabin/baggage compartment partition. The following figure presents the location of the lavatorys main components.
Page
Code
REVISION 4
2-02-55
1 01
Page
Code
2-02-55
2 01
ORIGINAL
Page
Code
REVISION 4
2-02-55
3 01
VANITY ASSEMBLY
The vanity assembly is a bonded structure which houses the lavatory closet assembly, the waste container and its automatic fire extinguisher, miscellaneous storage, vanity light shroud and passenger signs NO SMOKING/RETURN TO SEAT. Other accessories for the vanity assembly include a soap dispenser assembly, a mirror, a toilet paper roll housing and potable water supply emergency shutoff valve, electric hot water heater, 110 V GFI outlet, vanity switch panel and a baggage lights control panel. The baggage lights control panel is turned ON/OFF in the lavatory and is installed on the lavatory/baggage compartment partition. The lavatory closet is composed of a storage compartment, coat rod and drawer.
Page
Code
2-02-55
4 01
REVISION 4
Page
Code
REVISION 4
2-02-55
5 01
Page
Code
2-02-55
6 01
REVISION 4
REVISION 4
2-02-55
7 01
Page
Code
2-02-55
8 01
REVISION 4
2-02-55
9 01
Page
Code
2-02-55
10 01
FORWARD LAVATORY
The forward lavatory is optional for airplanes from S/N 686 (inclusive) and subsequent airframes. The lavatory compartment is a modular unit that supplies adequate conditions for the flight crews and passengers personal hygiene and amenities. This lavatory is located at the left forward section of the passenger cabin.
Page
Code
REVISION 4
2-02-57
1 01
Page
Code
2-02-57
2 01
REVISION 4
FORWARD LAVATORY
Page
Code
REVISION 4
2-02-57
3 01
Page
Code
2-02-57
4 01
REVISION 4
Page
Code
REVISION 4
2-02-57
5 01
Page
Code
2-02-57
6 01
REVISION 4
Page
Code
REVISION 4
2-02-57
7 01
Page
Code
2-02-57
8 01
REVISION 4
PILOT ITEMS
AND
PASSENGER
CONVENIENCE
The Pilot and Passenger Convenience Items describe the systems installed on the airplane to provide comfort, facilities and entertainment for passengers and crew members. The systems described in this section are optional and some of them may not be contained in your manual. The Pilot and Passenger Convenience Items are: - PC Power System. - IFE - In-Flight Entertainment System. - SATCOM - Satellite Communication System. - Telephone System.
Page
Code
2-02-60
1 01
Page
Code
2-02-60
2 01
PC POWER SYSTEM
The PC Power system is designed to supply passenger cabin AC electric outlets with 115 V AC/60Hz power for Personal Electronic Devices (PED), such as laptop computers. A control switch in the In-flight Entertainment Panel (IFE), installed in the Cockpit Overhead Panel, controls the single-phase AC static inverter, located in the entertainment cabinet, which converts 28 V DC from Shed DC Bus 1 into 115 V AC/60 Hz. This control switch is the PC POWER push-button, which sends a ground signal to start the AC inverter operation. The PC Power system starts to operate when the PC POWER pushbutton is set to the ON position (released). If the PC POWER pushbutton is set to the OFF position (pressed), the AC static inverter output is disabled and the striped bar in the push-button comes on. If Shed DC Bus 1 is deenergized, the AC static inverter is also deenergized. Thus, the AC static inverter does not operate when the aircraft has only two or less generators providing power to the electrical system. The output voltage and frequency are electronically controlled. The AC static inverter is provided with protection against input under/over voltage, output under/over voltage, overcurrent, under/over frequency, input reverse polarity, and short-circuit. The entertainment cabinet fuse box is installed behind the entertainment cabinet and is connected to the Shed DC Bus 1 through a fuse. An another fuse protects the AC static inverter generation.
Page
Code
2-02-65
1 01
Page
Code
2-02-65
2 01
Page
Code
2-02-65
3 01
Page
Code
2-02-65
4 01
Page
Code
REVISION 4
2-02-70
1 01
MAIN COMPONENTS
AIRSHOW DIGITAL INTERFACE UNIT The Airshow digital interface unit, powered by the entertainment cabinet CB panel, is a computer that receives digital and analog signals from the on-board aircraft avionics systems (FMS and ADC), and data from the magnastar connection. The Airshow digital interface unit is controlled through the MH Interface (MHI), which connects the Airshow with the MH data bus. The Airshow supplies the following outputs: Geographic Maps of flight routes that show real-time airplane position, previous flight path and planned route; Multi-language location names and points of interest on the map; Multi-language text pages of real-time flight information (e.g., ground speed, altitude, temperature, distance and times); Customized graphics, including customized logos and announcements; Audio briefings for safety and/or personal announcements. There is a dedicated 6.5 LCD Airshow video output monitor that enables the selection of any information before it is presented in the passenger cabin. FLIGHT DECK CONTROLLER The flight deck controller, mounted in the cockpit, is responsible for selecting customer-request features in the Airshow digital interface unit, such as time to destination, Greenwich mean time, destination airport, mode display, graphic display, languages and audio announcements. MH ENTERTAINMENT CONTROLLER The MH entertainment (MHE) controller switches and distributes entertainment audio and video, and also provides chime to the passenger cabin. It has eight video inputs switchable to the 24 headphone outputs and four speaker outputs. The MHE is controlled through the MH data bus and supplied by the entertainment cabinet CB panel. CONTROL PANELS There are several digital control panels connected to the MH data bus, which enable the audio and video selection at each seat location, and/or audio and video selection in the passenger cabin. The control panels are the Master Entertainment Control Panel, the Forward and Aft VIP Control Panels, and the eight Passenger Control Panels.
Page Code
2-02-70
2 01
REVISION 4
Page
Code
2-02-70
3 01
Page
Code
2-02-70
4 01
Page
Code
ORIGINAL
2-02-70
5 01
MASTER ENTERTAINMENT CONTROL PANEL FOR AIRPLANES UP TO S/N 685 (INCLUSIVE). The master entertainment control panel is located on the entertainment cabinet and it has switches to control audio and video functions of inflight entertainment systems. It also brings a display that presents entertainment-related information. The figure on the next page presents the functions of each control button of the master entertainment control panel. 1 - DISPLAY Shows the video and audio channels to be selected. 2 - MAP MODE SELECT Selects the map modes of the Airshow. 3 - FWD AUDIO SELECT Selects the audio for the forward passenger cabin. 4 - VOLUME UP KEY Increases the volume on the audio speakers. 5 - VOLUME DOWN KEY Decreases the volume on the audio speakers. 6 - AFT AUDIO SELECT Selects the audio for the aft passenger cabin. 7 - AFT SPEAKER ON/OFF When alternately pressed, turns ON or OFF the aft speakers. 8 - FWD SPEAKER ON/OFF When alternately pressed, turns ON or OFF the forward speakers. 9 - FWD MONITOR ON/OFF When alternately pressed, turns ON or OFF the forward monitor. 10 - FWD VIDEO SELECT Selects the video source to be displayed on the forward monitor.
Page
Code
2-02-70
6 01
REVISION 4
Page
Code
REVISION 4
2-02-70
7 01
FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES. The master entertainment control panel is located on the entertainment cabinet and it has switches to control audio and video functions of inflight entertainment systems. It also brings a display that presents entertainment-related information. The figure on the next page presents the functions of each control button of the master entertainment control panel. 1 - AIRSTAIR DOOR CLOSE Controls the main door to close. 2 - DOOR BLOCKED Controls the main door to block. 3 - AIRSTAIR LIGHTS ON/OFF Controls the stair lights on/off. 4 - STEP LIGHT ON/OFF Controls the step light on/off. 5 - AREA LIGHT ON/OFF Controls the door area light on/off. 6 - DISPLAY Monitors source selection 7 - SPEAKER SELECTION INDICATION Indicates if the speaker is selected. 8 - FORWARD VIDEO SELECTION INDICATION Indicates if the forward video is selected. 9 - AFT VIDEO SELECTION INDICATION Indicates if the aft video is selected. 10 - TEMPERATURE Displayed in degrees Fahrenheit.
Page
Code
2-02-70
8 01
REVISION 4
MASTER ENTERTAINMENT CONTROL PANEL (FOR AIRPLANES S/N 686 (INCLUSIVE) AND SUBSEQUENT AIRFRAMES)
Page Code
REVISION 4
2-02-70
9 01
11 - MAP DISPLAY MODE; (MAP, AUTO, LOGO, INFO) Selects the map modes of the Airshow. 12 - AFT LCD ON/OFF SWITCH When alternately pressed, turns ON or OFF the aft LCD. 13 - FORWARD LCD ON/OFF SWITCH When alternately pressed, turns ON or OFF the forward LCD. 14 - SPEAKER ON/OFF SWITCH When alternately pressed, turns ON or OFF the speaker. 15 - VOLUME UP KEY Increases the volume on the audio speakers. 16 - VOLUME DOWN KEY Decreases the volume on the audio speakers.
Page
Code
2-02-70
10 01
REVISION 4
SATCOM SYSTEM
The SATCOM system is a compact aeronautical system which provides one-channel data/voice/fax for direct satellite communication in the INMARSAT satellite network. The SATCOM is a single-channel AERO-M INMARSAT standard device, utilizing the spot beams of 3rd generation of INMARSAT satellite to provide a global continental communication. Through its single channel, the SATCOM supplies digital voice service at 4800 bps and data service at 2400 bps. The SATCOM system includes the following components: - Satellite Data Unit (SDU). - High-power/low noise amplifier. - SATCOM handset #1 and cradle. - SATCOM handset #2 and cradle (optional). - SATCOM antenna and NRS system. - SATCOM pots telephone adapter (optional). The figure on the next page presents SATCOM system component locations. For further information about the SATCOM system, refer to Section 2-18 in this volume.
Page
Code
2-02-75
1 01
Page
Code
2-02-75
2 01
TELEPHONE SYSTEM
The MagnaStar C-2000 digital airborne telephone system transmits and receives both voice and fax/modem type data to and from the aircraft, using an exclusive cellular-linked technology. The telephone system has two air-ground voice/fax/data communications channels that can be used simultaneously. The digital airborne telephone system operates over the GenStar satellite system, which offers continuous coverage throughout the United States of America, southern section of Canada and most section of Mexico. The frequency range of operation to transmit is 894 to 896 MHz and to receive is 849 to 851 MHz. The telephone handsets contain noise-canceling microphones to overcome the aircraft noise environment, and the audio is digitized at the handset to further ensure clear communication. Special function keys and a liquid crystal display (LCD) allow easy use of all options. The handset has an adjustable audio volume, telephone call styles, and selects various options. The LCD display presents useful information and menu style selections. There is a fax machine with fax/scanner/printer and copier functions installed in the credenza. The operation of the telephone system is similar to a cellular phone. When in normal operation, the handset works as a normal telephone. To place a call, it is necessary to pick up the handset and dial the desired phone number with all prefix and country codes. The figure on the next page presents the telephone handset and fax locations.
Page
Code
2-02-80
1 01
Page
Code
2-02-80
2 01
FIRE PROTECTION
Page
Code
REVISION 7
2-07-00
1 01
FIRE PROTECTION
Page
Code
2-07-00
2 01
REVISION 3
FIRE PROTECTION
GENERAL
The engine and APU fire protection system consists of fire/overheat detection and a fire extinguishing system. The fire protection for the lavatory compartment is equipped with a dedicated smoke detection system and the lavatory waste container as well as the forward galley are equipped with a fire extinguishing system. In addition, The baggage compartment is also provided with a smoke detection system and with a fire extinguishing system. The detection system provides visual and aural(except in the baggage compartment) means of detecting a localized fire, smoke or general overheating. Also, a Monitoring circuitry is provided to continuously check the fire and smoke detection systems and the fire extinguishing system and In case of failure, to signal the EICAS display. Extinguisher bottles are installed to extinguish the fire in the airplanes engines, APU, lavatory waste container, forward galley and baggage compartment. Portable halon fire extinguishers installed at the front and rear of the airplane can be used to extinguish small fires in the cockpit or main cabin area. A single water extinguisher is an additional option.
Page
Code
2-07-05
1 01
FIRE PROTECTION
Page
Code
2-07-05
2 01
FIRE PROTECTION
Page
Code
2-07-10
1 01
FIRE PROTECTION
Page
Code
2-07-10
2 01
FIRE PROTECTION
Page
Code
2-07-10
3 01
FIRE PROTECTION
FIRE EXTINGUISHING
Two fire extinguishing bottles for the engines and one for the APU are installed in the airplanes tail cone. The extinguishing agent discharge is accomplished by braking the extinguisher bottles seal through an electrically actuated cartridge in the discharge valve. Each engine fire extinguisher bottle contains two discharge valves, a pressure gauge with a pressure switch and a fill/safety relief valve. The engine bottles are cross-connected by two double check tees to provide dual shot capability, thus one or both bottles can be discharged into one or the other engine. The double-check tee prevents the extinguishing agent of the remaining bottle from filling the emptied bottle in case of a second shot of the system. The engine extinguisher bottles are discharged by pulling and rotating the Fire Extinguishing Handle, which is located on the overhead panel. CAUTION: DO NOT DISCHARGE THE SAME EXTINGUISHER BOTTLE TWICE. ACTUATING THE FIRE HANDLE INTO AN EMPTY BOTTLE MAY CAUSE STRUCTURAL DAMAGE TO THE BOTTLE. The APU bottle contains only one discharge valve, a pressure gauge with a pressure switch, and a fill/safety relief valve. It provides single shot capability for the APU. The APU extinguisher bottle is discharged by pressing the APU Fire Extinguishing Button, located on the overhead panel. A caution message is presented on the EICAS should any bottle be discharged or be inoperative for any reason (failed cartridge, loss of pressure, or loss of power).
Page
Code
2-07-10
4 01
FIRE PROTECTION
Page
Code
REVISION 1
2-07-10
5 01
FIRE PROTECTION
2-07-10
6 01
REVISION 7
FIRE PROTECTION
REVISION 7
2-07-10
7 01
FIRE PROTECTION
EICAS MESSAGES
TYPE WARNING MESSAGE APU FIRE ENG1 (2) FIRE E1 (2) FIREDET FAIL APU FIREDET FAIL E1 (2) EXTBTLA INOP E1 (2) EXTBTLB INOP APU EXTBTL INOP MEANING Fire in the APU. Fire in associated engine. Associated engine fire detection system failed. APU fire detection system failed. Associated bottle has been discharged or is inoperative.
CAUTION
Page
Code
REVISION 7
FIRE PROTECTION
Page
Code
REVISION 7
2-07-15
1 01
FIRE PROTECTION
Page
Code
2-07-15
2 01
REVISION 1
FIRE PROTECTION
Page
Code
2-07-15
3 01
FIRE PROTECTION
Page
Code
FIRE PROTECTION
A smoke detection system is provided in the baggage compartment. The system consists of two smoke detection modules, one installed in the compartment ceiling and the other one in the baggage compartment aft bulkhead. A warning message is presented on the EICAS to indicate smoke detection inside the baggage compartment. The smoke sensor resumes the normal operation when the fire is extinguished, the smoke has been cleared and the smoke sensor is reset through the power reset button, located on each smoke detection module. NOTE: The Smoke Detector Modules are normally handled by the maintenance personnel. In order to avoid inadvertent occurrences of smoke detection messages due to humidity in the smoke sensors, an integral heater raises the temperature of the optical components of the smoke detector. In addition, a fan with brushless DC motor provides air perturbation in the vicinity of the detector. An alarm condition may also be triggered by high temperature conditions in the absence of high smoke levels.
REVISION 1
2-07-20
1 01
FIRE PROTECTION
EICAS MESSAGES
TYPE WARNING MESSAGE BAGG SMOKE MEANING Smoke has been detected inside the baggage compartment. Any of the bottles have been discharged or are inoperative.
CAUTION
Page
Code
2-07-20
2 01
REVISION 7
FIRE PROTECTION
Page
Code
REVISION 1
2-07-20
3 01
FIRE PROTECTION
Page
Code
2-07-20
4 01
REVISION 7
FIRE PROTECTION
Page
Code
2-07-20
5 01
FIRE PROTECTION
BAGGAGE COMPARTMENT SMOKE DETECTOR Detectors are tested during Fire Detection System test.
Page
Code
2-07-20
6 01
FIRE PROTECTION
Page
Code
2-07-20
7 01
FIRE PROTECTION
Page
Code
2-07-20
8 01
FUEL
Page
Code
REVISION 4
2-08-00
1 01
FUEL
Page
Code
2-08-00
2 01
ORIGINAL
FUEL
GENERAL
The EMB-135BJs fuel system consists of two independent systems, one for each engine, interconnected by a crossfeed line. The fuel system ensures proper fuel supply to the engines and APU under all operating conditions. The system allows refueling and defueling operations to be performed either by pressure or by gravity. NOTE: The fuel weight values presented in this section of the manual are based on a fuel density of 0.809 kg/liter (6.751 lb/US Gal).
Page
Code
REVISION 4
2-08-05
1 01
FUEL
FUEL TANKS
The airplanes fuel storage system comprises two wing fuel tanks and two auxiliary fuel tank systems, that are composed of four auxiliary fuel tanks.
2-08-05
2 01
REVISION 4
FUEL
US Gal 845 845 1690 279 (2) 294 217 496 (2) 511 (1) 279 (2) 294 217 496 (2) 511 (1) 2682 (2) 2712
(1) (1) (1)
Kg 2587 2587 5174 800 (2) 900 (1) 660 (2) 670 (1) 1460 (2) 1570 (1) 800 (2) 900 (1) 660 (2) 670 (1) 1460 (2) 1570 (1) 8094 (2) 8314
(1)
lb 5703 5703 11406 1764 (2) 1984 (1) 1455 (2) 1477 (1) 3219 (2) 3461 (1) 1764 (2) 1984 (1) 1455 (2) 1477 (1) 3219 (2) 3461 (1) 17844 (2) 18328
(1)
NOTE: 1) Max fuel capacity/weight allowed. Applicable to airplanes S/N up to 591 and Pre-Mod. SB 145LEG-28-0010. 2) Max fuel capacity/weight allowed. Applicable to airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010.
Page
Code
REVISION 4
2-08-05
3 01
FUEL
Page
Code
2-08-05
4 01
REVISION 4
FUEL
turned off or the aircraft is not energized. During unpressurized flights, limited to 10000 ft ceiling, the shutoff vent valve is open and aft tank ventilation is provided by the float valve and the vent port.
Page
Code
REVISION 4
2-08-05
5 01
FUEL
Fuel for APU operation is normally supplied from the right side fuel system. Fuel from the left-hand system may be used by selecting the crossfeed knob to LOW2. The APU fuel shutoff valve will close in the following conditions: APU master knob positioned to OFF. By pressing the APU fuel shutoff button. By pressing the APU fire extinguisher button. Automatically, through the APU fire detection system in case of APU fire on ground. Sensors installed in the tanks and along the fuel lines provide signals to indicate system failures and status. Such indications and messages are shown on the MFD Fuel page as well as on the EICAS.
Page
Code
2-08-05
6 01
REVISION 4
FUEL
REVISION 4
2-08-05
7 01
FUEL
2-08-05
8 01
REVISION 4
FUEL
For airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010, the cross transfer valve is opened at the beginning of the transfer, whenever the FWD tank has more fuel than the AFT tank due to the previous refueling operation. This logic allows transfer from the FWD tank until its quantity is equal to the respective AFT tank. After fuel quantities in the FWD and AFT tanks are equal, the cross transfer valve is commanded to close and the transfer from both AFT and FWD tanks occurs normally to the left and right WING tanks, respectively. There is an indication on the MFD to show which valve is open and that the fuel transfer system is operating. The respective transfer shutoff valve of the FWD or AFT auxiliary fuel tanks is automatically commanded to close when fuel quantity in the corresponding WING tank achieves the full condition. When the starting level is reached again, on any WING tank, the fuel transfer operation restarts. For airplanes S/N up to 591 and Pre-Mod. SB 145LEG-28-0010 this sequence is automatically repeated until the selected AFT auxiliary fuel tank is empty, closing the transfer shutoff valve, turning off the pump and opening the cross transfer shutoff valve. With the cross transfer shutoff valve open, the selected FWD auxiliary fuel tank transfer shutoff valve is commanded to open when at least one WING tank reaches the starting level and the other WING tank is not in the full condition. The transfer shutoff valve is commanded to close when the fuel quantity on at least one WING tank corresponds to the full condition. This sequence is automatically repeated until the FWD auxiliary fuel tank is empty, closing the transference shutoff valves, the cross transfer shutoff valve and turning off the pump. For airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010 this sequence is automatically repeated until the selected auxiliary fuel tank is empty, closing the transfer shutoff valve, turning off the pump. When the selected FWD and AFT auxiliary fuel tanks are empty, the fuel transfer system is automatically turned off. Fuel transfer from the other set of auxiliary fuel tanks will only be initiated when the pilot commands such action by switching the FUS TK XFER knob to the applicable system. In this case, fuel transfer will initiate even if the wing tanks have fuel quantity higher than 1900 kg (4189 lb). In case of FWD auxiliary fuel tank pump failure, the pilot must select the remaining pump through the FWD PUMP SEL push buttons. If the failed pump belongs to the AFT auxiliary fuel tank, and the flight is being conducted above 20000 ft, the system will automatically start transferring fuel using the cabin air pressurization.
Page Code
REVISION 7
2-08-05
9 01
FUEL
2-08-05
10 01
REVISION 4
FUEL
EICAS MESSAGES
TYPE MESSAGE FUEL 1(2) LO LEVEL MEANING The remaining fuel quantity in the associated wing tank ranges from 210 kg (463 lb) to 265 kg (584 lb), for leveled flight condition. Total fuel quantity in all auxiliary fuel tanks contains at least 800 kg (1764 lb) and at least one wing tank fuel quantity contains 1000 kg (2205 lb) or less. Fuel transfer system is switched on to the takeoff configuration setting. Message associated to aural warning TAKEOFF FUEL. Fuel pressure, in the associate engine, is below 6.5 psig (disabled whem pressure reaches 9.5 psig). Fuel temperature inside wing tank 1 is equal or below 40C. Disagreement between crossfeed valve and knob position. Crossfeed valve remains open after fuel imbalance correction difference between wing tanks fuel quantities lower than 45 kg (100 lb) - or crew activated the wing fuel imbalance correction to the wing tank with low level. Refueling panel access door is open (inhibited during take-off and approach).
Page Code
NO TAKEOFF CONFIG
REVISION 4
2-08-05
11 01
FUEL
MESSAGE MEANING WING FUEL IMBALANCE Fuel quantity in one wing tank differs by 363 kg (800 lb) from the other wing tank. Message is removed when the difference between wing tanks decreases to below 45 kg (100 lb). APU FUEL LO PRESS Fuel pressure is below 6.5 psi with APU operating (disabled whem pressure reaches 9.5 psig). E1 (2) FUEL SOV INOP Associated shutoff valve is not in the commanded position. APU FUEL SOV INOP Associated shutoff valve is not in the commanded position. CAUTION FUEL XFER 1(2) INOP Selected auxiliary fuel transfer system has failed. (Continued) FUEL XFER CHECK Fuel transfer system is not activated and fuel level has reached 1850 kg (4079 lb) in at least one wing tank. FUEL XFER OVFLOW Fuel transfer system was not interrupted 30 seconds after at least one wing tank has reached 2450 kg. FUSELAGE FUEL IMB Difference between fuel quantity in the forward auxiliary fuel tank and fuel quantity in the aft auxiliary fuel tanks of each auxiliary fuel transfer system is outside the approved limits (refer to AOM vol. 01 chapter 01-36).
TYPE
Page
Code
2-08-05
12 01
REVISION 4
FUEL
CAUTION
ADVISORY
MEANING Vent valve is commanded to close but it is not in the fully closed position. For airplanes with differential pressure switch installed, the message is also activated when the aft relief valve failures causing an aft tank overpressure. Associated shutoff valve is closed. APU fuel shutoff valve is closed. Message remains on for 10 seconds after APU Master Knob is set to off. If valve has been commanded to close through APU Fuel Shutoff Button or APU Fire Extinguishing Button the message will remain on. Crossfeed valve is open.
Page
Code
REVISION 4
2-08-05
13 01
FUEL
Page
Code
2-08-05
14 01
REVISION 4
FUEL
REVISION 4
2-08-05
15 01
FUEL
MFD BEZEL
1 - FUEL SYSTEM AND RESET BUTTON Pressing the FUEL button selects the fuel system page on MFD. Pressing the button a second time resets the fuel used to zero. Fuel used must be reset individually on each MFD.
MFD BEZEL
Page
Code
2-08-05
16 01
REVISION 4
FUEL
Page
Code
REVISION 4
2-08-05
17 01
FUEL
6 - DIGITAL TOTAL FUEL USED INDICATION Indicates the total fuel used. Color: Green under normal operation. Replaced by Amber dashes (in flight) or amber zero (on ground) if any problem is verified. 7 - DIGITAL WING TANK FUEL TEMPERATURE INDICATION Ranges from 60C to +60C with a resolution of 1C. Colors: Green above 40C. Amber and boxed below 40C. 8 - DIGITAL AFT AUXILIARY TANK QUANTITY INDICATION (AFT 1 AND AFT 2) The digital aft auxiliary fuel tank quantity indicator ranges from 0 to 1000 kg (0 to 2200 lb), with a digital resolution of 10 units, regardless of the unit being used (kg or lb), for FWD 1 and FWD 2. Color: green. 9 - AFT AUXILIARY TANK FUEL TRANSFER INDICATION This indicator displays A, P, T or OFF. A indicates that electric fuel pump is operating. P indicates that cabin air pressurization is being used to accomplish fuel transfer. T indicates that fuel transfer operation is in progress. Color: green. 10 - FORWARD AUXILIARY TANK FUEL TRANSFER INDICATION This indicator displays A, B, T or OFF. A or B indicates which pump is in operation. T indicates that fuel transfer is in progress. Color: green. The indication blinks when the pump is cycling until the pilot selects another pump.
Page
Code
2-08-05
18 01
REVISION 4
FUEL
REVISION 4
2-08-05
19 01
FUEL
EICAS INDICATIONS
1 - FORWARD AUXILIARY TANK FUEL QUANTITY (FWD 1 AND FWD 2) The digital forward auxiliary fuel tank quantity indicator ranges from 0 to 1000 kg (0 to 2200 lb), with a digital resolution of 10 units, regardless of the unit being used (kg or lb), for FWD 1 and FWD 2. Color: green. 2 - AFT AUXILIARY TANK FUEL QUANTITY (AFT 1 AND ATF 2) The digital forward auxiliary fuel tank quantity indicator ranges from 0 to 1000 kg (0 to 2200 lb), with a digital resolution of 10 units, regardless of the unit being used (kg or lb), for FWD 1 and FWD 2. Color: green. 3 - WING TANK FUEL QUANTITY (WING TANK 1 AND WING TANK 2) The digital wing fuel tank quantity indicator ranges from 0 to 7500 kg (0 to 15000 lb), with a digital resolution of 10 units, regardless of the unit being used (kg or lb), for WING TANK 1 and WING TANK 2. Colors: Green above 400 kg (880 lb). Amber and boxed from 210 to 400 kg (450 to 880 lb). Red and boxed below 210 kg (450 lb).
Page
Code
2-08-05
20 01
REVISION 4
FUEL
EICAS INDICATIONS
Page Code
REVISION 4
2-08-05
21 01
FUEL
Page
Code
2-08-05
22 01
REVISION 4
FUEL
PRESSURIZED REFUELING
Pressurized refueling operations require an energized system. This can be accomplished by either selecting the power selection switch to NORMAL or BATTERY. The system allows pressure refueling operation for the wing tanks only or for the wing tanks followed by the auxiliaries, in a totally automatic sequence. Refueling is performed at a pressure range from 35 to 50 psi. NOTE: For airplanes with High Level Exceeding Indication incorporated, a refueling automatic shutoff failure will be identified by the HLEIS (High Level Exceeding Indication System), that will sense, via one HLS (High Level Switch) in each wing and auxiliary tanks, that the fuel level in the failed tank reached over the maximum quantity approved for that tank and will advise the operator by illuminating, on the refueling panel, the STOP RFL red indicating light. The operator shall interrupt immediately the refueling operation, relieving the pressure of the fueling source, avoiding an overfilling and consequently a fuel spillage, and shall follow the procedure to remove the extra fuel of the associated tank.
Page
Code
REVISION 4
2-08-10
1 01
FUEL
PRESSURIZED REFUELING OF WING AND AUXILIARY TANKS With the refueling system energized, WING + FUS position should be selected in the TANKS SELECTION switch. As fuel pressure is applied on the adapter, the CLSD 1, CLSD 2, CLSD AFT and CLSD FWD lights pertaining to the WING, FUS 1 and FUS 2 refueling shutoff valves will illuminate to indicate that these valves are closed. Selecting the REFUELING switch to OPEN will open the wing tank refueling shutoff valves, turning off CLSD 1 and CLSD 2 lights and starting refueling operations. After wing tanks fuel level reaches 30 liters (7.9 US gallons) below the tank full capacity, the respective shutoff valves will close, turning the lights on again. The FUS 1 and FUS 2 refueling shutoff valves will open, turning off the CLSD AFT and CLSD FWD lights, thus starting auxiliary tanks refueling. After the auxiliary fuel tanks attain their selected quantities, FUS 1 and FUS 2 shutoff valves will close, turning the lights on again. The refueling operation can be stopped at any time by commanding the REFUELING switch to the CLOSED position. NOTE: FUS 1 and FUS 2 auxiliary fuel tanks systems cannot be filled with more than: - 1460 kg each (2920 kg total for both systems) for airplanes S/N up to 591 and Pre-Mod. SB 145LEG-28-0010. - 1570 kg each (3140 kg total for both systems) for airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010. PRESSURIZED REFUELING OF WING TANKS ONLY With the refueling system energized, WING position should be selected to the TANKS SELECTION switch. As fuel pressure is applied on the adapter, the CLSD 1 and CLSD 2 lights pertaining to the WING refueling shutoff valves will illuminate to indicate that these valves are closed. Selecting the REFUELING switch to the OPEN position will open the wing tank refueling shutoff valves, turning off CLSD 1 and CLSD 2 lights and starting refueling operations. After wing tanks attain a fuel level of either 30 liters (7.9 US gallons) below the tank full capacity or the selected quantity, the respective shutoff valves will close, turning the lights on again. The refueling operation can be stopped at any time by commanding the REFUELING switch to the CLOSED position.
Page
Code
2-08-10
2 01
REVISION 4
FUEL
DEFUELING
The system is designed to allow pressurized defueling of the wing tanks, using the same adapter as pressure refueling. This operation can be performed using the electric fuel pumps installed in the wing tanks or by suction (4 psi max.) provided by an external source. Selecting the DEFUELING switch to OPEN will open the defueling shutoff valve, thus allowing defueling operation. To defuel wing tank 1, the XFEED knob must be positioned to LOW2. The auxiliary tanks defueling can be accomplished by transferring fuel to the wing tanks and then performing pressurized wing tanks defueling. Gravity defueling of the wing tanks may be achieved by using the dump valves and opening the associated gravity refueling cap. The remaining fuel can be totally drained through the drain valves. Defuling the auxiliary tanks can be accomplished by transferring fuel to the wing tanks and then performing wing tank gravity defueling or by using the auxiliary tanks drain valves.
CAUTION:
DO NOT RUN ELECTRIC PUMPS WITH FUEL QUANTITY IN EACH TANK BELOW 30 LITERS (8 US GAL) OR 37 KG (54 LB).
Page
Code
REVISION 4
2-08-10
3 01
FUEL
2-08-10
4 01
REVISION 4
FUEL
REFUELING PANEL
1 - POWER SELECTION SWITCH (guarded) NORMAL - Refueling system is energized by DC Bus 1. BATTERY - Refueling system is connected to Hot Bus 1. 2 - DEFUELING OPEN LIGHT (white) Illuminates when the defueling shutoff valve is open. 3 - DEFUELING SWITCH (guarded) Actuates the defueling shutoff valve to open or close. 4 - FUEL QUANTITY REMAINING INDICATOR Displays fuel remaining as selected by the TK SEL/TEST Switch. The tank selected is identified by the letters L, R and T (L for the left tank, R for the right tank and T for both sides). The unit of measurement (kg or lb) is also displayed. In case of failure, a FAIL inscription is displayed and the refueling/defueling operation is interrupted. The established accuracy of the EMB-135BJ airplane Fuel Quantity Gauging System is: For the wing tanks: 2% of the provided indication plus 0.75% of the total usable fuel, considering the approved fuels and normal flight attitudes; For the auxiliary tanks: 4% of the provided indication plus 2% of the total usable fuel, considering the approved fuels and normal flight attitudes. 5 - TK SEL/TEST SWITCH (spring loaded to center position) TEST - Initiates indicator built-in and probes conditions test. All light segments illuminate and a failure code is presented, if a failure is detected. TK SEL - Selects which fuel quantity is going to be displayed in the upper display. When the indicator is energized, the total wings fuel quantity is shown. Sequentially actuating the switch will select wing tank 1, wing tank 2, FUS 1 tanks and FUS 2 tanks fuel quantity. 6 - INCR/DECRT SWITCH (spring loaded to center position) Increases or decreases fuel quantity selected value. If moved from the neutral position during refueling, it interrupts the operation. The refueling operation will be restored 4 seconds after switch release.
Page Code
REVISION 4
2-08-10
5 01
FUEL
7 - FUEL QUANTITY SELECTED INDICATOR Displays total fuel quantity set through the Quantity Select Switch. If a FAIL inscription is displayed in the FUEL QTY REMAINING, this indicator shows the failure code. The indicator displays zero as the refueling compartment door is opened. 8 - REFUELING SWITCH (guarded) Acts over the pilot valves to open or close the refueling shutoff valves. 9 - REFUELING CLOSED LIGHTS (white) Illuminate when the associated refueling line is pressurized and the associated shutoff valve is closed. 10- AUXILIARY TANKS ISOLATION VALVES LIGHTS (white) Illuminate when the associated isolation valve is closed. 11- WING + FUS/WING ONLY SWITCH WING + FUS - Selects the wing tanks followed by the auxiliary tanks to be refueled. WING ONLY - Selects only the wing tanks to be refueled. 12- TANK INDICATION LIGHT (white) Illuminates when the associated tank is selected. 13- STOP REFUELING LIGHTS (red) Illuminate when fuel level in the failed tank reached over the maximum quantity approved for that tank (For airplanes with High Level Exceeding Indication incorporated). 14- FUS 1/FUS 2/WING SWITCH FUS 1 - Selects FUS 1 tanks, showing its data in the refueling panel. FUS 2 - Selects FUS 2 tanks, showing its data in the refueling panel. WING - Selects the wing tanks, showing its data in the refueling panel. NOTE: When the refueling panel door is closed, all the switches are pushed to the NORMAL or CLOSED position by their guards.
Page
Code
2-08-10
6 01
REVISION 4
FUEL
13
REFUELING PANEL
Page
Code
REVISION 4
2-08-10
7 01
FUEL
Page
Code
2-08-10
8 01
REVISION 4
FUEL
STICK POSITION Wing Stub Tank Internal Point External Point Min Max Min Max Min Max
FUEL QUANTITY
LITERS US GAL
Page
Code
2-08-15
1 01
FUEL
2-08-15
2 01
FUEL
Page
Code
2-08-15
3 01
FUEL
STICK IND 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7
781 794 805 817 827 838 848 858 868 878 888 898 907 917 927 937 947 957 968 978 989 1000 1011 1022 1034 1045 1057
206 210 213 216 219 221 224 227 229 232 235 237 240 242 245 248 250 253 256 258 261 264 267 270 273 276 279
2163 2184 2203 2220 2235 2249 2263 2276 2288 2301 2314 2327 2340 2354 2368 2383 2398 2413 2429 2445 2461 2477 2493 2508 2524 2539 2553
571 577 582 586 590 594 598 601 605 608 611 615 618 622 626 630 633 638 642 646 650 654 659 663 667 671 674
7 14 22 29 36 43 50 56 63 69 74 80 85 90 95 100 104 109 113 116 120 123 129 136 140 144 148
2 4 6 8 10 11 13 15 17 18 20 21 23 24 25 26 28 29 30 31 32 33 34 36 37 38 39
Page
Code
2-08-15
4 01
FUEL
STICK IND 2.8 2.9 3.0 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4.0 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8
1069 1081 1093 1105 1118 1130 1143 1156 1169 1182 1194 1208 1221 1234 1247 1260 1273 1286 1300 1313 1326
282 286 289 292 295 299 302 305 309 312 316 319 322 326 329 333 336 340 343 347 350
2567 2580 2593 2604 2615 2625 2634 2643 2651 2658 2666 2673 2680 2687 2696 2706 2717 2731 2747 2767 2791
678 682 685 688 691 693 696 698 700 702 704 706 708 710 712 715 718 721 726 731 737
155 164 173 181 188 195 201 207 213 218 224 229 234 239 244 249 254 259 265 270 276
41 43 46 48 50 51 53 55 56 58 59 60 62 63 64 66 67 68 70 71 73
Page
Code
2-08-15
5 01
FUEL
STICK INDICATION 4.9 5.0 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 6.0 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 7.0 7.1 7.2 7.3 7.4 7.5 7.6
INTERNAL STICK
LITERS US GAL
1339 1352 1365 1378 1391 1404 1418 1431 1444 1457 1470 1483 1496 1509 1522 1535 1548 1561 1574 1588 1601 1615 1629 1642 1656 1670 1685 1699
354 357 361 364 368 371 374 378 381 385 388 392 395 399 402 405 409 412 416 419 423 427 430 434 438 441 445 449
281 287 293 300 306 313 320 327 334 342 350 357 365 374 382 390 399 408 416 425 434 443 452 461 470 479 488 497
74 76 78 79 81 83 85 86 88 90 92 94 97 99 101 103 105 108 110 112 115 117 119 122 124 126 129 131
Page
Code
2-08-15
6 01
AIRPLANE OPERATIONS MANUAL FUEL QUANTITY STICK INDICATION 7.7 7.8 7.9 8.0 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 9.0 9.1 9.2 9.3 9.4 9.5 9.6 9.7 9.8 9.9 10.0 10.1 10.2 10.3 10.4 INTERNAL STICK
LITERS US GAL
FUEL
1714 1729 1744 1759 1774 1790 1806 1822 1838 1855 1872 1889 1906 1923 1941 1958 1976 1994 2012 2030 2048 2065 2083 2101 2118 2135 2152 2168
453 457 461 465 469 473 477 481 486 490 494 499 503 508 513 517 522 527 531 536 541 546 550 555 560 564 568 573
505 514 523 532 541 550 558 567 576 585 593 602 611 620 629 639 648 658 668 679 689 701 713 725 738 752 767 783
134 136 138 141 143 145 147 150 152 154 157 159 161 164 166 169 171 174 176 179 182 185 188 192 195 199 203 207
Page
Code
2-08-15
7 01
FUEL
Page
Code
2-08-15
8 01
HYDRAULIC
Page
Code
2-11-00
1 01
HYDRAULIC
Page
Code
HYDRAULIC
GENERAL
The airplane is equipped with two independent hydraulic systems, each powered by one engine driven-pump and one electric motor-driven pump. Both hydraulic systems are identical, except for the services each system provides and a priority valve installed in the hydraulic system 1. There are ground connections for refilling and ground tests purposes. Indications of hydraulic system parameters are provided on the MFD and EICAS displays. The services provided by each hydraulic system are presented below: SYSTEM Ailerons Rudder Landing Gear Main door Steering Brakes (Outboard Wheels) Brakes (Inboard Wheels) Emergency/Parking Brake Thrust Reverser 1 Thrust Reverser 2 Outboard Spoilers Inboard Spoilers HYDRAULIC POWER SUPPLY SYSTEM 1 and 2 SYSTEM 1 and 2 SYSTEM 1 SYSTEM 1 SYSTEM 1 SYSTEM 1 SYSTEM 2 SYSTEM 2 SYSTEM 1 SYSTEM 2 SYSTEM 2 SYSTEM 1
Page
Code
2-11-05
1 01
HYDRAULIC
SYSTEM DESCRIPTION
Each hydraulic system consists of a hydraulic fluid reservoir, a manifold, one engine-driven pump, one electric motor-driven pump, one shutoff valve, one accumulator and a priority valve installed in the hydraulic system 1. RESERVOIR The hydraulic fluid stored in the reservoir is pressurized, to avoid pump cavitation. This pressurization function is performed by fluid drained from the pressure line. The reservoir is equipped with a quantity indicator which transmits information to the MFD and EICAS displays for indication and warning purposes. A thermal switch is responsible for the high temperature message, if the fluid temperature increases above 90C. SHUTOFF VALVE A shutoff valve is installed between the reservoir and the engine-driven pump. It cuts the hydraulic fluid supply to the engine-driven pump, if there is a fire on the related engine or in case of hydraulic fluid overheat. This valve may be closed either through the engine fire extinguishing handle or through a dedicated button on the overhead panel. ENGINE-DRIVEN PUMP The engine-driven pump provides continuous fluid flow at 3000 psi for operation of the various airplane hydraulically-powered systems. The pump is connected to the engine accessory gearbox and, as long as engine is running, it generates hydraulic pressure. During engine start, the fluid remaining in the suction line is sufficient to avoid pump cavitation and provide reservoir pressurization. ELECTRIC MOTOR-DRIVEN PUMP The electric motor-driven pump has the same connections as the engine-driven pump, but has a lower flow capacity. The pump normally operates in the automatic setting mode, turning on when the associated hydraulic pressure drops below 1600 psi or the associated engine N2 drops below 56.4%. If the pump starts operating in the automatic mode, it will be turned off after the pressure or N2 are reestablished to normal values. The electric pump may be turned on at pilot command, through the selector knob on the overhead panel, furnishing continuous fluid flow at 2900 psi.
Page
Code
2-11-05
2 01
HYDRAULIC
2-11-05
3 01
HYDRAULIC
MANIFOLD The manifold provides the following functions: - Fluid filtering (pressure and return lines). - Overpressure relief (main and electrical pumps). - Pressure indications (main and electrical pumps). Fluid leaving the pump flows to the manifold, where it is filtered and then routed to the airplane systems. Inside the manifold, a check valve prevents the fluid from returning to the pump, while a relief valve diverts the excess fluid to the return line. The return line is supplied by the fluid coming from the airplane systems, fluid drained from the pump, fluid from the relief valve, and fluid refilled by the maintenance personnel. Under any situation the fluid is filtered and returned to the reservoir. The manifold incorporates two pressure switches to detect low hydraulic pressure, and a pressure transducer to indicate system pressure. Signals from the pressure switches and pressure transducer are sent to the MFD and EICAS displays. PRIORITY VALVE The hydraulic system 1 incorporates a priority valve. If the system is powered by the electric motor-driven pump and the landing gear is commanded to retract, the valve will provide minimum flow to the landing gear system and give priority to the flight control services. In this case, the landing gear will operate through the accumulator pressure. ACCUMULATOR Each hydraulic system has one accumulator. The function of the accumulator is to keep the surges of the hydraulic pumps at a minimum, and to keep a 3000 psi pressure available for operation of the landing gear and main door (system 1) or operation of the emergency parking brake (system 2).
Page
Code
2-11-05
4 01
HYDRAULIC
EICAS MESSAGES
TYPE MESSAGE HYD SYS 1 (2) FAIL MEANING Associated hydraulic system is not pressurized (inhibited when the airplane is on the ground, engine is shut down and parking brake is applied). Associated hydraulic system fluid temperature is above 90C. Engine-driven pump is not generating pressure with associated engine running. Associated hydraulic shutoff valve is closed. Fluid level in the associated reservoir is below one liter. Report to the maintenance personnel if the hydraulic reservoir operates empty. Associated electric pump selected OFF with the parking brake released.
Page
Code
2-11-05
5 01
HYDRAULIC
Page
Code
2-11-05
6 01
HYDRAULIC
Page
Code
2-11-05
7 01
HYDRAULIC
2-11-05
8 01
Page
Code
2-12-00
1 01
Page
Code
2-12-00
2 01
GENERAL
The EMB-135 BJ landing gear incorporates braking and steering capabilities. The extension/retraction, steering and braking functions are hydraulically assisted, electronically controlled and electronically monitored. EICAS indications and messages alert crew to system status and failures. Each landing gear is equipped with alternate means of actuation in case of normal actuation system failure.
Page
Code
2-12-05
1 01
Page
Code
2-12-05
2 01
Page
Code
2-12-05
3 01
Page
Code
2-12-05
4 01
2-12-05
5 01
To preclude an inadvertent retraction command while on the ground, the air/ground system provides a signal to a solenoid inside the Landing Gear Lever. This locks the lever and prevents movement towards the UP position. For emergency purposes only, a lock release button is provided beside the lever, allowing this protection to be overriden.
Page
Code
2-12-05
6 01
Free-Fall extension is available in case of failure of both normal extension and electrical override extension. Actuation of free-fall landing gear extension is performed by pulling up the lever installed inside the free-fall lever compartment, on the floor, beside the copilots seat. This mechanically actuates the Free-Fall Selector Valve and unlocks the three landing gear legs uplocks. The Free-Fall Selector Valve isolates the hydraulic system pressure and connects the landing gear system hydraulic lines to the return. With the system unpressurized and the uplocks deactivated, all gear legs fall by gravity until they reach their downlock devices. If one main gear does not lock down, increase the aerodynamic drag by side slipping the aircraft to help lock the affected leg. Once actuated, the free-fall lever remains locked in the vertical position until mechanically released.
Page
Code
2-12-05
7 01
Page
Code
2-12-05
8 01
EICAS MESSAGES
TYPE WARNING LG AIR/GND FAIL CAUTION NLG UP/DOOR OPN (if applicable) MESSAGE LG/LEVER DISAGREE MEANING After 20 seconds of gear command, at least one landing gear is not in the selected position. LGEU failure or failure of two weight-on-wheel proximity switches. Nose LG is locked up and nose LG door is open.
2-12-05
9 01
FREE-FALL LEVER COMPARTMENT 1 - FREE-FALL LEVER When pulled up, depressurizes the landing gear hydraulic line and releases all gear uplocks. The lever is kept at the actuated position by a mechanical lock. 2 - FREE-FALL LEVER UNLOCK BUTTON When pressed, unlocks the free-fall lever, allowing it to be returned to the normal position, thus restoring the hydraulic operation of the landing gear. 3 - ELECTRICAL OVERRIDE SWITCH (guarded) NORMAL - Landing gear retraction and extension are automatically performed and controlled by the Landing Gear Electronic Unit. DOORS - Opens the nose landing gear doors. GEAR/DOORS - Extends the landing gear.
2-12-05
10 01
LANDING GEAR WARNING CUTOUT BUTTON (guarded) When pressed, this button cancels the landing gear warning voice message if the Radio Altimeter is inoperative. An amber indication bar illuminates inside the button and remains illuminated to indicate that a cancel action was performed. The amber indication bar extinguishes if the Thrust Levers are advanced or Flap Selector Lever is set above 22 or landing gear is down and locked.
Page
Code
2-12-05
11 01
GLARESHIELD PANEL 1 - NOSE LANDING GEAR DOORS INDICATION LIGHT (if installed) Illuminates to indicate that the nose landing gear is locked in the retracted position and at least one door is not closed.
GLARESHIELD PANEL
EICAS INDICATIONS 1 - LANDING GEAR POSITION Position is indicated by three boxes, one for each gear. Landing gear down and locked is indicated by a green DN label inside a green box. Landing gear in transit is indicated when the box is crosshatched in amber and black. Landing gear up and locked is indicated by a white UP label inside a white box. Landing gear lever disagreement (landing gear is not in the selected position after 20 seconds) is indicated by a box crosshatched in red and back or by a red label (UP or DN) inside a red box. Indication of landing gear downlocked is also presented on the RMU through the green LG DOWN LOCKED legend.
Page Code
2-12-05
12 01
2-12-05
13 01
Page
Code
2-12-05
14 01
BRAKE SYSTEM
The braking system consists of the normal brake system, emergency/parking brake system, and gear-retracting-in-flight braking. The normal brake system is supplied by hydraulic systems 1 and 2. It is electronically commanded and monitored. The emergency/parking brake system is supplied only by hydraulic system 2 and is mechanically actuated. Normal braking is controlled by the pedals. Emergency braking is controlled by the emergency/parking brake handle. Gear-retracting-in-flight braking is controlled by both hydraulic systems and by a mechanical stop within the nose gear wheel well. This braking is electronically commanded and monitored. Braking through the pedals incorporates some protections not available when using the emergency brake handle. Brake temperature is shown on the MFD Hydraulic Page.
Page
Code
2-12-10
1 01
Page
Code
2-12-10
2 01
Page
Code
2-12-10
3 01
ANTI-SKID PROTECTION The anti-skid protection controls the amount of hydraulic pressure applied by the pilots on the brakes. The anti-skid provides the maximum allowable braking effort for the runaway surface in use. It minimizes tire wear, optimizes braking distance, and prevents skidding. To perform this function, the BCU computes the wheel speed signals from the four speed transducers. If one signals falls below the wheel speed average, a skid is probably occurring, and braking pressure is relieved on that side. After that wheel speed has returned to the average speed, normal braking operation is restored. The anti-skid does not apply pressure on the brakes, but only relieves it. So, to perform a differential braking technique, the pilot should reduce pressure on the side opposite to the turn, instead of applying pressure to the desired side. The anti-skid system incorporates the locked wheel protection and touchdown protection features. LOCKED WHEEL PROTECTION Locked wheel protection is activated for wheel speeds above 30 kt. It compares wheel speeds signals. If one wheel speed is 30% lower than that of another, a full brake pressure relief is commanded to the associated wheel, allowing wheel speed recovery. The 30% tolerance between the wheel speeds is provided to permit an amount of differential braking, for steering purposes. For wheel speeds below 30 kt, the locked wheel protection is deactivated and the brake system actuates without the wheel speed comparator. For wheel speeds below 10 kt, the anti-skid protection is deactivated, allowing the pilot to lock and pivot on a wheel.
Page
Code
2-12-10
4 01
Page
Code
2-12-10
5 01
TOUCHDOWN PROTECTION The touchdown protection system inhibits brake actuation before the main wheels spin up during landing. Brake actuation will be allowed only after 3 seconds from the latest touchdown or after the wheels have spun-up to 50 kt. In bouncing landings, the countdown is reset after each runway contact. Touchdown protection is provided by the brake system receiving signals from main landing gear weight-on-wheel proximity switches. If one landing gear proximity switch fails at the air position, the brake system will operate normally. However, if both proximity switches fail at the air position, braking capacity will be available only for wheel speeds above 10 kt. Below 10 kt, a loss of the main brake capacity will occur, but emergency braking is still available. GEAR-RETRACTING-IN-FLIGHT BRAKING Gear-retracting-in-flight braking prevents the landing gear from being retracted when the wheels are turning. This system computes signals from the air/ground indicating system and from the landing gear lever position. As soon as the airplane is airborne and the gears are commanded to retract, it applies braking pressure to the main wheels. The nose wheels are braked by a stop within the nose landing gear wheel well.
Page
Code
2-12-10
6 01
Page
Code
2-12-10
7 01
The emergency/parking brake is controlled through a handle located on the left side of the control pedestal. This modulates the Emergency/Parking Brake Valve. When the Emergency/Parking Brake Valve is actuated, hydraulic pressure coming from a dedicated accumulator is equally applied to the four main landing gear brakes. Braking capacity is proportional to the handle displacement. A BRAKE ON indicating light illuminates to indicate that pressure is being applied to the wheel brakes. A locking device allows the handle to be held in the actuated position, for parking purposes. The accumulator is supplied by hydraulic system 2. A caution message is displayed on the EICAS in case of accumulator hydraulic low pressure. After the message is displayed, if no leakage exists, at least one full emergency/parking brake application is available. If overpressure occurs due to overheating, a thermal relief valve allows hydraulic system communication with the return. A refilling connection is provided to allow pressurization of the accumulator. The accumulator allows 6 complete emergency actuation or at least 24 hours of parking brake actuation. NOTE: To prevent transfer of hydraulic fluid from one system to the other, normal braking should be applied and held while the parking brake is fully applied or released.
Page
Code
2-12-10
8 01
Page
Code
ORIGINAL
2-12-10
9 01
EICAS MESSAGES
TYPE MESSAGE EMRG BRK LO PRES MEANING Emergency/parking brake accumulator presents a low pressure condition. BRK OUTBD (INBD) INOP Outboard and/or inboard pair of brakes is inoperative. BRAKE OVERHEAT Any brake temperature has exceeded 420C.(*) BRAKE DEGRADED Total or partial loss of braking capability of one outboard wheel (1 or 4) and/or one inboard wheel (2 or 3), or internal BCU failure.
CAUTION
NOTE: (*) For EMB-135BJ airplanes equipped with LR brakes, the brake overheat set point is 450C.
BRAKE ON LIGHT
Page Code
2-12-10
10 01
REVISION 7
1 - EMERGENCY/PARKING BRAKE HANDLE Actuates the emergency/parking brake valve. Pull the handle and rotate to lock in the fully-actuated position.
Page
Code
ORIGINAL
2-12-10
11 01
MFD INDICATIONS 1 - BRAKE TEMPERATURE INDICATION Temperature is indicated by two vertical bars (one for each main landing gear) and four pointers (one for each brake). The scale ranges from 0 to 500C. The scale and pointer are green when temperature is below 200C, and amber when equal or greater than 200C. The temperature indication pointer is removed from the display in case of loss of temperature sensor signal. NOTE: For EMB-135BJ airplanes equipped with LR brakes, the scale and pointer are green when temperature is below 250C, and amber when equal or greater than 250C.
Page
Code
2-12-10
12 01
REVISION 7
CERTIFICATION
CTA/JAA/FAA
71
76
NOTE: Steering handle actuation with nose wheels beyond their operational limits may cause damage to the nose wheel steering system. Check if the nose wheel position indication mark is within the nose wheel position indication scale limits. A position sensor set to 7 disengages the system if the nose wheel is rotated above this limit by using the rudder pedals. To reengage the system, resume command through the handle.
Page
Code
REVISION 1
2-12-15
1 01
The steering system may be manually disengaged through switches located on the pilots' control wheels. Automatic system disablement occurs as soon as the airplane is airborne. Nose wheel centering with the nose gear shock absorber extension is provided by a cam. The nose wheel is also centered by caster effect whenever the system is disengaged. If the Electronic Control Module detects a failure, the EICAS is signaled to present a caution message. In these cases, for airplanes Post-Mod. SB 145LEG-32-0020 or with an equivalent modification factory incorporated, the tiller commands will be inhibited if ground speed is above 25 kt. Optionally, some airplanes are equipped with an external Steering Disengagement Switch which allows ground personnel to disengage steering prior to towing operations. The switch actuates directly on the steering system, shutting its power down. The disengagement switch inhibits the steering actuation commanded by the steering handle and the rudder pedals. A caution message is displayed on the EICAS whenever the steering system is disengaged by the external switch. Steering Disengagement Switch is installed in an compartment on the left front fuselage.
EICAS MESSAGES
TYPE CAUTION MESSAGE STEER INOP MEANING Steering system is inoperative. Message is presented only on ground.
Page
Code
2-12-15
2 01
REVISION 7
Page
Code
2-12-15
3 01
145AOM2120017.MCE
Page
Code
2-12-15
4 01
1 - STEERING HANDLE Commands nose wheel steering, allowing 71 deflection to either side. Push the handle down (step 1) to enable the command or to reset the steering system after disconnection. Then rotate left or right (step 2) to command steering.
STEERING HANDLE
Page
Code
2-12-15
5 01
CONTROL WHEEL 1 - STEERING DISENGAGE BUTTON When pressed disengages the nose wheel steering system.
Page
Code
2-12-15
6 01
Page
Code
2-12-15
7 01
Page
Code
2-12-15
8 01
LIGHTING
Page
Code
2-06-00
1 01
LIGHTING
Page
Code
LIGHTING
GENERAL
This airplane is equipped with a lighting system in order to illuminate all essential parts located inside and outside of the fuselage and to assure a proper and safe operation of the airplane. The cockpit is illuminated by dome, chart, fluorescent/flood and reading lights. The passenger cabin lighting is provided by the upward and downward fluorescent lights installed in the left and right valance panels, passenger reading lights, lavatory lights and galley lights. External lighting consists of navigation, anticollision (strobe and red beacon), landing, taxi, inspection and logotype lights. Emergency lights are provided inside and outside the airplane to assure, for the crewmembers and passengers, a safe night evacuation, under emergency condition. The system also provides lighting for baggage and service compartments.
Page
Code
2-06-05
1 01
LIGHTING
COCKPIT LIGHTING
The lighting system inside the cockpit is composed of five different types of lights, which are as follows: - Dome lights. - Reading lights. - Chart lights. - Fluorescent flood/storm light. - Instruments and panels lights. DOME LIGHTS Cockpit illumination is provided by two dome lights of fixed intensity, commanded by a switch on the overhead panel. One light is located above the pilots seat and the other is located above the copilots seat. READING LIGHTS In order to provide adequate light distribution for the reading of maps, check lists and manuals there are three reading lights inside the cockpit, one for the pilot, a second for the copilot and a third for the observer. By rotating the inner bezel of each of these three light installations, lighting intensity can be adjusted from off to full bright according to crew preference. The aperture or size of the light pattern is independently adjustable from a small to a large square pattern by rotating the outer bezel. CHART LIGHTS Chart lights are provided to illuminate the chart holders located at the pilots and copilots control wheel. The chart light is turned on when the chart holder assembly is lifted. Light intensity is controlled by potentiometer knobs located on each side of the glareshield panel and may be selected from dim to full bright. FLUORESCENT FLOOD/STORM LIGHT (OPTIONAL) Three flood/storm lights provide a proper lighting level in the cockpit and assures instrument readability when the ambient lighting is too intense with lightning flashes. The lights are located under the glareshield panel, two for the pilots and central side and the other for the copilots side. Light intensity is controlled by potentiometer knobs located on each side of the glareshield panel and may be selected from off to full bright.
Page
Code
2-06-05
2 01
LIGHTING
INSTRUMENTS AND PANELS LIGHTS The instrument and control panel lights system provides lighting for instruments, control panels, and pushbuttons. Light intensity is controlled by potentiometer knobs located on each side of the glareshield panel and on the overhead panel.
COCKPIT LIGHTING
Page Code
2-06-05
3 01
LIGHTING
Page
Code
2-06-05
4 01
LIGHTING
GLARESHIELD PANEL
Page
Code
2-06-05
5 01
LIGHTING
OVERHEAD PANEL 1 - PUSHBUTTON LIGHTS TEST SWITCH (if installed) When actuated to the TEST position (momentary position) allows checking of the striped bars and caption indications. The striped bars and caption indications in all pushbuttons located on the main panel, overhead panel, control pedestal and right lateral console will illuminate, allowing verification of lamps integrity. The fire handles, APU fire extinguish button, BAGG EXTG button, electromechanical GUST LOCK indication lights, GPU AVAIL annunciator and digital pressurization control button will not illuminate and will not be tested. 2 - OVERHEAD PANEL LIGHTING CONTROL KNOB Turns on/off and regulates the brightness of the overhead panel lighting. 3 - COCKPIT DOME LIGHTS SWITCH Turns on/off the two cockpit dome lights.
Page
Code
2-06-05
6 01
LIGHTING
OVERHEAD PANEL
Page
Code
2-06-05
7 01
LIGHTING
FLIGHT CREW READING LIGHTS 1 - INNER RING Provides turn on/off and dimming control. 2 - OUTER RING Provides reading area adjustment, allowing light beam orientation up to 35 degrees from the vertical axis in any direction.
Page
Code
2-06-05
8 01
LIGHTING
Page
Code
2-06-10
1 01
LIGHTING
PASSENGER CABIN SIGNS The passenger warning signs are illuminated signs that will be clearly visible under normal daylight lighting conditions. They provide passengers with NO SMOKING, FASTEN SEAT BELTS, RETURN TO SEAT and DO NOT OPEN DOOR instructions. An aural signal sounds whenever any passenger sign is turned on or off by the pilot. The NO SMOKING and FASTEN SEAT BELTS signs are controlled through respective switches located on the overhead panel. These signs are installed along the cabin in a way they can be seen from all the seats, in the Galley area and in the Lavatory. In addition, a RETURN TO SEAT sign is provided only in the Galley area and in the Lavatory and is activated in conjunction with the Fasten Seat Belts sign. The NO SMOKING, FASTEN SEAT BELTS and RETURN TO SEAT signs are also activated when the oxygen dispensing units are open and when the cabin pressure reaches 14500 ft above sea level. The DO NOT OPEN DOOR sign is installed beside the lavatory-tobaggage compartment access door (inside the lavatory) to warn passengers against opening the door, whenever smoke is detected in the baggage compartment. GALLEY LIGHT The galley lights are divided into three subsystems controlled through three switches on the Galley Control Panel. These switches turn lights on or off in each subsystem.
Page
Code
2-06-10
2 01
LIGHTING
Page
Code
2-06-10
3 01
LIGHTING
Page
Code
2-06-10
4 01
LIGHTING
CABIN LIGHTING SWITCHES Cabin lighting can be controlled from both VIP Control Panels. Pressing any of the light control switches on these panels alternates the upwash and downwash lights between Bright, Dim and Off modes.
Page
Code
2-06-10
5 01
LIGHTING
COURTESY LIGHTING PANEL COURTESY AND STAIRS LIGHTING CONTROL SWITCHES ENTRY LIGHTS ON/OFF SWITCH OFF (Amber) - All courtesy and stairs lights are turned off. ON (Green) - All courtesy and stairs lights are turned on, when the main door is open. When the main door is closed, only the overdoor light remains on, to illuminate the main door area in flight. ENTRY LIGHTS AUTO SWITCH ON (Green) - All courtesy and stairs lights are extinguished when the main door is closed and illuminate when the main door is open. NOTE: The cockpit dome lights may be commanded through the Courtesy and Stairs Lighting Control Switch provided the airplane is deenergized and the Cockpit Dome Lights Switch is set to ON position.
Page
Code
2-06-10
6 01
LIGHTING
OVERHEAD PANEL 1 - FASTEN SEAT BELTS AND NO SMOKING SIGNS SWITCHES Turns on/off the associated passenger signs. 2 - STERILE LIGHT SWITCH Turns on/off the sterile light.
OVERHEAD PANEL
Page
Code
2-06-10
7 01
LIGHTING
Page
Code
2-06-10
8 01
LIGHTING
EXTERNAL LIGHTING
The external lights necessary to a proper and safe operation of the aircraft are: - Landing lights. - Taxi lights. - Navigation lights. - Anti-collision lights. - Wing inspection lights. - Logotype lights. LANDING LIGHTS The landing lights provide adequate lighting during final approach, flare-out and take-off. Two landing lights are fitted in the wing leading edge close to the fuselage and a third landing light is mounted on the nose landing gear strut. The switches located on the overhead panel are responsible for the control of the landing lights. TAXI LIGHTS The taxi light provides sufficient intensity and beam spread to aid pilots during all taxi operation phases, covering the runway and adjacent areas. Two taxi lights are fitted on the nose landing gear strut and are commanded by a single switch located on the overhead panel. NAVIGATION LIGHTS The navigation lights, red on the left and green on the right, are fitted to the leading edge of each wing tip. A white navigation light is fitted to the cone top of the horizontal stabilizer. The navigation lights are controlled by a switch located on the overhead panel. ANTI-COLLISION LIGHTS The anti-collision lights provide illumination for visual recognition and collision avoidance during all flight/taxi operations. White strobe (anticollision) lights are fitted to each wing tip and cone top of the horizontal stabilizer. Red beacon lights are mounted on the upper fuselage. Two different switches, one for strobe lights and another for the red beacon lights are located on the overhead panel.
Page
Code
REVISION 3
2-06-15
1 01
LIGHTING
WING INSPECTION LIGHTS Two inspection lights, one on each side of the fuselage, provide lighting of the wing leading edge to allow the crew to verify ice formation. The inspection lights are controlled by a switch located on the overhead panel. LOGOTYPE LIGHTS (OPTIONAL) The logo lights are installed on the underside of the horizontal stabilizer and are aimed at the vertical fin. They provide adequate illumination of the airplanes logo during operation on the ground and in flight. A switch located on the overhead panel controls the logotype lights.
Page
Code
2-06-15
2 01
REVISION 4
LIGHTING
EXTERNAL LIGHTS
Page
Code
2-06-15
3 01
LIGHTING
Page
Code
2-06-15
4 01
LIGHTING
Page
Code
REVISION 1
2-06-15
5 01
LIGHTING
2 - LOGOTYPE LIGHTS SWITCH (OPTIONAL) Turns on/off the logotype lights. 3 - TAXI LIGHTS SWITCH Turns on/off the taxi lights. NOTE: Taxi lights are not turned on if nose landing gear is not down and locked, regardless of the Taxi Lights Switch position. 4 - LANDING LIGHTS SWITCHES Turn on/off the associated landing light. NOTE: Nose landing light is not turned on if nose landing gear is not down and locked, regardless the of Nose Landing Light Switch position.
Page
Code
2-06-15
6 01
REVISION 4
LIGHTING
OVERHEAD PANEL
Page Code
2-06-15
7 01
LIGHTING
Page
Code
2-06-15
8 01
LIGHTING
EMERGENCY LIGHTING
The emergency lighting consists of internal and external lights that provide proper illumination for emergency cabin evacuation. These lights are powered by four dedicated batteries charged through the Essential Bus. Batteries power is sufficient to supply all internal and external emergency lights for approximately 15 minutes. The exterior emergency lights installed are as follows: Two lights are installed on the right hand wing to fuselage fairing, in order to illuminate the wing escape route and the ground area. One light is installed on the handrail support of the main door in order to illuminate the outside area where the evacuee is likely to make first contact with the ground. Internal emergency lights consist of the cockpit light, aisle lights, main door lights, overwing emergency exit lights, floor proximity lights and EXIT signs as follows: Cockpit light: This light is located on the cockpit ceiling to provide general cockpit emergency illumination. Aisle lights: Four dome lights are located along the aisle for general emergency cabin illumination. Main door and overwing emergency exit lights: One light is installed in the ceiling panel over the main exit door illuminating the main exit door area and the outside area. An emergency light is installed behind the valance panel, above the overwing emergency exit, providing illumination over the exit handle instructions. Floor proximity emergency lights: Electro-luminescent strip indicators are installed on the inboard side of the seats, in the toe kick area of the credenza and cabinets to provide a means of identifying the emergency escape path even in conditions of dense smoke. Illuminated EXIT signs: One emergency Exit sign is installed near the main door and two others are installed near the overwing exit door. In addition, Exit locator signs are located on the forward right hand bulkhead and aft left hand bulkhead of the forward cabin. The aft cabin exit locator sign is located on the forward left hand bulkhead.
Page
Code
2-06-20
1 01
LIGHTING
Emergency lighting is controlled through the Emergency Lights Switch, located on the overhead panel, and through the equivalent membrane switch located on the Galley Emergency Lights Control Panel. A caution message is presented on the EICAS if the system is not armed.
Page
Code
2-06-20
2 01
LIGHTING
Page
Code
2-06-20
3 01
LIGHTING
EICAS MESSAGE
TYPE MESSAGE CAUTION EMERG LT NOT ARMD MEANING Emergency lighting system is not armed.
- Emergency lights illuminate with power supplied by the dedicated batteries. ARM - Emergency lights are in standby mode (lights turned off and the batteries being charged) and illuminate automatically in case of an electrical emergency, with power supplied by the dedicated batteries. OFF - Emergency lights are turned off. Emergency lighting dedicated batteries are not charged. NOTE: The emergency lights are controlled by the Emergency Lights Switch on the overhead panel only when the color of the Emergency Lights Switch located on the Galley cabinet (normal flight position).
ON
Page
Code
2-06-20
4 01
LIGHTING
OVERHEAD PANEL
Page
Code
2-06-20
5 01
LIGHTING
Page
Code
2-06-20
6 01
POWERPLANT
Page
Code
2-10-00
1 01
POWERPLANT
Engine Indicating System (EIS).......................................... 2-10-35.. 01 Engine Sensors .............................................................. 2-10-35.. 01 Pressure/Temperature Transducer Sensor ................ 2-10-35.. 01 Low Oil-Pressure Sensor ............................................ 2-10-35.. 01 Oil-Level and Low-Level Sensor ................................. 2-10-35.. 01 Electrical Oil-Filter Impending-Bypass Indicator ......... 2-10-35.. 01 Fuel Temperature Sensor ........................................... 2-10-35.. 02 Electrical Fuel-Filter Impending-Bypass Indicator....... 2-10-35.. 02 Magnetic Indicating Plug ............................................. 2-10-35.. 02 Igniter Spark-Rate Detector ........................................ 2-10-35.. 02 Vibration Sensors........................................................ 2-10-35.. 02 Fuel Flowmeter ........................................................... 2-10-35.. 02 Powerplant Control System ................................................ 2-10-40.. 01 Full Authority Digital Electronic Control (FADEC) ........... 2-10-40.. 01 N1TARGET Calculation.................................................. 2-10-40.. 04 N1REQUEST Calculation ............................................... 2-10-40.. 04 Ground/Flight Idle Thrust Schedule ................................ 2-10-40.. 05 Closed-Loop Fan Speed Control .................................... 2-10-40.. 05 N1/N2 Overspeed/Underspeed Protection ..................... 2-10-40.. 06 Interstage-Turbine Temperature (ITT) Limiting .............. 2-10-40.. 06 Acceleration/Deceleration Limiting ................................. 2-10-40.. 06 Flameout Detection/Autorelight ...................................... 2-10-40.. 06 N1 Reversionary Control Mode....................................... 2-10-40.. 07 FADEC Inputs Selection and Fault Accommodation ...... 2-10-40.. 07 FADEC Discrete Outputs................................................ 2-10-40.. 07 Alternate FADEC Selection............................................. 2-10-40.. 08 FADEC Reset ................................................................. 2-10-40.. 08 Engine Operation................................................................ 2-10-50.. 01 General ........................................................................... 2-10-50.. 01 Thrust Ratings ................................................................ 2-10-50.. 01 Engine Control ................................................................ 2-10-50.. 02 Thrust Management........................................................ 2-10-50.. 02 Thrust Mode Selection ................................................ 2-10-50.. 02 AE3007A1E Thrust Mode Selection............................ 2-10-50.. 07 Fan-Speed Scheduling................................................ 2-10-50.. 08 Alternate Takeoff Thrust Control System (ATTCS) .... 2-10-50.. 10 Takeoff Data Setting ................................................... 2-10-50.. 11 Engine Start .................................................................... 2-10-50.. 14 Engine Dry Motoring.................................................... 2-10-50.. 15 Engine Shutdown............................................................ 2-10-50.. 15 EICAS Messages ............................................................... 2-10-50.. 16
Page
Code
2-10-00
2 01
POWERPLANT
Controls and Indicators ...................................................... 2-10-60 ..01 Control Pedestal ............................................................. 2-10-60 ..01 Powerplant Control Panel............................................... 2-10-60 ..03 Fire Handle ..................................................................... 2-10-60 ..05 Engine Indication on EICAS ........................................... 2-10-60 ..05 Takeoff Page on MFD .................................................... 2-10-60 ..10 First Engine Backup Page on RMU................................ 2-10-60 ..11 Thrust Reverser ................................................................. 2-10-70 ..01 General........................................................................... 2-10-70 ..01 Lock Protection............................................................... 2-10-70 ..01 Operation........................................................................ 2-10-70 ..01 Operation Logic........................................................... 2-10-70 ..02 EICAS Indication......................................................... 2-10-70 ..02 Thrust Reverser Interlock ............................................... 2-10-70 ..03 EICAS Messages ........................................................... 2-10-70 ..03
Page
Code
2-10-00
3 01
POWERPLANT
Page
Code
POWERPLANT
GENERAL
The airplane is powered by two fuselage-mounted Allison turbofan engines. Engine denominations, thrust (installed, static sea level) and flat rates are as follows:
ENGINE AE3007A1E AE3007A1P MODEL EMB-135 BJ EMB-135 BJ MAX. T/O THRUST 8810 lb 8169 lb FLAT RATE ISA+19C ISA+19C
NOTE: -Max T/O thrust and flat rate values for AE3007A1P are based on T/O RSV thrust. - Max T/O thrust and flat rate values for AE3007A1E are based on E T/O RSV thrust. The AE3007 is a high bypass ratio, two-spool axial flow turbofan engine. The main design features include: A single stage fan, A 14-stage axial-flow compressor with inlet guide vanes and five variable-geometry stator stages, A 2-stage high pressure turbine to drive the compressor, A 3-stage low pressure turbine to drive the fan, Dual, redundant, Full Authority Digital Electronic Controls (FADEC), Accessory gearbox, Air system for aircraft pressurization and engine starting. Each engine is controlled by redundant FADECs. The FADECs also provide information to the EICAS, although some parameters signals are provided directly from engine sensors. All powerplant parameters are indicated on the EICAS, which also provides warning, caution and advisory messages. The cockpit control stand incorporates two thrust levers, one for each engine, and four buttons for engine thrust rating selection. Controls for ignition, FADEC, takeoff data setting, takeoff rating selection and engine Start/Stop are located on the overhead panel.
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MAIN ASSEMBLIES
FAN MODULE Air enters the engine through the fan case inlet and is compressed by a 24-blade, single-stage fan. The compressed air is split into a bypass stream, which bypasses the core through the outer bypass duct, and a core stream that enters the high-pressure compressor. HIGH-PRESSURE COMPRESSOR The compressor rotor consists of 14 stages of individual wheel assemblies, compressor shaft, compressor-to-turbine shaft, and compressor tiebolt. Compressor Variable Geometry (CVG) stators are provided for stages 1 through 5 and for the inlet guide vanes. These stators are driven by servo actuators controlled by the FADECs. Highth pressure compressor bleed air tappings are available at the 9 and th 14 stages (compressor discharge). A combustion liner assembly mixes air and fuel to support combustion, and delivers a uniform, high-temperature gas flow to the turbine. HIGH-PRESSURE TURBINE (HPT) The High Pressure Turbine converts the gas flow coming from the combustion liner into usable mechanical energy to drive the compressor. LOW-PRESSURE TURBINE (LPT) The Low-Pressure Turbine is located downstream of the HighPressure Turbine and extracts energy from the gas path to drive the fan. The LPT is connected to the fan by means of a shaft extending through the entire high-pressure spool and the compressor assembly. Air exiting the LPT mixes with the bypass air and provides thrust. EXHAUST CONE AND MIXER The mixer provides the mixing chamber for the engine bypass and core gas-flow streams and sets the fan operating line for all operating envelope conditions. The Thrust Reversers deflect the exhaust providing reverse thrust.
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2-10-05
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An accessory gearbox is driven by the high-pressure spool and provides driving pads for the following engine and airplane accessories: Engine accessories: Fuel Pump and Metering Unit (FPMU), Permanent Magnet Alternator (PMA), and oil pump. Airplane accessories: hydraulic pump, electrical generators, and pneumatic starter.
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2-10-05
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2-10-05
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2-10-10
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The fuel-metering valve is controlled by the FADEC and controls fuel distribution from the gear pump to the engine fuel nozzles. Downstream of the metering valve, a pressurizing valve (PRV) generates adequate system pressure for the proper functioning of the main metering valve and pressure drop servos and CVG hydraulic actuator. The PRV also provides the primary means for engine fuel shutoff, commanded through the Latching Shutoff Valve, that receives a Stop cockpit input through the FADEC.
GEOMETRY
(CVG)
The high-pressure compressor has a variable geometry vane system on its five stages to provide maximum engine performance over a wide range of engine speeds. The FADEC contains a schedule of vane positions versus corrected gas generator speed (N2) that has been selected to provide the optimum compressor efficiency of steady-state conditions and adequate stall margins during transients. The FADEC senses the vane position and, by means of fuel pressure from the FPMU, commands the CVG actuator movement to position the compressor-inlet guide vanes and the first five rows of compressor vanes to the desired setting.
FUEL NOZZLES
Each engine has 16 fuel nozzles, that furnish atomized fuel to the combustor at the proper spray angle and pattern, for varying airflow conditions.
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2-10-10
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2-10-10
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2-10-10
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LUBRICATION SYSTEM
The engine lubrication system is a self-contained, pressure-regulated and recirculating dry sump system. The system supplies filtered and pressurized oil to the various engine oil coolers, engine sumps and the accessories gearbox, at the proper temperature, to cool and lubricate the bearings, seals, and gear meshes. The main subsystems of the oil system are: lubricating oil-supply, engine sumps, lubricating oil scavenge and lubricating oil vent.
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2-10-15
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LUBE AND SCAVENGE PUMP The pressure and scavenge pumps are all mounted in a single integral unit. A single shaft drives six pumping elements. One pressure pumping element pumps oil from the tank to the system and five scavenge pumping elements pump oil from the sumps and the gearbox to the oil tank. The pump assembly also includes a pressure regulating valve which controls oil pressure. Main Oil Pressures varies with the center sump air pressure. A line connecting one side of the regulating valve to the center sump enables the regulating valve to compensate for the air pressure inside the sump. OIL FILTER UNIT The filter unit includes a replaceable filter element, and mechanical and electrical impending-bypass indicators. A bypass valve opens and allows oil to bypass the filter during cold starts, or when the filter becomes excessively contaminated. A screen is located in the bypass inlet to prevent passage of particles. The electrical impending-bypass indicators provide the remote monitoring of the system. AIR-COOLED OIL COOLER (ACOC) The ACOC is a surface-type heat exchanger with a single plate-fin oil section. Filtered, pressurized oil enters a manifold and flows through the air-cooled heat exchanger. A thermal/pressure bypass valve senses ACOC outlet temperature. When open, this valve allows cold oil to bypass the ACOC and, once closed, forces hot oil to flow through the cooler. The bypass valve also opens if the cooler is obstructed. FUEL-COOLED OIL COOLER (FCOC) The FCOC is a heat exchanger that simultaneously cools the engine lubrication oil and warms the fuel upstream of the FPMU filter. A thermal/pressure bypass valve prevents fuel overheat. This valve also opens in case of cooler obstruction or cold starts.
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2-10-15
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ENGINE SUMPS
There are four engine sumps that encompass five main-shaft bearings, four bevel-gear bearings, and six carbon seals. These sumps are as follows: fan sump, front sump, center sump and aft sump.
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2-10-15
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2-10-15
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ENGINE BLEED
Air is bled from the compressor 9 stage during engine starting to assist with accelerating to idle rpm. There are two different types of compressor acceleration bleed valves (CABV). The original type used two valves per engine located externally on the HP compressor at approximately the 12:00 and 6:00 Oclock positions. The second type is a single valve at 6:00 Oclock position. The engine also provides bleed air to the Pressurization and Air Conditioning system through the Engine Bleed Valve (EBV), Bleed air th th for this system is extracted from the 9 or 14 stages depending on the request. Refer to section 2-14-05 for more information.
th
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2-10-20
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2-10-20
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2-10-25
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2-10-25
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IGNITION SYSTEM
The engine has a dual redundant ignition system composed of two ignition exciters, two high-tension igniter leads and two igniters. The ignition system is turned on by the FADEC during engine starting cycle or when an engine flameout condition is detected (auto-relight). Each ignition exciter is controlled by a separate FADEC and powered by a separate electrical winding of the PMA. Continuous ignition or ignition off can be manually selected through the Ignition Selector Knob, located on the Powerplant Control Panel and connected to the FADECs. Ignition control is performed according to Ignition Selector Knob position, as follows: Ignition Selector Knob set to ON: Both FADECs command associated ignition channel during start, as soon as the PMA provides sufficient power. The ignition is not automatically deactivated when the start cycle is completed. If the engine is already running, both FADECs activate their ignition channels. Ignition Selector Knob set to AUTO: During ground start, only the FADEC in control activates the ignition system at the proper time. The engine start will be performed with only one exciter. The exciters will be alternately selected for each subsequent ground start. The FADEC deactivates the ignition system when the engine starting cycle is completed. The auto-relight function activates the ignition system. Ignition Selector Knob set to OFF: If the engine is not running, the FADEC neither activates the ignition system nor actuates the engine fuel valve from closed to open position. If the engine is already running, at least in IDLE thrust, the FADEC does not close the engine fuel valve.
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2-10-30
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2-10-30
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2-10-30
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2-10-30
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2-10-30
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ENGINE SENSORS
PRESSURE/TEMPERATURE TRANSDUCER SENSOR This sensor combines engine oil pressure and temperature transducers in a single housing, mounted on the Fuel-Cooled Oil Cooler (FCOC). The pressure and temperature transducers are electrically independent and require separate signal conditioning. Due to the characteristic of some pressure sensors, the EICAS may display approximately 90 psi for a 2 minutes period, for actual pressures between 90.5 and 155 psi. Considering this characteristic, pressure indication may jump suddenly from approximately 90 psi to the actual pressure value, after the 2 minutes period is expired. LOW OIL-PRESSURE SENSOR The function of the low oil-pressure sensor is to give an indication when oil pressure is low. This sensor is also mounted on the FCOC. A warning message is presented on the EICAS in case of low oil pressure. OIL-LEVEL AND LOW-LEVEL SENSOR The engine oil-level sensor is a transducer located in the oil tank that gives continuous and accurate oil level readings from 3qts to 12qts. The low-level warning sensor is electrically open with 6qts or less of oil remaining in the tank and remains closed otherwise. An indication of oil-level is provided on the Takeoff page on the MFD. The indication turns amber when oil level is at 6 quarts or below. ELECTRICAL OIL-FILTER IMPENDING-BYPASS INDICATOR The engine electrical oil-filter impending-bypass indicator is located in the oil-filter assembly. An advisory message is presented on the EICAS if the differential pressure across the oil filter exceeds its set point.
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2-10-35
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FUEL TEMPERATURE SENSOR The engine fuel-temperature sensor has an indication range of -54 to 176C (-65 to 350F) and is located on the FCOC. A caution message is presented on the EICAS in case of fuel low temperature (below 5C in the engine). ELECTRICAL FUEL-FILTER IMPENDING-BYPASS INDICATOR The engine electrical fuel-filter impending-bypass indicator is located on the engine fuel pump and metering unit (FPMU). An advisory message is presented on the EICAS if the differential pressure across the filter exceeds its set point. MAGNETIC INDICATING PLUG The magnetic indicating plug is located in the oil tank. The magnetic plug contacts are normally open and are electrically closed when conductive material bridges the gap between them. IGNITER SPARK-RATE DETECTOR The engine igniter spark-rate detectors are outputs from the ignition exciters that indicate that an electric field has collapsed in the exciter circuit. A signal is available for each igniter circuit on the engine. VIBRATION SENSORS The engine vibration sensors are accelerometers that detect abnormal fan rotor and turbine rotor vibration. The transducers are connected through the engine wiring harness to the EICAS. FUEL FLOWMETER The fuel flowmeter is a turbine, mass flow sensor. A given fuel flow through the sensor causes the turbine to move to a calibrated position, providing a specific voltage output to the Data Acquisition Unit (DAU). The DAU converts the voltage signal from the sensor into a flow-rate value (pounds or kilograms per hour) for cockpit display. The fuel flowmeter is calibrated for a range between 130 to 4300 pph. During some starts, fuel flow may drop to values out of the flowmeter range. In this case a zero fuel flow will be displayed on EICAS for a few seconds.
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2-10-40
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Each FADEC receives command signals from the Control Pedestal and from the Powerplant Control Panel and sends a command signal to the FPMU, which meters the fuel flow to the engine in order to reach the fan spool speed calculated by the FADEC thrust management section. Both FADECs alternate powerplant control. While one FADEC controls the powerplant, the other remains in standby mode. The standby FADEC monitors all inputs, performs all computations, and performs built-in-test and fault detection. However, the output drivers (fuel flow and CVG control), that command the engine, are powered off. The active FADEC is alternated at each engine ground start in order to minimize the probability of latent failure within the powerplant control system/airplane interface. The selection logic resides within the FADECs that memorize which FADEC was used for the last engine start and commands the other one to perform the next start, regardless of which FADEC is used in flight. For example: If FADEC B was used for the last start, when the pilot actuates the next start, the selection logic will select FADEC A, as shown in the following table: Start FADEC A FADEC B In flight (alternated) FADEC B or A FADEC A or B Following start FADEC B FADEC A
Transfer from active FADEC to standby FADEC may also be accomplished automatically, in response to a detected fault, or manually, through the FADEC Selector Knob, located on the overhead panel. The manual selection overrides the automatic selection of the controlling FADEC unless the manually selected FADEC is not capable of safely controlling the engine. If a fault condition is detected in the engine sensor, actuator interface, or airplane interface of the controlling FADEC, it will maintain control by using data borrowed from the standby FADEC. If required data is not available, the controlling FADEC will use default data or switch to reversionary control mode. Control will be transferred to the standby FADEC only when the controlling FADEC detects a fault that will result in degraded engine operation or will render it unable to control the engine. All measured powerplant control parameters, control system faults and status information are presented on the EICAS.
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2-10-40
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FADEC SCHEMATIC
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2-10-40
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N1TARGET CALCULATION
The FADEC calculates the maximum available engine thrust for a given thrust rating mode, airspeed and ambient conditions, and bleed air configuration. Maximum thrust corresponds to N1TARGET displayed on the EICAS as a cyan bug on the N1 analogic indicator arc. When the Thrust Lever is set to the THRUST SET position, the FADEC controls the engine at N1TARGET. In normal mode (with no ADC faults) the following data are used as primary reference for the N1TARGET calculation: Pressure Altitude and Mach Number reference from ADCs. Temperature references (REF TO TEMP during takeoff and ADC TAT in flight). A-ICE condition (REF A-ICE during takeoff and actual A-ICE system feedback in flight). Takeoff mode.
N1REQUEST CALCULATION
The N1REQUEST is a function of N1TARGET and Thrust Lever Angle. The FADEC controls the engine to N1REQUEST at steady state, except if the thrust lever is at Ground Idle position. In this case, the engine is controlled according to the Ground Idle N2 schedule. The table below presents the main Thrust Lever positions, corresponding Thrust Lever Angle bands, and N1REQUEST for ground operation. POSITION MAX REVERSE MIN REVERSE IDLE THRUST SET MAX THRUST TLA 0 to 4 14 to 22 22 to 28 72 to 78 Above 78 N1REQUEST N1REV N1IDLE N1IDLE N1TARGET N1TARGET
N1REV is the N1 value for MAX REVERSE thrust. Each thrust lever modulates engine thrust linearly between IDLE and THRUST SET position. There is no thrust modulation between IDLE and MIN REVERSE. N1REQUEST is shown as a green bug on the N1 analogic indication arc on the EICAS.
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2-10-40
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2-10-40
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ACCELERATION/DECELERATION LIMITING
Acceleration and deceleration limits within the FADEC logic restrict the rate of commanded engine fuel flow to prevent surge during acceleration or lean blow out during deceleration.
FLAMEOUT DETECTION/AUTORELIGHT
Flameout and autorelight detection logic within the FADEC detects an engine flameout and attempts an automatic relight before the engine loses power, if N2 is higher than 53%. In the event that a relight cannot be successfully executed, the FADEC commands an engine shutdown. During in-flight restarts, both ignition systems are energized.
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2-10-40
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SELECTION
AND
FAULT
For every FADEC input, there is a selection and fault accommodation logic, based on the inputs to both FADECs of the same engine. The engine control system is highly fault tolerant. Because of redundant sensor inputs and outputs, the control system can accommodate multiple faults with no degradation in engine response. The fault accommodation philosophy is to maintain operation on the controlling FADEC for as long as possible before transferring control to the standby FADEC. For every detectable fault, the FADEC provides a signal to the EICAS for the alerting message and/or to the Central Maintenance Computer for the maintenance message.
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2-10-40
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FADEC RESET
The FADEC may be reset through the FADEC Control Knob. Upon receiving the FADEC Control Knob input, the FADEC clears recorded inactive faults (faults not currently being detected). In case any fault persists after the RESET command, it is not cleared. Reset does not mean electrical power interruption to the FADEC.
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2-10-40
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ENGINE OPERATION
GENERAL
The Rolls-Royce AE 3007 engine uses an electronic control system based on two Full Authority Digital Electronic Controls (FADECs) that control the engine. These FADECs interface with the engine, airframe and flight deck. A complete description of the engine control system was presented in the previous chapter.
THRUST RATINGS
The engine control system schedules the corrected fan speed as a function of pressure altitude, Mach number, ambient temperature, antiice system condition, thrust mode and thrust lever angle to achieve the rated thrust conditions. Thrust ratings for the AE 3007 engine are:
Engines Thrust ratings
E Takeoff Reserve E Takeoff Takeoff Reserve Takeoff Maximum Takeoff-1 Alternate Takeoff-1 Maximum Continuous E Maximum Cllimb Maximum Climb Maximum Cruise A1P
Selectable T/O* ALT T/O-1* CON CLB CRZ ATTCS T/O RSV* T/O RSV* T/O-1* -
A1E
Selectable E T/O* T/O* ALT T/O-1* CON E CLB CLB CRZ ATTCS E T/O RSV* E T/O RSV* T/O RSV* T/O RSV* T/O-1* -
*Restricted to 5 minutes For A1E engines, E T/O RSV and T/O RSV modes ate not intended for normal operation. Their use must be recorded in the maintenance logbook. For the respective takeoff rating, altitude, and Mach-number condition, fan speed is controlled to maintain constant thrust at any given ambient temperature below the flat-rated ambient temperature.
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REVISION 4
2-10-50
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ENGINE CONTROL
The engine control system controls the operation of the engine throughout its operating envelope. The system modulates the fuel flow rate to the engine and the position of the variable geometry vanes (CVG) in response to inputs from the aircrafts sensors and measurements of engine operating conditions. The engine control system will not command a fuel flow that would result in exceeding rotor speed or temperature operating limits. The engine control system is designed in such a manner that a single electrical failure will not cause significant thrust changes, result in an uncommanded engine shutdown or prevent a commanded engine shutdown. In case of loss of both FADECs, the engine control system will shut off fuel flow and move the CVGs to the closed position. The engine control system performs two categories of functions: thrust management and engine control. Thrust management logic interfaces with the airframe and schedules a corrected thrust based on air data and cockpit inputs. The fan speed request is passed to the engine control logic, which controls the engine fuel flow and Compressor Variable Geometry (CVG) in response to the measured parameters in order to attain the required engine response.
THRUST MANAGEMENT
This section of the FADEC software is responsible for functions directly involved in the required thrust computation and management logic. Thrust management logic is provided to reduce flight crew workload and enhance the aircrafts operation. Thrust management functions are as follows: thrust mode selection, fan speed (N1) scheduling, Automatic Takeoff Thrust Control (ATTCS), Takeoff Data Setting (TDS), and thrust reverser interlock. THRUST MODE SELECTION Thrust logic management includes several thrust-rating modes that are controlled through associated buttons on the cockpit, set during the takeoff data setting procedure, automatically triggered by the ATTCS or by advancing the Thrust Lever Angle (TLA) above the thrust set position. Thrust-rating mode defines the available engine thrust at the existing ambient conditions. The following thrust modes are available:
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2-10-50
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POWERPLANT
All engines: This mode is the normal all engines operating takeoff mode and is available only through the use of the Takeoff Data Setting procedure. Selection of this mode ensures the best engine durability and economy of operation. In this mode the ATTCS is active, so that T/O-1 mode is triggered in case of engine failure. MAXIMUM TAKEOFF-1 (T/O-1) A1P engine: This is the One Engine Inoperative (OEI) mode for the normal, all engines operating, ALT T/O-1 mode. In addition to being selected by an ATTCS trigger, it may also be selected from ALT T/O-1 mode, at or below 1700 ft above takeoff pressure altitude, by pushing the T/O thrust-rating button. It is not a normal pilot selectable takeoff mode. A1E engine: This is the One Engine Inoperative (OEI) mode for the normal, all engines operating, ALT T/O-1 mode. The FADECs will select T/O-1 mode if the T/O switch is pressed and the current mode is ALT T/O-1 during takeoff phase, if the ATTCS is triggered and the current mode is ALT T/O-1 or if the thrust lever is moved beyond Thrust Set position and the current mode is ALT T/O-1.
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TAKEOFF (T/O) A1P engine: This mode is the maximum, all engines operating takeoff mode. For engine durability and economy of operation, this mode should only be selected when ALT T/O-1 is not authorized. ATTCS is active in this mode, so that ATTCS triggers upon detection of an engine failure, commanding a thrust increase to T/O RSV mode. The T/O mode is automatically selected at FADEC power up, and at the initialization of the Takeoff Data Setting procedure. T/O is also automatically selected in flight below or descending through 15000 ft provided the landing gear is down and locked. T/O is selected if there is weight on wheels, the TLA is at 50 or less and the T/O thrust-rating button is pushed. This mode is also selected when the T/O thrust-rating button is pushed and the pressure altitude is greater than 1700 ft above takeoff altitude. A1E engine: This is a medium thrust level, selectable through the Takeoff Data Setting procedure, for all engines operating. For engine durability and economy this mode should be selected if conditions do not permit use of ALT T/O-1 but do not require E T/O mode. EXTENDED TAKEOFF (E T/O) A1E engine: This mode is the highest level, all engines operating, takeoff mode. For engine durability and economy of operation, this mode should only be selected when T/O mode is not authorized. In case of engine failure the ATTCS triggers the E T/O RSV mode. The E T/O is automatically selected at FADEC power-up and also at initiation of the Takeoff Data Setting procedure. E T/O is also automatically selected in flight, at or below 15000 ft, when the landing gear down and locked is received by the FADECs on both engines. This mode is also selected when the T/O button is pushed and the pressure altitude is greater than 1700 ft above takeoff altitude. The FADECs will select E T/O mode if the T/O switch is pressed after takeoff phase, if the T/O switch is pressed and the current mode is T/O-1 or if the thrust lever is moved beyond Thrust Set position in flight or after takeoff phase.
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2-10-50
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A1P engine: This mode is the corresponding OEI mode for all engines operating in T/O mode. The engine will produce the maximum rated thrust for the existing ambient conditions in this mode. T/O RSV is automatically selected when ATTCS is triggered during operation in T/O mode. T/O RSV is also selected if both engines do not agree on the thrust mode or when the thrust mode of the remote engine cannot be determined. This mode will also be selected from the T/O mode, at or below 1700 ft above takeoff altitude, when the T/O thrust-rating button is pushed. NOTE: T/O RSV is manually selected by advancing one or both TLA above Thrust Set position, regardless of any mode previously selected. A1E engine: This is the corresponding OEI mode for all engines operating in T/O mode. This mode is accessible through a FADEC command in response to an ATTCS triggering event. The FADECs will select T/O RSV mode if the T/O switch is pressed and the current mode is T/O during takeoff phase, if the ATTCS is triggered and the current mode is T/O or if the thrust lever is moved beyond Thrust Set position and the current mode is T/O. This mode is also accessible by pressing the takeoff button while in T/O and the aircraft is in post takeoff condition or on the ground. NOTE: The use of this mode requires a notation in the aircraft maintenance log. EXTENDED TAKEOFF RESERVE (E T/O RSV) A1E engine: This mode is the corresponding OEI mode for all engines operating in E T/O mode. E T/O RSV is automatically selected when ATTCS is triggered during operation in the E T/O mode. The FADECs will select E T/O RSV mode if the T/O switch is pressed and the current mode is E T/O or T/O RSV during takeoff phase, if the ATTCS is triggered and the current mode is E T/O, if the thrust lever is moved beyond Thrust Set position and the current mode is E T/O or if the thrust lever is moved beyond the Thrust Set position and the takeoff button is pressed. Use of this mode requires a notation in the aircraft maintenance log.
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MAXIMUM CONTINUOUS (CON) All engines: This mode is selected by pushing the CON push button. CON mode is available when the pressure altitude is greater than 300 ft above takeoff altitude and there is no landing gear down and locked, or when the pressure altitude is greater than 1700 ft above takeoff altitude. The CON mode switch inputs to the FADECs are inhibited on ground. MAXIMUM CLIMB (CLB) All engines: This mode is selected by pushing the CLB push button. CLB mode is enabled when the pressure altitude is greater than 500 ft above takeoff altitude, there is no landing gear down and locked signal and there is no OEI signal, or when pressure altitude is greater than 1700 ft above takeoff altitude and there is no OEI signal. The CLB mode switch inputs to the FADECs are inhibited on ground. For A1E engines CLB is the default mode when T/O or ALT T/O-1 is selected for takeoff. EXTENDED CLIMB (E CLB) A1E engine: This mode is enabled under the same CLB conditions described above. However, E CLB is the default mode when E T/O is selected. Pressing the CLB button while in CLB mode toggles the climb thrust to E CLB and vice-versa. MAXIMUM CRUISE (CRZ) All engines: This mode is selected by pushing the CRZ push button. CRZ mode is enabled when the pressure altitude is greater than 500 ft above takeoff altitude, there is no landing gear down and locked signal, and there is no OEI signal, or when pressure altitude is greater than 1700 ft above takeoff altitude and there is no OEI signal.
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Thrust mode selection on A1E engines is a bit more complex than on the other engines. The following tables illustrate how the thrust modes can be selected by pressing the T/O button, by advancing Thrust Levers above thrust Set or by the ATTCS. PRESSING TAKEOFF BUTTON Current Mode ALT T/O-1 T/O-1 T/O T/O RSV E T/O During takeoff phase (1) T/O-1 E T/O T/O RSV E T/O RSV E T/O RSV Post takeoff phase E T/O E T/O E T/O E T/O (2) E T/O
(1) Takeoff phase is configured when altitude is less than 1700 ft above takeoff altitude, five minutes or less time has been elapsed since thrust set selection for takeoff and current thrust mode is one of the takeoff modes. (2) T/O RSV to E T/O is a thrust decrease. (3) If current thrust is E T/O RSV, flight altitude is between 1700 ft above takeoff altitude and 15000 ft and the takeoff button is pressed, thrust will decrease to E T/O. ADVANCING THRUST LEVERS ABOVE THRUST SET POSITION Thrust Lever Angle above Thrust Set (TLA>78) ATTCS NOT triggered Current Mode ALT T/O-1 T/O E T/O CON, CLB, E CLB CRZ T/O-1 (1) T/O RSV (1) E T/O RSV (1) During takeoff phase T/O-1 T/O RSV E T/O RSV T/O-1 T/O RSV E T/O RSV Post takeoff phase E T/O E T/O E T/O E T/O E T/O E T/O RSV E T/O RSV
(1) If the ATTCS is not triggered, these three modes are only accessible by pressing the T/O button after selecting normal engine takeoff modes through the Takeoff Data Setting procedure.
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AIRPLANE OPERATIONS MANUAL TLA>78 and T/O button pressed E T/O RSV E T/O RSV E T/O RSV
Thrust Lever Angle above Thrust Set (TLA>78) ATTCS triggered Current Mode After ATTCS trigger TLA > 78 ALT T/O-1 T/O-1 T/O-1 T/O T/O RSV T/O RSV E T/O E T/O RSV E T/O RSV
Pushing the Takeoff Button with the Thrust Lever above Thrust Set will select E T/O RSV mode regardless of the current takeoff mode or flight phase. FAN-SPEED SCHEDULING The thrust management logic calculates the corrected fan-speed request at any point in the flight envelope. The scheduled, corrected fan speed is computed as a function of pressure altitude, Mach number, air temperature and other aircraft signals. The thrust lever quadrant has five significant thrust positions defined as: Thrust Lever Position Thrust Level Angle Maximum Reverse 0-4 Minimum reverse 14-22 Idle 22-28 Thrust Set 72-78 Maximum Thrust 78-85 Maximum reverse and maximum thrust are defined by mechanical stops at either extremes of the thrust lever movement. Idle is defined by a mechanical gate that must be lifted to allow the trust lever to transition from forward flight to the reverse flight region. The thrust set position on the thrust lever is delineated by a detent at 75. For any given pressure altitude, Mach number and air temperature the FADEC computes a corrected fan speed corresponding to the thrust lever position. The fan speed computed for the thrust lever position is dependent upon the selectable thrust mode. The Target Thrust (N1 Target) is defined as the thrust corresponding to the corrected fan speed scheduled with the thrust lever at the Thrust Set position. A target thrust is computed for each thrust mode. Flight idle thrust corresponds to the corrected fan speed with the TL at the idle position and is independent of the thrust mode. The FADEC schedules the corrected fan speed as a function of the thrust lever angle and the thrust mode to result in the linear relationships:
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A1P Engines Any movement of the thrust levers above the Thrust Set position results in the scheduling of the maximum takeoff thrust, regardless of the current thrust mode except for A1E engines (refer to A1E Thrust Mode Selection). A thrust lever position below the idle gate schedules reverse thrust provided such action is enabled by the thrust reverser interlock logic.
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ALTERNATE TAKEOFF THRUST CONTROL SYSTEM During a takeoff, if an engine failure is detected, the ATTCS automatically resets thrust on the remaining engine from Alternate Takeoff thrust to Maximum Takeoff thrust. In addition, depending on takeoff thrust setting and ambient conditions, the FADECs generate an ECS OFF signal to close the Pack Valves. (Refer to ECU operation on Section 2-14). ATTCS ARMING CONDITIONS ATTCS is armed when: Both engines are ATTCS capable, Associated thrust lever angle is equal to or higher than 45. NOTE: ATTCS capable is defined as E T/O (A1E engine), T/O (A1P engine) or ALT T/O-1 (All engines) mode selected, with the airplane on ground and the engine running. ATTCS TRIGGERING CONDITIONS After being armed, the ATTCS is triggered under any of the following conditions: The thrust lever for the opposite engine is reduced to below 38 TLA. Either FADEC for the on-side engine receives an opposite engine or on-side engine inoperative condition, or a Thrust Lever Angle limited to idle signal. The opposite engine does not indicate ATTCS being armed, within 2 seconds after the on-side engine ATTCS has armed. The opposite engine disarms ATTCS and the on-side engine does not disarm within 2 seconds.
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If ATTCS is armed and either FADEC A or B detects an opposite engine inoperative condition, the controlling FADEC commands the on-side engine to a higher takeoff thrust, as shown in the table: Takeoff Selection Two Engines Operation
T/O ALT T/O-1 ALT T/O-1
Engine A1P
A1E
T/O E T/O
ATTCS DISARMING CONDITIONS The ATTCS disarms if any of the following conditions is met: After being armed, the Thrust Lever Angle is reduced below 42. ATTCS is triggered on either engine. No ATTCS capable takeoff mode is selected. NOTE: If thrust lever is moved beyond the THRUST SET position the FADEC automatically commands the engine to the maximum available thrust, disregarding the takeoff mode selected, except for A1E engine (see A1E engine Thrust Mode Selection section). TAKEOFF DATA SETTING The Takeoff Data Setting function is provided in order to enable the pilot to input reference data into the FADEC prior to takeoff. Such data will be used to calculate N1TARGET during takeoff. The following data has to be inputted: Takeoff Mode (T/O MODE), which corresponds to: T/O or ALT T/O-1 (A1P engine). E T/O, T/O or ALT T/O-1 (A1E engine). Reference Takeoff Temperature (REF TO TEMP), which shall correspond to the Static Air Temperature (SAT) on the ground provided by the Air Traffic Control Tower, ATIS (Automatic Terminal Information Service) or other accurate source.
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Reference Takeoff Anti-Ice Condition (REF A-ICE), which is the anti-ice system condition (ON/OFF) that the FADEC will consider to calculate N1TARGET. This function is enabled during ground operations only and with thrust lever angle below 50, before or after engine start. The takeoff data setting is performed through the Takeoff Data Setting controls (STORE button and SET control) on the overhead panel. After selecting the takeoff page on the MFD, The Takeoff Data Setting procedure shall be as follows: a) After the first pressing of the STORE button, the MFD indicates the following initial values for the three takeoff data: T/O MODE: T/O for A1P engine; E T/O for A1E engine. REF TO TEMP: T2SYN (if engine is running) or ISA Temperature (otherwise). NOTE: - T2SYN is the synthesized total air temperature at the engine fan inlet. - T2.5 is the fan discharge total air temperature. REF A-ICE: OFF. An arrow points to T/O MODE line. Through the SET Control the takeoff mode ALT T/O-1 may be selected. b) At the second pressing of the STORE button, the arrow points to REF TO TEMP, indicating that this parameter may be adjusted. Through the SET control, the initial value may be adjusted to the required temperature. Each momentary command of the SET control will increase (INC) or decrease (DEC) the current value by 1C. If the SET control is held at the command position for more than 1 second, the REF TO TEMP is changed by 5C/sec. NOTE: The acceptable REF TO TEMP value range is limited to T2SYN 10C.
c) At the third pressing of the STORE button, the arrow points to REF A-ICE line, indicating that this parameter may be adjusted. Through the SET control, the initial condition (OFF) can be switched to ON and back to OFF alternately.
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d) At the fourth pressing of the STORE button: If the engines are running and the REF TO TEMP is within limits (T2SYN 10C): The FADECs accept the takeoff data and successfully terminate the procedure. The MFD displays the takeoff data. The FADEC begins to calculate and display the N1TARGET based on the takeoff data. If the engines are not running, the adjusted takeoff data will remain displayed in amber color, which means that they have not been accepted yet. Then: After engines start, if the adjusted REF TO TEMP is within limits, the FADECs accept the takeoff data and successfully terminate the procedure, the MFD displays the takeoff data, and the FADEC begins to calculate and display the N1TARGET based on the takeoff data. Otherwise, the takeoff data will not be accepted by the FADECs and the MFD will display dashed lines for all takeoff data in amber color, and a caution message (ENG NO TO DATA) is presented on the EICAS if TLA > 45. In order to enter the correct takeoff data, the procedure must be started again, through the STORE button. e) If, after takeoff data had been successfully entered, the pilot needs to correct any of them, the STORE button must be commanded again in order to restart the procedure. f) In case of disagreement between the REF A-ICE condition selected by the pilot and the actual Anti-Ice system condition, a caution message (ENG REF A/I DISAG) is displayed on the EICAS, provided the Parking Brake is released (OFF) or with any Thrust Lever Angle above 45. g) If any thrust lever is set to an angle above 45 before takeoff data successfully entered, a caution message (ENG NO TO DATA) is presented on the EICAS.
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ENGINE START
Engine start, commanded through the Start/Stop Knob, is automatically managed by the FADEC as follows: The FADECs A and B alternate as FADEC in control on every subsequent ground start, if the Ignition Selector Knob is set to AUTO position, as a single ignition system, corresponding to the FADEC in control, will be used. The FADEC activates the ignition system when N2 is at approximately 14% and commands the fuel solenoid valve to open when N2 is at approximately 31.5% (28.5% for airplanes equipped with FADEC B7.4 and on) or 12 seconds after ignition is activated, if the Ignition Selector Knob is set to AUTO or ON position. Whenever the start cycle is completed, the FADEC deactivates the ignition system and provides a discrete signal to command the Starting Control Valve (SCV) to close. If the Ignition Selector Knob is set to OFF position, the FADEC neither activates the ignition system nor actuates the fuel valve from closed to open position, in order to enable ground/flight dry motoring. NOTE: If the engine is already running with TLA above IDLE thrust, the fuel valve is not closed, even if the Ignition Selector Knob is set to OFF position. The FADEC monitors Interturbine Temperature (ITT) start limit override during ground starts. If the temperature exceeds the control temperature reference, the FADEC reduces fuel flow. There is no automatic engine shutdown by the FADEC for an overtemperature on start. When the engine is started on ground, only the FADEC in control commands ignition, if the Ignition Selector Knob is set to AUTO position. During an in flight start, both FADECs command ignition. If a flameout is detected, the FADEC turns on the ignition system, provided the ignition switch is in the AUTO position, until the engine is restarted.
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An Engine Dry Motoring must be performed for at least 30 seconds after any aborted start to assure that no unburned fuel remains in the combustion chamber and/or to reduce residual ITT prior to attempting another start. Ignition switch must be rotated to Off position in order to disable ignition and fuel flow prior to rotating the Stop/Run/Start switch ti the start position.
ENGINE SHUTDOWN
Normal engine shutdown, through the Start/Stop Knob, is managed by the FADEC, which commands the engine fuel solenoid valve to close. The normal sequence only occurs with the thrust levers positioned at Idle. Thrust levers should be positioned at IDLE before the Start/Stop knob is positioned at Stop. A shutdown sequence is also performed whenever N2 is below 54%. NOTE: The Engine Fire Extinguishing Handle, when actuated, also shuts the engine down by closing the respective fuel shutoff valve, interrupting fuel supply from the wing tanks.
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EICAS MESSAGES
MEANING ATTCS failure associated with a low N1. E1 (2) ATTCS NO MRGN The engine has no ITT or N2 margin to achieve higher thrust if ATTCS is trigged. E1 (2) OIL LOW PRESS Oil pressure has dropped below 34 psi and the engine is running or the pressure switch WARNING has failed at the closed position and the engine is not running. ENG 1 - 2 OUT N2 from both the engines has dropped below 8500 rpm (underspeed shutdown limit) uncommanded E1 (2) LOW N1 Engine does not achieve requestd N1. E1 (2) FUEL LO TEMP E1 (2) ATS SOV OPN ENG REF A/I DISAG The fuel temperature in the engine has dropped below 5C. The engine ATS shutoff valve (SCV) remained open above 53% N2. Disagreement between the REF A-ICE condition selected by the pilot and the actual antiicing system condition has been detected by the engine control associated with Parking Brake released (OFF) or with any TLA above 45. A failure in the Engine control system has been detected. Thrust Lever Angle sensor has failed. Takeoff Data has not been successfully entered with engine running and above 53% N2. TYPE MESSAGE ATTCS FAIL
CAUTION
(Continued)
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AIRPLANE OPERATIONS MANUAL TYPE MESSAGE FADEC ID NO DISP ENG 1 (2) OUT CAUTION E1 (2) EXCEEDANCE E1 (2) FPMU NO DISP E1(2) NO DISP E1 (2) OIL IMP BYP E1 (2) FADEC FAULT E1 (2) FUEL IMP BYP ADVISORY E1 (2) SHORT DISP CHECK XXX PERF
(XXX=A1P,A1E)
POWERPLANT
MEANING There are different FADEC applications installed in the aircraft. N2 has dropped below 8500 rpm (underspeed shutdown limit) uncommanded. ITT or N2 exceeded the current ITT or N2 limit during an interval of the flight leg. An incompatible FPMU was installed on a A1E engine. Associated FADEC has detected a non-dispatch failure condition. The differential pressure across the oil filter has exceeded the normal range. A dispatchable MMEL category B FADEC fault was detected. The differential pressure across the fuel filter has exceeded the normal range. A dispatchable MMEL category B FADEC fault was detected. Inform the FADEC application installed in the aircraft. Displayed only on ground with flaps 0 and parking brakes applied.
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CONTROL PEDESTAL
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5 - START/STOP SELECTOR KNOB STOP - Commands the FADEC to shut the engine down, provided associated Thrust Lever is at IDLE. RUN - Allows normal engine operation. START - This is a momentary position that initiates the engine start cycle. If the knob is held in this position for more than 3 seconds, it becomes inoperative. In this case, a FADEC reset command is required. NOTE: The Start/Stop selector knobs are equipped with a transparent protection guard over the knob for better engine identification.
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FIRE HANDLE
The Fire Handle, located on the Fire Protection Control Panel, allows engine emergency shutdown. For further information on fire controls, refer to Section 2-07 Fire Protection.
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4 - N1 INDICATION Displays N1 in RPM percentage. Scale: Ranges from 0 to 100%. Extends up to 110% if exceeding the red line. Colors: green from 0 to 99.9%. red line at 99.9%. Digits: Ranges from 0 to 120% RPM, with a resolution of 0.1%. Colors: green from 0 to 99.9%. red at 100.0% and above. 5 - FADEC IN CONTROL ANNUNCIATION Indicates the FADEC channel that is controlling the engine. Labels: A or B. Color: green. 6 - IGNITION CHANNEL ANNUNCIATION Indicates the ignition channel that is enabled. Labels: IGN A, IGN B, IGN AB, or IGN OFF. Color: green. 7 - INTERTURBINE TEMPERATURE INDICATION Scale: During engine start: green from 300 to 800C. red line at 801C. Takeoff mode: green from 300 to 947C (A1P engine). from 300 to 992C (A1E engine). red line at 948C (A1P engine). at 993C (A1E engine). CON, CLB and CRZ modes: green: from 300 to 900C (A1P engine). from 300 to 935C (A1E engine). amber: from 901 to 947C (A1P engine). from 936 to 970C (A1E engine). red line at 948C (A1P engine). at 971C (A1E engine). If the red line is exceeded, the scale extends a further 50C.
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Digits: Ranges from -65 to 1999C with a resolution of 1C. Color: corresponds to the color of the scale. 8 - N2 INDICATION Displays N2 in RPM percentage. Digits: Ranges from 0 to 120% RPM with a resolution of 0.1%. Colors: A1P engines: green from 0 to 102.4%. red line at 102.5%. A1E engines and FADEC B7.6 and before: green from 0 to 103.8%. red line at 103.9%. A1E engines and FADEC B8: green from 0 to 105%. red line at 105.1%. 9 - FUEL FLOW INDICATION Ranges from 0 to 2000 KPH (or 4000 PPH) with a resolution of 5 KPH (or 10 PPH). Color: green. 10 - LOW-PRESSURE AND HIGH-PRESSURE VIBRATION INDICATION Ranges from 0 to 2.5 inches per second (IPS). Low-pressure scale and pointer colors: green from 0 to 1.8 IPS. amber above 1.8 IPS. High-pressure scale and pointer colors: green from 0 to 1.1 IPS. amber above 1.1 IPS. 11 - OIL TEMPERATURE INDICATION Ranges from 0 to 180C with a resolution of 1C. Scale, pointer, and digit colors: amber below 21C. green from 21 to 126C. red above 126C.
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REVISION 7
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12 - N1 REQUEST BUG Indicates N1 requested by the Thrust Lever position. Indicated by a green filled triangle. Ranges from 0 to 100% RPM. Indication is removed from the display for request values greater than 100% or less than 0%.
13 - OIL PRESSURE INDICATION Scale, pointer, and digit colors depend on the FADEC version as shown below:
(1) For N2 < 88% the amber band between 34 psi and 50 psi does not exist, and the green band lower limit is 34 psi.
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REVISION 7
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THRUST REVERSER
GENERAL
Each engine is equipped with thrust reverser. The thrust reverser is for ground operation only, and its function is to direct engine exhaust gases forward and outwards to produce deceleration of the airplane. The thrust reverser system consists of an electric control/indication, an hydro-mechanical actuation system, and two pivoting doors. When stowed, the thrust reverser is part of the exhaust nozzle.
LOCK PROTECTION
The system incorporates three locking systems to avoid inadvertent inflight deployment. The actuators and doors are mechanically locked in the stowed position through the primary and secondary locks. In case the primary and secondary reverser locks fail, the tertiary lock prevents the door from deploying. In the stowed position, the doors are held by the primary lock only, with the secondary and tertiary locks remaining unloaded. The primary and secondary locks are electrically commanded/controlled and hydraulically powered to unlock. The tertiary lock is electrically commanded/controlled and electrically powered to unlock, thus providing a separate and fully independent locking system.
OPERATION
The thrust reverser is commanded by the backward movement of the Thrust Lever. Upon selection, the mechanical locks are removed and hydraulic pressure is applied to deploy the thrust reverser doors. In reverser mode, the doors rotate about a fixed axis. Rotation of the doors is controlled by extension and retraction of the hydraulic door actuators. After pivoting, the rearmost part of the doors blocks the normal nacelle discharge path and directs the flow through the aperture created by its rotation. The loss of electrical and/or hydraulic power does not result in inadvertent deployment.
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OPERATION LOGIC Each FADEC will command Maximum Reverse thrust on ground only, when the associated thrust reverser is deployed and associated thrust lever is requesting reverse thrust whenever either of the following conditions are met: - Airplane on the ground indication from both main landing gears, and main landing gear wheels running above 25 kt, or - Airplane on the ground indication from both main landing gears and from nose landing gear. During landing, when the Thrust Levers are set to below IDLE, the FADEC commands reverse thrust only after the Thrust Reverser doors (both engines) are completely deployed. If the Thrust Lever is requesting forward thrust, the FADEC will command IDLE thrust if the associated engine thrust reverser indicates that there is a not stowed or a deployed condition. If one engine is inoperative or one thrust reverser is not deployed, the FADEC of the operative side will only command Reverse Thrust if the associated Thrust Lever is requesting reverse thrust and the Thrust Lever of the affected side is set to IDLE. Such a feature is provided to avoid uncommanded thrust asymmetry. EICAS INDICATION An indication of right and left thrust reversers deployed is presented on the EICAS. If a failure or a disagreement is detected, a caution message is presented on the EICAS.
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EICAS MESSAGES
MEANING -Thrust reverser doors not stowed and in transit with Thrust Levers set at ENG1 (2) REV FAIL or above IDLE, or -Thrust Levers set below IDLE in flight. -At least one thrust reverser door not fully open, or CAUTION -Thrust reverser system not isolated from hydraulic system (Thrust ENG1 (2) REV DISAGREE Lever set at or above IDLE), or -Door locking or position switch signal failure with Thrust Levers set at or above IDLE (ground only). ADVISORY E1 (2) IDL STP FAIL Idle stop has failed. TYPE MESSAGE
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THRUST REVERSER
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