Book 1 Short Emb 190
Book 1 Short Emb 190
Book 1 Short Emb 190
Issue: Jan07
Chapter 27-00
Page 2
190
Abbreviations and parts locations
190
A
ABC ABS AC ACC ACE ACMP ACOC ACARS ADA ADC ADF ADG ADS ADSP AEO AETC AFCS AFM AGB AGCU AGT AH AICC A/I A/I AIP AIOP ALC ALF ALT AMS
Issue: June06 Revision: 00
Av. Bus Control Absolute Value Alternating Current Aft Core Cowl/ Active Clearance Control Actuator Control Electronics AC Motor Pump control Air Cooled Oil Cooler Airborne Communication Adressing & Recording System Air Data Application Module Air Data Computer Automatic Direction Finder Air Driven Generator Air Data System Air Data Smart Probe All Engines Operating AC Essential Transfer Contactor Automatic Flight Control System Airplane Flight Manual Accessory Gearbox Auxiliary Generator Control Unit Agent Amp Hour Auxiliary Integrated Control Centre Anti-Ice Approach Idle Autonomous Input Processor Actuated Input Output Processor Auxiliary Generator Line Contactor Aft Looking Forward Altitude Air Management System
AMJ AMLCD AMM AMS AN A/O AOA APM APR APU ARINC ARP AS ASC ASCB ASV A/T ATA ATC ATE ATS ATTCS ATTD ATOA AUX AUX GEN AWC
Advisory Material Joint Active Matrix Liquid Crystal Display Aircraft Maintenance Manual Air Management System Aerospace Force-Navy Air/ Oil Angle of Attack Air Pressure Module Automatic Power Reserve Auxiliary power unit Aeronautical Radio Incorporated Aerospace Recommended Practice Aerospace Standard APU Start Contactor Avionics Standard Communication Bus Anti-Surge Valve Auto Throttle Air Transport Association Air Traffic Control Automatic Test Equipment Air Turbine Starter Automatic Takeoff Thrust Control System Attendant Above Take-off Altitude Auxiliary Auxiliary Generator Aural Warning Computer
B
B BARO Ball Barometric Setting
Chapter 0-00 Page 1
BARO-ALT BATT BC BCD BCM BCS BCV BFE BIC BIC BIT BITE BLWR BNR BPT BRG BRK BTC BTL BTMS
Barometric Altitude Battery Battery Contactor Binary Coded Decimal Brake Control Module Brake Control System Brake Control Valve Buyer Furnished Equipment Backplane Interface Controller Bus Interface Controller Built-In Test Built-in Test Equipment Blower Binary Numeric Representation Break Power Transfer Bearing Brake Bus Tie Contactor Bottle Brake Temperature Monitoring System
C
C CAN CAS CAWS CB CBM CBP CCA CCD CCD
Issue: June06 Revision: 00
Centigrade/ Celsius Control Area Network Crew Alerting System Central Aural Warning System Circuit Breaker Circuit Breaker Module Circuit Breaker Panel Control Card Assembly Cursor Control Device Compliance Check Database
CCDL cc/h CCP CCPS CCS CCT CCW CDP CDU CF CFC CFE CFR CFSP CG CH CLB CLB-1 CLB-2 CMC CMF CMM COM CON CONFIG CPCI CPCS CPU CRC CRES CRG CRI CRT
FOR TRAINING ONLY Reproduction Prohibited
Chross Channel Datalink cubic centimeter per hour Cockpit Control Panel Cockpit Control Position Semsors Cabin Communications System Cockpit Control Transducer Counter clockwise Compressor Discharge Pressure Control Display Unit Commercial Fan Carbon Fiber Composite Customer Furnished Equipment Code of Federal Regulations (USA) Cargo Fire Suppression Panel Centre of Gravity Channel Climb Climb 1 rating Climb 2 rating Central Maintenance Computer Communications Management Function Component Maintenance Manual Communications Maximum Continuous rating Configuration Computer Program Configuration Item Cabin Pressure Control System Central Processing Unit Cyclic Redundancy Check Corrosion Resisting Steel Cargo Certification Review Item Cathode Ray Tube
Chapter 0-00 Page 2
190
CRZ CSD CT CTA CTA CTR CVFC CVR CW Cruise rating Constant Speed Drive Current Transformer Current Transformer Assembly Centro Tecnico Aerospacial Centre Cargo Vent Fan Contactor Cockpit Voice Recorder Clockwise DMU DMU DOC DP DP3(190) DPDT DRH DRL DU DVDR DWLK Drier/Metering Unit Data loader Management Unit Document Differential Current Bleed Bias Sensor Dole Pole Double Throw Dual responder Heritage Dual Responders (revision L) Display Unit Digital Voice and Data Recorder Downlock
D
Da DADC DAU dB DB DC DCU DCPC DCTC DDG DEOS DET DFDAU D/I DISAG DISC D/LNA DMC DME DMM
Issue: June06 Revision: 00
Double amplitude Digital Air Data Computer Data Acquisition Unit decibel Database Direct Current, electrical Direction Control Unit DC Power Centre DC Tie Contactor Dispatch Deviation Guide Digital Engine Operating System Detector Digital Flight Data Acquisition Unit Descent Idle Disagree Disconnected Diplexer/Low Noise Amplifier Direct Maintenance Cost Distance Measuring Equipment Data Memory Module
E
E1 E2 EBAY EBU EC ECS ECU ECP EDP EDS EED EEPROM EGPWS EGT EHCL EHSV EICAS EICC
FOR TRAINING ONLY Reproduction Prohibited
Engine 1 Engine 2 Electronic Bay Engine Built Unit / Engine Built-up Essential Contactor Environmental Control System Electronic Control Unit Engine Configuration Plug Engine Driven Pump Electronic Display Systems Electro-explosive Device Electronically Erasable Programmable Read Only Memory Enhanced Ground Proximity Warning System Exhaust Gas Temperature Electro Hydraulic Cowl Lock Electro Hydraulic Servo Valve Engine Indicating and Crew Alerting System Essential (Emergency) Integrated Control Centre
Chapter 0-00 Page 3
EICD ELEB EMB EMC EMER EMI ENG EPAC EPBS EPBV EPDC EPGDS EPLD EPM EPROM ERJ ESC ESS ETC ETC ETTS EVM EVCS EXT PWR
Essential Integrated Control Document Embraer Liebherr Equipamentos do Brasil Empresa Brasileira de Aeronautica Electromagnetic Compability Emergency Electro-Magnetic Interference Engine External Power AC Contactor Emergency Parking Brake System Emergency Parking Brake Valve External Power DC Contactor Electrical Power Generating and Distribution System Erasable Programmable Logic Device External Power Mode Erasable Programmable Read Only Memory Embraer Regional Jet Electronic Starter Control Essential (Power bus) Essential Transfer Contactor Engine Thrust Compensation Electronic Thrust Trim system Engine Vibration Monitor Engine Vibration Control System External Power
F
F FAA FADEC FAN FAP FAR
Issue: June06 Revision: 00
Fahrenheit Federal Aviation Administration Full Authority Digital Engine Control (Electronic Controller) Fan Flight Attendant Panel Federal Aviation Regulations (U.S.A.)
FBW FCM FCS FCU FCU FCV FCOC FDR FFAP FH FHA F/I FIFO FIREX FLT FLEX FMC FMS FMU FMV F/O FOD FOP FOS FPGA FQGS FQP FS FSD FSO ft FTA FTP
Fly By Wire Flight Control Module Flight Control System (primary and secondary) Fuel Conditioning Unit Flush Control Unit Flow Control Valve Fuel Cooled Oil Cooler Flight Data Recorder Forward Flight Attendant Panel Flight Hour Functional Hazard Assessment Flight Idle First In First Out Fire Extinguisher Flight Flexible take-off Flight Management Computer Flight Management System Fuel Metering Unit Fuel Metering Valve Fuel/Oil Foreign Object Damage Fuel Overhead Panel Forward Outer Seal Field Programmable Gate Array Fuel Quantity Gauging System Fuel Quantity Processor Fuselage Station Full Scale Deflection Full Scale Output Feet Fault Tree Analysis File Transfer Protocol
Chapter 0-00 Page 4
190
FWD FWSOV Forward Fire-wall Shut-off Valve HIRF HOR HP HP HP HPA HPC HPC (190) HPRSOV HPSOV HPT HPTCC (190) HPX Hr HRD HSI HSP HTR HTS HW HX/ Hex HYD Hz High Intensity Radiated Fields Hold Open Rod Horsepower High Pressure High Pass High Power Amplifier Hydraulic Pump Contactor High Pressure Compressor High Pressure Regulation Valve High Pressure Shut-Off Valve High Pressure Turbine High Pressure Turbine Clearance Control Valve Horsepower Extraction Hour High Rate Discharge Horizontal Situation Indicator Hydraulic Synoptic Page Heater High Thermal Stability Hardware Heat Exchanger Hydraulic Hertz (Cycles per second)
G
GA GA RSV GCR GCS GCU GE GE/ GEAE GEN G/I GLC GMAP GMO GND GP GPM GPS GPU GS GS GSE GSTC Go-around rating Go-around reserve Generator Control Relay Generator Control Switch Generator Control Unit General Electric Company General Electric Aircraft Engines Generator Ground Idle Generator Line Contactor Ground Mapping Ground Maintenance Override Ground Guidance/Display Control Panel US Gallons per Minute Global Positioning System Ground Power Unit Glideslope Ground Spoilers Ground Support Equipment Ground Service Transfer Contactor
I
IAC IAS ICC ICD ICU ID
FOR TRAINING ONLY Reproduction Prohibited
H
HDLC HEPA HF
Issue: June06 Revision: 00
High Definition Data Link Control High Efficiency Particulate High Frequency
Integrated Avionics Computer Indicated Air Speed Integrated Control Circuit Interface Control Document Isolation Control Unit Identification Key
Chapter 0-00 Page 5
IDG IEVM IFS IFSD IGA IGB (190) IGV ILS IM IMP INBD Inco inHG I/O IOM I/P IPSA IPT IPV (190) IRS ISA ISO ITT
Integrated Drive Generator Integrated Engine Vibration Monitor Inner Fixed Structure (Forward Core Cowl) Inflight Shutdown Intermediate Gain Antenna Inlet Gearbox Inlet Guide Vane Instrument Landing System Inner Marker Impending Inboard Inconel Inches of Mercury Input/Output Input/Output Module Input Integrated Pitot Static Angle of Attack Probe Inadvertent Parallel Trip Inlet Pressurizing Valve Inertial Reference System International Standard Atmosphere International Standards Organization Inter-Turbine Temperature
Kilo Hertz Kilometers kilo-ohm Kilo-Pascal Kilo-Pascal delta Kilo-Pascal gage kilograms per hour Kilo Volt Amp Kilowatt
L
L LAN LAV LB/ lbs/hr Lbs/Min Lbs/sec lbf LCD LDG LG ECU LGS LHE L/I LICC LLP LLS LLV LMS LOC LOP
FOR TRAINING ONLY Reproduction Prohibited
J
JAA JAR JTSO Joint Aviation Authorities Joint Aviation Regulations (Europe) JAA Technical Standard Order
K
KG
Issue: June06 Revision: 00
Kilogram
Liter Local Area Network Lavatory Lbs Pound pounds per hour pounds per minute pounds per second Pounds-force Liquid Crystal Display Landing (Gear) Landing Gear Electronic Control Unit Landing Gear System Left Hand Engine Lamding Idle Left Integrated Control Centre Life Limited Part Liquid Level Sensor Low Limit Valve Load Management System Localizer Low Oil Pressure
Chapter 0-00 Page 6
190
LOTC LP LPT LRD (190) LRM LRU LSB LSS LVDT Loss of Thrust Control Low Pressure Low Pressure Turbine Low Rate Discharge Line Replaceable Module Line Replaceable Unit Low Significant Bit Lightning Sensor System Linear Variable Differential Transducer MLG MLI MLW MM MMF mm Mn MON MPD MPR MPU MRC MS ms msec MSR mV Main Landing Gear Magnetic Level Indicators Maximum Landing Weight Middle Marker Monitor Warning Function Millimeter Mach Number Monitor Material and Processes Directives Manual Power Reserve Magnetic Pickup Unit Modular Radio Cabinet Military Specification millisecond millisecond Motor Starting Relay Millivolt
M
m mA MAU Max mB MCDU MCOEI MCU MCU MEL MES MF MFD MFP MFS Mhz MIC Mils MIN MKR BCN
Issue: June06 Revision: 00
Meter milli-amperes Modular Avionics Unit Maximum milli Bar Multi-Function Control Display Unit Max Continuous One Engine Inoperative Modular Concept Unit Motor Controller Unit Minimum Equipment List Main Engine Start Multi-Function Multi-Function Display Multi-Function Probe Multi-Function Spoiler Megahertz Microphone Measuring unit. equivalent to 1/1000 inch Minutes Marker Beacon
N
N Rotation Speed N/A Not Applicable NACA National Advisory Committee for Aeronautics NAI Nacelle Anti Ice NAPRSOV Nacelle Pressure Regulating and Shut off Valve NAS National Aerospace Standard NAV Navigation NB Narrow Band NBPT No Break Power Transfer NC No Change NCD No Computed Data NDOT Core SpeedAcceleration Rate
FOR TRAINING ONLY Reproduction Prohibited
Chapter 0-00
Page 7
NIC NIM NLG No. NTO NVM N/W NWS NWSCM N1 N2 N2S
Network Interface Controller/ Computer Network Interface Module Nose Landing Gear Number Normal Takeoff Non Volatile Memory Nose Wheel Nose Wheel Steering Nose Wheel Steering Control Module Engine Low Pressure Rotor Speed/ Physical Fan Speed Engine High Pressure Rotor Speed/ Physical Core Speed Corrected High Pressure Rotor Speed
O
OAT OBV OC OD ODS OEI OF OFV OGV OM O/P OTC OUTBD OV OVHT Outside Air Temperature Operational (Operability) Bleed Valve Overcurrent Outside Diameter Overheat Detection System One Engine Inoperative Overfrequency Outflow Valve Outlet Guide Vane Outer Marker Output Outer Torque Coupling Outboard Overvoltage Overheat
P
P
Issue: June06 Revision: 00
Pressure Port
P0 P-ACE PACIC PAL PAST PAX PBA PBA P-BIT PBVA PCA Pcd PCU PDCSM pC/g PDD PDU 1PDT PFD PFTO PGE PI-BIT PLA PLD PM PMA PMG PMP PMS P/N PO POR POS
FOR TRAINING ONLY Reproduction Prohibited
Ambient Pressure Power Actuator Control Electronic Passenger Adress & Cabin Interphone System Programmable Array Logic Pilot Activated Self Test Passenger Push Button Annunciated Push Button Actuator Periodic Built In Test Parking Brake Valve Applied Power COntrol Actuator Pressure compressor discharge Power Control Unit Parameter Dispenser& Collector State machine pico Coulombs per unit acceleration Periodic Device Driver Power Drive Unit One Pole Double Throw Primary Flight Display Power For Take Off Page Key Pilot Initiated Built In Test Power Lever Angle (TLA) Programmable Logic Device Processing Module Permanent Magnet Alternator Permanent Magnet Generator Pump Permanent Magnet Starter Part number Ambient Pressure Point of Regulation Position
Chapter 0-00 Page 8
190
POST pph PR PROC PROT PRSOV PS Ps PS3 PSEM PSM PSIA psid PSIG PSS Pt PTFE PTO PTU PU PU-BIT PWM PWR Power-on Self Test pounds per hour Power ready Processor Protection Pressure Regulating and Shutt off Valve Phase Sequence Static Pressure Compressor Discharge Pressure Proximity Sensor Evaluation Module Power Supply Module Pounds per square inch, absolute Pounds per Spuare inch (psi) Pounds per square inch, gauge Proximity Sensing System Total Pressure Polytetrafluoroethylene Power Takeoff Assembly Power Transfer Unit Per Unit Power-up Built In Test Pulse-Width Modulated Power RDP RDS REV 1/ REV RF RGCU RHE R/I RICC RLC Rload RMU Rout ROM RPM RSB RSS Rsource RSV RTCA RTD RTL RTO RVDT RVSM RWD Refuel Defuel Panel REFReference Radial Drive Shaft Reverser / Reverse Thrust 1 per Revolution Radio Frequency RAT Generator Control Unit Right Hand Engine Reverse Idle Right Integrated Control Centre RAT Line Contactor Load Resistance Radio Management Unit Output Resistance Read Only Memory Revolution Per Minute Radio System Bus Root Sum Square Source Resistance Reserve Radio Technical Commission for Aeronautics Resistive Thermal Device Ready to Load Rejected Take Off Rotary Variable Differential Transformer Reduced Vertical Separation Rearward
R
R RAM RAT RCB RBHA RDI
Issue: June06 Revision: 00
Return Port/ Roller Random Access Memory Ram Air Turbine Radio Control Bus Regulamentos Brasileiros de Homologao Aeronutica Refuel Defuel Indicator
S
S1, S2 S-ACE SAC Solenoid1, 2 Secondary Actuator Control Electronics Single Annular Combuster
Chapter 0-00 Page 9
SAE SATCOM SAV (190) SCL SCU SCV SD SD SDI SDD SDFS SDN SDU Sec SERV SFA SFC SHP SLA SLS SM SMK SOV SOV SPDA SPDT SPKR SQ SRAM SRD SRM SRS SSA
Issue: June06 Revision: 00
Society of Automotive Engineers Satellite Communications Starter Air Valve Software Critical Level Signal Control Unit Starter Control Valve Set Delay System Description Source Destination Identifier System Definition Drawing Smoke Detection and Fire Suppression System Description Note Satellite Data Unit Second Service Synchronized Feedback Actuator Specific Fuel Consumption Shaft Horsepower Synchronized Locking Actuators Sea Level Static Status Matrix Smoke Shut Off Valve Solenoid Operated Valve Secondary Power Distribution Assembly Single Pole Double Throw Speaker Squelch Static Random Access Memory System Requirements Document Structural Repair Manual System Requirement Specifications System Safety Assessment
SSEC SSM SSPC STBY STBYC STD STO STS SVC SVS SW SW SWA SWB SWPS SYNC SYS
Static Source Error Correction Sign Status Matrix Solid State Power Controller Stand-by Stand-by Contactor Standard Day Store Key System Test Specification Service Servo Valve Switch Switch Software Switch, Pole A Switch, Pole B Stall Warning Protection SystemSYNCSynchronous Synchronous SystemTACThrust Asymmetry Compensation
T
T2 TAC TACAN TAMB TAT TBC TBD TBV (190) TC TCAS TCPS TCQ TCS
FOR TRAINING ONLY Reproduction Prohibited
Inlet Temperature Thrust Asymmetry Compensation Tactical Air Navigation Static Air Temperature Total Air Temperature To Be Calculated/Confirmed To be defined Transient Bleed Valve Thermocouple Traffic Alert and Collision Avoidance System Temperature Compensated Pressure Switch Thrust Control Quadrant Touch Control Stearing
Chapter 0-00 Page 10
190
TDC TDS TGB(190) Ti TLA TLD TMS TO TO-1 TO-2 TO-3 TO/GA T/R T2 T3 T22 T25 (190) T45 TQA T/R TRAS TRF (190) TRS TRU TRUEC TRX TS TSO TST TVP Top Dead Centre Takeoff Data Set Transfer Gearbox Titanium Throttle Lever Angle / Thrust Lever Angle Time Limited Dispatch Thrust Lever Angle Take-off Takeoff Mode 1 Takeoff Mode 2 Takeoff Mode 3 Take Off and Go Around Thrust Reverser Fan Total Inlet Temperature Compressor Discharge Temperature Compressor Inlet Temperature Compressor Inlet Temperature Inter-Turbine Temperature Throttle Quadrant Assembly Thrust Reverser Thrust Reverser Actuation System Turbine Rear Frame Thrust Rating Selector Transformer Rectifier Unit Transformer Rectifier Unit Essential Contactor Thrust Reverser Position Technical Specification Technical Standard Order Test Key True Vapor Pressure
U
UF US G UTC UV Underfrequency US Gallon Universal Time Coordination Undervoltage
V
V V1 VAC VBPCI VBV (190) VDC VDR VDT VG VGV VGX VHF Vibe VIDL VNAV VOL VOR VREF VRMS VSCF VSCV VSV Volts the minimum speed in the takeoff Volts Alternating Current Virtual Backplane Peripheral Component Variable Bleed Valve Volts Direct Current VHF Data Radio Varialble Differential Transducer Variable Geometry Variable Guide Vane Variable Geometry Actuator Position Feedback Very High Frequency Vibration VOR/ILS Datalink Vertical Navigation Volume Very High Frequency Omnidirectional Radio Voltage Reference Volts Root Mean Square Variable Speed Constant Frequency Variable Speed Constant Frequency Variable Stator Vane
Chapter 0-00
Page 11
W
WAI WF WF/P3 WFX WKA WOFW WOW WOWA WOWB WRN WS WSD WWSC WX Wing Anti-Ice Fuel Flow Ratio Units: ratio of fuel flow to PS3 HMU Metering Valve Position Feedback Walter Kidde Aerospace Weight Off Wheels Weight On Wheels Weight On Wheels PSEM1 Weight On Wheels PSEM2 Warning Wheel Spin Wheel Spin Discrete Water Waste System Controller Weather
Degrees Degrees Celsius Degrees Fahrenheit is greater than is less than plus or minus Ohm Differential
Percent
X
XDCR XFER XFEED XPDR Transducer Transfer Cross feed Transponder
Y
YD Yaw Damper
Z
ZID Zone Isolation Device
Chapter 0-00
Page 12
190
Chapter 0-00
Page 13
GP Audio panel
PFD
MCDU
MFD EICAS
CCD
Chapter 0-00
Page 14
190
Figure 2 : Fwd E-Bay Equipment
L WS WIPER ICE-DETECTOR R WSWIPER ICE-DETECTOR
MRC 1
SPDA 1 PA
LSS
TAT SMARTPROBE 1 SMARTPROBE 2 IRU 1 IRU 2 P-ACE 2 P-ACE 1 TCAS BATT 1 Forward E-Bay DVDR
Chapter 0-00
Page 15
RH
LH
SMART-PROBE
GCU (RAT)
DIMMER
PRESSURE CONTROLLER
EICC
Forward E-Bay
Chapter 0-00
Page 16
190
Figure 4 : Center E-Bay
SF-ACE
MRC 2
SPDA 2
SF-ACE
MAU 3
FCU
MS
FIREX BOTTLES
LICC RICC
Center E-BAY
Chapter 0-00
Page 17
ELT LIGHT
DVDR
HF ANT COUPLER
ELT- NAV
HF SATCOM VHF VOR 3 DVDR HS ACE WATER CTL AICC BATT 2 APU-FADEC P-ACE 3
AFT E-BAY
Chapter 0-00
Page 18
190
Chapter 0-00
Page 19
190
ATA 00 Documentation
190
Table of Content
00-00 Documentation Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AMM PART I - SYSTEM DESCRIPTION SYSTEM (SDS) . . . . . . . 3 AMM PART II - MAINTENANCE PRACTICES AND PROCEDURES (MPP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 MAINTENANCE PRACTICES AND PROCEDURES (MPP), Aircraft Maintenance Task Oriented Support System (AMTOSS), Function Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 AIRCRAFT MAINTENANCE MANUAL. . . . . . . . . . . . . . . . . . . . . . 9 FAULT ISOLATION MANUAL (FIM) . . . . . . . . . . . . . . . . . . . . . . . 11 RAMP MAINTENANCE MANUAL (RMM), COMPONENT MAINTENANCE MANUAL (CMM) . . . . . . . . . . . . 13 WIRING MANUAL (WM), SYSTEM SCHEMATIC MANUAL (SSM) . . . . . . . . . . . . . . . . . . . . 15 AIRCRAFT ILLUSTRATED PARTS CATALOGUE (AIPC) . . . . . . 17 OTHER DOCUMENTATION, AIRCRAFT RECOVERY MANUAL (ARM), AIRPORT PLANNING MANUAL (APM), CONSUMABLE PRODUCTS CATALOGUE (CPC), CORROSION PREVENTION MANUAL (CPM), ILLUSTRATED TOOL AND EQUIPMENT MANUAL (ITEM), INSTRUCTIONS FOR GROUND FIRE EXTINGUISHING AND RESCUE MANUAL (IGFER). . . . . . . . . . 19 MAINTENANCE FACILITY AND EQUIPMENT PLANNING (MFEP), NONDESTRUCTIVE TESTING MANUAL (NDT), SERVICE BULLETIN (SB), INFORMATION BULLETIN (IB) . . . . . . . . . . . . . . . . . . . . . . . . . . .21 STRUCTURAL REPAIR MANUAL (SRM), Available links: MPP, NDT, CPM, SM, ITEM, CPC., STANDARD WIRING PRACTICES MANUAL (SWPM), TASK CARD SYSTEM (TCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Chapter 0-0
Page I
190
Chapter 0-0
Page II
190
0-00 Documentation
Introduction
All maintenance checks, inspections, repairs, replacements and troubleshooting must be performed in accordance with valid documentation. The related documentation necessary to maintain the aircraft includes:
Chapter 0-00
Page 1
Figure 1: Documentation
TECHNICAL PUBLICATION AIPC AMM ARM APM CMM CPC CPM FIM ITEM IGFER MFEP MPD Aircraft Illustrated Parts Catalog Aircraft Maintenance Manual Aircraft Recovery Manual Aircraft Planning Manual Component Maintenance Manual Consumable Products Catalog Corrosion Prevention Manual Fault Isolation Manual Illustrated Tool and Equipment Manual Instruction for Ground Fire Extinguishing and Rescue Maintenance Facility&Equipment Planning Maintenance Planning Document
REVISION Monthly Quarterly Semiannually Semiannually Semiannually Semiannually Annually Quarterly Quarterly Semiannually Semiannually Annually
CUSTOMIZATION Always Always On request On request Not Applicable Not Applicable Always Always On request On request On request On request
TECHNICAL PUBLICATION Nondestructive Testing Manual Parts Information Letter Power Plant Buildup Manual Ramp Maintenance Manual Service / Information Bulletin Service News Letter (SNL) Standard Wiring Practices Manual Standards Manual Structural Repair Manual System Schematic Manual Task Card System Wiring Manual
REVISION Annually As required Quarterly Quarterly As required As required Semiannually Semiannually Quarterly Semiannually Quarterly
CUSTOMIZATION Always Not Applicable Not Applicable Always Not Applicable Not Applicable On request Not Applicable Always Always Always Always
Chapter 0-00
Page 2
190
AMM PART I - SYSTEM DESCRIPTION SYSTEM (SDS)
Purpose: - Detailed description and explanation of the location, configuration, function, operation and control of the complete system (chapter), and its subsystems. - Enable the operator / mechanic / trainee to understand the three levels of overall construction, operation and function to the extent necessary to perform adequate maintenance and fault isolation of the system. Available links: FIM, AIPC, ITEM, MPP, SM, SSM, WM. Arrangement:
SDS Sections
Chapter 0-00
Page 3
LICC
IDG 1
24-20-00
FOR TRAINING ONLY Reproduction Prohibited
Chapter 0-00
EM170SDS240043.DGN
Page 4
190
AMM PART II - MAINTENANCE PRACTICES AND PROCEDURES (MPP)
Purpose: - Contains all necessary maintenance practice and procedure data to enable the mechanic to maintain the aircraft properly, at the level of line, hangar / service centre maintenance actions, or line ramp level. Available links: - WM, AIPC, CMM, SWPM, CPM, FIM, MPP, SDS, SM, SRM, SSM, ITEM.
Arrangement:
PAGEBLOCKS
SERVICING
REMOVAL INSTALLATION
ADJUSTMENT TEST
INSPECTION CHECK
CLEANING PAINTING
REPAIRS
(100)
(200)
(300)
(400)
(500)
(600)
(700)
(800)
Chapter 0-00
Page 5
1 2 3 4 5 6
TORQUE: 27.2 - 33.8 N.m (240 - 300 lb.in.) TORQUE: 53.7 - 59.3 N.m (475 - 525 lb.in.) TORQUE: 77.3 - 85.4 N.m (684 - 756 lb.in.) TORQUE: 33.9 - 47.4 N.m (300 - 420 lb.in.) TORQUE: 2.3 - 2.4 N.m (20 - 22 lb.in.) TORQUE: 3.7 - 4.2 N.m (32 - 38 lb.in.)
DESCRIPTION
Integrated Drive Generator (IDG) Removal Integrated Drive Generator (IDG) Installation
EFFECTIVITY
ALL ALL
A
ZONES 416 426
E
4. O-RING 1 3. OIL-OUT PORT 5. OIL-OUT FITTING 2 6. OIL-OUT LINE
D. The abbreviations and acronyms used in this section are given in the sequence below:
ABBREVIATION
AC IDG lb.in MCDU N.m SSPC
DESCRIPTION
Alternating Current Integrated Drive Generator Pound Inch Multifunction Control Display Unit Newton Meter Solid State Power Controller
A
Integrated Drive Generator (IDG) - Removal/Installation Figure 401 Sheet 1
EFFECTIVITY: ALL
24-21-01
Chapter 0-00
EM170MPP240009.DGN
Page 6
190
MAINTENANCE PRACTICES AND PROCEDURES (MPP)
The AMM provides sufficient information to enable a mechanic to service troubleshoot, test, adjust and repair systems and to remove and install any component on the line or in the hangar. This AMM is written in accordance with the ATA 100 Revision 28 recommendations. Revision 28 has, among other things, these two recommendations Simplified English Prepared for AMTOSS (Aircraft Maintenance Task Oriented Support System) Tasks/sub tasks that are special to the operator, or which are written by sub contractors are identified in the seventh element.
Function Codes
The function codes used in AMTOSS are from 000 thru 900. Each code represents the following function: 000 Removal 100 Cleaning 200 Inspection/Check 300 Repair 400 Installation 500 Material Handling 600 Servicing, preserving, lubrication 700 Testing 800 Miscellaneous,e.g.rigging, fault isolation 900 Change - Removal and installation
Each of the codes represents the task. The codes are subdivided to identify the tasks or sub tasks following. The page below shows the application of the function codes 400. Further information is found in the AMM Introduction section.
Chapter 0-00
Page 7
FUNCTION CODE
(INSTALLATION)
ASSIGNED BY MANUFACTURER
SEQUENTIAL ORDER
(INSTALLATION NO. 1)
EQUIPMENT IDENTIFIER
(ENG. FIRE EXTING. BOTTLES)
CONFIGURATION
INSTALLATION No. 1 ON N0001-N9999
26 - 22 - 03 - 400 - 801 - B
2 3 5 4 6 7
SYSTEM/CHAPTER
(FIRE PROTECTION)
SUBSYSTEM/SECTION
( EXTINGUISHING.) NECESSARY TO IDENTIFY:
SUB-SUBSYSTEM
(ENGINE FIRE EXTING.)
UNIT/SUBJECT
(BOTTLES)
DIFFERENCES IN CONFIGURATIONS (SB) SHOWN AS AN ALPHA CHARACTER IN THE FIRST DIGIT DIFFERENCES IN METHODS/TECHNIQUES OF TASK ACCOMPLISHMENT SEQUENCE VARIATIONS OF STANDARD PRACTICES AT HARDWARE LEVEL MULTIPLE SHEETS OF AN ILLUSTRATION OR TABLE
FUNCTION CODE
(INSTALL UNIT)
NOTE: SUBTASK ARE THE MAINTENANCE ACTIONS REQUIRED TO ACCOMPLISH A TASK. UNIQUE IDENTIFIERS FOR SUBTASK FUNCTIONS SHALL COMMENCE AT 001 AND TERMINATE AT 800.
EM170MPP000007.DGN
RESERVED FOR MANUFACTURER'S DISCRETIONARY USE, FOR FURTHER DEFINITION OF THE FUNCTION
CREATION OF SEQUENTIAL ORDER WITH THE SAME FUNCTION CODE WITHIN THE SUBJECT (TASK-801 TO 999 SUBTASK-001 TO 800)
Chapter 0-00
Page 8
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AIRCRAFT MAINTENANCE MANUAL
Division of Subject Matter: The first section of the AMM is the Introduction. This section provides an introduction to the manual and instructions how to use the manual correctly. It is strongly recommended to read this section of the manual. The introduction section also includes a list of the chapters that are included in the manual. Each chapter has the following items filed at the front: Effectivity Code Cross Reference List Highlights page(s) for each revision List of Effective Pages List of Effective Temporary Revisions Service Bulletins Table of Content Effectivity: Effectivity Codes are used in the AMM to allow many operators with different configuration aircraft to correctly apply the manual to their aircraft. The effectivity is shown in the lower left hand corner of each page in the AMM. The following are the effectivities used: MASTER ALL OPERATORS An operators prefix e.g. LX (Swiss) An E Code (E + a number, e.g. E26-018 If a chapter has one or more pages with an E code, there will be a green Effectivity code cross reference list in the beginning of the chapter. This list identifies the aircraft serial numbers that are affected by the E-code. An Effectivity box may have more information, e.g. Collins, to point out an item that differs in configuration. MASTER: Always means a master manual. It is possible for an operator to have a master manual. ALL: All is always shown together with an operator prefix or ALL OPERATORS in the box. Example: EFFECTIVITY: ALL LX In this case, it means that the page applies to all LX aircraft. EFFECTIVITY: ALL OPERATORS This page applies to all aircraft. E Codes: The E code is shown together with MASTER or an operator prefix. Example: EFFECTIVITY: E26-018 MASTER If a chapter has one or more pages with an E code, there will be a green Effectivity code cross reference list in the beginning of the chapter. This list identifies the aircraft serial numbers that are affected by the E code.
Chapter 0-00
Page 9
OPERATORS
LX
E 26- - 018
Chapter 0-00
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190
FAULT ISOLATION MANUAL (FIM)
Purpose: - Provides all information needed to report and correct aircraft faults to avoid or reduce dispatch delays and fix defective items or systems. Available links : AMM, WM, AIPC. Arrangement:
INTRODUCTION
FIM
CAS MESSAGES LIST OBSERVED FAULTS LIST CABIN FAULTS LIST MAINTENANCE MESSAGES LIST CAS MESSAGES LIST OBSERVED FAULTS
CHAPTERS
CABIN FAULTS FAULT CODE INDEX MAINTENANCE MESSAGES INDEX FAULT ISOLATION PROCEDURES TASK SUPPORT DATA
Chapter 0-00
Page 11
Figure 6: Fault Isolation Manual used with aircraft CMC (Central Maintenance Computer)
Chapter 0-00
Page 12
190
RAMP MAINTENANCE MANUAL (RMM)
Purpose: - Provides information which can improve the ground handling and avoid delays when difficulties are encountered for the dispatchability, at ramp level.
Arrangement :
REFERENCE TABLES (RT) INTRODUCTION ADJUSTMENT ALLOWANCES (AA) COMPONENT LOCATION (CL) PART I CHAPTERS SERVICING (SE) CHAPTERS AMM TASKS DEACTIVATION PROCEDURES (DP) AIRCRAFT OPERATION PROCEDURES (OP)
CMM Sections
RMM
PART II
Chapter 0-00
Page 13
ZONE 252
A
ZONES 123 124
BATTERY 1
BATTERY 2
A B
C
TYPICAL
EFFECTIVITY: ALL
24-30-00
Part 1
Chapter 0-00
Page 14
190
WIRING MANUAL (WM)
Purpose: - Provides the necessary information concerning the wiring diagrams to enable fault isolation and maintenance.
Arrangement :
Arrangement:
SSM
SECTIONS
FIRST LEVEL - SYSTEM BLOCK DIAGRAMS SECOND LEVEL - SYSTEM SCHEMATIC DIAGRAMS THIRD LEVEL - SYSTEM LOGIC DIAGRAMS
Chapter 0-00
Page 15
(24-61-56)
- 123
EICC
(24-61-50)
- 123/124
SPDA 1
DC ESS BUS 1
STANDBY AC BUS
AC ESS BUS
STBY AC PHB SEN COM INV RMT ON/OFF CMD
ENG2 EXCITER 2A
ENG1 EXCITER 1A
INVERTER PWR
J17
J5
J9
F2
B-D2
J2 P0041
B-13
A-D10
X1
ENG 2 EXCTR 1A
X1
ENG 1 EXCTR 2A
P0047
A-C10
A2
A2
A1
A3
A3
A1
P0069
X2
X2
W101-01060
F3
P0055
K2
K3
J3
J8
A-D2
A-D1
A-5
A-4
B-C
B-B
J5
P0135
P0128
W101-01061
P0126
B-B10
W101-01055-16
SP1625
SP1627
W101-01059-18WH
W101-01059-18BL
W101-03633-14
W101-03632-14
W101-03631-20
24 - 24 - 50
P0311
J1
AC COMMON
DC GROUND
115 VAC
28 VDC
REMOTE ON/OFF
01
PS0001
- 123
STATIC INVERTER
FAULT MONITOR
W101-03630-20
WIRING DIAGRAM
SP1626
SP1628
W101-01054-16
W101-01053-24
W101-01058-24WH
W101-01058-24BL
X1
74-10-51
74-10-50
A1
A3
B3
B1
X2
W101-01056-22
W101-01057-22
A2
B2
K1
B-9
CB22
CB21
1 2 5
CB17
15
01
170-11787 (E 1421610 )
00008-99999
24-24-50
Page 1 Dec 01/03
DC ESS BUS 1
A
INVERTER PWR 15 EF 2 1
SEN
DC POWER (SLOT 2) DC POWER (SLOT 5) STBY AC PHB SEN COM INV RMT ON/OFF CMD STBYC RLY STAT INV FAULT STAT ANALOG I/O (SLOT 17) DISCRET I/O (SLOT 9) STBY AC PHB SEN
STBY AC BUS
EFFECTIVITY: ALL
w-ssm1799
24-24-80
Page 101 Dec 16/03
SK170SSM240005.DGN
Chapter 0-00
Page 16
190
AIRCRAFT ILLUSTRATED PARTS CATALOGUE (AIPC)
General The AIPC is provided by the manufacturer for use in provisioning, requisitioning, storing and issuing replaceable parts and units, and for identifying parts. The AIPC is a companion document to the AMM and includes all parts for which maintenance practice has been provided. Section Numbering The section numbering is made of three elements, whereby the first and second element represents the chapter/section breakdown according ATA 100. To enable quick location of installation figures and to simplify the task of locating items within the IPC, the third element in the Chapter numbering is designated to aircraft major zones as follos: 00 Electrical installations in all applicable zones 01 Forward fuselage and cockpit 02 Center fuselage and cabin 03 Aft fuselage and cargo compartment 04 Wings 05 Engine and nacelles
Chapter 0-00
Page 17
FIG. ITEM 01
1 5
VENDOR CODE
10
. GENERATOR
FOR FOR FOR FOR
INTEGRATED DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . DETAILS SEE FIGURE 24-21-01-03 DETAILS SEE FIGURE 24-21-11-01 DETAILS SEE FIGURE 24-21-15-01 DETAILS SEE FIGURE 24-21-17-01 ...................................
ZONE 426
A
1
20
15E0420003
. BRACKET ASSEMBLY W8
ATTACHING PARTS
A
3 REF
30 40
J644P06A 5911541
A
ZONE 416
TYPICAL
50
ENGINE LH/RH . . . . . . . . . . . . .
REF
40
10
50
20
50 30
Figure 01 - INTEGRATED DRIVE GENERATORS 1/2 (IDG) INSTL, AC GENERATION 1/2, LH/RH NACELLE
INTEGRATED DRIVE GENERATORS 1/2 (IDG) INSTL, AC GENERATION 1/2, LH/RH NACELLE
ITEM NOT ILLUSTRATED
24-21-01
24-21-01
Chapter 0-00
EM170AIPC240147 B
Page 18
190
OTHER DOCUMENTATION AIRCRAFT RECOVERY MANUAL (ARM)
Purpose: - Contains information in sufficient detail to effect recovery in the most expeditious manner while maintaining consideration of recovery personnel safety and prevention of additional damage to the aircraft.
INSTRUCTIONS FOR GROUND FIRE EXTINGUISHING AND RESCUE MANUAL (IGFER) CONSUMABLE PRODUCTS CATALOGUE (CPC)
Purpose: - Provides the information about the consumable materials used to overhaul and repair the aircraft. Purpose: - To provide the necessary information to guide ground rescue teams while rescuing passengers in case of aircraft accidents.
- Available links: APUBM, CPM, FIM, MPP, PPBM, SDS, SM, SRM, ITM, NDT, WM, SWPM.
Chapter 0-00
Page 19
A
JACK ADAPTER (2x)
IF170ARM030005.DGN
EFFECTIVITY: ALL
3-30-05
Page 4 Feb 10/04
Chapter 0-00
Page 20
190
MAINTENANCE FACILITY AND EQUIPMENT PLANNING (MFEP)
Purpose: - Provides aircraft characteristics to assist airline personnel responsible for service, line maintenance, overhaul facilities and equipment planning. - It identifies and describes aircraft maintenance and operational facility requirements.
- Provides all general procedures of nondestructive tests acceptable by Embraer for investigating the quality and integrity of materials and components.
Chapter 0-00
Page 21
A B
A
SSI 56-10-005 ROLLER D
SSI 56-10-005 AFT LOWER TRACK SSI 56-10-005 FWD LOWER TRACK SSI 56-10-005 AFT LOWER ROLLER
Internal Detailed Visual-Inspection of the Direct Vision Stops, Tracks, Roller Studs and Bellcrancks Figure 1
EFFECTIVITY: ALL
Part 5
Dec 08/03
w-ndt1803
56-10-00
213-802 Page 4
Chapter 0-00
Page 22
190
STRUCTURAL REPAIR MANUAL (SRM)
Purpose: - To permit the operators to identify and evaluate the damage and restore the structural integrity of the aircraft by means of a repair or by replacing the damage part.
Chapter 0-00
Page 23
DENT
A
Dent on Forward Passenger Door Skin - Location Figure 101
EFFECTIVITY: ALL
52-11-01
EM170SRM520058.DGN
Chapter 0-00
Page 24
190
Chapter 0-00
Page 25
190
ATA 04 Aircraft General
190
Table of Content
04-00 Aircraft General Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The fuselage and conditioning packs . . . . . . . . . . . . . . . . . . . . . . . 3 Cockpit and cabin sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The landing gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ERJ 190 turning radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 CF34-10E high bypass turbofan engines . . . . . . . . . . . . . . . . . . . 13 The Embraer ERJ 190 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ERJ 190 composite structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 04-01 Differences EMB 190-100/ 190-200 Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
TOC 04
Page I
190
TOC 04
Page II
190
04-00 Aircraft General
Introduction
The following short introduction will give you a general overview of the Embraer 190-100 and 190-200.The Emb 190 is a low wing, twin engine jet airplane of conventional structure, designed for medium to short range operations. The Emb 190-100 has a total length of 36.15 meters (118 ft 7 in.), a wing span of 28.56 meters (93 ft 8 in.) and an approximate height of 10.48 meters (34 ft 5 in.). The EMB 190-200 has a total length of 38-67 (126 ft 10 in), a wing span of 28.72 m (94 ft 3 in) and an approximate height of 10.55 m (34 ft 7 in). It also features a pressurized cabin. The fuselage has a so-called double bubble design.
Chapter 04-00
Page 1
34 ft 5 in (10.48 m)
93 ft 8 in (28.56 m) 32 ft 10 in (10.00 m)
Chapter 04-00
Page 2
190
The fuselage and conditioning packs
The fuselage is pressurized between the forward pressure bulkhead, located forward of the cockpit, and the aft pressure bulkhead, which is located behind the aft electronics bay. Normal pressurization control is automatic, and the conditioned air is provided by two air conditioning packs located in the unpressurized area forward of the wing root.
Chapter 04-00
Page 3
The conditioned air is provided by two air conditioning packs located in the unpressurized area forward of the wing root.
Conditioning packs
Chapter 04-00
Page 4
190
Cockpit and cabin sections
The cockpit can accommodate 2 crew members in the pilot seats and one observer on the jump seat. Two flight attendants. The Embraer 190-100 is designed for 98 passengers and the Embraer 190-200 is designed for 108 passengers. There are 2 Galleys and 2 toilets - one of each in the front and the aft sections of the cabin. The cabin also features a wardrobe, built next to the front passenger entrance. There are 2 cargo compartments below the passenger cabin - one in front and one behind the wing fairing.
Chapter 04-00
Page 5
Chapter 04-00
Page 6
190
The landing gear
The Emb 190 has a forward retracting twin-wheel nose landing gear (NLG). The NLG has a normal steering angle of about 76, making the aircraft highly manoeuvrable. The shock absorbers are of oleo-pneumatic type. The steering motor, taxi light and one landing light are mounted on the NLG. When the NLG is extended, the rear doors remain open while the front doors reclose after extension or retraction. The main landing gears (MLG) also have oleo-pneumatic shock absorbers and twin wheels retract sideways.
Chapter 04-00
Page 7
EMBRAER 190
The NLG has a normal steering angle of about 76, making the aircraft highly manuverable.
Chapter 04-00
Page 8
190
Emb 190 turning radius
With a full deflection of the nose wheel, the Emb190-100 can theoretically turn on taxiways as narrow as 21.40 m (70 ft 3 in.). The Emb 190-200 can turn on taxiways as narrow as 22.68 m (74 ft 5 in). Note that the largest clearance is required by the tail, which is not visible. In a maximum turn, either the left or the right MLG remains stationary, marking the centre of the turn.
Chapter 04-00
Page 9
With a full deflection of the nose wheel, the Emb190-100 can theoretically turn on taxiways as narrow as 21.40 m (70 ft 3 in.).
Chapter 04-00
Page 10
Notes:
Chapter 04-00
Page 11
With a full deflection of the nose wheel, the Emb190-200 can theoretically turn on taxiways as narrow as 22.68 m (74 ft 5 in.).
Chapter 04-00
Page 12
190
CF34-10E high bypass turbofan engines
The two wing-mounted CF34-10E high bypass turbofan engines are based on the CF34 engine family, which is widely used in aviation. Engine controls and fuel scheduling are provided by a full-authority digital engine control (FADEC) with fully modular design. The CF34-10E incorporates the aerodynamic efficiency of wide cord fan, which produces most of the engine's 18,500 Lbs maximum thrust. To enhance aircraft braking capability, the fan by-pass air is reversed not the engine.
Chapter 04-00
Page 13
Top View
FADEC
FADEC
Chapter 04-00
Page 14
190
The Embraer Emb 190-100
The Emb 190-100 can climb to 30,000 ft within 15 minutes, and has a certified ceiling of 41,000 ft. The Emb 190-100 has a maximum cruising speed of mach.80 Depending on the long or normal range version, it can reach destinations upwards of 2,000 nautical miles with standard reserves left in the tanks.
Chapter 04-00
Page 15
Chapter 04-00
Page 16
190
Emb 190 composite structure
To maximize performance, a variety of modern composites like fiberglass and carbon have been used. These materials are lighter in weight and more durable than conventional aluminium, improving aircraft performance. Besides the conventional flight controls, the aircraft is equipped with an adjustable stabilizer and multi functional spoilers. Aerodynamic characteristics are enhanced by leading edge slats and ground spoilers.
Chapter 04-00
Page 17
Ground spoilers
Chapter 04-00
Page 18
190
04-01 Differences EMB 190-100 /190-200
The Embraer 190-100 has a seat capacity of 98 seats. The Embraer 190-200 has a seat capacity of 108 seats.
Chapter 04-01
Page 1
EMBRAER 190-100 98 seats MTOW : 47790 kg / 105357 lbs MLW : 43000 kg / 94797 lbs MZFW : 40800 kg / 89947 lbs
EMBRAER 190-200 108 seats MTOW : 48790 kg / 107562 lbs MLW : 45000 kg / 99206 lbs MZFW : 42500 kg / 93695 lbs
Chapter 04-01
Page 2
190
Chapter 04-01
Page 3
190
ATA 05 Time Limits and Maintenance checks
190
Table of Content
Time Limits and Maintenance checks Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Unscheduled maintenance checks . . . . . . . . . . . . . . . . . . . . . . . .3
Chapter 5-TOC
Page I
Chapter 5-TOC
Page II
190
5-00 Time Limits and Maintenance checks
Introduction
Chapter 05, time limits and maintenance checks of the aircraft maintenance manual, provides inspection procedures for various scheduled and unscheduled checks. The data concerning detailed time limits and scheduled maintenance checks can be found in the "Maintenance Planning Guide".
Chapter 5-00
Page 1
Figure 1: Chapter 05
Chapter 5:
Chapter 5-00
Page 2
190
Unscheduled maintenance checks
Unscheduled maintenance checks have to be performed after the following occurrences: Lightning strike Hard landing or overweight landing High drag/side-load landing conditions Strong turbulence or buffeting conditions High-load-factor flight Landing-gear-down overspeed Exceeding flap/down speed condition Bird strike Engine fire warning or overheat indication Ice or snow condition APU fire warning or overheat indication Toilet overservicing Landing gear free-fall condition Overheated wheels Landing-gear tire tread failure
Chapter 5-00
Page 3
190
ATA 06 Aircraft areas and dimensions
190
Table of Content
06-00 Aircraft areas and dimensions Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The aircraft measurement Embraer 190. . . . . . . . . . . . . . . . . . . . . 3 The aircraft measurement Embraer 195. . . . . . . . . . . . . . . . . . . . . 5 The aircraft measurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The aircraft stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Wing station diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 The vertical stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 The horizontal stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 The power plant and the engine pylons . . . . . . . . . . . . . . . . . . . . 15 The aircraft zoning system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 The major aircraft zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Sub zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Access panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
TOC 06
Page 1
190
TOC 06
Page 2
190
06-00 Aircraft areas and dimensions
Introduction
This chapter describes the aircrafts general external dimensions, aircraft zoning and station identification. The fuselage stations show the length measurements along the longitudinal axis. All horizontal measurements are taken from the datum line FS 0 which is located at the nose tip. The forward pressure bulkhead is located at station 610 and the fuselage is pressurized between the forward pressure bulkhead and the rear pressure bulkhead, which is located at station 29427.
Chapter 06-00
Page 1
FS 0 FS 610 FS 29427
Longitudinal axis
Chapter 06-00
Page 2
190
The aircraft measurement Embraer 190-100
The aircraft has a total length from the nose to the tail of 36.24m, the height from the ground to the top of the vertical tail is 10.55m and a vertical tail area of 16.20 m. The distance from the nose gear to the main gear is 10.60 meters. The aircraft has a total wing span of 28.72m with a total wing area of 92.50 m, a horizontal tail span of 12.01 m, with a horizontal tail area of 26.00 m and a fuselage external diameter of 3.01 m. The distance from the left to right main gear is 5.94 meters.
Chapter 06-00
Page 3
10.55 m
36.24 m
Chapter 06-00
Page 4
190
The aircraft measurement Embraer 190 - 200
The aircraft has a total length from the nose to the tail of 38.67m, the height from the ground to the top of the vertical tail is 10.55m and a vertical tail area of 16.20m. The distance from the nose gear to the main gear is 13.83 meters. The aircraft has a total wing span of 28.72 meters with a total wing area of 92.05 m, a horizontal tail span of 12.08 meters, with a horizontal tail area of 26m and a fuselage external diameter of 3.01 m. The distance from the left to the right main gear is 5.94 meters.
Chapter 06-00
Page 5
13.83 m
38.67 m
12.08 m
5.94 m
28.72 m
Chapter 06-00
Page 6
190
The aircraft measurement
Located on the left side of the fuselage are two main doors, which qualifies as type 1 emergency exits. Located on the right side of the fuselage are two service doors, which qualify as type 1 exits, and two baggage compartment doors.
Chapter 06-00
Page 7
OVERWING EXITS
Type 1 exits
OVERWING EXITS
Chapter 06-00
Page 8
190
The aircraft stations
The aircraft stations are defined by a coordinate system using three main reference axes. The point of origin for the longitudinal axis X, laterall axis Y and vertical axis Z is in front of the aircraft. The ordinates are identified by the letter for the major axes, followed by the dimension in inches from the point of origin. There are additional points of origin selected for locating major assemblies. These points are identified with a suffix letter indicating the assembly. These assemblies are the wings, the vertical stabilizer, the horizontal stabilizer, the power plant and the engine pylons.
Chapter 06-00
Page 9
EMBRAER 190
Center Fuselage 2
Center Fuselage 3
Rear Fuselage
X=11035 X=13442
X=19429 X=23146
X=29632
Chapter 06-00
Page 10
190
Figure 6: Wing station diagram
RIB 1 Y= -1380.00
SLAT 2
WING SPAR 3 OUTBOARD FLAP AILERON WING TRAILING EDGE INBOARD FLAP WING SPAR 2 Y = 00.00 YA = 00.00
Chapter 06-00
Page 11
ZV 4269,00
ZV 1069,00
ZV 622,98
XV= 00,00
Chapter 06-00
Page 12
190
Chapter 06-00
Page 13
YH -6100.00
Chapter 06-00
Page 14
190
Figure 9: Power plant and engine pylons
X ENG 3877.60
X ENG 5589.90
Chapter 06-00
Page 15
Chapter 06-00
Page 16
190
Figure 10: The major aircraft zones
RIGHT WING 600 UPPER FUSELAGE 200 DOORS 800 DOORS 800 DOORS 800 LEFT WING 500
MAIN LANDING GEAR AND WHELLWELL 700 LOWER FUSELAGE 100 NOSE LANDING GEAR AND WHEELWELL DOOR 700 POWERPLANT AND PYLONS 400
Chapter 06-00
Page 17
Sub zones
The major zones are divided into major sub-zones, which are shown by the second digit of the major zone number.The major sub-zones are further divided into zones using the third digit of the major zone number.
Chapter 06-00
Page 18
190
Figure 11: Sub-zones
ZONE 116
ZONE 114
ZONE 115
SUBZONE 170 SUBZONE 160 SUBZONE 150 SUBZONE 140 SUBZONE 130 SUBZONE 120 SUBZONE 110
Subzone number
Chapter 06-00
Page 19
Access panels
To carry out maintenance on aircraft systems and their components, or to perform inspection of the aircraft structure, adequate access panels and doors are provided in the aircraft surface. Each access panel has an identification number which consists of a three digit zone number followed by two or three letters.The first letter shows the number of the panel within the zone in a logical in a logical sequence and the second letter indicates the location of the panel in relation to the aircraft.An optional third letter is used to identify a floor, wall or ceiling panel. Each panel has a fastener identification code, which identifies the type and the quantity of the fasteners for each panel.
Chapter 06-00
Page 20
190
Figure 12: Access panels identification letters
191 DL 191 EL
195 GL
191 BL
Shows the number of the panel within the zone
191 CL 195 EL
195 DL
19 S
Chapter 06-00
Page 21
190
ATA 07 Lifting and Shoring
190
Table of Content
Lifting and Shoring Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Complete aircraft jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Before complete aircraft jacking . . . . . . . . . . . . . . . . . . . . . . . . . .5 Jacking points location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Nose and main gear jacking points . . . . . . . . . . . . . . . . . . . . . . . .9
Chapter 7-TOC
Page I
Chapter 7-TOC
Page II
190
7-00 Aircraft jacking
Introduction
To replace components, the aircraft can be lifted either by using individual landing gear jacking, which permits replacement of wheels and brakes or by completely lifting the aircraft via the jacking points. There are two main jacking points on the wing lower side and one jack point on the rear fuselage lower side. Procedures for lifting a damaged aircraft are described in the Instructions for Ground Fire Extinguishing and Rescue manual.
Chapter 7-00
Page 1
Chapter 7-00
Page 2
190
Complete aircraft jacking
Complete aircraft jacking, also called three point fuselage jacking, is necessary to perform maintenance such as replacement, repair or functional checks to the landing gear and its components. It can also be used for aircraft weighing.
Chapter 7-00
Page 3
Landing gear:
replacement pair nctional checks rcraft weighing
Chapter 7-00
Page 4
190
Before complete aircraft jacking
Complete aircraft jacking must be performed in accordance with chapter 7 of the aircraft maintenance manual. Before complete jacking of the aircraft several conditions have to be fulfilled: All unnecessary equipment below and around the aircraft must be removed. The aircraft should only be jacked on level ground with the nose pointing into the wind, but preferably in a hangar with closed doors. Both main landing gears and the nose gear have to be safety locked to prevent inadvertent landing gear retraction. Install the GSE 070 on all landing gear wheels to prevent the airplane forward and aft movement before the jacks are set. The emergency/parking brake must be released before jacking. No one is allowed to enter the aircraft during jacking operation. The aircraft must be lifted to achieve a minimum clearance between the ground and the aircraft tires to assure sufficient clearance for main gear retraction. Note: Before aircraft jacking, refer to the table mentioned in the AMM for weight limitations to ensure that the centre of gravity is within the jacking envelope.
Chapter 7-00
Page 5
Figure 3: CG position
CG position
26982
32 54
27900
Chapter 7-00
Page 6
190
Jacking points location
The aircraft is fully lifted by the use of fuselage jacking points located behind panel 515CB for the LH inboard wing leading edge, and 615CB for the RH inboard wing leading edge. The jacking point for the rear fuselage is located behind panel 313BL. After installing the jack pins and the jacks, the jacks should be operated simultaneously to ensure that jacking is symmetrical and that the aircraft remains level at all time during lifting. When the desired height is reached the jacks have to be locked to prevent inadvertent lowering. To lower the aircraft, the surrounding area has to be cleared of obstructions, the emergency/parking brake must be released and the jacks have to be unlocked. All jacks should then be lowered slowly and symmetrically to ensure that the aircraft maintains a level attitude. As soon as the aircraft weight is off the jacks, wheel chocks should be installed and the emergency/parking brake set.
Chapter 7-00
Page 7
jacking point for the rear fuselage is located behind panel 313BL
Chapter 7-00
Page 8
190
Nose and main gear jacking points
The nose and main gear jacking points permit individual wheel and brake replacement without weight limitations, and can even be performed with one flat tire at any gear leg. The landing gear safety lock pins have to be put into position, the emergency/parking brake released, and the jack has to be installed below the applicable landing gear leg jacking point. The jack then is raised until the landing gear tire is clear of the ground. After completion of the required maintenance the aircraft can then smoothly be lowered to the ground. When the weight of the aircraft is off the jack it can be removed, the wheels chocked and the emergency/parking brake set.
Chapter 7-00
Page 9
B R A K E
Chapter 7-00
Page 10
190
Chapter 7-00
Page 11
190
ATA 08 Leveling and Weighing
190
Table of Content
Leveling and Weighting Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Weighing the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Aircraft leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Chapter 8-TOC
Page I
Chapter 8-TOC
Page II
190
8-00 Leveling and Weighing
Introduction
Chapter Eight of the Maintenance Manual describes the applicable procedures for leveling and weighing of the aircraft. Only the equipment as specified in the applicable manuals is to be used to perform these tasks. Please note that weighing the aircraft is accomplished using an electronic weighing kit and jacks. Preparation of the aircraft and the weighing procedures are described in the Weight and Balance Manual. Further note that only approved personnel may perform an aircraft weighing.
Chapter 8-00
Page 1
Chapter Eight of the Maintenance Manual and The Weight and Balance Manual describes the applicable procedures for leveling and weighing of the aircraft
Weighing the aircraft is accomplished using an electronic weighing kit and jacks
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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Weighing the aircraft
To weigh the aircraft, first install the adapters and the load cells of the electronic weighing kit on the jacks, below the three jacking points on the fuselage. Lift the aircraft until the tires are off the ground, as specified in chapter 07. To determine the weight of the aircraft, refer to the procedures given in the Weight and Balance Manual. After weighing, lower the aircraft as explained in chapter 07 and remove the load cells and the adapters of the electronic weighing kit from the jacks.
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Aircraft leveling
Aircraft leveling is necessary before performing weighing operations, since it permits you to find the accurate centre of gravity of the aircraft. Aircraft leveling is done by lifting the aircraft until the tires are off the ground, as described in chapter 07, and installation of the PLUMB - AIRCRAFT RIGGING kit in the LH main landing gear wheel well.
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A
ZONE 1431
A B
C
Aircraft Leveling - Maintenance Practices Figure 201
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190
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ATA 09 Towing and taxiing
190
Table of Content
Towing and Taxiing Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Towing the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Towing operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Aircraft towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Towing regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Taxi regulartions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
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9-00 Towing and Taxiing
Introduction
Chapter nine of the aircraft maintenance manual provides information regarding towing and taxiing of the aircraft. Please note that only approved personnel familiar with the required procedures may tow or taxi the aircraft.
Chapter 9-00
Page 1
NOTE: Only approved personnel familiar with the required procedures may tow or taxi the aircraft.
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190
Towing the aircraft
Towing of the aircraft is performed when it must be moved without using the power of its own engines. To tow the aircraft an approved tow bar with a shear section that breaks at a tension compression shear load is used to prevent damage to the landing gear or the aircraft structure if an excessive load occurs. The aircraft maintenance manual provides a table for the ground towing factors that are most important in various conditions. On this table you can find the necessary drawbar pull and the total wheel-traction load for various aircraft weights, pavement slopes, friction coefficients and engine idle thrust.
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Towing operation
Before and during aircraft towing the following safety precautions must be observed. Towing without an approved towbar is prohibited. Alternative devices can cause damage to the aircraft. Before towing: make sure that down lock safety pins are correctly installed and that all engine cowls are closed and latched. Disengage the steering system with the switch installed on the control yoke or set the external steering disengagement switch to the "DISENGAGED" position and make sure that the green towing indication light illuminates. During the towing operation, a technician must stay in the cockpit to set the emergency/parking brake, if necessary. When all towing precautions are preformed which are described in the AMM, you can start the towing operation by the release of the emergency/ parking brake. Tow the aircraft slowly straight ahead before making a turn, and obey the towing speed limitations which are described in the AMM. After completing of the towing operation, tow the aircraft in a straight line for a minimum of 3 meters (10 feet) or until the nose wheel steering system is in its active range of 76.
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Down lock safety pins installed Engine cowls are closed and latched Disengage the steering system on the control yoke or on the external steering disengagement panel.
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Aircraft towing
Aircraft towing is performed as follows: Push the lock pin and put the towbar lever in released position. Install the towbar assembly on the towing attachment on the nose landing gear and push the lock pin and put the towbar lever in towing position. Attach the other side of the tow bar assembly to the towing vehicle, remove the wheel chocks, and release the emergency/parking brake. When towing is complete: set the emergency/parking brake, install the wheel chocks and remove the tow bar assembly from the towing vehicle. Push the lock pin and put the towbar lever in released position. Finally, remove the tow bar assembly from the nose landing gear.
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TOWING
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Towing regulations
Only approved persons who are fully familiar with the engine start and shutdown procedures, aircraft limitations, and taxiing techniques are allowed to perform taxiing. In addition, the applicable company procedures and regulations of local authorities must be obeyed. Before aircraft taxiing, clear the area to be used. Install the landing gear safety pins, and make sure that the brakes and the nose wheel steering system are in serviceable condition.
Chapter 9-00
Page 9
A
ZONE 711
TOWING LEVER
LOCKPIN
SHEAR PIN
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Taxi regulations
The following cautions have to be observed: The areas for taxiing must be free of obstacles and have the necessary space for the manoeuvres. Always obey the instructions in the operations manual. Further note that you should not use differential braking during the taxiing. For the most satisfactory operation, use minimum engine power or, when necessary, slight asymmetric power and the steering control of the nose wheels. The aircraft requires a minimal pavement width for a 180 turn. However, during taxiing you should always perform turns with the largest radius possible given by the available space. Taxi the aircraft at a speed applicable to ramp operations. Also, do not perform turns at a speed greater than 25 kilometers per hour (15 miles per hour). After aircraft taxiing, install the wheel chocks and set the emergency/parking brake.
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During taxiing you should always perform turns with the largest radius possible given by the available space.
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ATA 10 Parking and mooring
190
Table of Content
Parking and Mooring Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Minimum distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 For normal aircraft parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 For normal aircraft parking in ice or snow conditions . . . . . . . . . .7 Long term parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Mooring the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
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10-00 Parking and Mooring
Introduction
Chapter 10 of the Maintenance Manual describes the applicable procedures for parking and mooring the aircraft. In general, there are two types of parking: First, aircraft normal parking, which describes procedures for parking an aircraft for less than 7 days, including parking between flights and overnight. Or, Aircraft prolonged parking, which describes procedures for parking an aircraft for more than 7 days.
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Minimum distances
Please note that the area where the aircraft is parked and moored should be paved and level, with ground tiedown anchors available. Also make sure that there is a minimum distance between the parked aircraft to permit their movement, and that there is a distance of at least 4.5 meters (15 ft) between an operating APU exhaust port and an adjacent aircraft fuel tank vent.
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Parkingplace must be paved and level, with ground tiedown anchors available.
4.5 m 15 ft
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For normal aircraft parking
For normal aircraft parking make sure that the control handle of the landing gear is in the down position. Make sure that the safety pins are installed on each landing gear. Tow or taxi the aircraft into the position designated for parking. NOTE: Before you park the aircraft, move it in a straight line for approximatel y 3 meters (10 ft), complete the aircraft towing in a straight line for a minimum of 3 m (10 ft) or until the nose wheel steering system is in the range of +/- 76 degrees.. This will remove all torsional stresses applied to the landing gear components and tires during a turn. Ground the aircraft.
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NOTE: Before you park the aircraft, move it in a straight line for approximately 3 meters (10 ft)
UP
DN LOCK REL
DN
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For normal aircraft parking in ice or snow conditions
If the parking area has ice or snow on the surface, put one of the following items under the tires: a mat a layer of thick sand or other applicable material. This will prevent the tires from freezing to the ground. Set the emergency/parking brake. Retract the flaps if they are extended. Put the chocks against the landing gear wheels and install the covers on the externally mounted aircraft components according to the AMM, using the same procedure as for the air data smart probe covers, the engine inlet covers, the tat sensor covers and the ice detector covers.
Chapter 10-00
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UP
0
1
B R A K E
SLAT/ FLAP
0
1
2
3
4
2
3
4
FULL
FULL
DOWN
Ice detector
TAT sensor
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Long term parking
Long term parking procedures apply to aircraft that must stay parked for more than seven days. When followed, these procedures will prevent the deterioration of aircraft components exposed to the elements. These components include: aircraft structure, airborne equipment/furnishings and system components. There are different preservation procedures for the different times during which the aircraft must stay out of operation. These times are specified as follows: Short out-of-operation time - applicable to times from 7 to 60 days and Long out-of-operation time - applicable to times longer than 60 days. For details regarding these procedures, refer to the appropriate manuals.
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Mooring the aircraft
The procedures for mooring the aircraft are used when the weather conditions are bad or unknown, and/or high wind speeds are expected. For this procedure, tie down rings are installed in each primary brace strut of the main landing gear. Ropes are then used to tie the aircraft to tie down anchors installed in the floor.
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ATA 11 Placards and markings
190
Table of Content
Placards and Markings 1
Introduction 1
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11-00 Placards and Markings
Introduction
Exterior and interior placards, labels and markings are screen-printed selfadhesive transfer type matte polyester or aluminum metal, attached to the aircraft. Only exterior screen-printed markings, directly on the exterior of the aircraft are protected against contamination by weather, fuel and/or hydraulic fluid by a protective sealer. Some of the labels have there part number printed on them for easier identification and reordering.
Chapter 11-00
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FUEL
weather fuel hydraulic fluid
protective sealer
Only exterior screen-printed markings, directly on the exterior of th aircraft are protected against contamination by a protective sealer.
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ATA 12 Servicing
190
Table of Content
12-00 Servicing Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Replenishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Fuel tank servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Hydraulic and landing gear system servicing . . . . . . . . . . . . . . . . . 7 Engine and auxiliary power unit servicing . . . . . . . . . . . . . . . . . . . . 9 Servicing Water/Waste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Gaseous servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Scheduled servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Unscheduled servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
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12-00 Servicing
introduction
Chapter 12 of the aircraft maintenance manual provides information about scheduled and unscheduled aircraft servicing, and is divided into the following sub chapters: Replenishing, which provides information about the procedures to fill or charge the aircraft systems with fuel, oil, gas, and other fluids as required. Servicing, which provides information about procedures such as landing gear lubrication and aircraft cleaning. Unscheduled servicing, which provides information about aircraft cold weather maintenance. Please note that you must always refer to the procedures outlined in the applicable manuals to perform these tasks.
Chapter 12-00
Page 1
Figure 1: Chapter 12
CHAPTER 12
REPLENISHING SERVICING
UNSCHEDULED
SERVICING
F ill/c h a rg e
P ro c e d u re s
A irc ra ft
NOTE:
Refer to procedures outlined in the applicable manuals to perform these tasks!
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Replenishing
Replenishing details the procedures to fill or charge the aircraft systems with fuel, oil, gas, and other fluids as needed. This section contains the following subsections: Fuel tank servicing, Engine and APU servicing, Hydraulic and landing gear system servicing, Oxygen system servicing and water servicing.
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Figure 2: Replenishing
REPLENISHING
fill/charge
SUBCHAPTERS:
FUEL TANK SERVICING
WATER SERVICING
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Fuel tank servicing
Fuel tank servicing can be performed using the following methods: The fuel tanks can be refuelled/defueled by the use of the pressure refuelling/defueling system, which automatically controls the entire process and stops the refuelling/defueling process at the correct quantity. Pressure refuelling/defueling is performed by the use of the pressure fuelling/defueling adapter and the fuel control panel. The fuel tanks can be refuelled/defueled by the use of gravity refuelling/defueling. To accomplish this the aircraft has two filler caps on top of the wings. Fuel tank draining for removal of water or other contamination can be carried out by using the drain valves installed at the lowest part of the inboard tanks. The fuel measuring stick assemblies located on each wing lower surface provide a visual indication of the total fuel quantity on each wing. They are used if no electrical power is available to the aircraft or if there is a malfunction of the fuel quantity indicating system. Please note that you must refer to the procedures outlined in the applicable manuals to perform these tasks!
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PRESSURE Refueling/defueling
REFUEL SELECTION
MANUAL AUTO
DO NOT INITIATE THE REFUELING BEFORE CONFIRMING THAT THE REFUELING VALVE LIGHTS ARE INITIALLY ON
POWER SELECTION
NORMAL BATTERY
CLOSED
CLOSED
LH TANK
RH TANK
OPEN SELECTED
INCR TKSEL
CLOSED
DECRT
TEST
REFUELING
DEFUELING
Refueling/defueling Use of gravity Two filler caps (on top of the wings)
GRAVITY
MEASURE STICK
Assemblies
Visual indication
Total fuel quantity
Used
if no electr. power is available if in case of a malfunction of indication system
Drain valves
Lowest part ot the inboard tanks
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Hydraulic and landing gear system servicing
The section "hydraulic and landing gear system servicing" provides information about the servicing procedure on the accumulators of the No. 1, No. 2, and No. 3 hydraulic systems, and also the procedures used to pressurize the landing gear shock struts. Detailed procedures about landing gear servicing can be found in Chapter 32 of the aircraft maintenance manual. Always refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 7
Figure 4:
ACCUMULATORS
Hydr. system #1
Hydr. system #2
Hydr. system #3
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Engine and auxiliary power unit servicing
The section "engine and auxiliary power unit servicing" provides all required information to refill the engine and auxiliary power unit oil system. Engine oil servicing is performed through the applicable service panels on the engine nacelles, and auxiliary power unit oil servicing is performed through a service panel on the aircraft rear fuselage. Please note that the oil used to service the engine and APU must be listed on the table of approved oils. Also note that you must refer to the procedures outlined in the applicable manuals to perform these tasks.
Chapter 12-00
Page 9
! NOTE !
Oil must be listed on the table of approved oils!
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Servicing Water/Waste
The section "water/waste" provides information on how to service the water and waste systems. The waste system is serviced through a door installed on the lower right side of the fuselage aft section, while the potable water system is serviced through a door installed on the lower left side of the fuselage aft section. It is recommended that water be removed from the water tank after the last flight of each day if the temperature is expected to fall below freezing. Again, always refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 11
NORMAL
DRAIN
1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION
FULL
FILL
1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION
DRAIN
1. INSTRUCTION 1. INSTRUCTION
Water must be removed each day after last flight if temperature go below freezing.
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Gaseous servicing
The section gaseous servicing provides information regarding filling procedures for the cockpit oxygen cylinder, the main and nose gear tire pressure and the hydraulic system accumulator. Attention: Please note that all applicable safety precautions must be obeyed! In addition, you must refer to the procedures outlined in the applicable manuals to perform these tasks!
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Hydr. system #1
Hydr. system #2
Hydr. system #3
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190
Scheduled servicing
The section scheduled servicing provides information regarding lubricating of the flight controls and landing gear mechanical system, cleaning servicing, like aircraft cleaning, and aircraft disinfect servicing. Refer to the procedures outlined in the applicable manuals to perform these tasks!
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SCHEDULED
SERVICING
Flight controls H/S jackscrew A-P servo Slat track
LG mechanical system
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190
Unscheduled servicing
The section unscheduled servicing provides information regarding how to service an aircraft in cold weather conditions or how to perform a cold weather anti-icing and de-icing treatment. Refer to the procedures outlined in the applicable manuals to perform these tasks!
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Page 17
UNSCHEDULED
SERVICING
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190
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Table of Content
24-64-01 Electrical System Indication
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EPGDS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 MFD Electrical System Synoptic Page . . . . . . . . . . . . . . . . . . . . . . 5 MFD Electrical Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EPGDS Synoptic Page Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EPGDS Communications Architecture . . . . . . . . . . . . . . . . . . . . . 13 Main Avionics Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Cross-Channel Communications . . . . . . . . . . . . . . . . . . . . . . . . . . 13 CAS Messages List (From FIM 24-00-00) . . . . . . . . . . . . . . . . . . . 15 Maintenance Message FIM Reference . . . . . . . . . . . . . . . . . . . . . 17 Electrical System Diagnostic Tests . . . . . . . . . . . . . . . . . . . . . . . . 19 Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
24-MEL (Example)
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Chapter 24-TOC
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Chapter 24-64-
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Figure 2: MFD
MFD
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MAINTENANCE TRAINING MANUAL
Driven Voltage
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AC External Power
- AC GPU is displayed in green if conditions for AC GPU AVAIL have been satisfied. - AC GPU is not displayed if conditions for AC GPU AVAIL have not been satisfied. - AC GPU voltage (V), frequency (Hz), and load (KVA) are displayed in green if conditions for AC GPU AVAIL have been satisfied. - AC GPU voltage (V), frequency (Hz), and load (KVA) are not displayed if conditions for AC GPU AVAIL have not been satisfied.
AC External Power
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Batteries
If battery status is invalid the BATT icon is changed to an amber dashed BATT icon If voltage or temperature is invalid the associated digits change to amber dashes
If the battery temperature is hot, 70 degrees C or higher, the readout changes to red inverse video
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Cross-Channel Communications
The cross-channels communications bus is used to coordinate the utility and load management systems between the SPDAs and as a backup to ASCB. If one SPDA loses its aircraft interface, necessary data will be relayed via the other SPDA to and from the avionics. Only the active processors in each SPDA communicate on the bidirectional cross-channel bus. The cross channel communications between SPDAs is implemented using the Controller Area Network (CAN) bus operating at 500K bits/second. The cross-channel communications is a dual channel system for redundancy. The total wire length for each of the redundant buses is 262 feet (80 meters) maximum.
RICC RX
GCU 1 RX MCDU 1 ARINC 429 TX RX ARINC 429 RX ARINC 429 RX TX CAN BUS (1553) ARINC 429 ASCB MCDU 2 TX
RX APU TX FADEC RX
ARINC 429
WIRE SPLICE
ARINC 429 TX RX TX RX TX
PCI
TX
RX
RX TX
RX
TX RX RX PCI IEEE-1394
IEE-1394 RX TX
SPDA 1
MAU 1
MAU 2
MAU 3
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TYPE
CAUTION CAUTION CAUTION CAUTION CAUTION CAUTION CAUTION WARNING WARNING CAUTION CAUTION WARNING WARNING
DESCRIPTION
The AC bus 1 is De-energized. The AC bus 2 is De-energized. The AC bus essential is de-energized. The AC standby bus is de-energized.
FAULT CODE
24500100 24500200 24500300 24500400
The APU is running, but APU generator is not connected to the AC tie bus. 24200100 The battery 1 is discharging. The battery 1 is not connected to DC essential bus 1. The battery 1 has an overtemperature. The battery 1 and 2 are off. The battery 2 is discharging. The battery 2 is not connected to DC essential bus 2. The battery 2 has an overtemperature. The battery is discharging. There is a disagreement between the battery 1 temperature sensors. There is a disagreement between the battery 2 temperature sensors. The DC bus 1 is de-energized. The DC bus 2 is de-energized. The DC essential bus 1 is de-energized. The DC essential bus 2 is de-energized. The DC essential bus 3 is de-energized. The electrical system is under electrical emergency. The IDG 1 is not connected to the AC bus 1. The IDG 1 oil temp is high or its pressure is low. The IDG 2 is not connected to the AC bus 2. The IDG 2 oil temp is high or its pressure is low. The AC inverter is defective. The loas shed was comanded. There is a failure in the RAT system. There is a thermal circuit breaker tripped. There is a defective module in the SPDA. There is a failure in the TRU 1 system. There is a failure in the TRU 2 system There is a failure in the TRU essential system. 24300101 24300301 24300401 24300200 24300102 24300302 24300402 24300300 24300501 24300502 24600100 24600200 24600300 24600400 24600500 24000300 24200151 24200251 24200152 24200252 24200200 24000200 24200300 24000100 24600600 24300201 24300202 24300100
BATT 1 TEMP SENS FAULT CAUTION BATT 2 TEMP SENS FAULT CAUTION DC BUS 1 OFF DC BUS 2 OFF DC ESS BUS 1 OFF DC ESS BUS 2 OFF DC ESS BUS 3 OFF ELEC EMERGENCY IDG 1 OFF BUS IDG 1 OIL IDG 2 OFF BUS IDG 2 OIL INVERTER FAIL LOAD SHED RAT FAIL REMOTE CB TRIP SPDA FAIL TRU 1 FAIL TRU 2 FAIL TRU ESS FAIL CAUTION CAUTION CAUTION CAUTION CAUTION WARNING CAUTION CAUTION CAUTION CAUTION CAUTION ADVISORY CAUTION ADVISORY ADVISORY CAUTION CAUTION CAUTION
CAS Message
FAULT CODE 24200100 FAULT DESCRIPTION APU GEN OFF BUS (CAUTION) MAINTENANCE MESSAGE 24210002GU2 24210002GU1 24210011GU1 24210011GU2 24210014AGC 24210015AGC 24220001AGC 24220002AGC 24220011AGC 24220012AGC 24220052AGC 24220054AGC 24220059AGC 24220060AGC 24220061AGC 24220073AGC 24220062AGC 24220064AGC 24220065AGC 24220072AGC 24220074AGC 24220077AGC 24220083AGC 24420001EPM 24420002EPM 24420016EPM 24510003AGC 24510006AGC 24510067AGC
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MFD 2
Maintenance
System Config
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DATA LOADER
FILE TRANSFER
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Notes:
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24-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
00-00 Electrical Synoptic Display (MFD Electrical Page) 00-01 IDG Disconnect LED (Overhead Panel)
C 2 C 2
0 1 2 0 0 2 0 0
NOTE:
| | |
0 0 0 0 0
(O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided IFE RACK Power Switch is verified to operate normally before each departure. | | | |
00-05 Batteries 1 and 2 C 4 Voltage Indication on MFD Status Page 22-01 APU Generator C 4 C 1
One indication per battery may be inoperative. May be inoperative provided affected battery voltage is available on MFD Electrical Page. May be inoperative provided APU generator remains selected off. (O)May be inoperative provided alternate procedures are established and used. One sensor per battery may be inoperative provided at least one temperature of associated battery on Electrical Synoptic Display (MFD Electrical Page) is verified to operate normally before each flight.
2) AC GPU C 1 AVAILABLE Light on Flight Attendant Ground Service Panel 3) AC GPU IN USE C 1 Light on Flight Attendant Ground Service Panel
36-10 Batteries 1 and 2 C 4 Temperature Sensors 41-00 DC External Power D 1 *** System 1) DC GPU AVAIL/IN USE Pushbutton Lights D 2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
54-00 Electrical *** Outlets 1) Cockpit AC Electrical Outlet 2) Avionics Compartment Electrical Outlet 3) Galley/ Wardrobe Electrical Outlet
D D D
0 0 0
| | | | | | | | | | | | |
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 2
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MAINTENANCE TRAINING MANUAL
Chapter 24-MEL
Page 3
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MAINTENANCE TRAINING MANUAL
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 2
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MAINTENANCE TRAINING MANUAL
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 3
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 4
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MAINTENANCE TRAINING MANUAL
AC BUS 1
CB3
50A
AC GND SVC
GSTC 60A 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A ETC 2 120A RF1 150A
CB4
35A
50A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A 15A
CB17
EPDC 400A
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Page 5
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MAINTENANCE TRAINING MANUAL
APU GEN Switch ON Protective trip of APU Gen channel AND Tie Bus dead APU Gen power ready conditions satisfied AGCU granted tie bus access Power transfer control logic (autoparallel) AGCU AND OR ALC Close Command
Chapter 24-64
Page 6
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MAINTENANCE TRAINING MANUAL
AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A
CB26 25A
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 7
Figure 8: AC EXT PWR Supplying Airplane BTC Close Command _ Primary control
AC BUS TIES Switch AUTO Associated BTC trip command Associated BTC inhibit signal Associated AC Main Bus is dead Another power source available to supply associated AC Main Bus Associated GCU allows BTC1 closure Associated GCU is granted tie bus access Power transfer control logic (autoparallel) Is commanding associated BTC to close Associated GCU is granted tie bus access GCU1 or GCU2 AND OR AND AND BTC Close Command
AND
Chapter 24-64
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MAINTENANCE TRAINING MANUAL
Figure 9: AC EXT PWR Supplying Airplane BTC Close Command- Secondary control
OR
Hardware discrete inhibit from GCU1/2 1553 software discrete inhibit from GCU1/2 AC BUS TIES Switch AUTO Associated BTC trip command Associated BTC inhibit signal Associated AC Main Bus is dead Another power source available to supply associated AC Main Bus AGCU allows BTC1 closure AGCU is granted tie bus access
Issue: June06 Revision: 01
AND
Chapter 24-64
Page 9
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MAINTENANCE TRAINING MANUAL
AVAIL
AC BUS 1
25A
CB3 50A
AC GND SVC
CB29 35A
CB1 50A
DC GND SVC
EF1 150A
DC ESS BUS 3
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 10
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MAINTENANCE TRAINING MANUAL
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 11
Figure 12: IDGs Supplying Airplane (ground mode) GLC Close Command
GEN CONTROL Switch ON Protective trip of associated IDG channel Associated IDG power ready conditions satisfied Associated AC Main Bus dead Tie Bus dead No other power source available to power tie bus AND OR AND GLC Close Command
Associated BTC commanded open OR Associated GCU granted tie bus access GCU1 or GCU2
Issue: June06 Revision: 01 FOR TRAINING ONLY Reproduction Prohibited
Chapter 24-64
Page 12
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MAINTENANCE TRAINING MANUAL
Figure 13: IDGs Supplying Airplane (ground mode) Ground Mode Determination
SPDA1 EEC1
ARINC 429
Weight On Wheels (WOW) = Ground Mode Engine 1 speed < 12,750 RPM (75% N2) Inter-LRM (1553)
AND
30 sec
SPDA2 EEC2
Weight On Wheels (WOW) = Ground Mode Engine 2 speed < 12,750 RPM (75% N2) Inter-LRM (1553)
AND
30 sec
ASCB Engine 2 speed < 12,750 RPM (75% N2) Engine 1 speed < 12,750 RPM (75% N2) SPDA2 Weight On Wheels (WOW) = Ground Mode AGCU AND 30 sec Ground Mode
Chapter 24-64
Page 13
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 14
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MAINTENANCE TRAINING MANUAL
Figure 15: IDGs Supplying Airplane (air mode) Air Mode Determination
SPDA1 EEC1
ARINC 429
Weight On Wheels (WOW) = Air Mode Engine 1 speed > 12,750 RPM (75% N2) Inter-LRM (1553) OR
1 sec
SPDA2 EEC2
Weight On Wheels (WOW) = Air Mode Engine 2 speed > 12,750 RPM (75% N2) Inter-LRM (1553) OR
1 sec
ASCB Weight On Wheels (WOW) = Air Mode Engine 2 speed > 12,750 RPM (75% N2) SPDA2 Engine 1 speed > 12,750 RPM (75% N2) AGCU OR 1 sec Air Mode
Chapter 24-64
Page 15
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 16
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MAINTENANCE TRAINING MANUAL
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A 3PH 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A ETC 2 120A RF1 150A
DC GND SVC
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
BC 1 200A
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 17
AC BUS TIES Switch AUTO Associated BTC trip command Associated BTC inhibit signal Associated AC Main Bus is dead Another power source available to supply associated AC Main Bus Associated GCU allows BTC1 closure Associated GCU is granted tie bus access Power transfer control logic (autoparallel) Is commanding associated BTC to close Associated GCU is granted tie bus access GCU1 or GCU2 AND OR AND AND BTC Close Command
AND
Chapter 24-64
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MAINTENANCE TRAINING MANUAL
Figure 19: RAT and batteries supplying the airplane (Air Mode)
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A
DC ESS BUS 3
DC GND SVC
TRU2 300A RF1 150A TRU 2C 400A DC BUS 2 EC 2 120A RF2 200A
DC ESS BUS 2
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 AICC
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 19
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
AC BUS 1
CB26 25 A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
Failure
RF1 150A
TRU2 300A
DC ESS BUS 3
ETC 2 120A
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 AICC
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 20
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MAINTENANCE TRAINING MANUAL
TRU Switch latched in (ON) AC Main Bus powered TRU overcurrent condition TRU output current no longer present TRU voltage ripple excessive GCU1 or GCU2 AND TRU1C or TRU2C Close Command
Chapter 24-64
Page 21
OR
Hardware discrete inhibit from GCU (1 or 2) 1553 software discrete inhibit from GCU (1 or 2) TRU Switch (1 or 2) ON AC Main Bus (1 or 2) powered TRU (1 or 2) overcurrent condition TRU (1 or 2) output current no longer present TRU (1 or 2) voltage ripple excessive AGCU AND TRU (1C or 2C) Close Command
Chapter 24-64
Page 22
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MAINTENANCE TRAINING MANUAL
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A
3 -trip
2 - lock out
LICC
AETC 60A
1 - short to ground
TRU ESS 300A TRU EC 400A DC GND SVC
TRU2 300A RF1 150A TRU 2C 400A DC BUS 2 EC 2 120A RF2 200A
DC ESS BUS 2
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 AICC
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 23
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A AETC 60A
3 - Lockout
RF1 150A
DC GND SVC
TRU2 300A
DCTC 120A
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
2 - Blows open
AICC
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 24
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MAINTENANCE TRAINING MANUAL
Figure 25: IDGs supplying airplane (Air Mode), DC ESS bus 3 short
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A
DC ESS BUS 3
2 - Trips
DC GND SVC
TRU2 300A RF1 150A TRU 2C 400A DC BUS 2 EC 2 120A RF2 200A
DC ESS BUS 2
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
3 - Open
AICC
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
3 - Open
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 25
Chapter 24-64
Page 26
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MAINTENANCE TRAINING MANUAL
24-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
00-00 Electrical Synoptic Display (MFD Electrical Page) 00-01 IDG Disconnect LED (Overhead Panel)
C 2 C 2
0 1 2 0 0 2 0 0
NOTE:
| | |
0 0 0 0 0
(O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided IFE RACK Power Switch is verified to operate normally before each departure. | | | |
00-05 Batteries 1 and 2 C 4 Voltage Indication on MFD Status Page 22-01 APU Generator C 4 C 1
One indication per battery may be inoperative. May be inoperative provided affected battery voltage is available on MFD Electrical Page. May be inoperative provided APU generator remains selected off. (O)May be inoperative provided alternate procedures are established and used. One sensor per battery may be inoperative provided at least one temperature of associated battery on Electrical Synoptic Display (MFD Electrical Page) is verified to operate normally before each flight.
2) AC GPU C 1 AVAILABLE Light on Flight Attendant Ground Service Panel 3) AC GPU IN USE C 1 Light on Flight Attendant Ground Service Panel
36-10 Batteries 1 and 2 C 4 Temperature Sensors 41-00 DC External Power D 1 *** System 1) DC GPU AVAIL/IN USE Pushbutton Lights D 2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
54-00 Electrical *** Outlets 1) Cockpit AC Electrical Outlet 2) Avionics Compartment Electrical Outlet 3) Galley/ Wardrobe Electrical Outlet
D D D
0 0 0
| | | | | | | | | | | | |
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 2
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Chapter 24-MEL
Page 3
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ATA 24 Electrics
190
Table of Content
24-00 Electrical power general
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EPGDS Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Integrated Control Centres (ICCs) . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The ICC cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 LICC (GCU 1, EPM, and TRU 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 LICC (Circuit Breakers and Fuses) . . . . . . . . . . . . . . . . . . . . . . . . . 9 RICC (GCU 2, AGCU, and TRU 2) . . . . . . . . . . . . . . . . . . . . . . . . 11 RICC (Circuit Breakers and Fuse) . . . . . . . . . . . . . . . . . . . . . . . . . 13 The Essential Integrated Control Centre (EICC) . . . . . . . . . . . . . . 15 EICC (Circuit Breakers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 EICC (TRU ESS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 The Auxiliary Integrated Control centre (AICC) . . . . . . . . . . . . . . . 19 AICC Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Chapter 24-TOC
Page I
190
The EICAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Battery location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Maintenance checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Avionics Battery (BATT 1) Functional Interface . . . . . . . . . . . . . . . .9 APU Start Battery (BATT 2) Functional Interface . . . . . . . . . . . . . .9
24-31 DC Generation
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DC power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
190
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The LICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The RICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The EICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
24-MEL (Example)
Chapter 24-TOC
Page III
190
Chapter 24-TOC
Page IV
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MAINTENANCE TRAINING MANUAL
The DC system consists of: one DC external power input and two nickel cadmium accumulators. Normal operation of the EPGDS is in automatic mode, whereby selection of the power source for each bus is accomplished automatically.
Chapter 24-00
Page 1
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS 3PH 35A AETC 60A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A ESS BUS 2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
1PH 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-00
Page 2
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MAINTENANCE TRAINING MANUAL
Chapter 24-00
Page 3
LICC TR U SPDA 2
IDG 1
Static Inverter
SPDA 1
EICC
APU Generator
Battery 1
AICC
RICC
FOR TRAINING ONLY Reproduction Prohibited
IDG 2
Chapter 24-00
Page 4
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MAINTENANCE TRAINING MANUAL
Chapter 24-00
Page 5
Chapter 24-00
Page 6
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Chapter 24-00
Page 7
Figure 4: LICC
GCU 1
TRU 1
EPM
Chapter 24-00
Page 8
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Chapter 24-00
Page 9
Chapter 24-00
Page 10
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Chapter 24-00
Page 11
Figure 6: RICC
GCU 2
TRU 2
AGCU
Chapter 24-00
Page 12
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Chapter 24-00
Page 13
AC Relays
DC Circuit Breakers
AC Circuit Breakers
Chapter 24-00
Page 14
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Chapter 24-00
Page 15
Figure 8: EICC
Forward E-bay
EICC
EICC
EICC provides
trol, tection distribution ry AC / DC electrical power.
Chapter 24-00
Page 16
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Chapter 24-00
Page 17
DC Circuit Breakers
AC Circuit Breakers
Chapter 24-00
Page 18
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MAINTENANCE TRAINING MANUAL
Chapter 24-00
Page 19
AFT E-Bay
AICC Battery 2
Chapter 24-00
Page 20
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MAINTENANCE TRAINING MANUAL
Chapter 24-00
Page 21
Chapter 24-00
Page 22
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MAINTENANCE TRAINING MANUAL
Chapter 24-20-
Page 1
Chapter 24-20-
Page 2
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MAINTENANCE TRAINING MANUAL
AC BUS TIES
The AC BUS TIES switch provides control of Bus Tie Contactor 1/2 (BTC 1 and BTC 2). With the switch in the AUTO position, the EPGDS will operate the BTC 1 and BTC 2 automatically. With the switch in the 1 OPEN position, BTC 1 will open and BTC 2 will operate automatically. With the switch in the 2 OPEN position, BTC 1 will operate automatically. For some system protections a BTC1 and / or BTC2 lockout system is operative. To reset a lockout, the AC BUS TIES switch must be rotated from the AUTO position to the respective BTC position and back to AUTO position.
Chapter 24-20-
Page 3
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A
open
GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A RF1 150A
BTC 2 120A
operate automatically
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-20-
Page 4
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MAINTENANCE TRAINING MANUAL
NOTES:
Chapter 24-20-
Page 5
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A
operate automatically
BTC 2 120A
open
AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A RF1 150A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
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Load Shed
The load shed/restoration function (logic) is automatically implemented and controlled in the SPDA(s) utilizing information sent over the ARINC 429 and ASCB communication buses to identify and initiate the shed/restoration function. The SPDA utilizes the following EPGS status information: - ARINC 429 information from the GCUs and EPM - To determine system configuration (number of AC power sources on-line based on contactor information) - ASCB information from the MAUs - To determine Weight On Wheels status (air/ground mode) - ARINC 429 information - To determine individual generator load information When a single generator (IDG or APU GEN) is operating while the aircraft is in air mode, the load shed function shall simultaneously shed all the non-essential loads as shown. Additionally, independent of air/ground mode configuration, the SPDA(s) shall interpret load information being provided by the associated GCUs. If generator phase current load information indicates: 116A = generator single phase current < 130A for 2.5 minutes OR 130A = generator single phase current < 174 A for 2.5 seconds then the load shed function shall simultaneously shed all the nonessential loads as shown.
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associated contactor without any time delay depending on whether a power transfer is feasible at the time. The time allowed for IDG related NBPTs is 5 seconds. The time allowed for NBPTs between the APU GEN and an IDG is 15 seconds. The time allowed for NBPTs between the AC EXT PWR source and an IDG or the APU GEN is 15 seconds. IF an NBPT does not occur within the allowed time delay, the transfer shall be accomplished by means of a BPT with a minimum power interruption.
Chapter 24-20-
Page 9
EPM EPAC
GCU 2
3 PH AETC
3 PH
3 PH
GSTC
AC GND SVC
RLC
3 PH
TRU 1
AC ESS BUS 3 PH DC GND SVC STBYC TRU ESS APU GEN (SDS 24-23) STBY AC BUS (MPP 24-23-01) MIDDLE AVIONICS COMPT (SDS 24-22) (MPP 24-22-01) TRU 2C
TRU 2
IDG 1 MIDDLE AVIONICS COMPT (SDS 24-21) (MPP 24-21-01) TRU 1C DCTC DC BUS 1 LICC GCU 1 (SDS 24-51) (MPP 24-51-01) AC BUS 1 EICC (SDS 24-51) (MPP 24-51-05) EF 3 DC ESS BUS 1 GLC 1 EC 1 BTC 1 EPM
RAT GEN
GCU 2
3 PH
3 PH
3 PH
BC 1
GSTC
AC GND SVC
RLC
3 PH
TRU 1
TRU 2
TRU 1C DCTC DC BUS 1 LICC (SDS 24-51) (MPP 24-51-01) EC 1 STBY AC BUS DC BUS 2
EC 2
RF 2 EF 3 DC ESS BUS 1 EF 2 BC 1 ETC 1 DC ESS BUS 3 EF 1 BC2 ETC 2 DC ESS BUS 2 RICC (SDS 24-51) (MPP 24-51-03)
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Issue:June06 Revision: 00
Chapter 24-21
Page 1
TAXI IN FLIGHT
TAKE OFF/LANDING
CSD
variable input speed constant output speed
stabilized 400Hz operation frequency of the AC electrical power supply system
GCU
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Chapter 24-21
Page 3
TO SUMP
ROTATING DEAERATOR
CYLINDER
TO SUMP
CSD
HYDRAULIC LOG
TO SUMP
GENERAL COOLING AND LUBE OIL GENERATOR ACCESSORY DRIVE GEAR VARIABLE DISPLACEMENT HYDRAULIC UNIT FIXED DISPLACEMENT HYDRAULIC UNIT
STATOR ROTOR
DISCONNECT SOLENOID
PLANETARY DIFFERENTIAL
ROTOR STATOR
OVERFLOW DRAIN
TEMP SENSOR
CASE DRAIN
PRESSURE FILL
DPI
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Rotating deaerator
The entering oil passes through a rotating deaerator. This device extracts air from the oil with centrifugal force. The deaerated oil exits the deaerator discharge and enters the charge pump. The overflow oil leaving the deaerator that does not feed the charge pump fills a holding tank inside the CSD housing. The holding tank is an all-attitude reservoir designed to assure a continuous supply of oil charge and lubrication oil through all flight attitudes, including negative-G conditions.
Issue:June06 Revision: 00
Chapter 24-21
Page 5
TO SUMP
ROTATING DEAERATOR
CONTROL CYLINDER
TO SUMP
HYDRAULIC LOG GENERAL COOLING AND LUBE OIL GENERATOR ACCESSORY DRIVE GEAR VARIABLE DISPLACEMENT HYDRAULIC UNIT
TO SUMP
STATOR ROTOR
DISCONNECT SOLENOID
PLANETARY DIFFERENTIAL
ROTOR STATOR
PMG
SUMP SCAVENGE PUMP INVERSION SCAVENGE PUMP SCAVENGE FILTER OIL-OUT BOSS
RELIEF VALVE
OVERFLOW DRAIN
TEMP SENSOR
CASE DRAIN
PRESSU FILL
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NOTE: an amber LED illuminates indicating to the pilot which IDG must be disconnected.
Issue:June06 Revision: 00
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IDG disconnection
In case of malfunction, the IDG can be manually disconnected through a switch located on the cockpit control panel (CCP), controlling the electricmechanical disconnect mechanism, which is part of the IDG input shaft. This mechanism consists of a solenoid-operated, spring loaded disconnect plunger, camshaft and reset ring. The manual disconnect should be performed if the associated cockpit - (IDG DISC) amber indicator light and/or the (IDG OIL) CAS message is displayed. These indicate low oil pressure or high oil temperature in the IDG.
Issue:June06 Revision: 00
Chapter 24-21
Page 9
ELEC AC SYSTEM
IDG 2 CONTROL
DISCONNECT SOLENOID
SC
1 OPEN
AUTO
2 OPEN
APU GEN
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
The manual disconnect should be performed if the associated cockpit -(IDG DISC) amber indicator light and/or the (IDG OIL) CAS message is displayed.
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IDG cautions
In case the operational oil pressure in the IDG drops below 140 +/-25psi, the charge pressure switch inside the CSD closes. The GCU interprets this as a low oil pressure condition. In case oil temperature in the IDG sump, sensed by the temperature bulb reaches 335 degrees F (168 degrees C) an IDG over temperature condition is interpreted by the GCU. In this case the GCU will send a corresponding signal over ARINC 429 to the associated SPDA. The SPDA illuminates an AMBER lamp at the IDG DISC switch. This lamp illuminates if the following SPDA input signals are active: IDG over temperature signal or low oil pressure signal, and IDG not already disconnected, and IDG input speed greater than 4500 RPM, which senses that the engine is running. If the IDG oil temperature at the thermal disconnect assembly reaches 366 degrees F, 185 degrees C, the solder pellet melts, and the thermal disconnect pin retracts. The same chain of events occurs during a manual disconnect. However, if the IDG thermally disconnects, pulling on the reset ring will not reset the IDG. The IDG must be returned to the repair shop.
Crew actions
When the lamp illuminates, the flight crew should take action to hold the IDG selector knob in the DISC position for one second. The disconnect mechanism inside the CSD provides a means of separating the transmission and generator shaft from the IDG input shaft.
Chapter 24-21
Page 11
ELEC AC SYSTEM
IDG 1 CONTROL DISC IDG 2 CONTROL
DISC
DISCONNECT SOLENOID
AC BUS 1 GPU
AVAIL IN USE
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
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IDG resetting
The disconnect mechanism can be reset by pulling the reset ring on the outside of the IDG. This can only be done when the input shaft is not spinning. The mechanism should only be reset for a disconnect test and not for the reset of an anomaly condition. If the IDG is disconnected for reason, it should be replaced and returned to the repair shop.
Issue:June06 Revision: 00
Chapter 24-21
Page 13
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Issue:June06 Revision: 00
Chapter 24-21
Page 15
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NOTES:
Issue:June06 Revision: 00
Chapter 24-21
Page 17
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All these rotor parts are installed on a common shaft, and driven by the APU gearbox. The stator side of the AUX GEN consist of: a permanent magnet generator stator, an exiter stator, a main stator. All stator coils are of the three phase concept and are installed in the generator housing. Also the three Control Transformers (CT) are installed in these generator housing. The coils of the Control Transformers are connected on the neutral side of the main stator windings. The transformer signals are used by the Auxiliary Generator Control Unit to monitor current for the differential fault detection and protection.
The APU Auxiliary Generator is a four pole, three-phase, brushless type, spray oil cooled and lubricated, rotating rectifier machine. It is rated at 30/40 kVA, 115/200 VAC, 400 Hz. Constant 400 Hz frequency AC power is obtained by rotating the generator with a constant APU engine speed of 12000 RPM. The AUX GEN rotor unit consist of: a permanent magnet generator, an exiter field rotor, a diode rectifier assembly, and a main field rotor.
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Chapter 24-22
Page 3
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GCUs
The following are maon functions performed by each GCU depending on its location on the aircraft : GCU1 (installed in the LICC) - Voltage Regulation and Frequency Control for IDG1 - Protection for IDG1 and its feeders - Control and Protection for AC BUS 1 - No Break Power Transfer (NBPT) for AC System GCU2 (installed in the RICC) - Voltage Regulation and Frequency Control for IDG2 - Protection for IDG2 and its feeders - Control and Protection for AC Bus 2 - NBPT for AC System AGCU (installed in the RICC) - Voltage regulation for the APU GEN - Protection for the APU GEN and its feeders - Send speed command signal to the APU FADEC for NBPT between the APU GEN and AC EXT PWR - NBPT for AC sytem on the ground - Bus controller for the Inter-LRM communication link between the GCUs and the EPM.
It will command the Auxiliary Line Contactor (ALC) to open and stop AC power supply to the AC system if a system fault occurs. The AUX Generator Control Unit gives protection to the APU AC-generation system as follows: overvoltage; undervoltage; overfrequency; underfrequency; overcurrent; phase sequence; differential fault; shorted internal wiring; shorted rotating diode system; inadvertant paralleling trip; open phase; failure of the Central Processing Unit (CPU) of the GCU.
Chapter 24-22
Page 5
vervoltage ndervoltage verfrequency nderfrequency vercurrent hase sequence ifferential fault horted internal wiring horted rotating diode system advertent paralleling trip pen phase and failure of the Central Processing Unit (CPU) of the GCU
CU
The AUX GCU is a microprocessor-controlled assembly that provides the following generator control, protection, regulation and built-in test functions:
RICC
Chapter 24-22
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Chapter 24-22
Page 7
GCU
RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A
AETC 60A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
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Chapter 24-22
Page 9
Chapter 24-22
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Chapter 24-22
Page 11
Chapter 24-22
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The EICAS
The Engine Indication and Crew Alerting System (EICAS) display screen is located in the center instrument panel. The Crew Alerting System (CAS) provides the pilots with displayed alerts. The CAS display is integrated as a upper right window on the EICAS display. The APU GEN icon is shown in green if the Auxiliary Generator output is greater than 90 VAC, and the APU GEN switch is latched to the IN position. The APU GEN icon is shown in white if the output voltage is less than 70 VAC or the APU GEN switch is unlatched in the OUT position. The APU GEN voltage-number indication shows the output voltage in VAC measured at the Point Of Regulation (POR). The APU GEN frequency-number indication shows the output frequency in Hertz (Hz). The kVA number indication shows the electrical output load in kilo-Volt-Ampre (kVA) always measured at the same point of regulation. AC BUS 1 and AC BUS 2 icons are shown in green if the output voltage is higher than 90VAC, the APU GEN is switched to the IN position, the Aux Line Contactor (ALC) is closed and both Bus Tie Contactors (BTC) are also closed. These AC BUS 1 and 2 icons appears in white, in case output voltage is below 70VAC,the APU GEN switch is in the OUT position,or either Bus Tie Contactor 1 or 2 are open.
Chapter 24-22
Page 13
Figure 7: Indications
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Chapter 24-23
Page 1
RAT Uplock
RAT GCU
Chapter 24-23
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Chapter 24-23
Page 3
GCU Ac c e s s Do o r
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RAT deployment
The Ram Air Turbine (RAT) deployment occurs automatically in case of an airborne loss of AC power from both Integrated Drive Generators (IDG1 and IDG2). The Ram Air Turbine can also be deployed manually by a flight crew member using a deployment lever located in a console between the flight crew seats. The distribution of emergency AC power is controlled and monitored through contactors, circuit breakers, relays and protections which is provided by the RAT-Generator Control Unit (RATGCU) and the Emergency Integrated Control Center (EICC). The main stator in the generator of the RAT has an electrical heater installed to prevent moisture from freezing in the air gap between the stators and rotor during cold temperatures and icing conditions. This feature helps assure smooth startup at deployment. The RAT will remain deployed and operational during the entire flight and the landing phase. After a RAT system inspection procedure, maintenance technicians can restow the RAT with the restow pump.
Chapter 24-23
Page 5
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Chapter 24-23
Page 7
The three-phase AC generator produces 5 kVA 15/200 V 00 Hz stabilized. 400 Hz stabilization is regulated by the automatic-mechanical variable pitch angle of the turbine blades.
RAT
Chapter 24-23
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Chapter 24-23
Page 9
RAT GEN
IDG 1
AC EXT PWR
APU GEN
IDG 2
EICC
F1 50A 0
TC 2 20A 0
CC
EPDC 400A 0
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NOTES:
Chapter 24-23
Page 11
FORWARD FUSELAGE
RAM AIR TURBINE GENERATOR FORWARD FUSELAGE (SDS 24-23) (MPP 24-23-01) RAT DEPLOY SOLENOID (SDS 24-23) (MPP 24-23-05)
AETC
H
(SDS 24-51) (MPP 24-51-11)
C
PHASE C PHASE B PHASE A
B
HEATER PWR EXCITER FIELD
PMG
POR
RLC
RAT HEATER RLC CMD MONITOR RAT GCU TEST HEATER PWR FWD AV COMPT FWD FUSELAGE
AC ESS BUS A SPDA 1 (SSM 24-61-80) RAT GENERATOR CONTROL UNIT (SDS 24-23) (MPP 24-23-09) B
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NOTES:
Chapter 24-23
Page 13
Chapter 24-23
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Chapter 24-24
Page 1
STANDBY AC BUS
AC
AC INVERTER 250VA DC
28 VDC
Chapter 24-24
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Operation
During operation input of the static inverter ist powered by DC Essential Bus 1 (ESS BUS 1), this happens in case power is not available to the AC Essential Bus (AC ESS BUS). Then the Standby Contactor (STBYC) inside the EICC will be de-energized, connecting and suppling the AC output of the inverter to the Standby AC Bus. The operation of the inverter is controlled by Secondary Power Distribution Assembly 1 (SPDA1). These unit controls the ON or OFF logic of the static inverter based upon the inverter internal fault monitor and the number of AC sources available during in flight operation. The SPDA1 will set the inverter to the OFF status during normal operation of the Electrical-Power Generation-and-Distribution System (EPGDS). The SPDA1 will set the inverter to the ON status in case only one main AC source is available (IDG 1 or IDG 2 or the APU generator). If the internal fault monitor of the inverter detects a problem, a discrete status signal will inform the SPDA 1 to cause a shutdown of the inverter.
Chapter 24-24
Page 3
Figure 2: Operation
AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC TRU ESS 300A GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DC ESS BUS3 EF1 EF2 150A 150A ETC1 120 A EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 DCTC 120A RF1 150A LICC
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A AETC 60A
SPDA 1
TRU EC 400A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
CB17 15A
Static inverter
EPDC 400A
AC INVERTER 250VA DC
BATT 1
Chapter 24-24
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Chapter 24-30
Page 1
3 TRUs
Ground Connector
Chapter 24-30
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24-31 DC Generation
Introduction
The DC system of the airplane operates by 28 Volts DC stabilized. There are three Transformer Rectifier Units (TRUs) as main DC power sources. The TRUs are located inside the associated Intergrated Control Centers (ICCs). There are also two Nickel-Cadmium batteries and one External DC power plug.
Chapter 24-31
Page 1
Figure 1: DC Power
3 TRUs
Ground Connector
Chapter 24-31
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DC power
DC power is generated by conversion of AC to DC by the TRUs to supply the associated DC bus. The input of each TRU is 115VAC, 400Hz frequency stabilized, and the output is 28VDC regulated up to 300 Amps of current. Both Nickel Cadmium batteries have 19 accumulator cells. Battery 1 is located in Forward E-Bay, Battery 2 is located in the Aft E-Bay.
Chapter 24-31
Page 3
input
TRU
output
Chapter 24-31
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Normal operation
In normal operation any available power source will provide charging current for batteries 1 and 2. Both batteries are in operation to backup all DC buses ensuring a break free environment for DC loads. Battery 2 also provides electrical power for an APU start through the APU start bus, when the electrical system is automatically isolated from battery 2. DC external power is routed through the airplane DC power receptacle to the External DC Power Contactor (EPDC) and is used for powering the APU Start Bus upon an APU start attempt. External DC power is controlled by dedicated system relay logic.
Chapter 24-31
Page 5
+
RECTIFIER BRIDGE 1
AC PHASE A AC PHASE B AC PHASE C
PWR 28V
+
RECTIFIER BRIDGE 2
SHUNT
PWR GND TRU VOLT SENSE1,2 RTN TRU SHUNT1(+) TRU SHUNT2(+) TRU SHUNT1(-) TRU SHUNT2(-) OT SWITCH1 OT SWITCH1 RTN
Chapter 24-31
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Chapter 24-36
Page 1
Chapter 24-36
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Chapter 24-36
Page 3
TRU EC
EF1
EF2
EF4
ETC1
BC1
K5
K8
K6
K7
EF3
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Battery location
Battery 1 is located in the forward E-bay directly below the SPDA 1 unit. Battery 1 provides stored energy to selected equipment during normal operations and during flight in the absence of all other airplane electrical power. Battery 2 is located in the aft E-bay directly below AICC. Battery 2 also provides the power used for an APU start through the APU start bus during ground or flight operations, when the electrical system is automatically isolated from the battery 2.
Chapter 24-36
Page 5
Figure 3: Battery 2
AFT E-Bay
AICC Battery 2
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Temperature sensors
Two temperature sensors, fitted in each battery, are continiously monitored by the Modular Avionics Units (MAU`s). Both sensors are used to provide continuous indication of the battery temperature on the Multfunction Display (MFD) and to display an EICAS warning message "BATT OVERTEMP" if battery limits are exeeded. The higher of the two temperature values sensed is the one utilized for indication and alarm. Whenever a battery overtemperature condition is sensed, the battery should be isolated by the pilot from the charging source. The chemical nickel cadmium cells are protected by the battery case. Battery overtemperature will never generate sufficient heat to damage the battery`s surroundings, including those caused by a short circuit at it terminals or at any of it cells. Any mechanical deformation of the battery will be contained within its steel case.
Chapter 24-36
Page 7
Relay K17
Relay K10
Relay K13
Relay K14
Relay K15 Relay K16 Relay K18 Contactor EC 2 Fuse & Blown Detector RF2
Contactor TRU 2C
Contactor BC 2
Contactor ETC 2
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Maintenance checks
Maintenance requirements for the battery include a regular check every 600 flight hours and a general overhaul every 12 month. The battery must be removed from the airplane for both the regular check and the general overhaul. The regular check consists of the following: exterior cleaning, voltage check, nut tightness check, discharge and shorting of all cells, insulation check, recharge, adjustment of electrolyte level, capacity check, cleaning of battery vents.
The general overhaul consists of the following: voltage check, nut tightness check, discharge disassembly and shorting of all cells, thorough cleaning and inspection of all components, check of the thermal sensors, replacement of fault components, assembly of all battery components, insulation check, recharge and adjust the electrolyte level of all cells, capacity check of battery, cleaning of battery vents.
Chapter 24-36
Page 9
E B
ELEC AC SYSTEM
IDG 1 CONTROL DISC DISC IDG 2 CONTROL
TRUEC
K J L
D
TRU 2
G F H
ELEC DC SYSTEM
TRU 1 TRU ESS
D
RLC
DC ESS BUS
DC BUS 2 BATT 2
J G
DC BUS TIES
AUTO OFF
E
OVERHEAD PANEL
K
M
K 11 K 12 K 10 K 13 K 15 K 14 K 16
K 16 HPC 1B HPC 3B
K 17
RF 2
EC 2
ELECTRICAL DC SYSTEM
TRU 2C BTC 2
GLC 2
ALC 2 BC 2 RF 1 ETC 2
B L
FORWARD AVIONICS COMPARTMENT BATT 1 BATT 1 SW CMD SPDA 1 (SSM 24-61-80) BATT 2 (SDS 24-00) (MPP 24-00-01) BATT 2 SW CMD
BC1
F
(SDS 24-36) (MPP24-36-03)
M
AFT AVIONICS COMPARTMENT AFT AVIONICS COMPARTMENT
BC 2 CNT RLY
BATTERY 1 (SDS 24-36) (MPP 24-36-01) HOT BATT BUS 1 HOT BATT BUS 2
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Chapter 24-40
Page 1
IN USE
Chapter 24-40
Page 2
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Chapter 24-40
Page 3
AC GPU
MIC
AVAIL
N E
C F
B A
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EPM Installation
One EPM is utilized in the EMB 170/190 EPGDS design. It is installed in the LICC to provide control and protection for the AC EXT PWR channel. Access to the EPM is accomplished through the Mid E-Bay floor access hatch, which is located on the aircraft left side behind the left wing. The EPM is mounted in a pressurized location with no forced air cooling. All cooling of the EPM is through natural convection. The following are the main functions performed by the EPM : EPM (installed in the LICC) - Control and Protection for AC EXT PWR channel - Control of EPAC and GSTC - Control for Pins E/F Interlock
Chapter 24-40
Page 5
EPM
LICC
Mid E-Bay
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nected (DC BUS 1 unpowered), the EPM routes +28 VDC through a driver to the AGCU. The AGCU has BTC control with the respective GCU1 and GCU2 unpowered. Beyond the power supply function, the A2 PWB performs many input/output functions to receive various discrete signals (switches, auxiliary contacts etc.) from the system and provides filtering prior to passing the information to the A1 microprocessor board for processing. An interface for discrete outputs (lamp driver commands etc.) to the external environment and an interface for contactor driver Solid State Relays (SSRs) is provided on the A2 PWB to provide contactor control to energize/de-energize system contactors including the EPAC and GSTC. Analog signals (External Power voltages and currents) are also received through the A2 PWB and filtered prior being processed on the A1 PWB. Additionally, this A2 PWB contains the serial communications bus drivers for the 1553 inter-LRU bus and RS485 test link. All A2 PWB signals are isolated and filtrered in order to provide HIRF and lightning protection. Another function provided through the A2 PWB relates to the Pin E/F interlock circuitry. During operation with an AC external power source connected to the aircraft, the EPM routes a nominal 28Vdc from pin F through an external AC Ground power source and back to pin E to verify appropriate interlock of the external power receptacle. A 28 Vdc nominal voltage is provided on pin F when enabled by the microprocessor. An indication that 28Vdc is present at Pin E is monitored by the microprocessor (A1) to determine if the External Ground Power Plug is properly mated to the aircraft (proper interlock).
Chapter 24-40
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Chapter 24-41
Page 1
EPM
The three-phase, 115 Volt, 400Hz external AC power is used for ground maintenance and flight preparation
The operation of the system is controlled by the External Power Module (EPM)
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Chapter 24-41
Page 3
GPU CONNECTED
Chapter 24-41
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Chapter 24-42
Page 1
AVAIL IN USE
AVAIL IN USE
Chapter 24-42
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Chapter 24-42
Page 3
AC GPU
MIC
AVAIL
N E
C F
B A
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MAINTENANCE TRAINING MANUAL
AC power for the airplane is received from: two main AC-channels, one auxiliary channel, one external power channel and a Ram Air Turbine channel.
Each main AC channel receives power from associated Integrated Drive Generators (IDG 1 and IDG 2) through a Generator Line Contactor (GLC 1 and GLC 2), and distributes AC power via AC bus 1 and AC bus 2. The auxiliary channel receives power from the Auxiliary Power Unit (APU) through an Auxiliary Line Contactor (ALC) and distributes AC power through a Bus Tie Contactor (BTC1 / BTC2) and via AC Bus 1 / AC bus 2. External AC ground power can also be supplied to the airplane through the Alternating Current Contactor (EPAC). The Ram Air Turbine channel receives power from the RAT generator through the Ram Air Turbine Line Contactor (RLC), and distributes AC power via AC essential bus.
Issue: June06 Revision: 00
They also supply AC power to other loads through the Secondary Power Distribution Assembly (SPDA 1 or SPDA 2). The AC Ground Service bus (AC GND SVC) is supplied out of AC bus 1 or external AC source through the Ground Service Tie Contactor (GSTC). The AC Essential bus, located in the Essential Integrated Control Center (EICC), is supplied through Alternating Current Essential Tie Contactor (AETC). The Standby AC Bus is supplied out of the AC Essential bus through the Standby Contactor (STBYC). AC bus 1 or the AC Ground Service bus supplies Transformer Rectifier Unit 1 (TRU 1); AC Bus 2 supplies TRU 2, and the AC Essential Bus supplies Essential TRU (TRU ESS).
Chapter 24-51
Page 1
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A AETC 60A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
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Chapter 24-52
Page 1
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A AETC 60A
TRU2
The main buses supply AC power to various switched airplane loads such as
galley feeds lley heaters fuel pumps ndshield heater control units plane lights fans atory heaters
They also supply AC power to other loads through the Secondary Power Distribution Assembly (SPDA 1 or SPDA 2).
DC
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The LICC
The Left Integrated Control Center provides AC and DC power distribution and protection for the main airplane busses associated with the left side of the airplane. This list shows all AC circuit breakers and their ratings, installed on the front panel of the LICC. The upper AC BUS 1 CB panel can be released by unscrewing the four captive screws and pulling the panel away from the LICC. The wires are long enough to enable replacement of any of the three CBs or two fuses. The lower front access panel of the LICC can be opened after releasing the eleven captive screws, allowing easy access to the circuit breakers and other components inside. Don`t forget to disconnect electrical power from the LICC prior to performing maintenance!
Chapter 24-52
Page 3
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A
NAME HYD (Hydraulic) MOTOR PUMP 2B CBP AC BUS 1 FEED AETC (Alternating-Current Essential Tie-Contactor) POWER FEED
CB RATING TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD
BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A RF1 150A
FWD (Forward) GALLEY HEATER AC FUEL PUMP 1 AC FEED LEFT FAN SPDA (Secondary Power Distribution Assembly)2 AC 1 FEED WHCU (Windshield Heating Control Unit) 2 MODULE FEED GALLEY 2 FEED 1 GALLEY 3 FEED 4 TRU (Transformer Rectifier Unit)1 PWR (Power) SPARE FAN 1 FWD BAY FAN 1 MID BAY CEILING LIGHTS SIDEWALL LIGHTS SPDA1 FEED WATER/WASTE HEATER VACUUM MOTOR GEN (Generator) FEED AC OUTLET PWR SPARE SPARE SLAT 1
AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS
DC GND SVC
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
CB20 CB21
TO APU START DC EXT PWR
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
LICC
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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The RICC
The Right Integrated Control Center provides AC and DC power distribution and protection for the main airplane busses associated with the right side of the airplane. This list shows all AC circuit breakers and their ratings, installed on the front panel of the RICC. Removal and replacement is done by loosening the attached hardware and the interface wire harness. These devices are not to be reset or replaced in flight.
Chapter 24-52
Page 5
SOURCE AC BUS 2
CB RATING 35 A AC 3 PHASE 5 A AC 3 PHASE 15 A AC 3 PHASE 25 A AC 3 PHASE 5 A AC 3 PHASE 15 A AC 3 PHASE 25 A AC 3 PHASE 25 A AC 3 PHASE 25 A AC 3 PHASE 25 A AC 3 PHASE 5 A AC 3 PHASE 5 A AC 3-PHASE 7.5 A AC 3-PHASE 35 A AC 3-PHASE 35 A AC 3-PHASE 35 A AC 3-PHASE 35 A AC 3-PHASE
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
FAN 2 MMID BAY AC BUS 2 FLAP 2 AC FEED AC BUS 2 SPDA 2 AC 2 FEED FAN 2 FWD BAY RIGHT FAN GALLEY 3 FEED 1/5 WHCU 1 MODULE FEED SPARE RLY (RELAY) FEED GALLEY 2 FEED 3 AFT GALLEY HEATER VIBRATION SYSTEM DOOR SILL HEATER CBP AC B S 2 FEED HYD MOTOR PUMP 3B TR 2 PWR LOAD BANK FEED AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2
CB18 CB19
TO APU START DC EXT PWR
CB17 15A
CB20 CB21 CB22 CB23 CB24 CB25 CB26 CB27 CB28 CB29
EPDC 400A
AC INVERTER 250VA DC
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The EICC
The Essential Integrated Control Center provides AC and DC power distribution and protection for the airplane essential, standby, and hot battery buses. This list shows all AC circuit breakers and their ratings, installed on the front panel of the EICC. The first list shows seven CBs and 2 spares, associated with the AC Essential Bus (AC ESS BUS). The second list shows two CBs associated with the STANDBY AC BUS. This shows the AC Essential Bus CBs, and the Standby AC bus CBs. There is one front panel on the EICC. Releasing eleven captive screws provides easy access to the rear of the CB installation. Reminder: Take precautions to ensure proper power and Electro Static Discharge (ESD) safety considerations while performing maintenance on the open ICCs. Electrical power must be disconnected an ESD wrist strap must be worn since there are static sensitive modules installed in the ICCs.
Chapter 24-52
Page 7
NAME SPARE FLAP 1 AC FEED FWD FAN FEED TRU ESS FEED SPARE AC FUEL PUMP 2A SLAT 2 AC FEED FAN FEED
SOURCE
CB RATING
AC ESS BUS NONE 15 A AC 3 PHASE AC ESS BUS 5 A AC 3 PHASE AC ESS BUS 25 A AC 3 PHASE AC ESS BUS NONE AC ESS BUS 7.5 A AC 3 PHASE AC ESS BUS 15 A AC 3 PHASE AC ESS BUS 5 A AC 3 PHASE
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
CB28
TO APU START DC EXT PWR
CB17 15A
CB29 CB30
EPDC 400A
AC INVERTER 250VA DC
Essential Integrated Control Center EICC Take precautions to ensure proper power and Electro Static Discharge (ESD) safety considerations while performing maintenance on the open ICCs. Electrical power must be disconnected an ESD wrist strap must be worn since there are static sensitive modules installed in the ICCs.
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Chapter 24-60
Page 1
Figure 1: Schematic
AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC TRU ESS 300A TRU EC 400A GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DC ESS BUS3 EF1 EF2 150A 150A ETC1 120 A EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 BATT 2 DCTC 120A RF1 150A LICC
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A AETC 60A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
CB17 15A
EPDC 400A
AC INVERTER 250VA DC
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Chapter 24-60
Page 3
SPDA 1
SPDA 2 RICC
EIC EICC
ELEC AC SYSTEM
IDG 1 CONTROL DISC IDG 2 CONTROL
DISC
AC BUS 1 GPU
AVAIL IN USE
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
LICC AICC
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Chapter 24-61
Page 1
SPDA 1
SPDA 2 RICC
EI EICC
ELEC AC SYSTEM
IDG 1 CONTROL DISC IDG 2 CONTROL
DISC
AC BUS 1 GPU
AVAIL IN USE
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
LICC AICC
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SPDA Function
Integrate electric power distribution/control with aircraft utility system control Electrical power received from four independent DC buses SPDA 2 SPDA 1 DC BUS 1 DC BUS 2 DC ESS BUS 1 DC ESS BUS 1 DC ESS BUS 2 DC ESS BUS 2 DC GND SVC DC GND SVC
Monitoring and distribution control of aircraft utility system Air Management Oxygen Electrical Power Engine Ignition Fuel Engine Starting Hydraulics APU Anti Ice Fire Extinguishing Lighting Water
Distribution control via Solid State Power Controllers (SSPCs) Trip characteristics match traditional circuit breakers No moving parts.
Chapter 24-61
Page 3
CB04 1
7,5
POWER SUPPLY DC POWER DC POWER DC POWER DC POWER DC POWER DC POWER MICRO/COMMS DISCRETE I/O ASCB COMMS DISCRETE I/O MICRO/COMMS DC POWER FILLER CB06
25
7,5 25 25 25
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
CB05
25
25
CB14
5
DC BUS 1
CB49
5
DC GND SVC
SPDA 1
FILLER
DC ESS 1 DC ESS 3
DC ESS 2
DC BUS 2
CB24 AC POWER ANALOG ARINC 429 DISCRETE I/O POWER SUPPLY CB01
5 15
AC GND SVC
CB48
7,5
CB33
7,5
CB13
5
CB41
5
CB42
7,5
GPU
CB44
5
MCDU 1
SPDA 2 AMS Ch B
EPM
GCU 1
LICC
EICC
RICC
APU FADEC
MAU 3
CB10
7,5
CB40
7,5
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
POWER SUPPLY DC POWER DC POWER DC POWER DC POWER DC POWER DC POWER MICRO/COMMS DISCRETE I/O ASCB COMMS DISCRETE I/O MICRO/COMMS AC POWER AC POWER FILLER FILLER ARINC 429 AMS PROCESSOR AMS LOW LEVEL I/O AMS - MTR DRIVE AMS LOW LEVEL I/O
CB14 CB12
25 25
DC ESS 3
CB31
25
CB07
5
DC ESS 1
DC BUS 2
CB50
5
CB16 CB17
25 25
AC BUS 1
SPDA 2
DC BUS 1
AC BUS 2
DC ESS 2
5
DC GND SVC
CB34
AMS LOW LEVEL I/O AMS - MTR DRIVE AMS LOW LEVEL I/O
5
CB54
CB45
7,5
CB34
7,5
CB32
5
CB38
5
CB39
5
EPM
GCU 2
AGCU
MCDU 2
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SPDA 1 Location
SPDA 1 is located in the temperature and pressure controlled forward EBay. Access to this equipment can be accomplished through the forward EBay floor access hatch, which is located in front of the nose gear. SPDA 1 mounts to the aircraft rack using 8 screws (size 10-32). The screws are installed from inside the chassis into captive fasteners in the aircraft rack. The electrical connectors for SPDA 1 are on the back panel. Cooling air is provided from the aircraft Air Management System (AMS) and drawn through SPDA 1 to ensure adequate heat dissipation for the SPDA 1 modules (20). A Cooling Plenum with two ports is located near the top of SPDA 1. Air inlet holes are on the bottom and on the top. SPDA 1 requires 150 cubic feet per minute of cooling airflow, requiring 1.28 inches of water pressure (under normal conditions of two fans operating at sea level and 40oC). The position of the Identification Plate for each LRM is on the Insert/Extractor and Stiffener. SPDA 1 has 20 modules. SPDA1 is not considered a line replaceable unit (LRU), but each of the 20 modules is considered to be a line replaceable module (LRM). SPDA 1 and its LRMs should be handled using static discharge prevention equipment and practices. Dimensions and weight for SPDA 1 (excluding Cooling Plenum) are as follows: Height = 8.7 in (222 mm) Depth = 11.8 in (299 mm) Width = 22.2 in (565 mm) Weight = 58.7 lbs (26.6 kg) The weight of the Cooling Plenum for SPDA 1 is 3.7 lbs (1.7 kg).
Chapter 24-61
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Fwd
SPDA 1 EICC
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SPDA 2 Location SPDA 2 is located in the temperature and pressure controlled Mid EBay. Access to this equipment can be accomplished through the Mid E-Bay floor access hatch, which is located on the aircraft port side, behind the left wing. SPDA 2 mounts to the aircraft rack using 8 screws (size 10-32). The screws are installed from inside the chassis into captive fasteners in the aircraft rack. The electrical connectors for SPDA 2 are on the back panel. Cooling air is provided from the aircraft AMS to ensure adequate heat dissipation for the SPDA 2 modules (26). A Cooling Plenum with two ports is located above and near the front of SPDA 2. Air inlet holes are on the bottom and on top. SPDA 2 requires 200 cubic feet per minute of cooling airflow, requiring 1.16 inches of water pressure (under normal conditions of two fans operating at sea level and 40oC). The position of the Identification Plate for the chassis is on the left side. The position of the Identification Plate for each LRM is on the Insert/Extractor and Stiffener. SPDA 2 has 26 modules (including eight for the AMS). SPDA 2 is not considered a line replaceable unit (LRU), but each of the 26 modules is considered to be a line replaceable module (LRM). SPDA 2 and its LRMs should be handled using static discharge prevention equipment and practices. Dimensions and weight for SPDA 2 (excluding Cooling Plenum) are as follows: Height = 8.7 in (222 mm) Depth = 11.8 in (299 mm) Width = 28.5 in (724 mm) Weight = 66.1 lbs (30.0 kg) The weight of the Cooling Plenum for SPDA 2 is 4.6 lbs (2.1 kg).
Chapter 24-61
Page 7
SPDA 2
Mid E-bay
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Chapter 24-61
Page 9
ASCB Comms
ESD Jack
Slot 1
Slot 20
DC Power
Discrete I/O
DC Power
Discrete I/O
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PWR SOURCE 1
ESS DC 1
PWR SOURCE 2
PROCESSOR 1
PROCESSOR 2
DC 1
COMM ARINC
COMM ASCB
ESS DC 2
DC GND SVC
ASCB 2P
ASCB 2B
PWR COMM
UTILITY X1
UTILITY X2
Chapter 24-61
Page 11
Height 8.7 in (222 mm) Depth 11.8 in (299 mm) Width 22.2 in (565 mm) Weight 58.7 lbs (26.6 kg)
Wedge Lock
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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Chapter 24-61
Page 13
Spares Micro & Comms AMS AMS Motor Power Micro Drive Supply
ESD Jack
Slot 1
Slot 26
Power Supply
Issue: June06 Revision: 00
DC Power
Discrete I/O
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Notes:
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SSPCs
SSPC Functional Separation SSPC circuit breaker and switch functions utilize independent control logic. After CB ratings are programmed at initial power up, the CB command function operates independently of the switch command function. Three Phase AC SSPCs Unless otherwise specified, all three phase AC SSPCs turn ON, OFF, and trip on over current within 10 ms of each other. DC SSPCs used in Parallel DC SSPCs within the same SPDA, which are used as Diode ord sources controlled by common logic, turn OFF within 10 ms of each unless staggered for BIT, but they trip independently in the event of over current. SSPC Initialization When power is first applied to an SPDA, all SSPCs initially have the CB and switch functions set to OFF and verified to be OFF. SSPC switch ON are independent of the state of the associated power bus unless dictated otherwise by control logic such that when the power feed or bus subsequently becomes available, all on outputs on that module simultaneously become live. SSPCs do not turn ON unless the following requirements are satisfied: - The switch state is ON - The CB function is IN - Programmed CB rating has been verified SSPCs Used as Power Feeds SSPCs used as power distribution feeds only and which have no associated control logic, are switched ON once the defined current rating has been programmed and verified. SSPCs Not Used All unused SSPCs are configured as follows: - Circuit Breaker rating is 2.5A - The default state is OFF
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
When the operating schedule is enabled and running, all unused SSPCs are commanded OFF. Discrete Outputs Not Used All unused discrete outputs are configured with the default state OFF. Discrete Outputs are commanded OFF.
Chapter 24-61
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Page 19
Chapter 24-61
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Notes:
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Chapter 24-61
Page 23
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24-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
00-00 Electrical Synoptic Display (MFD Electrical Page) 00-01 IDG Disconnect LED (Overhead Panel)
C 2 C 2
0 1 2 0 0 2 0 0
NOTE:
| | |
0 0 0 0 0
(O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided IFE RACK Power Switch is verified to operate normally before each departure. | | | |
00-05 Batteries 1 and 2 C 4 Voltage Indication on MFD Status Page 22-01 APU Generator C 4 C 1
One indication per battery may be inoperative. May be inoperative provided affected battery voltage is available on MFD Electrical Page. May be inoperative provided APU generator remains selected off. (O)May be inoperative provided alternate procedures are established and used. One sensor per battery may be inoperative provided at least one temperature of associated battery on Electrical Synoptic Display (MFD Electrical Page) is verified to operate normally before each flight.
2) AC GPU C 1 AVAILABLE Light on Flight Attendant Ground Service Panel 3) AC GPU IN USE C 1 Light on Flight Attendant Ground Service Panel
36-10 Batteries 1 and 2 C 4 Temperature Sensors 41-00 DC External Power D 1 *** System 1) DC GPU AVAIL/IN USE Pushbutton Lights D 2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
54-00 Electrical *** Outlets 1) Cockpit AC Electrical Outlet 2) Avionics Compartment Electrical Outlet 3) Galley/ Wardrobe Electrical Outlet
D D D
0 0 0
| | | | | | | | | | | | |
-------------------------------------------------------------------------------
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Chapter 24-MEL
Page 3
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Table of Content
31-21 Clock system
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The clock display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The clock functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fuel Synoptic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Fuel Tank Quantity Scale and Pointer . . . . . . . . . . . . . . . . . . . . . .17 Environmental Control System Synoptic Display . . . . . . . . . . . . . .19 Engine Maintenance Synoptic Display . . . . . . . . . . . . . . . . . . . . . .21 Dispatch Limitations Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Engine Exceedances Display . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Engine Fault Codes Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Maintenance Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 The Engine Indicating and Crew Alert System (EICAS) . . . . . . . .25
31-61 Displays
Primary Flight Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Multi Function Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Multi Function Display (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . 9 System Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Doors and Access Panels Status . . . . . . . . . . . . . . . . . . . . . . . . . 13 Airplane Graphic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Hydraulic Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Chapter 31-TOC
Page I
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31-MEL (Example)
Chapter 31-TOC
Page II
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Chapter 31-21
Page 1
RST
CHR
CHR
MIN
SEC
UTC
SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET
MIN
RST
CHR
CHR
MIN
SEC
UTC
SET DATE
HR/MO MIN/DY SEC/Y
HR
ET
MIN
Chapter 31-21
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Chapter 31-21
Page 3
Reset (RST)
RST
CHR
CHR
Chronometer (CHR)
MIN
SEC
UTC
ARINC 429
SET
DATE
GPS data Weight On Wheels signal
HR/MO
MIN/DY
SEC/Y
AUTO RST
ET
MIN
Chapter 31-21
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Chapter 31-21
Page 5
RST
CHR
CHR
RST
CHR
CHR
MIN
SEC
MIN
SEC
UTC
SET
UTC
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET
MIN
HR
ET
MIN
Note: During initialization and set to GPS the clock displays its internal time. When the clock is synchronizing with the GPS, when no signal is present or when false or invalid data is received, the clock displays its internal time. When Date button is pressed: Date is displayed instead of UTC Elapsed time counting: From 00:00 to 99:59 Starts when: No Weight On Wheels
RST CHR CHR RST CHR CHR
Chronometer time from: 0 to 99 Minutes and 59 Seconds Blanks the display Starts the chronometer from zero
(WOW is false)
RST
CHR
CHR
MIN
SEC
MIN
SEC
UTC
SET
UTC
SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
DATE
HR/MO
MIN/DY
SEC/Y
MIN
SEC
UTC
SET
AUTO
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET
MIN
HR
ET
MIN
HR
ET
MIN
Chapter 31-21
Page 6
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The five display units are located on the main instrument panel. There are two Primary Flight Displays (PFD), two Multi function Displays (MFD), and an Engine Instrument and Crew Alerting System (EICAS) display. The display units are identical. In case of failure of one display, an automatic logic transfer will allow its information to be presented in the remaining units. The Multi Function Control Display Units (MCDU) may be used as a back up for the main panel displays.
5 display units Guidance panel 2 Cursor Control Devices (CCD) 2 Multi Function Control Display Units (MCDU) EICAS declutter panel reversionary panels MAU hardware including Control input/output modules EDS application software on dedicated processor modules
Chapter 31-60
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V DC)
DC Bus 1
lot's lot s PFD opilot's MFD opilot's CCD lot's MCDU opilot's Disply Contoler
us 2
opilot s PFD opilot's
Ess Bus 2
ot's ot s MFD ot's CCD ot's Display Controller (via SPDA 2)
Ess Bus 1
CAS
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Graphics generation
Primary flight displays Navigation displays Crew alerting messages Engine systems and weather information Cockpit annunciation Radio tuning information
Monitor warning
Warning signals
Utility
Software that provides ASCB command data to the I/O modules for control of the aircraft systems.
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2
40 400 30 380 37 9 ILS 36 8 360 35 1013hPa 7 20 34 6 340 33 5 32 4 320 3 10 31 2 30 1 280 29 0 28 9 280 10 27 8 26 7 260 6 25 5 M. 2445 20 240 23 4 22 3CAGE 220 2 21 30 1 20 200 40 14500
3
S T136 D14000
135 3907M 134 13500 133 132 00 80 131 13 130 60 40 129 20 500 12 128 00 127 20 126 40 12 000 125 60 124 80 20 00 123 11 122 121 BARO
500 000
4
RST CHR CHR
MIN SEC
UTC
SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET MIN
11 000 10500
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
UP
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
NA V1
NA V2
NA V3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
DN LOCK REL
ON
NA V1
ARTEX ELT
NA V2
NA V3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
SPKR MIC
INPH
HDPH
RAMP
SPKR MIC
INPH
HDPH
RAMP
ARM
BKUP VOL
VOL
VHF1: 47
NORM BKUP AUTO MASK
DN
Honeywell
BKUP VOL
VOL
VHF1: 47
NORM BKUP AUTO MASK
Honeywell
REVERSIONARYPANEL
DISPLA YS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS GND PROX TERR INHIB EMERG/ PRKGBRAKE GND PROX G/S INHIB LG WRN INHB
REVERSIONARYPANEL
DISPLA YS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS
REVERSIONARYPANEL
DISPLAYS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS
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Guidance Panel
The guidance panel houses two display controllers and a flight guidance panel. The display controller enables the selection of primary flight display HSI formats, navigation sources, weather display and bearing pointer selection. The flight guidance portion allows selection of autopilot and yaw damper engagement functions, flight director mode engagement and selection of display data source for the flight director.
Guidance panel
IN
BARO SET
FPR
HPa
PREV
FMS
RA
MINIMUMS
FD
BARO
NAV
HDG
AP
YD
FLCH
SPEED
VNAV
ALT
DN
VS
FD
IN
BARO SET
FPR
HPa
PREV
FMS
RA
MINIMUMS
BARO
O
BRG PUSH STD
WX
V/L
CRS
APP
HDG
SRC
AUTO
MAN
ALT SEL
FPA SEL
CRS
O
BRG PUSH STD
WX
V/L
HSI
PUSH TEST
BANK
PUSH DIR PUSH SYNC
A/T
PUSH CHG
UP
PUSH FT/M PUSH DIR
HSI
PUSH TEST
Display controller Weather display PFD HSI formats Navigation sources Bearing pointer selection
Flight guidance panel Autopilot and yaw damper engagement Flight director mode engagement Display data source for the flight director
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31-61 Displays
Primary Flight Display
The Primary Flight Display (PFD) is the flight crews primary instrument. It provides display of aviation and navigation information, as well as backup radio tuning. The PFD is divided into sections, each one presenting one group of information such as information regarding attitude, heading, flight modes, and tuning COM and NAV. On the guidance panel the display controller portion allows the selection of primary flight display HSI formats, navigation sources, weather display, and bearing pointer selection. Certain PFD internal failures will result in a large red X covering the PFD screen. In case of mismatched information between the two PFDs, no information at all will be presented. In the event of a display failure, information may be presented in the MFD by appropriately setting the reversionary panel.
Aviation Information
Airspeed Display ertical Speed Display
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Display Units
The function of each DU is related to its position in the cockpit panel. The DU is an 8 x 10 LCD (Liquid- Crystal Display) that has an autonomous processing capability and is directly connected to the ASCB and LAN (Local Area Network). The DUs contain the components that follow: LCD NIC (Network Interface Controller) The NIC controls the data between the DU, ASCB and LAN. Processor The processor controls the I/O (Input/ Output), graphics and display functions in the DU. I/O The I/O supplies the necessary interfaces to the ARINC-429 buses and discretes. Backplane bus Cooling fan The DU positions in a normal configuration are as follows: PFD (DUs No. 1 and No. 5) MFD (DUs No. 2 and No. 4) EICAS (DU No. 3)
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Notes:
Figure 3: Displays
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Systems
Fuel
ircraft's system parameters and status an provide a pilot's checklist nables maintenance personnel to access aintenance messages
TCAS
WX
Checklist
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MAP
Plan
Systems
Fuel
Status Ctrl Flight Ctrl Hudralics Fuel Electrical ECS Anti - Ice Maintenance
The maintenance page is available only on right MFD and on ground and is only for maintenance personnel.
TCAS
WX
Checklist
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two segments. The scale is a vertical line with tic marks at each end, a label ENG OIL LEVEL displayed at the top, and a units label QT at the bottom. Each scale has its Engine Oil Level Pointer. Each pointer is positioned in the external side of each scale. The left Scale corresponds to engine 1 and the right scale is for engine 2. In the normal range the pointers are green. In the amber region, the pointers are amber. Brakes System Emergency Accumulator Pressure Scales and Pointers The Brakes System Accumulator Pressure display has two scales, one for each brake system. The Brakes System Accumulator Pressure Scales are labeled SYS1 and SYS2, respectively. The scales are divided into two segments. The top of the scale is the normal region, with a range of 1900 psi to 4000 psi for the 170 aircrafts and 1200 psi to 4000 psi for the 190 aircrafts. The bottom portion of the scale is the amber region, ranging from 0 to 1200 psi for the 190 aircrafts, and 0 to 1900 for the 170 aircraft. there is a tic mark at 1200 psi (1900 psi) to seperate the segments, and tic marks at each end of the scale. The amber segment indicates that the accumulator pressure is below half of the total available pressure and is enough only for three brake applications. Each scale has a Brakes System Accumulator Pressure Pointer to indicate the accumulator pressure. In the normal range, the pointer is green. In the amber range, the pointer is displayed as solid amber. Brakes System Temperature Scales and Pointers The Brake System Temperature Scale and Pointers are non-linear and are divided into two segments. The bottom of the scale is the normal region, with values from < 250 C for the 170, and 0 C to < 233 C for the 190. The top of the scale is the amber region, ranging from 250 C to 420 C for the 170 and 233 C to 420 C for the 190. In the amber range the scale is amber and in the normal range the scale is white. The upper 50 % of each scale represent the anber range and the lower 50 % represent the normal range. There is an amber tic mark displayed at 250 C (233 C) Each scale has two pointers, one each to indicate inboard and outboard Brake System Temperatures. In the normal region, the pointers are green. In the amber region, pointers are displayed as solid amber. Brake Temp. data is updated once every 4 seconds and 4 seconds of the same value is displayed before another update.
Battery Status
Brake Status
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Service Door Fwd Fuselage Fuselage Baggage Door Fwd Refueling Bay Access Door Service Door Rear Fuselage Baggage Door Rear Fuselage
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Airplane Graphic
Description: The Flt Ctrl synoptic page contains an Airplane Graphic. The Airplane is a static display that shows the location of some flight control surfaces, status of the Flight Controls actuators and Flight Controls mode of operation.
Figure 8: MFD - Flight Controls Synoptic Page / HYD (Hydraulic) Synoptic Page
Airplane Graphic Elevator Ground Spoiler 2 MF Spoiler 4 Rudder Ground Spoiler 1
Aileron
Hydraulic System 3 Pressure, Temperature, Quantity Hydraulic System 1 Pressure, Temperature, Quantity Hydraulic System 2 Pressure, Temperature, Quantity
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Range - KG
6500 >Tank Qty > 800 800 > Tank Qty > 400 400 > Tank Qty > 0
Range - LB
14330 > Tank Qty > 1760 1760 > Tank Qty > 880 880 > Tank Qty > 0
Segment 2 Segment 3
20 % - 40 % 0 % - 20 %
Range - KG
4700 >Tank Qty > 600 600 > Tank Qty > 300 300 > Tank Qty > 0
Range - LB
10361 > Tank Qty > 1320 1320 > Tank Qty > 600 660 > Tank Qty > 0
Segment 2 Segment 3
20 % - 40 % 0 % - 20 %
Engine Driven Generator 2 Digital Readout RAT Voltage Display Transformer Rectifier Unit (TRU) 2 Transformer Rectifier Unit (TRU) 2 Digital Readout RAT Frequency Display Electrical DC Battery 2 Electrical DC Battery 2 Digital Readout
RAT Icon Transformer Rectifier Unit (TRU) 1 Digital Readout Transformer Rectifier Unit (TRU) 1
TRU ESS Digital Readout Transformer Rectifier Unit (TRU) Essential (ESS)
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Figure 10: MFD - ECS (Environmental Control System page) / Anti - Ice Synoptic Page
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Remark: In case of failure in the EICAS display, its information may be presented in the MFD by appropriately setting the reversionary panel.
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EICAS FULL
Honeywell
DISPLAY
SPLAY
TOW
D E P L O Y
FULL
D E P L O Y
FULL
IDLE
MAX REV
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Declutter (continued)
The following items are decluttered during cruise: Oil pressure, Oil temperature, Low pressure vibration, High pressure vibration, Gear position, Flap position, Slat position, Speed brake position
Oil pressure Oil temperature Low pressure vibration High pressure vibration Gear position Flap position Slat position Speed brake position
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DISPLAY
125
16O 15O 14O
R
APB ATB
LOC
GS
M ap
35OO 1OOO
4OOO4
2 1
Pl an
Sys t em s
Fuel
1O
1O
125
11O 1OO 9O
M 5OO
AP -3.O
35OO
RA
1 2
1O
1O
5OO MIN
RA 5OO
3OOO4
29.92 IN
GSPD 3OOKT
HDG
CSR
CHR
33O
36O
36O S
O8:12
ILS1
5.3
NM
VOR1 VOR2 VHF1 118 O25 119 O25 NAV1 118 O3 119 O3
TCA S
W X
Checkl i s t
T/O CONFIG
Honeywell Honeywell
DISPLAY
STEEP APPROACH
EICAS DECLUTTER
DISPLAY
TOW
D E P L O Y
FULL
D E P L O Y
FULL
IDLE
MAX REV
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CCD Details
The Cursor Control Device (CCD) controls in detail are: The tuning knobs select the value or mode in the data field enclosed by the cursor. Three format locating buttons; the left button places the cursor on the associated PFD, the centre button places the cursor on the associated MFD, the right button places the cursor on the EICAS. The TOUCH PAD is used to direct cursor. The ENTER KEYS are used to select the soft keys.
DISPLAY
Touchpad
Enter keys
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Figure 1: DVDR
-120 min (2 hours) of audio information -25 hours of Flight Data information
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DVDR Components
The Digital Voice Data Recorder System has the following components: Two identical Digital Voice Data Recorder units; DVDR 1 is installed in the forward E Bay, DVDR 2 is installed in the aft E Bay. Two Impact Switches, one each mounted next to its respective Digital Voice Data Recorder. One Tri-axial Accelerometer, installed in the left hand side wingstub area. One DVDR Control Panel, located in the cockpit on the overhead panel. One Cockpit Area Microphone, mounted on the frame between both windshields. Ten Load Cells (force sensors), four of which are mounted directly in the interconnection rods for the Rudder Pedal Systems, two in the interconnection rods for the Elevator Control Columns, and four installed in the command cables for the Aileron Control Wheels.
LOAD CELL
AILERON
DVDR 1
LOAD CELL
Impact Switch
C
LOAD CELL
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TEST
FDR
STATUS
Overhead panel
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Chapter 31-30-02
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Chapter 31-30-02
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System architecture
Flight data is received from the Modular Avionics Unit (MAU) via an ARINC 717 interface: the Custom input/output Module. The Custom I/O Module accepts data via the Avionics Standard Communications Bus (ASCB) from a multitude of sources, and converts it to the ARINC 717 format. Important: Both ARINC 717 buses send the same data to both recorders. A source selection logic software within the Custom I/O Module determines what data to pull from the ASCB. The function is common to both the DVDR 1 and DVDR 2. However, the Custom I/O Module for Recorder 1 is in Modular Avionics Unit 1, and the Custom I/O Module for Recorder 2 is in Modular Avionics Unit 3. Other data transmitted via the Custom I/O Module includes: A discrete "Flight Data Recorder FDR enable" to the Recorder; The Greenwich Mean Time (GMT) via an ARINC?429 Bus to the Recorder, and Central Maintenance Computer Data via an ARINC?429 Bus to and from the Recorder.
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Chapter 31-30-02
Page 7
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
B U S
C H
Rev. XL
MWF - Monitor Warning Function Tri - Axial Accelerometer - Pilots load cells - Copilot load cells Custom I/O 1 - Data to DVDR 1
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Chapter 31-30-02
Page 9
A B
TRIAXIAL ACCELEROMETER
RIB 1 (REF.)
B
FOR TRAINING ONLY - Reproduction Prohibited
C
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Start Logic
The DVDR will automatically start recording CVR data as soon as power is applied to the unit, and will continue until power is removed from the unit. The unit will automatically begin recording FDR information when the engines are turned on, or the aircraft is in the air (WOnW false). The FDR can also start recording for maintenance purposes by selecting the FDR recording selection on the MCDU. This logic is depicted in the following start logic diagram. To perform a test of the DVDR operation, the pilot can press and hold the DVDR Test button on the Control Panel. This test may be performed both on the ground and in flight. The system will perform a self-test and respond with an aural indication if the test is successful.
Chapter 31-30-02
Page 11
FDR Start/Stop
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MCDU
The pilot input to the DVDR is done through the DVDR control panel and MCDU (Multifunction Control Display Unit). In the MCDU MISC MENU page, a DVDR menu selection is supplied. This menu selection is available only when WOW is true, both engines are powered off (engine running not indicated) and both engines starter valve is closed. If any of these conditions are false, the DVDR is assumed to be recording and the DVDR selection is not shown on the MISC MENU page. The DVDR page contains the menu selection that starts the FDR recording function (used for maintenance purposes). The LSK (Line Select Key) 1L is pushed to select the FDR recording to ON or OFF. This selection affects both the DVDRs identically. The record function is on or off for both the FDRs.
Chapter 31-30-02
Page 13
DVDR
LSK 1L
F D R R E COR D I NG O F F
1 / 1
ON
R E T U R N
A
PERF NAV PREV FPL PROG DIR CB BRT DIM MENU DLK NEXT TRS RADIO
A G M
B H N S X
C I O T Y
D J P U Z
E K Q V
DEL
F L R W
CLR
1 4 7
SP
2 5 8 0
3 6 9
+/ /
MCDU
A
last update: Dec06 FOR TRAINING ONLY - Reproduction Prohibited
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PCMCIA Interface
To allow rapid flight data download with minimal operator interface, the integral PCMCIA Interface will allow a rapid data transfer of the complete flight data memory contents to an extractable ATA-Type PCMCIA card. This will allow the complete 25 hours of encrypted flight data contents of a 256 wps (36 megabytes) to be transferred quickly. The PCMCIA Interface provides a Memory Cartridge slot that accepts removable PC Cards for the down loading of the DVDR unit encrypted Flight Data. Cartridge access is provided with a simple door cover that prevents debris from inadvertently entering the cartridge slot. The cartridge insertion and removal is assisted by an ejection mechanism, which provides a simple pushto-release fingertip actuation. The cartridge is ejected a sufficient distance to allow the operator to grasp when released. The process to download flight data via the ATA-Type PCMCIA card is as follows: With the recorder powered ON, the PCMCIA card is inserted into the PCMCIA slot, which is accessed from the front panel via a protective cover. The PCMCIA card is verified to contain sufficient available memory to perform the transfer of the entire flight data contents of the DVDR unit. If not enough physical memory exists on the card (i.e capacity is less than the DVDR unit memory content or the card cannot be accessed, a failure indication will be noted (simultaneous flashing of both the BUSY (Transfer in Progress) and DONE (Transfer Complete) LEDs on the DVDR front panel). If sufficient free memory space is available, a new file is automatically created. Once the flight data transfer from the crash survivable memory to the PCMCIA card begins, the BUSY (Transfer in Progress) LED will illuminate and all recording operations (both cockpit voice and flight data) will be suspended. The BUSY LED will remain illuminated until all of the flight data has been transferred to the PCMCIA card. If the BUSY LED does not illuminate, then either the recorder does not recognize that the PCMCIA card has been inserted, or power has not been applied to the recorder. Once the transfer process is completed, the BUSY LED will extinguish and the DONE (Transfer Complete) LED will illuminate for a maximum time of 30 seconds, or until the PCMCIA card is ejected. The PCMCIA card is ejected by depressing the EJECT button located immediately to the left of the PCMCIA slot.
Chapter 31-30-02
Page 17
1. EJECT BUTTON
BUSY DONE
BITE
GSE DOWNLOAD J2
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Chapter 31-32
Page 1
A717 DATA
DVDR
MAU 3
A429 DATA
QAR
28VDC
DC BUS 2
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General Description
The QAR has two main blocks: The AFDAZU (Auxiliary Flight Data Acquisition Unit), responsible for determining the incoming transmission rate and for collecting the data from the ARINC-717 and making it available for the DMU (Data Management Unit) part. The DMU, responsible for collecting the ARINC-429 data, composing it with the ARINC-717 data and recording it into the QAR card. If one of the two blocks fails, it does not implicate that the other will fail too. If the ARINC-717 acquisition function of the AFDAU fails, ARINC-717 data will be lost, but the QAR record ARINC-429 data normally. If the DMU fails in acquiring ARINC-429 data, the QAR will still record data from ARINC-717.
Chapter 31-32
Page 3
A717 DATA
DVDR
MAU 3
GENERIC I/O 3
A429 DATA
CUSTOM I/O 2
AFDAU
DMU PCMCIA
28VDC
QAR
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Components
QAR UNIT The QAR unit consists of a LRU (Line Replaceable Unit) comprising a chassis closed by two side panels. Openings on the top and lower panels ensure air cooling capability. A connector attached to the back panel allows connection with the aircraft systems. The main components of the QAR unit are: An access door to a connector, used for QAR card access. One identification label. Three indicator status red lights (DMU FAIL, FDRS FAIL and AFDAU FAIL). Two status LEDs (a green color and an amber color). QAR CARD The QAR card is a standard PCMCIA (Personal Computer Memory Card International Association) card (PC (Personal Computer) Card) capable of holding more than 70 hours of aircraft operation.
Chapter 31-32
Page 5
QAR UNIT
A
ACCESS DOOR
IDENTIFICATION LABEL
B
last update: Jun06
QAR CARD
A
FOR TRAINING ONLY - Reproduction Prohibited
STATUS LEDS
C
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Operation
The QAR is energized as soon as the Aircraft is powered ON. The unit starts and stops recording in accordance with the START/ STOP logic programmed by the operator through the software tool named Ground Support Equipment (GSE). There are three red lights on the unit front panel indicating the system status. No provision has been made to warn the system status to the crew. Once energized, the AFDAU will recognize the aircraft type through the aircraft ident descrete pins, and then will select the data frame in accordance with the aircraft type. If the AFDAU does not recognize the aircraft installation, the AFDAU Fail light is turned ON. The QAR unit global status is displayed by the following three LEDs located on the front panel board: FDRS FAIL: lighted when no ARINC-717 input is detected and when the AFDAU fails. AFDAU FAIL: lighted when the AFDAU fails. It indicates no QAR installed or inappropriate installation, failure in detecting the transmission rate or internal failures. DMU FAIL: lighted when DMU part of the QAR fails. The fails can be in the ARINC-429 data acquisition, battery failures or internal failures. The power supply unit delivers the internal voltages required for the functioning of the equipment. The QAR will start- and stop- recording in accordance with the logic programmed by the operator at the GSE. The default logic delivered is: Left N1 (Fan Rotor Speed) > 10% or Right N1 > 10% or Left N2 (Core Rotor Speed) > 10% or Right N2 > 10% or Air/ Ground = FALSE. Basically, two kinds of data frames can be recorded at the QAR card: an exact copy of the FDR (Flight Data Recorder) data frame, at 256 WPS (Words per Second) and a programmable data frame, with parameters and rate programmable by operator. The rate of the programmable frame can be selected from 64 WPS to 2048 WPS. Both data frames can be recorded in the QAR card. The mem-
ory space dedicated for each one is programmable by GSE. Two recording modes can be selected by GSE: Continuous Mode: data is continuously recorded on the QAR card. When it is full (i.e. the allocated memory space is full), the oldest data is deleted, allowing the recording to continue; Simple Mode: data is continously recorded on the QAR card. When then it is full (i.e. the allocated memory space is full), the recording stops. The QAR is fed with +28 VDC (Volt Direct Current) from DC (Direct Current) bus 2 and is equipped with power voltages monitoring, transients and restart circuitry, maintenance, two +5 VDC segregated outputs (potentiometers) and three discrete outputs: AFDAU Bite Out, FDR System Bite Out and DMU Bite Out.
Chapter 31-32
Page 7
AFDAMU (AFDAU+DMU)
P/N Amdt S/N 483 Date 01/04 Weight 4,2Kg ED35E109-04-00
C
F6151 75512 PARIS CEDEX 15 FRANCE Made in France
INSP
C B A
FOR TRAINING ONLY - Reproduction Prohibited
B
last update: Jun06
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Module Functions
The functions of the modules within the ERJ 170 MAU are as follows although more detailed descriptions may be found in the respective SDR for a particular function. These are descriptions only for the types of modules that are used as generic resources to other system components that perform aircraft functions.
Figure 2: MAU
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General Description
The ASCB supplies an aircraft-wide communications path between the MAU, PFD, MFD, EICAS, SPDA, and MRC. Each unit uses a common interface, called the NIC (Network Interface Controller), to send and receive data over the ASCB. In the case of the MRC, the NIC function is done by a NIM (Network Interface Module). The NIC acts as a gateway for modules to access the ASCB. Basically, the NIC supplies the interface between the backplane bus on each unit and external ASCB. The NIC has functions that keep the traffic on the data bus synchronized. The NIC also controls data transmission to and from the LAN (Local Area Network). The LAN is an Ethernet-based LAN used for data loads, maintenance, and test purposes. The LAN connects to the same units as the ASCB. Each MAU has an in-line bus coupler connected to a NIC between the MAU and the cross-side ASCB. The bus coupler isolates the cross-side ASCB from an MAU failure.
PWR M odule NIC M odule USER M odule USER M odule USER M odule USER M odule NIC M odule PWR M odule
A S C B L A N
- backplane (motherboard) - power supplies - one Network Interface Controller - various user modules
BIC
BIC
BIC
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The ASCB is made up of two primary and two backup buses. Each unit with the ASCB service connects to both the left and right primary buses. Each unit also connects to either its left or right back-up buses. This arrangement supplies both redundancy and fault isolation. The physical and electrical separation of the backup buses decreases the likelihood that one defective LRU (Line Replaceable Unit) will disrupt communications on the bus.
ASCB - D
PFD
MAU 1
MAU 2
Channel A Channel B
Channel A Channel B
MAU 3
Channel B Channel A
MRC 1
MRC 2
SPDA 1
B (Backup)
SPDA 2
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AURAL WARNINGS:
ert tones rns lls Clicks Beeps Voice Messages
WARN
CAUT
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General Description
TABLE - AURAL WARNING FUNCTION - AURAL WARNINGS
The Aural Warning System has two aural warning drivers and two MWF (Monitor Warning Function)s. The aural warning drivers supply aural messages. The MWFs supply aural warning logic control. The MWF controls all avionics aurals except TCAS (Traffic Alert and Collision Avoidance System). The MWFs are present in the two processor modules on different MAU (Modular Avionics Unit)s (MAU1 and MAU2). The aural warning hardware is on the control I/O (Input/Output) module. All MWF aurals are based on a priority. The MWF sequences through the active MFW aurals, and starts with the aurals that have the highest priority. If a higher priority MWF aural becomes active while a lower priority aural is being played, the higher priority aural is played after the lower priority aural ends. Each aural warning is aurally distinct from all the other warnings. The voices are clear and they use full words (they do not use abbreviations that are used with any related visual message). There is a silent interval (pause) between different aural warnings. When only one aural warning is active, a silent period follows the repeated single warning to make sure the repeated audio warning does not distract the pilots. The aural warnings are heard in a monotone female voice.
PRIORITY
ALERT
EGPWS (Enhanced GroundProximity WarningSystem) Warning TCAS Corrective Advisory TCAS Preventive Advisory Fire Master Warning Overspeed
TYPE
CANCELABLE
[1]
[1]
3 3 3 3
[1]
No Yes No No (with radar altitude valid) Yes (with radar altitude failed) Yes
Landing Gear
Continuous
Continuous
Continuous
No
[1] EGPWS and TCAS voice messages are not detailed in this section.
TABLE - AURAL WARNING FUNCTION - AURAL WARNINGS (Continued) TONE/ VOICE MESSAGE
No Takeoff Trim
TABLE - AURAL WARNING FUNCTION - AURAL WARNINGS (Continued) TONE/ VOICE MESSAGE
Throttle Autobrake Takeoff OK Aural Warning Test A Aural Warning Test B ATC Messsage T (during 7 seconds)
PRIORITY
ALERT
No Takeoff (pitch trim out of configuration) No Takeoff (brakes out of configuration) No Takeoff (spoilers out of configuration) Autopilot (normal or abnormal) EGPWS Caution TCAS Traffic Alert Master Caution Altitude Alert (departure) Altitude Alert (capture)
TYPE
CANCELABLE
PRIORITY
ALERT
Autothrottle (normal or abnormal) Autobrake Takeoff Configuration Aural Warning A Test Aural Warning B Test CMF (Communications Management Function) Trim Malfunction
TYPE
CANCELABLE
Continuous
No
1 0
Yes No No No No
No Takeoff Brake
Continuous
No
0 0
No Takeoff Spoiler
Continuous
No
Autopilot
[1]
Continuous
Yes
Single
No
3 2 2
Continuous
Yes
Continuous
No
[1]
Single
No
Single
No
[1] EGPWS and TCAS voice messages are not detailed in this section.
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Operation
The aurals are used to get the flight crews attention. The aurals can be tones or voices. Each aural is necessary for the flight crew to do the correct procedure. If a tone alert and a voice message occur at the same time, the volume of the tone decreases to allow the flight crew to understand the voice message and tone. The aural warning function automatically selects the aurals in order of importance. The aurals are heard in a sequence and are not truncated. The alerts are cancelled automatically when the alert condition no longer exists. If multiple alerts are requested, the alerts with the highest importance (emergency) are heard first. Once all emergency aural alerts have been cancelled or satisfied, then the abnormal alerts are annunciated. If all emergency and abnormal alerts are annunciated. If all emergency and abnormal alerts have been cancelled or satisfied, then the advisory alerts are annunciated. If there are no other alerts, the information alerts are annunciated. A special condition occurs when a windshear, TCAS, or EGPWS alert occurs. In that condition, no voice messages are supplied to prevent messages from these systems not being heard clearly. Any alert is heard completely before another alert is heard (even if the priority is higher). When two or more time-critical alerts occur at the same time, or one after the other, they are presented in chronological order. The highest number has the highest importance.
TABLE - AURAL WARNING FUNCTION - Aural Priorities PRIORITY
3 2 1 0
3 - Emergency The emergency alerts tell the flight crew of an emergency condition, such as a dangerous aircraft configuration, or a serious system failure. The master warning is repeated with three-second intervals between alerts until the master warning reset switch is pushed. 2 - Abnormal The abnormal alerts are used in conditions (such as system malfunctions) that have no immediate impact on safety. When an abnormal fault occurs, the master caution tone is heard at five-second intervals until the master caution reset switch is pushed. 1 - Advisory The advisory alerts relate to a condition such as a system malfunction leading to a loss of system redundancy, or an aircraft system not being fully operational. A single alert signal is heard and cancels automatically. 0 - Information The information alerts correspond to an information condition. A single alert signal is heard and cancels automatically.
CONDITION
Emergency Abnormal Advisory Information
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
B U S
C H
Rev. XL
AURAL WARNINGS DRIVERS - IN CONTROL I/O MODULES AURAL WARNING FUNCTION - IN MAU PROCESSORS
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ASCB - PRIMARY
ASCB - BACKUP
TCAS
AUDIO
COCKPIT SPEAKERS
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ert tones rns lls Clicks Beeps Voice Messages
WARN
CAUT
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EMERGENCY - PRIORITY 3
Order of priority:
1 - Stall 2 - EGPWS 3 - TCAS 4 - Fire
WARN
3 sec interval
last update: Jun06
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(warning, caution, advisory, information/status). When new warning, caution, and advisory messages are received, their status is unacknowledged. The warning and the caution messages continue to change from the inverse video to the regular video until the flight crew reads the alert. The advisory messages automatically change from the inverse video to the regular video after five seconds. The information and the status messages show as acknowledged when initially received, and do not change from the regular video to the inverse video. OUT-OF-VIEW MESSAGES The out-of-view message field shows the number of messages in each level. The messages show in a specific color. An arrow shows if the message is above or below the window. The out-of-view message display (digits and arrows) flashes continuously when messages that have not been read are outof-view. If there are no messages out-ofview, the message display is blank, except for the END message. The END message lets the flight crew know that there are no more messages. The messages are out-of-view either because the number of active messages exceeds the number of lines in the message field, or because the flight crew has deliberately moved the message out-of-view. The out-of-view message display on the right shows the number of messages that are out-of-view below the message field. The out-ofview message display on the left shows the number of messages that are out-of-view above the message field. The out-of-view message fields can show up to 99 messages. If there are more than 99 related messages, the out-of-view message field remains at 99.
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Page 3
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
B U S
C H
Rev. XL
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General Description
The master warning red light comes on when an emergency condition occurs that requires immediate corrective flight crew action. The indicator light goes off when there is no longer a fail condition or when the master warning pushbutton annunciator is pushed. The master caution amber light comes on when an abnormal condition occurs that requires immediate crew awareness and subsequent corrective flight crew action. The indicator light goes off when there is no longer a fail condition or when the master caution pushbutton annunciator is pushed.
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Notes:
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CAS MESSAGE APM FAIL APM FAULT APM MISCOMP AURAL WRN SYS FAIL AURAL WRN SYS FAULT AVNX ASCB FAULT AVNX MAU 1 FAN FAIL AVNX MAU 1 FAN FAULT AVNX MAU 1A FAIL AVNX MAU 1A FAULT
TYPE CAUTION ADVISORY CAUTION CAUTION ADVISORY CAUTION CAUTION ADVISORY CAUTION ADVISORY
DESCRIPTION Failure of three or four Aircraft Personality Modules Failure of one or two Aircraft Personality Modules One or more APMs do not match The two aural warning channels are failed or are off One aural warning channel is failed Failure of at least one ASCB bus Three or four fans in MAU 1 failed One or two fans from MAU 1 have failed All functions hosted in MAU 1 channel A are unavailable MAU 1 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 1 A Overheat All functions hosted in MAU 1 channel B are unavailable MAU 1 channel B has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 1B Overheat Two or three fans in MAU 2 failed Only one fan from MAU 2 has failed All functions hosted in MAU 2 channel A are unavailable MAU 2 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy
FAULT CODE 31400901 31401001 31401101 31500300 31500400 31400300 31400801 31401601 31400401 31400101
AVNX MAU 1B OVHT AVNX MAU 2 FAN FAIL AVNX MAU 2 FAN FAULT AVNX MAU 2A FAIL AVNX MAU 2A FAULT
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ADVISORY
AVNX MAU 2B OVHT AVNX MAU 3 FAN FAIL AVNX MAU 3 FAN FAULT AVNX MAU 3A FAIL AVNX MAU 3A FAULT
CAUTION ADVISORY
MAU 2 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 2A Overheat All functions hosted in MAU 2 channel B are unavailable MAU 2 channel B has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 2B Overheat Two or three fans in MAU 3 failed Only one fan from MAU 3 has failed All functions hosted in MAU 3 channel A are unavailable MAU 3 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 3A overheat All functions hosted in MAU 3 channel B are unavailable MAU 3 channel B has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 3B overheat Failure of Pilot Cursor Control Device
FOR TRAINING ONLY Reproduction Prohibited
31400102
31400703 31600131
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FAULT CODE 31600132 31401201 31401301 31500100 31300245 31300244 31600500 31600800 31300145 31300144 31600601 31600901 31600602 31600902 31500200 31600701 31601001 31600702 31601002 31401401 31401501
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DATA LOADER
FILE TRANSFER
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Notes:
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31-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 31-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 1 C 2 A 2 C 1 C 1 C 2 C 2 0 1 0 0 0 1 0 May be inoperative provided at least one Time Function on MFD Status Page operates normally. May be inoperative provided: a) Time Function on Digital Clock operates normally, b) At least one Cockpit Voice Recorder (CVR) operates normally, and c) Repairs are made within 3 flight days. May be inoperative provided at least one Chronometer Function on PFD operates normally. May be inoperative provided Chronometer Function on Digital Clock operates normally.
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 31-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS 1 0 May be inoperative provided: a) At least one Flight Data Recorder (FDR) Function operates normally, and b) Repairs are made within three flight days. (Continued)
21-00 Clock System 22-00 Chronometer System 1) Chronometer Function on Digital Clock 2) Elapsed Time Function on Digital Clock 3) Chronometer Function on PFD 1) Time Function on Digital Clock 2) Time Function on MFD Status Page
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 31-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 31-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS 1 0 May be inoperative provided: a) At lease one Cockpit Voice Recorder (CVR) Function operates normally, b) Airplane is not dispatched from a designated airport as listed in the operator's MEL unless: 1 - The FDR failure occurs after pushback but prior to takeoff, or 2 - The FDR repair was attempted but was not successful. c) In those cases where repair is attempted but not successful, the aircraft may be dispatched on a flight or series of flights until the next designated airport where repair must be accomplished prior to dispatch, and d) Repairs are made within three flight days. (Continued)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 31-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS 1 0 May be inoperative provided: a) At lease one Cockpit Voice Recorder (CVR) operates normally, and b) Repairs are made within 20 calendar days. May be inoperative provided repairs are made prior to the completion of the next heavy maintenance visit.
2) Flight Data C 2 Recorder (FDR) Functions (Cont'd) a) DFDR A Recording Parameters Required by Local Regulations b) DFDR A Recording Parameters Not Required by Local Regulations D 1
-------------------------------------------------------------------------------
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------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-5 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 4 C 4 C 3 C 3 C 2 C 2 2 3 2 2 1 1 1 1 1 1 | | | | |
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-6 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 1 D 1 C 2 D 2 C 2 0 0 0 0 0 (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require their use.
41-03 Aircraft Personality Module (APM) 41-08 Modular Avionics Unit (MAU) Fans 1) MAU 1 Fans 2) MAU 2 Fans 3) MAU 3 Fans
60-00 Electronic Checklist (ECL) 61-10 Display Controller Panels 1) Horizontal Situation Indicator (HSI) Mode Selector Buttons 2) Weather Radar (WX) Buttons 3) FMS Source Selector Buttons
| | | | |
41-30 Configuration Monitor System (CMS) 51-00 Aural Warning System 1) Channels
4) RA/BARO C 2 Selector Knobs 5) Decision C 2 Height/Minimum Descent Altitude (MINIMUMS) Selector Knobs
0 0
May be inoperative provided the setting required for the intended approach is available. May be inoperative provided approach minimums do not require their use. (Continued)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 31-MEL
Page 3
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-7 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 2 0 0 0 0 May be inoperative provided procedures do not require their use. May be inoperative provided procedures do not require their use. May be inoperative provided required units for the intended flights are available.
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-8 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS B 6 B 4 B 2 B 2 5 3 1 1 One MFD or PFD button may be inoperative provided all remaining CCD buttons, knobs and touch pads operate normally on both sides. One may be inoperative provided all remaining CCD buttons, knobs and touch pads operate normally on both sides. One may be inoperative provided all remaining CCD buttons, knobs and touch pads operate normally on both sides.
61-10 Display Controller Panels (Cont'd) 6) VOR/Localizer (V/L) Source Selector Buttons
| | | | | | | | | | | | | |
2) Enter Buttons
7) Preview (PREV) C 2 Buttons 8) Flight Path Reference (FPR) Buttons 9) ADF/VOR/FMS Bearings (Circle/ Diamond) Selector Buttons C 2 C 4
4) Touch Pads
One may be inoperative provided all | remaining CCD buttons and knobs | operate normally on both sides. |
10) Standard C 2 Barometric Pressure (PUSH STD) Buttons 11) IN/hPa C 2 Selector Knobs
-------------------------------------------------------------------------------
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JOINT AVIATION AUTHORITIES MASTER MINIMUM EQUIPMENT LIST SUPPLEMENT AIRCRAFT EMBRAER 170
(1) System & Sequence Numbers Item
PAGE S31-1
(4) Number required for dispatch (5) Remarks or Exceptions 31 Indicating / Recording Systems -21-00 Clock System 1) Time Function on Digital Clock 2) Time Function on MFD Status Page C 1 0 May be inoperative provided at least one Time Function on MFD Status Page operates normally.
C A
2 2
1 0 May be inoperative provided: (a) Time Function on Digital Clock operates normally, (b) At least one Cockpit Voice Recorder (CVR) function operates normally, (c) The aeroplane does not exceed 8 further consecutive flights, and (d) Not more than 72 hours have elapsed since the Time Function o n the MFD Status Page was found to be inoperative.
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ATA 34 Navigation
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Table of Content
34-11 Integrated Electronic Stand-by System
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 IES Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
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Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 System and Component Function . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Altitude Trip Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Zero Feet Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Weather radar normal operation . . . . . . . . . . . . . . . . . . . . . . . . . .13 WX on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 A. Test Function (TEST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 RTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
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Display Interface Bus (MAUs and EDS) . . . . . . . . . . . . . . . . . . . . . 9 MRC Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 DVDR Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Discretes Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 TCAS Displays on Multi-Function Display (MFD) . . . . . . . . . . . . . 11 TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Intentionally left blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 TCAS Displays on Primary Flight Display (PFD) . . . . . . . . . . . . . . 19 Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
34-MEL (Example)
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The dimming control bezel and screen lighting is provided by the COMP/ CLK potentiometer located on the right lighting control panel, although the screen lighting has a final adjustment through the IES bezel push button + and -.
Chapter 34-11
Page 1
Attitude
40
ILS
ILS1
Slip/Skid information
STD
1013 hPa 3907M
VMO/MMO
Vfe
Airspeed
1 29 0 280 260
Vertical Speed
Mach Number
M. 45
CAGE
last update: Jun06
EIS
BARO
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Components
INTEGRATED ELECTRONIC STAND BY SYSTEM (IES) The IES is located on the cockpit main instrument panel, on the pilot side (left side). INTERFACE The IES interfaces with the generic I/O (Input/Output) #2 in MAU (Modular Avionics Unit) #2 through a discrete connection for the purpose of receiving a turn on/off altitude in meters. The IES presents the following interfaces: Two ARINC (Aeronautical Radio Incorporated) 429 buses:one low-speed bus for anemobarometric data, and one with the generic I/O # 2 in MAU # 2 for the purposes of receiving radio information (ILS) and aircraft status for VMO/Mmo computation. Five open/ground discrete inputs: four for aircraft configuration (instrument panel tilt angle, VMO/Mmo law), two for mode selection (normal operation/down loading), one for function selection (barometric pressure unit selection) and one for parity. One discrete output for maintenance purposes. One RS-422 digital bus for maintenance downloading. Power input (28 VDC).
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The aircrafts Standby System has the following main components: EIS tegrated Electronic Standby System (IES)
tificial horizon Altimeter Airspeed information
These units can be used to navigate if the primary flight data systems are not functioning or are not available.
B C
S
B C
Magnetic compass
B
40 400
ILS
360 35 7 34 6 340 33 5 32 4 320 3 31 30 2 1 280 29 0 28 9 280 27 8 26 7 260 6 25 240 1013hPa 20
14 500
STD
000
3907M 134 13 500 133 132 00 80 131 13 130 60 40 129 500 1220 128 00 127 20 126 40 000 12 125 60 124 80 20 00 123 11
500 000
10
10
5 M. 24 45
20
CAGE
BARO
000
500
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IES Indications
ATTITUDE After an initialization of 90 s, and converting the sensor data to digital format, the IES computes attitude, taking in account the instrument panel tilt angle modelization coefficient, and the internal inertial sensor misalignment. The CAGE push button resets the attitude function to zero when pressed for more than 2 s. ALTITUDE Using the data from the integrated pitot/static/AOA sensor, the IES computes the standard altitude. The BARO corrected altitude is also computed, as a function of the barometric pressure, adjustment (BARO, in inHg or hPa, depending on the discrete input programming). The IES uses the pulses received from the BARO rotary knob to increase or decrease the barometric pressure value. Pressing the STD push button resets the BARO to the standard pressure. VERTICAL SPEED The VS data is given at the bottom of the altitude tape by a vertical green arrow oriented up or down and four green digits for the value. The arrow and the digits are in white rectangular window drawn with a single line. AIRSPEED Using the data provided by the integrated pitot/static/AOA (Angle of Attack) sensors, the IES computes the indicated airspeed. The airspeed range is from 30 kts to 520 kts, and the maximum range is limited below 520 kts if MN is > 1. BAROMETRIC PRESSURE The barometric pressure range is 740 hPa to 1100 hPa (21.85 inHg to 32.48 inHg), with a resolution of 1 hPa (0.01 inHg) for the display and 0.25 hPa (0.01 inHg) for the display and 0.25 hPa (0.01 inHg) for the computation.
MACH NUMBER The IES computes the MN using the static and total pressure used for the altitude and airspeed processing. SKID/SLIP INDICATOR (LATERAL ACCELERATION) Using the lateral acceleration computed for the altitude processing, the IES displays the SKID/SLIP indication. The skid/slip data are given by a trapezoidal pointer moving, normally over the pitch scale, below the roll pointer. The pointer is white with a black background. The lateral acceleration (skid/ slip) symbol is a trapezoidal pointer displayed in black, surrounded in white, just below the roll pointer. VMO/MMO AND Vfe The IES computes the VMO/Mmo from the applicable VMO/Mmo law and computes the Vfe from the parameters with flap and slat extended. ABNORMAL OPERATION If the 28 VDC power is interrupted for more than 50 ms, the IES switches to low power state. During this state the computation is operational, but the display is stopped. When power returns the IES recovers the normal mode (if the interruption was less than 200 ms). In case of failure detection with a loss of information integrity, the IES enters the FAIL state and an OUT of ORDER page is displayed. The IES enters the ERROR state when a failure is detected about one or several functions, and the corresponding flag is displayed.
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Display Controller
BARO - SETTING KNOBS
Display Controller
MAU - 1
#
B U S
C H
20 B 19 2 B 18 2 B 17 2 B 16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9 8 2 B 7 6 5 4 3 2 1
#
B U S
Power Supply 3 DC 1 AGM 1 CMC GPS 1 Power Supply 2 ESS 1 FCM 1 CUS TOM I/O 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2
C H
B U S
MAU - 3
B U S
C H
A1 A1
A1 A1 A1 A1
16 15 14 13 12 11 10 9
2B 2B 2B
Power Supply 2 C H ESS 2/DC 2 BRAKES (INB D) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DA TABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
B U S
C H
2B 2B 2B
A1 A1 A1 A1 A1 A1 A
B U S
16 1 15 14 13 12 1 11 10 1 9 1 1
B B B B
C H
8 7 2B 6 5 2B 4 3 2 1
#
B U S
8 1B 7 6 5 4 3 2 1B 1
#
B U S
Power Supply 2 C B U H S DC 2 ENGINE VIBE GPS 2 A2 2 PSEM 2 A FCM 3 A2 GENERIC I/O 3 A2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 A2 NIC 5 (A) (ID = 33) A 2 CUS TOM I/O 2 A2 A2 AIOPB2 SPARE SPARE FCM 4
ADC
C H
C H
C H
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RVSM
The ADS 1 and 2 are RVSM (Reduced Vertical Seperation Minimum) compliant. ADS 3 is RVSM compliant when operating in normal mode (not in SLIPCOMP fail mode). The surrounding area around each integrated pilot/ static/ AOA (Angel of Attack) sensor must be smooth since it can impact the RVSM performance. Procedures can be found in the aircraft maintenance manual to do the inspection/ check of the RVSM critical region, and the inspection check of the RVSM critical components (including the integrated pilot/ static/ AOA sensors and radome.
RVSM General
The purpose RVSM is to increase the number of aircraft safely occupying the same volume of air space. RVSM reduces the required vertical seperation of aircraft from 2000to 1000without diminishing or impairing flight safety. this allows more aircraft to use popular and previously congested air space and routes. This is safely accomplished by increasing the accuracy, sensitivity and reliability of aircraft instruments, most importantly the altimeter. RVSM only applies to altitudes between 29000 and 41000 (FL290 and FL410), below 29000 a vertical separation of 2000 is the standard. To fly in RVSM airspace aircraft must be approved for RVSM operations (carry special equipment and be certified). An exception from this is made for non-equipped State aircraft, e.g. military fighters.
4A 4B
ADSP 4
TAT 2
3A
ADSP 3
TAT 1
3B
TAT 1
4A 4B
ADSP 4
TAT 2
3A
ADSP 3
TAT 1
ADSP 2
ADSP 1
3B
2A 2B
1A 1B
ADSP 2
ADSP 1
2A
1A
2B
1B
ADA 1
AIR DATA SYSTEM 1
ARINC 429
No 1 PFD
No 2 PFD
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Notes:
CHANNEL B
CHANNEL B
ARINC 429 ARINC 429 TAT NO. 1 FWD FUSELAGE FWD AVIONICS CMPT MAU NO. 1 GENERIC I/O MODULE PROC NO. 1 (ADA FUNCTION) CUSTOM I/O MODULE TO OTHER AIRCRAFT AVIONICS SYSTEMS ARINC 429 ARINC 429
NIC
ASCB
BACKPLANE
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ADS 3 ADSP 3 CH B ADSP 4 CH B ADA 3 MAU 3 GEN I/O 3 ASCB 2 DC 1/ ESS 2 TAT 1
MAIN PANEL INTEGRATED ELECTRONIC STANDBY MID AVIONICS CMPT MAU NO. 3 GENERIC I/O MODULE PROC NO. 5 (ADA FUNCTION) NIC
ARINC 429 ARINC 429 ARINC 429 ARINC 429 FWD AVIONICS CMPT MAU NO. 2 NIC GENERIC I/O MODULE PROC NO. 4 (ADA FUNCTION)
ASCB
BACKPLANE
BACKPLANE
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P PT P
PS
PS
PS TRANSDUCER
PT TRANSDUCER
PS TRANSDUCER
P TRANSDUCER
P TRANSDUCER
ELECTRONIC CIRCUITS
CH A CH B
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Lightning EMI Power B Power A CPU B CPU A dP and PCADS Conditioning HI APM New PCADS
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Components
AIR DATA APPLICATION FUNCTION The ADA function is the primary component in the ADC system. The ADA function receives the air temperature, pressure, and AOA data from the sensors. The ADA function receives inputs from the other systems or applications in the aircraft that are used to calculate and correct the air data parameters. The ADA function makes the necessary corrections before it sends the air data parameters to other avionics systems. There are three ADAs found in the MAUs. They are hosted in processor modules on a DEOS (Digital Engine Operating-System) platform in the MAUs. The ADA 1 is on the PROC 1 in the MAU 1, ADA 2 is on PROC 4 in the MAU 2, and ADA 3 is on the PROC 5 in the MAU 3. The ADA function receives the air data parameters from integrated pitot/static/AOA sensor through the generic I/O (Input/output) module in the MAU. It also receives the barometric correction inputs from a baro set control on the GP (Guidance Panel). The ADA function then takes these inputs and calculates the air data parameters and correction signals. The ADA function sends the air data through the MAU backplane to the NIC. The NIC transmits the air data on the ASCB (Avionics Standard-Communication Bus) to the other avionics systems. The IES unit can shows the air data parameters even if the ADA function has a fault. The IES unit receives air data parameters directly from integrated pitot/static/AOA sensor 3. The Integrated/Pitot/Static/AOA sensor make the corrections for the probe type, probe position, and the airflow errors where the errors are aircraft type or model dependent as follow: Static source error correction (SSEC) is a set of constants used to correct the static pressure. Maximum operating airspeed/mach. The outputs of the ADA function are the air data parameters that follows: Angle of attack Corrected static pressure Corrected total pressure Impact pressure Dynamic pressure Total air temperature
The altitude parameters include: Pressure altitude Barometric correction Baro-corrected altitude Altitude rate
The airspeed parameters include: Indicated airspeed Calibrated airspeed Indicated mach Calibrated mach True airspeed Maximum operating airspeed Maximum operating mach Over speed warning discrete
- Local total Pressure (PtL) - Local side slip corrected static pressure (PsL,=0)
GENERIC I/O
Corrected Static Pressure (Ps) Corrected Total Pressure (Pt) Impact Pressure (Qc) Dynamic Pressure (Qd) Total Air Temperature (TAT) Barometric Correction (Baro) Pressure Altitude (Hp) Baro Corrected Altitude (Hbc) Altitude Rate (HR) Indicated Airspeed (Vi)
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
Calibrated Mach (Mc) True Airspeed (TAS) Static Air Temperature (SAT) Angle of Attack (AOA) (Vmo/Mmo) Overspeed Warning
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TAT Sensor
The forward fuselage of the aircraft has two TAT sensors that sense the TAT of the external air. The sensor reads the air temperature with a wire probe that projects into the airstream. Each sensor contains a 500 ohm resistor that changes the value with the changes in the temperature. The sensor housing has a hermetic seal that prevents the contamination of the sensor. The TAT sensor sends the Integrated/Pitot/Static/AOA an analog signal, which shows as degrees (C) on the cockpit displays. Each TAT sensor has a three-wire direct connection to the Integrated/Pitot/ AOA sensor. The Integrated/Pitot/AOA sensor receives the TAT data through the three-wire direct connection and then sends the data to the generic I/O module in the related MAU. The generic I/O module sends the TAT data through the backplane to the ADA processor module, which uses the TAT data to calculate the air temperature. The Integrated/Pitot/Static/AOA sensor does a TAT compensation algorithm to adjust the measured temperature for the aircraft wiring resistance, mach recovery factor, and probe heater effects. Each TAT sensor uses a 28 VDC (Volt Direct Current) heater to keep the sensor free from ice. This lets the sensor supply accurate data in all flight conditions. The Integrated/Pitot/Static/AOA sensor supplies the power to the TAT heater. The three-wire connection lets the Integrated/Pitot/Static/AOA sensor monitor the TAT sensor for the ice conditions. The Integrated/Pitot/ Static/AOA sensor adjusts the power to control the heater current as necessary to keep the TAT sensor free from ice.
Generic I/O
ARINC 429
ADA
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
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SMART PROBE MONITORS AND CONTROLS THE POWER FOR HEATING IT`S OWN PROBE AS WELL AS A TAT PROBE.
commands relay to OFF = Heater power ON commands relay to ON = Heater power OFF
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Display Controller
Display Controller
BARO knob sets barometric altimeter correction. sets baro correction to standard. IN/HPA switch selects baro correction format: inches of mercury or HectoPascals. PUSH STD resets correction to standard value (29.92 inHg or 1013hPA).
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
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Abnormal Operation
With a triplex Air Data System installation and no failures, the Air Data readouts in normal operation on the pilots and copilots PFDs are from ADS 1 and ADS 2, respectively. Upon failure of either ADS 1 or ADS 2, only the effected side will lose the ADS readouts and a failure indication will be provided to the flight crew. The effected side will automatically revert or pilot can source select (using the Reversionary Panel) one of the remaining two ADSs for the associated PFDs air data display. The reversion operation provides the pilots with multiple ADS availability. For 1 or 2 ADS failures, the reversionary logic for the pilot and copilot PFDs are as follows: Pilot PFD - Reversionary Logic ADS 1 (Normal Operation) ADS 3 (1st Reversion) ADS 2 (2nd Reversion) Copilot PFD - Reversionary Logic ADS 2 (Normal Operation) ADS 3 (1st Reversion) ADS 1 (2nd Reversion) The automatic reversion will occur when: the currently displayed Air Data source id indicated as invalid on ASCB - OR - the currently displayed airspeed is indicated as invalid on ASCB - OR - the currently displayed altitude is indicated as invalid on ASCB. If no valid source of air data information is available the source shall return to the default for the given PFD (i.e. ADS 1 for pilot and ADS 2 for copilot). The automatic reversion shall not return to the correct source should that source become valid subsequent to the reversion. After manual or automatic reversion, the selected source flag is displayed on the reverted side and reversion button (on the reversionary panel) is illuminated.
Pilot PFD - Reversionary Logic: ADS 1 (Normal Operation) ADS 3 (1st Reversion) ADS 2 (2nd Reversion) Copilot PFD - Reversionary Logic ADS 2 (Normal Operation) ADS 3 (1st Reversion) ADS 1 (2nd Reversion)
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
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CAS Messages
index 1 2 3 4 5 6 7 8 9 10 11 12 mnemonic ADS 1 FAIL ADS 2 FAIL ADS 3 FAIL FLT CTRL ADS FAIL ADS 1 HTR FAIL ADS 2 HTR FAIL ADS 3 HTR FAIL ADS 4 HTR FAIL* ADS 1 HTR FAULT ADS 2 HTR FAULT TAT 1 FAIL TAT 2 FAIL Categorizati Cascade on CAUTION CAUTION CAUTION ADVISORY CAUTION CAUTION CAUTION CAUTION ADVISORY ADVISORY ADVISORY ADVISORY 5;9 6;10 7;13 9 10 Action
Revert ADS1 as necessary if AUTO reversion did not act. Reference checklist to determine dispatch or continued mission impact. Revert ADS2 as necessary if AUTO reversion did not act. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: ADS3 not available for reversion. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Dedicated ADS to Flight Control Failed. Reference checklist to determine dispatch or continued mission impact. Revert ADS1 as necessary or avoid Ice-conditions. Reference checklist to determine dispatch or continued mission impact. Revert ADS2 as necessary or avoid Ice-conditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: ADS3 not reliable for reversion or avoid Iceconditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: ADS4 not reliable for reversion or avoid Iceconditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Reduced HTR availability for ADS1. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Reduced HTR availability for ADS2. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: TAT/SAT/TAS 1and 3 failed or affected by ice conditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: TAT/SAT/TAS 2 failed or affected by ice conditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Possible altitude errors for ADS3 if flying in side slip conditions. Crew Awareness: Possible altitude errors for ADS4 if flying in side slip conditions.
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Notes:
B. Fault Description (1) The utilities 1 senses a failure of the integrated pitot/static/AOA sensor 1 and sends a fault report to the CMC.
C. Probable Causes (1) (2) Failure of the integrated pitot/static/AOA sensor 1 (AMM MPP 34-13-01/401) (AIPC 34-13-01). Defective harness (WM 34-13-50).
SUBTASK 34-15-00-862-045-A
CAUTION: MAKE SURE THAT THE INTEGRATED PITOT/STATIC/AOA SENSORS, TAT SENSORS, ICE DETECTORS AND STATIC PORT HAVE NO COVERS ON THEM BEFORE YOU DO THE MAINTENANCE PROCEDURE. THESE COMPONENTS CAN BECOME HOT DURING THE MAINTENANCE PROCEDURE. AS A RESULT, DAMAGE TO THEM WILL OCCUR IF YOU DO NOT REMOVE THE COVERS. (1) Open these circuit breakers and, after approximately 5 seconds, close them: NOTE: If the power is removed from the CMCM for more than 10 seconds, the CMCM will start its shutdown procedure. When the power is supplied to the CMCM again, it will start its power-up procedure. The full process takes approximately 5 minutes:
MAU 1 PWR 1-LHCBP (DC ESS BUS 1) MAU 1 PWR 2-LHCBP (DC ESS BUS 1)
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DATA LOADER
FILE TRANSFER
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Power supplies
For the micro IRU 1, the ESS (Essential) Bus 1 supplies the primary power, and ESS Bus 2 supplies the secondary power.For the micro IRU 2 , the DC (Direct Current) Bus 2 supplies the primary power, and DC Bus 1 supplies the secondary power.This electrical configuration isolates the two micro IRUs and prevents failures across the different power buses.
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IRU units
Position Initialization Pilot manual input GPS
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Reversion
Primary source for Pilot PFD is IRS1, for Copilot is IRS2. Source selection (reversion) is available pressing IRS button on the reversionary panel. Button is illuminated to indicate that no primary source is selected and the PFD indicates the selected source, other than the primary.
IRS2
IRS2
REVERSIONARYPANEL
DISPLAYS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS
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The APMs are initially programmed as a part of the tray alignment procedure. The Configuration may be changed later without modifying the Installation Specific data.
APM is programmed to contain configuration and installation data. APM information includes:
Aircraft Type/Serial Number Source Destination Identifier (SDI) Program MAGVAR Select Mount Misalignment Data Other A/C Specific Data
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FAULT CODE
FAULT DESCRIPTION
GO TO FIM TASK 34 - 26 - 00 - 810 - 801 - A 34 - 26 - 00 - 810 - 803 - A 34 - 26 - 00 - 810 - 807 - A 34 - 26 - 00 - 810 - 808 - A 34 - 26 - 00 - 810 - 810 - A 34 - 26 - 00 - 810 - 814 - A 34 - 26 - 00 - 810 - 801 - A 34 - 26 - 00 - 810 - 803 - A 34 - 26 - 00 - 810 - 807 - A 34 - 26 - 00 - 810 - 808 - A 34 - 26 - 00 - 810 - 810 - A 34 - 26 - 00 - 810 - 814 - A 34 - 26 - 00 - 810 - 801 - A 34 - 26 - 00 - 810 - 808 - A
34200101
34265519IR1 34265529IR1
34200102
34200201
34200202
34265519IR2 34265529IR2
IRS PRES POS INVALID (ADVISORY) IRS ALIGNING (ADVISORY) IRS EXCESSIVE MOTION (CAUTION)
34265515IR1 34265515IR2
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Notes:
GO TO FIM TASK
34 -26 - 00 - 810 - 801- A 34 - 26 - 00 - 810 - 808 - A 34 - 26 - 00 - 810 - 803 - A 34 - 26 -- 00 - 810 - 803 - A 34 - 26 - 00 - 810 - 804 - A 34 - 26 - 00 - 810 - 811 - A 34 - 26 - 00 - 810 - 815 - A 34 - 26 - 00 - 810 - 818 - A 34 - 26 - 00 - 810 - 806 - A 34 - 26 - 00 - 810 - 812 - A 34 - 26 - 00 - 810 - 805 - A 34 - 26 - 00 - 810 - 813 - A 34 - 26 - 00 - 810 - 807 - A 34 - 26 - 00 - 810 - 814 - A 34 - 26 - 00 - 810 - 816 - A 34 - 26 - 00 - 810 - 819 - A 34 - 26 - 00 - 810 - 817 - A 34 - 26 - 00 - 810 - 820 - A
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Notes:
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Notes:
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ABSOLUTE ALTITUDE
TRUE ALTITUDE
PRESSURE ALTITUDE
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LRU
Each ERJ 170 Radar Altimeter System consists of a Receiver/Transmitter mounted in a tray, a Configuration Module, a Receive Antenna and a Transmit Antenna.
Installation
The ERJ 170 Radar Altimeter System #1 Receiver/Transmitter (R/T) is located at the after cargo compartment beside the cargo door, on the LH side, the Configuration Module is located beside the R/T #1 and the two Antennas are located at the lower part of Centre Fuselage III. The optional ERJ 170 Radar Altimeter System #2 R/T is located at the after cargo compartment beside the cargo door, on the RH side, the second Configuration Module is located beside the R/T #2 and the second pair of Antennas are located at the lower part of Centre Fuselage III. The locations of the antennas insure acceptable operation at the normal extremes of pitch and roll.
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EGPWS Interface
The ERJ 170 Radar Altitude System also interfaces with the Enhanced Ground Proximity Warning System (EGPWS) via the ASCB. The radar altitude and how fast the airplane sink or the ground profile change is a key parameter for the EGPWS. DVDR Interface The ERJ 170 Radar Altimeter System also interfaces with the Digital Voice Data Recorders (DVDR) via an ARINC 717 bus. Radar altitude is one of the mandatory parameters that must be recorded.
TCAS Interface
The ERJ 170 Radar Altimeter System interfaces with the Traffic Alert and Collision Avoidance System (TCAS) transmitting the Radar Altitude data via an ARINC 429 bus, the TCAS also receives a Radar Altitude Valid signal. The TCAS uses the radar altitude to inhibit descend resolution advisories.
AMDS Interface
The ERJ 170 Radar Altimeter System interfaces with the Aircraft Diagnostics and Maintenance System (ADMS) also contained in the MAU, which allows fault and troubleshooting information for the system to be displayed and retrieved by maintenance personnel.
MAU Interface
Also the MAU receives the radar altitude from the R/T via an ARINC 429 bus at the Generic I/O Module. The Generic I/O Module contains a standard interface circuit that transfers data to and from a back plane bus. The interface circuit performs functions that include data distribution, data integrity checking, and source identification. The back plane bus is a parallel high capacity general-purpose bus contained in the MAU that transfers all data between the modules and the network interface controller. The network interface controller also contained in the MAU is a dedicated module that interfaces the back plane bus to the external ASCB network. The ASCB network provides the communication between the MAU and the DU`s, where the Radar Altitude will be displayed on the PFDs
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C B
C B
MAIN INST PANEL
H
RAD ALT 2 XMIT ANTENNA
H
ASCB
A
FWD AVIONICS COMPT FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) NIC CUSTOM I/O
BACKPLANE BUS
ARINC 717
NIC
CUSTOM I/O
GENERIC I/O
GENERIC I/O CENTER FUS III (DOWN) RADAR ALTIMETER 1 ANTENNAS (SDS 34-31) (MPP 34-31-02) RCV XMIT ARINC 429
GENERIC I/O
CENTER FUS III (DOWN) DISCRETE ARINC 429 RADAR ALTIMETER 2 ANTENNAS (SDS 34-31) (MPP 34-31-02) RCV CENTER FUS III XMIT
FWD AVIONICS COMPT RADAR ALTIMETER UNIT 1 (SDS 34-31) (MPP 34-31-01) MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) DC POWER - M2 DC BUS 1 CENTER FUS III RADAR ALTIMETER 1 CONFIGURATION MODULE (SDS 34-31) (MPP 34-31-03) TCAS COMPUTER (SSM 34-43-80) RADAR ALTIMETER UNIT 2 (SDS 34-31) (MPP 34-31-01)
D
28 VDC
Rad alt 1
E
Rad alt 2
CENTER FUS III RADAR ALTIMETER 2 CONFIGURATION MODULE (SDS 34-31) (MPP 34-31-03) 28 VDC
DC bus 1
DC POWER - M5 DC BUS 2
DC bus 2
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Normal Operation
The ERJ 170 Radar Altimeter System is a continuous service system, that provides the pilots with dependable, accurate altitude, up to +2,500 ft, above ground level (AGL) during the approach and landing phases of aircraft operation. In a single Radar Altimeter System installation the same radar altitude is displayed in both Primary Flight Displays (PFD`s) as a digital read out. In a dual Radar Altimeter System installation, the LH PFD displays the system #1 radar altitude and the RH PFD displays the system #2 radar altitude.
flight crew must rely on other sources of altitude information in the aircraft such as barometric altitude and glides lope.
The pilots are able to select a Decision Height on the Minimums RA/BARO knobs located at the Guidance Panel. The DH is displayed on both PFDs followed by a RA label. The DH indication is displayed on approach with a black box or a MIN annunciation as follows: a black box appears when the displayed radar altitude is less than or equal to DH plus 50 feet. A MIN annunciation appears when the displayed radar altitude reaches the DH.
Abnormal Operation
With a single Radar Altimeter System installed upon failure of the system, a fail indication will be provided to the flight crew. With a dual Radar Altimeter System installation upon a single failure, only the affected side will lose the radar altitude read-out and a fail indication will be provided to the flight crew. In case of a main generator failure, the operational main generator will supply both DC Buses through the Transformer Rectifier Units (TRU) not affecting the radar altitude display. The APU generator can also take over the failed main generator and feed the DC Bus and the radar altitude will be not affected. In the case of a single TRU failure, the operational TRU will supply both DC Buses and also not affecting the radar altitude display. Only in the case when both TRUs fail, the radar altitude will be not displayed, then the
Chapter 34-31
Page 7
Figure 4: Operation
Display Controller
Display Controller
Decision Height selected on the Minimums RA/BARO knobs located on Guidance Panel Decision Height (DH) range: 5 to 999 feet
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Chapter 34-31
Page 9
Radar Altimeter absolute altitude range: -20 to +2500 feet Decision height annunciation on PFD alerts the flight crew when the RA minimum altitude is reached. Below the RA minimum set value, MIN is displayed on the PFD. Preset altitude trip points alerts the flight crew to ground potential.
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Chapter 34-31
Page 11
Figure 6: Adjustment
Load Software
Alter Parameters
Parameter Options can be saved for future use. Once saved, parameter options can be loaded into the configuration module
If the zero point was offset, the radar altitude will read a negative value which corresponds to the amount of offset.
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MCDU 1
MAU 1
MAU 2
MCDU 2
ASCB
VOR/LOC ANT
G/S ANT
MB ANT
EDS
MRC 1
MRC 2
MB ANT SPLITTER
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General Description
The VHF NAV system is a precision ILS (Instrument Landing System) that supplies this data: VOR (VHF Omnidirectional Range) in-flight navigation, terminal navigation, and area guidance. LOC (Localizer)/G/S (Glideslope) approach and landing guidance. MB (Marker Beacon) distance-to-runway threshold. The VHF NAV system includes these components: VHF NAV Module VOR/LOC (VOR Localizer) Antenna MB Antenna MB Antenna Splitter G/S Antenna The aircraft has two VHF NAV systems.Each system has one VHF NAV module, which is an LRM (Line Replaceable Module).For the VHF NAV 1 system, the module is installed in the MRC (Modular Radio Cabinet) 1, in the forward avionics compartment.For the VHF NAV 2 system, the module is installed in the MRC 2, in the middle avionics compartment. The VHF NAV system can be tuned by the MCDU (Multifunction Control Display Unit) or by the CCD (Cursor Control Device) and PFD (Primary Flight Display).The MCDU is the primary controller and the CCD and PFD are the secondary controllers. The DC (Direct Current) ESS (Essential) Bus 1 supplies the power to the VHF NAV 1 system.The DC Bus 2 supplies the power to the VHF NAV 2 system through the SPDA (Secondary Power Distribution Assembly) 2.
D E
B
B C
J1 J2
F
DU AL N CO BEA R 39 RKE Hz . MA 75M 113 7LM INC . D SSP WI S. USA P/N .410 TEM . CA. S/N R SYS 91 SO WORTH 136 SENATS FSC CH
C A
CONTROL PEDESTAL CCD' S FWD AVIONICS COMPT (SSM 31-62-80) MAIN INST PANEL ARINC 429 DISPLAY UNITS (SSM 31-61-80)
MAU 1
MAU 2
BACKPLANE BUS
CONTROL PEDESTAL
ARINC 429
COCKPIT
MIDDLE AVIONICS COMPT NIC COCKPIT DIGITAL AUDIO PANELS (SSM 23-51-80) ASCB NIC SPDA 2 (SSM 24-61-80) DC POWER - M3 DC BUS 2 DIGITAL AUDIO BUS 2
CENTER FUS I
28 VDC 28 VDC
SPLITTER
F
BULKHEAD (FWD) PRESS
D
VOR 1 / 2 ANT (SDS 34-32) (MPP 34-32-03)
B
MB ANT (SDS 34-32) (MPP 34-32-04)
C
G/S ANT (SDS 34-32) (MPP 34-32-06)
MRC 1
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
MRC 2
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Introduction
The ADF (Automatic Direction Finder) system uses airborne equipment and ground stations to supply the aircraft BRG (Bearing) data for in-flight navigation, terminal navigation, and area guidance functions.
The ADF module has two bandwidths: A narrow-band mode to reduce unwanted noise during navigation. A wide-band mode to increase the quality of voice signals. NOTE: For increased BRG accuracy, the narrow band mode is recommanded. The aircraft has two ADF modules installed.The ADF 1 module is installed in the MRC 1, in the forward avionics compartment.The ADF 2 module is installed in the MRC 2, in the middle avionics compartment.
ADF Components
The ADF module is an LRM (Line Replaceable Module) installed in the MRC (Modular Radio Cabinet).Its rear connector connects to the MRC backplane which supplies the RCB (Radio Control Buses) interface to the NIM (Network Interface Module).The NIM supplies the interfaces to the ASCB (Avionics Standard-Communication Bus), ARINC (Aeronautical Radio Incorporated)-429 bus, digital audio bus, and other aircraft systems. The ADF module also has a backshell connector and a 50 ohm coaxial connector on its front panel that connects to the ADF antenna. The ADF module contains these circuits: AM (Amplitude Modulation) receiver BFO (Beat Frequency Oscillator) +28 VDC (Volt Direct Current) power supply Audio circuitry The ADF module supplies the relative BRG data as ARINC-407 synchro data, DC (Direct Current) sine/cosine data, and RS-422 data.
CONTROL PEDESTAL
CONTROL PEDESTAL
NIC
(SSM 34-61-80)
(SSM 34-61-80)
COCKPIT
LH CBP
NIC
ARINC 429
MCDU 1
MCDU 2
ARINC 429
ASCB
DC ESS BUS 5
ADF 1
FWD AVIONICS COMPT CENTER FUS II (UPPER) ADF 1 ANTENNA (SDS 34-53) (MPP 34-53-02) MRC 1 (SSM 34-02-80) NIM DIGITAL AUDIO BUS 1 DIGITAL AUDIO BUS 2 NIM
MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80) 28 VDC CENTER FUS III (UPPER) ADF 2 ANTENNA (SDS 34-53) (MPP 34-53-02)
A
ADF 1 MODULE (SDS 34-53) (MPP 34-53-01 )
COCKPIT ADF 2 MODULE DIGITAL AUDIO PANELS (SSM 23-51-80) (SDS 34-53) (MPP 34-53-01)
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Introduction
The DME system calculates the time delay of radio pulses transmitted to and immediately received from a ground station.It uses the time data to calculate the distance from the ground station, ground speed, and time-to-station.The DME system also supplies the Morse code identification data. The DME is capable of tracking four channels to supply slant range, ground speed, time-to-station, and station identification.Two additional channels track station identification of preset channels for quick access.Frequency tuning is automatically paired with the VOR/LOC (VOR Localizer).The system operates over the frequency band of 962 to 1213 MHz. The DME interfaces with the EDS (Electronic Display System) and the FMS (Flight Management System) through the ASCB (Avionics Standard-Communication Bus).The DME identification audio is transmitted from the digital audio bus to the airborne audio system. The DME system includes these components: DME module DME Antenna ital audio bus.The DME module has a 50 ohm coaxial connector on its front panel for the antenna cable. The aircraft has two DME modules installed.DME 1 module is installed in MRC 1, in the forward avionics compartment.DME 2 module is installed in MRC 2, in the middle avionics compartment. The DME module contains these circuits: +28 VDC (Volt Direct Current) power supply Transmitter/receiver (transreceiver) Audio circuitry and IDENT outputs Mutual suppression circuitry Self-test circuitry
The DME module is a six-channel transreceiver.It monitors a maximum of four DME channels for distance, ground speed, and time-to-station, all at the same time.Two of the four DME channels are available for the FMS.The two remaining channels are available to control and show the distance, time-tostation, ground speed, and IDENT functions.The IDENT audio signals are transmitted on the digital audio bus to the DAP (Digital Audio Panel)s. The two preset IDENT channels have the decoded IDENT data immediately available.The VOR (VHF Omnidirectional Range) channel is a preset channel.After the VOR channel is set, the instant search function of the DME module immediately
DME MODULE The DME module is one of the LRM (Line Replaceable Module)s installed in the MRC (Modular Radio Cabinet).The DME module connects to the NIM (Network Interface Module) through the RCB (Radio Control Buses) in the backplane of the MRC.The NIM supplies the interfaces to the ASCB and dig
A B
FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS
51 42 51 51 61 61
53 50 50 51 50 51
CONTROL PEDESTAL
CONTROL PEDESTAL
NIC
(SSM 34-61-80)
(SSM 34-61-80)
COCKPIT
LH CBP
NIC
ARINC 429
MCDU 1
MCDU 2
ARINC 429
ASCB
DC ESS BUS 5
DME 1
FWD AVIONICS COMPT FWD FUS (DOWN) DME 1 ANTENNA (SDS 34-51 ) (MPP 34-51-02) MRC 1 (SSM 34-02-80) NIM DIGITAL AUDIO BUS 1 DIGITAL AUDIO BUS 2 NIM
MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80) 28 VDC CENTER FUS I (DOWN) DME 2 ANTENNA (SDS 34-51 ) (MPP 34-51-02)
A
DME 1 MODULE (SDS 34-51) (MPP 34-51-01)
COCKPI T DME 2 MODULE DIGITAL AUDIO PANELS (SSM 23-51-80) (SDS 34-51) (MPP 34-51-01
B
)
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Goals:
ncreased awareness of the terrain detect a potentially hazardous terrain situation prevent a controlled flight into terrain (CFIT) event
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EGPWS module
The EGPWS is a module contained in the modular avionics unit (MAU) # 2 and it is powered via ESS DC BUS # 2.
EGPWM
ESS BUS 2
MAU 2
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LG WRN INHIB
STEEP APPROACH
D
ARINC 429
ARINC 429 CONTROL PEDESTAL CCD 1 (SSM 31-62-80) MAIN INST PANEL MAIN INST PANEL MAIN INST PANEL MAIN INST PANEL
FWD AVIONICS COMPT BACKPLANE BUS MAIN INST PANEL MAIN INST PANEL
B
PROC 5
ADA 3 FUNCTION (SSM 34-10-80) FMS 2 FUNCTION (SSM 34-61-80) GPS 2 (SSM 34-56-80) GENERIC I/O
PROC 1
GPS 1 (SSM 34-56-80) GENERIC I/O (SSM 34-10-80)
PROC 4
ADA 2 FUNCTION (SSM 34-10-80) GENERIC I/O
ADA 1 FUNCTION
NIC
NIC
NIC
CONTROL PEDESTAL
ASCB CENTER FUS III FWD AVIONICS COMPT RAD ALT 2 MRC 1 (SSM 34-31-80) ARINC 429 ARINC 429 IRU 2 MRC 2 (SSM 34-26-80) (SSM 34-02-80) COCKPIT FWD AVIONICS COMPT MIDDLE AVIONICS COMPT
(SSM 34-02-80)
NIM
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Ground Handling
Heating and radiation effects of weather radar can be hazardous to life. Personnel should remain at a distance greater than the following to prevent exposure above safety levels: - 3.2 meters from the 18 inch radiating antenna. - 4.0 meters from the 24 inch radiating antenna (WU-880 only). Distances calculated using radiation exposure levels that equal or exceed 6 mW / cm 2. Honeywell recommends that operators follow the 6 mW / cm 2 standard per the IEEE Standard for Safety Level with Respect to Human Exposure to Radio Frequency Electromagnetic Fields 3 kHz to 300 GHz (IEEE C95.1 1991). The WX system is accessible through the nose of the aircraft.
24 IN
4 meters
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Weather Radar Used for detecting weather up to 300 NM from the aircraft, ground mapping and detecting turbulence (WU-880 only). Displays storm intensity and position relative to the aircraft.
RTA
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Interfaces
The RTA (WU -660/880) receives pitch and roll data for antenna stabilization from the Inertial System via ARINC 429 bus. The RTA (WU-880 only) receives Ground Speed and Inertial Altitude data from the Inertial Reference System via ARINC 429 bus to perform turbulence processing, and Altitude Compensated Tilt. The RAT accepts mode commands from the virtual WX Radar Controllers and the CCDs. Commands are delivered to the RTA on serial control buses via the MAU. The RAT outputs range, mode, gain and tilt information to the MAU on two Electronic Display System (EDS) control buses, and outputs scan converted data directly to Display Units (DU) 1,2,4, and 5, depending on display selections. The CCDs provide Range control to the MFDs via ARINC 429. The Weight-on-Wheels (WOW) discrete is provided by the Custom I/O in MAU 1 to the RTA to inhibit the transmitter on the ground. This is to prevent an X-band microwave radiation hazard. The WOW discrete must indicate an in-air condition before the transmitter is enabled. While inhibited on the ground, the WX mode is annunciated as Forced Stand-by (FSBY) in the WX mode field on the MFD. When WX or GMAP are selected while the aircraft is on the ground (WOW is true), the RTA mode will be annunciated as FSBY and the transmitter will be inhibited. FSBY Override (FSBY OVRD) enables the Weather Radar transmitter on ground, generally prior to take off, to monitor weather in the immediate area. FSBY OVRD is only available on ground: selection is inhibited in the air. If the WX Radar is active upon touchdown, it is forced into stand-by mode by the system. If the WX Radar is OFF upon touchdown, it remains in OFF and Forced Stand-by is not implemented. Manual override of Forced Stand-by is done selecting the FSBY OVRD check box in both virtual controllers. The concentric knobs on the CCDs control tilt, range and gain. The outer knob controls range. The inner knob controls tilt when MFD is selected, except for when VAR WX Gain has been selected. When VAR WX Gain is selected, the inner knob controls gain. The CCDs communicate via ARINC 429 to the display units, which place the information on ASCB, to the Control I/ Os in MAU 1 and 2, and ultimately on RS-422 for use by the WX RTA. Range control by the CCDs is available full time. Tilt and gain commands are controlled through the CCD, displayed on the MFD and sent serially to the RTA. Tilt control is available whenever VAR Gain is not selected. The WX button on the Guidance/Control Display Panel (GP) allows the WX information to be displayed on the PFD. The GP communicates to the MAUs via RS 422 bus, and the PFD receives input from the GP through the MAUs.
Outputs
The WX Radar pictures are supplied to the Display Units on the Left and Right WX Picture Bus. The Left Picture Bus is connected to the Pilot-side DUs (DU 1 and 2), and the Right Picture Bus is connected to the Copilot-side DUs (DU 4 and 5). The WX Picture Buses going to the Display units are serial busses that are isolated from the operating systems of the instruments. The RTA sends control words to the Control I/O modules in the MAUs via RS 422 to update information on the Display Units, including operating mode, selected range, RTA failure, and tilt angle.
Honeywell Honeywell
DISPLAY
DISPLAY
CCD 1 A-429
CCD 2 A-429
PFD 1
MFD 2
PFD 2
"Virtual" WX controller
RTA
ASCB
NIC
I/0 WOW
RS-422
NIC
NIC
MAU 1
MAU 3
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PFD WX Display
WX Radar information will be displayed on the PFDs when WX is selected on the Guidance/Display Control Panel (GP). The display control portion of the GP on the pilots side will control the pilots PFD, and the copilots GP will control the copilots GP. The displays on the two PFDs are independent of each other.
WX Selectin
PFD
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Notes:
MFD 1
M ap Pl an Syst em s
MFD 2
Fuel
M ap Pl an Syst em s
Fuel
Navaids
Airport
A C A C
A C
A C
FU EL TEM P 32 C
Weather
4000 LBS
FU EL TEM P 32 C
D C
4000 LBS
Terrain
LBS OFF 4000
4000 LBS
Honeywell
Honeywell
DISPLAY
DISPLAY
TC A S
W X
C heckl i st
TC A S
W X
C heckl i st
Enter keys
CCD 1
CCD 2
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Soft key
MFD
Avalible (white)
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WX on Ground
When WX or GMAP are selected while the aircraft is on the ground (WOW is true), the RTA mode will be annunciated as FSBY and the transmitter will be inhibited. FSBY Override (FSBY OVRD) enables the Weather Radar transmitter on ground, generally prior to take off, to monitor weather in the immediate area. FSBY OVRD is only available on ground: selection is inhibited in the air.
Figure 8: WX On Ground
MFD 1
MFD 2
Forced Standby Override (FSBY OVRD) enables WX on the ground. Dual pilot action is required to override FSBY.
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MCDU 1
MFD
Pl an Syst em s
Fuel
A C
A C
4000 LBS
4000 LBS
PERF
NAV
PREV
FPL
PROG
DIR
B R T D IM
MENU
DLK
NEXT
TRS
RADIO
+-
TC A S
W X
C heckl i st
S P
The bands are a series of green/yellow/red/magenta/white bands, which indicate that the signal to color conversion circuits are operating normally
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RTA
The RTA is an integrated unit that contains the receiver, transmitter, and antenna. The RTA is installed in the nose of the aircraft. An internal fan keeps the RTA in a safe temperature range. The RTA receives power from the aircrafts 28 VDC (Volt Direct Current) bus through the SPDA (Secondary Power Distribution Assembly) 1. The flat plate antenna transmits and receives radar signals for the receiver transmitter. The integrated electronics contained in the base of the unit has the necessary circuitry to transmit, receive and process WX signals. The RTA does scan conversions of the radar signals and controls the interfaces to other system components, and the MFD and PFD. The RTA also includes the antenna positioning and control mechanism for the antenna flat plate. The RTA transmits and receives X-band radio frequency signals for the weather detection and GMAP functions. The RTA has the properties that follow: Receiver The receiver is a low-noise, microprocessor-controlled circuit. The antenna receives radar echo signals and applies them directly to the receiver. The receiver has an adjustable video bandwidth that changes with the pulse width and range selections. The receiver also has manual and automatic gain controls. Transmitter The transmitter operates at 9375 MHz (+/- 40 MHz). The transmitter sends radar signals directly to the antenna flat plate. The transmitter uses a magnetron circuit that supplies 10 kW of power to the antenna. The transmitter has an adjustable pulse width of 1.0 and 2.0 us that changes with the range and mode selections. Antenna The antenna does a full symmetrical scan every 10 seconds in sectors of 60 degrees (sector scan sweep mode) or 120 degrees (normal sweep mode) in azimuth. The sector scan sweep has a range of 30 degrees for each side. Normal sweep has a range of 60 degrees for each side. The antenna is an electromechanically-controlled, movable flat plate with a 24 in diameter. The RTA has two switches set in the base on each side of the electrical connector. The switches are labelled XMIT and SCAN, and are located on the left and right sides of the connector. The normal position for both switches is ON. The function of the switches are as follows: XMIT Switch When the XMIT switch is in the OFF position, the transmitter will not operate. This is a safety feature. This is normally used for ground maintenance checks and operation of the radar. The OFF position stops the antenna from radiating microwave energy. SCAN Switch When the SCAN switch is in the OFF position, the antenna will not scan. This is a safety feature. This is normally used for ground maintenance checks. The figure WEATHER RADAR SYSTEM - COMPONENT LOCATION provides further data on the preceding text.
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LSS Interfaces
Lightning sensor Antenna: sends magnetic and electric analogue data associated with lightning activity. Modular Avionics Module (MAU) 1 and 2: provides to the LSS information to be displayed on the MFDs. Modular Avionics Unit (MAU) 3: provides present position which enables the LSS to accurately position the lightning rate symbols over the same geographic location regardless of how the aircraft is manoeuvring. Virtual Controller: control information from the MFD is sent to MAUs 1 and 2 where it is converted to control discretes for application to the LSP. Transmit Inhibit Relay: disables the LSS receiver during HF transmissions. This prevents false lightning displays caused by the HF radio. The relay is enabled when HF is selected on an Audio Panel and the corresponding Push-To-Talk switch is pressed.
M ap
Pl an
Syst em s
Fuel
MFD 1
HN
LSS ANTENNA
MAU 1
TCA S
W X
C heckl i st
CENTRAL DISCRETES
VIRTUAL CONTROLLER 1
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
NAV1
NAV2
NAV3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
SPKR MIC
INPH
HDPH VOL
RAMP
BKUP VOL
VHF1: 47
NORM BKUP AUTO MASK
Honeywell
HF 1 PTT HF 2 PTT
MAU 2
M ap
Pl an
Syst em s
Fuel
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
+28VDC
MAU 3
MFD 2
NAV1
NAV2
NAV3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
SPKR MIC
INPH
HDPH VOL
RAMP
BKUP VOL
VHF1: 47
NORM BKUP AUTO MASK
TCA S
Honeywell
W X
C heckl i st
VIRTUAL CONTROLLER 2
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The top and the bottom Transponder (XPDR) antennas are installed on the top and bottom of the forward fuselage.
Removal/Installation
The aircraft has two Transponder (XPDR) modules and two pairs of top and bottom antennas. The Transponder (XPDR) 1 module is installed in the Modular Radio Cabinet (MRC) 1, and the Transponder (XPDR) 2 module is installed in the Modular Radio Cabinet (MRC) 2. The Modular Radio Cabinet (MRC) 1 is installed in the forward avionics compartment, and the Modular Radio Cabinet (MRC) 2 is installed in the middle avionics compartment.
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Mode description
STANDBY The Transponder (XPDR) system is energized but does not transmit the altitude data. The stand-by mode is set on the RADIO page 1/2. ALT-OFF The Transponder (XPDR) system transmits the reply in Mode A and Mode S, but it does not transmit the altitude data. ALT-ON The Transponder (XPDR) system transmits the reply in Mode A, Mode C, and Mode S, and transmits the altitude data. TA The Traffic Alert and Collision Avoidance System (TCAS) is in the Traffic Advisories (TA) mode. TA/RA The Traffic Alert and Collision Avoidance System (TCAS) is in the Traffic Advisories (TA)/Resolution Advisory (RA) mode.
Chapter 34-52
Page 3
CONTROL PEDESTAL
CONTROL PEDESTAL
CONTROL I/O MODULE
NIC
ARINC 429
ARINC 429
(SSM 34-61-80)
(SSM 34-61-80)
NIC
MCDU 1
MCDU 2
ARINC 429
B
ASCB FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) ARINC 429 ARINC 429 TCAS COMPUTER (SSM 34-43-80) ARINC 429 ARINC 429 NIM FWD AVIONICS COMPT MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80)
NIM
TRANSPONDER 1 MODULE (SDS 34-52) (MPP 34-52-01) FWD FUS FWD AVIONICS COMPT MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) DC POWER - M3 DC BUS 2 28 VDC
A
XPDR 1 BOTTOM ANT (SDS 34-52) (MPP 34-52-02)
XPDR 1
28 VDC
XPDR 2 MRC 2
A
XPDR 2 BOTTOM ANT (SDS 34-52) (MPP 34-52-02)
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TCAS System
The TCAS is an on board advisory system to act as a backup to the ATC radar and the see and avoid procedures. By computing the closure rate and altitude of all transponder-equipped aircraft in the surrounding airspace, TCAS can anticipate a potential midair collision much before this has a chance to materialize. TCAS continuously plots local air traffic on the associated displays and in the event of a conflicting path, gives to the pilot the correct avoidance manoeuvre by changing the vertical speed, that is, the TCAS computer calculation determines the manoeuvre that must be avoided and/or the climb or descent rate in order to escape from a potential collision. If the intruding aircraft is also equipped with TCAS, the two systems can communicate their mutual intentions through the Mode S transponders. The coordinated advisories that result allow the two pilots to execute complementary avoidance manoeuvres. Vertical guidance to avoid midair collisions is accomplished by interrogating the Mode A, Mode C and Mode S transponders of potential threat aircraft, tracking their responses, and providing advisories to the flight crew to assure vertical separation. Two levels of advisories are provided: Traffic Advisories (TAs) which indicate the range, bearing and relative altitude of the intruder to aid in visual acquisition of the intruder. Resolution Advisories (RAs) which indicate what vertical manoeuvre must be performed or avoid to assure safe separation. Each type of advisory is accompanied by a corresponding aural messages generated by the TCAS computer and sent to the MRC in order to be broadcast to the cockpit.
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TCAS Computer
The TCAS Computer is located in the forward avionics bay, which is pressurized, and temperature controlled. The TCAS Computer is mounted in an ARINC 600 4-Modular Component Unit (MCU) mounting tray.
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TCAS Antenna
The TCAS directional antenna is a four-element capable of transmitting in four selectable directions at 1030 Mega Hertz (MHz). The antenna is capable of receiving replies from all directions simultaneously with bearing information at 1090 MHz, using amplitude-ratio monopulse techniques. The TCAS omni-directional antenna is capable of transmitting and receiving frequencies from 960 to 1220 MHz. The TCAS Computer uses the directional antenna in order to display intruder bearing. The omni-directional antenna does not provide bearing information.
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These buses are connected to the Control Input/Output (I/O) 1 on MAU 1 and to Control I/O 2 on MAU 2 in order to be displayed on the displays (PFD and MFD).
MRC Interface
The TCAS computer contains two analog audio outputs that provide TCAS aural traffic advisories and resolution advisories, to the MRC #1 and #2 in order to be broadcast to the cockpit.
DVDR Interface
The TCAS RA are recorded on the Flight Data Recorder (FDR) portion of the DVDR as a mandatory parameter via the MAUs interface. Also TCAS aural messages broadcast to the cockpit are recorded in the Cockpit Voice Recorder (CVR) portion of the DVDR via an analog path from the Audio Control Panels (ACP).
ADMS Interface
The TCAS computer contains a set of ARINC429 low speed busses for communication with the ADMS contained in the MAU, which allows fault and troubleshooting information for the system to be displayed and retrieved by maintenance personnel.
Discretes Interface
Weight on Wheels (WOW) Used for enable the TCAS computer for on board software loading and also to allow the system to go into the expanded test mode. This signal is also used to avoid grounded aircraft being displayed as an intruder. Landing Gear Down Used for enable the TCAS computer for onboard software loading. Warning Inhibits Used to revert automatically to TA ONLY when higher priority advisories occur (e. g.: Enhanced Ground Proximity Warning System (EGPWS))
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ASCB FWD AVIONICS COMPT FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS MCDU 1 (SSM 34-61-80) MCDU 2 (SSM 34-61-80) FWD FUS (UP) TCAS TOP DIR ANTENNA (SDS 34-43) (MPP 34-43-02) CONTROL PEDESTAL CONTROL PEDESTAL MAU 2 (SSM 31-41-80) BACKPLANE BUS
ASCB
ARINC 429
NIC
ARINC 429
L GENERAL PURPOSE LDG RETRACTED ARINC 429 FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) ARINC 429 ARINC 429 NIM WOW TCAS COMPUTER (SDS 34-43) (MPP 34-43-01) MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80)
NIC
CENTER FUS III RADAR ALTIMETER 1 XPDR 1 (SSM 34-52-80) (SSM 34-31-80) SUPRESSION PULSE SYNTH VOICE FWD AVIONICS COMPT SPDA 1 (SSM 24-61-80) DC POWER - M5 DC BUS 2 28 VDC ARINC 429 ARINC 429
CENTER FUS III RADAR ALTIMETER 2 (SSM 34-31-80) XPDR 2 (SSM 34-52-80) TCAS BOTTOM OMNIDIR ANTENNA (SDS 34-43) (MPP 34-43-03)
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When the TCAS Zoom Format is activated, the TCAS Overlay on the Map Format (if selected for display) in the upper MFD Window, is removed from display. The TCAS Overlay on the Map Format remains removed until the TCAS Zoom Format is deactivated. Upon deactivation of the TCAS Zoom Format, the TCAS Map Overlay (if previously displayed) is reactivated. The TCAS Zoom Format is deactivated by the activation of Checklist format at any time by selecting the virtual button. A fixed Range Ring is displayed when the TCAS Zoom Format is displayed and provides a spatial reference for the distance of the displayed intruders. The Range Ring is positioned in the centre of the TCAS Zoom Format horizontally and vertically positioned so the top of the ring is in view at the top of the TCAS Zoom format, but only approximately 240 degrees of arc are shown. The Range Read-out is provided on the lower right side of the Range Ring and has a trailing NM label. The Range Read-out displays the TCAS Zoom Range selected by the Cursor Control Device (CCD) Inner Knob when the range function is enabled on the TCAS Virtual Controller. The CCD Inner Knob Icon is displayed to the left of the TCAS Zoom Range Read-out when the CCD Inner knob is capable of setting that range. Only one rate of adjustment exists for the TCAS Zoom Range and the value increments/decrements by one Range increment per knob click. Clockwise rotation increases the TCAS Zoom Range value, counter clockwise rotation decreases the value. The TCAS Zoom Range is a simple linear scale in which the maximum and minimum values represent the end of the scale. When the current TCAS Zoom Range value reaches the maximum or minimum, the read-out stays at that value if the knob continues to rotate in the same direction, with no further indication that the limit has been reached. Regardless of the number of knob clicks that occur at the end of the scale, which go past the end of scale, the first knob click in the opposite direction will begin increment/decrement (as appropriate for scale end) back through the available TCAS Zoom Ranges.
Pilot and co-pilot TCAS controls on the MFDs are totally independent from each other. That means each pilot can control the TCAS as desired independent of the selected controls on the other side. The traffic symbols displayed are limited to the 8 highest priority intruders in order to avoid clogged displays with low priority intruders. This display limitation is performed via a pin strapping and is applicable to the Map Overlay and to the TCAS Zoom format. The TCAS Zoom format has a dedicated display with unique range control of the TCAS data. The TCAS map overlay uses overall range control. The TCAS Zoom Format is displayed when selected by activation of the TCAS menu button. Additionally, when a TA or RA is encountered and the Map Format is not in view at a range of less than 50 Nautical Miles (NM) with the TCAS Map Overlay displayed, the TCAS Zoom Format automatically pops into view (i.e., TCAS Auto Pop Up occurs). The TCAS Zoom Format has display priority over the Weather virtual controller or Checklist format when an Auto Pop Up occurs.
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TCAS on Map menu selects TCAS Map Overlay for display on MFD.
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TCAS Displays
Note: The TCAS Zoom Range selection affects the TCAS Zoom Format only. The Three NM Range Ring provides a unique symbolic reference to determine the proximity of the Traffic Targets. The Three NM Range Ring is a ring of twelve small circles (or dots) positioned in the centre of the TCAS Zoom Format, placed in a radius of three nautical miles around the Own Aircraft Symbol. The circles are arranged so that one circle is positioned every 30 degrees (0o, 30 o, 60 o, etc.) The circles placed at 0 o, 90o, 180 o and 270 o are larger in diameter than the remaining circles. The diameter of the Three NM Range Ring is scaled to reflect the selected TCAS Zoom Range. The Three NM Range ring is displayed on the TCAS Zoom Format only when the TCAS Zoom Range is 6NM, 12NM or 20NM. When displayed, the Three NM Range ring is always correctly spatially positioned with respect to the Aircraft symbol and the current TCAS Zoom Range, but the unique symbolic appearance of the Three NM ring precludes the need for a label. The range of the TCAS zoom format defaults to 6 NM each time the TCAS Zoom format is displayed in the Lower MFD Window. And is automatically reset to 6NM if the TCAS Zoom format is in view at a range greater than 12 NM when an RA or a TA occurs.
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Range: selectable using CCD. ABS: Changes intruder flight level - actual level or difference to own A/C.
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RA (20 - 30 Secs)
TA (35 - 45 Secs)
Other Traffic
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the target zone location as follows: Red - avoidance zone; Green - fly to zone. When there is a RA condition, the flight director command bars shall be removed. The zones represent pitch-angles that should be left at once and pitch-angles to "fly to".
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Self Test
There are two ways to perform a self test on the system. The first one is via the MCDU and the second one is directly on the front panel of the computer. Self test using the MCDUs
a) All TCAS computer unit front panel lamps come on for a 3 second lamp test. b) The TCAS PASS green lamp then comes on for a 10 seconds display period, and then goes off. c) No red fault lamps come on during the 10 seconds period.
Access the TCAS test page and activate the TCAS self-test function by pressing the associated LSK. The following events will occur: a) Aural annunciation TCAS TEST is heard on the audio system. b) A traffic test pattern consisting of four targets is displayed on the MFDs for eight seconds, consisting of the following: An RA symbol at 3 oclock, 2 NM, 200 ft above, level flight A TA symbol at 9 oclock, 2 NM, 200 ft below, climbing A PT symbol at 3.6 NM, 33 degrees to right of the aircraft heading (approximately 1 oclock), 1,000 feet below, descending An OT symbol at 3.6 NM, 33 degrees to left of the aircraft heading (approximately 11 oclock), 1,000 ft above, in level flight c) Two RA test guidance commands indicating a Dont Descend, Dont Climb more than 2,000 fpm advisory are displayed as follows: Red and green RA bands on both pilot & co-pilot VSIs Red & green RA avoidance zones & fly-to zone on both ADIs d) TCAS TEST annunciation is displayed on the PFDs and MFDs. e) After eight seconds observe the following: If the self test passes, TCAS TEST PASS is heard and the test patterns are removed (from ADIs, VSIs, and MFDs) If the self-test fails, TCAS TEST FAIL is heard and TCAS FAIL is annunciated on the PFDs & MFDs Self test using the TCAS computer front panel Activate the TCAS commanded self-test by pressing the PUSH TO TEST button on the RT-951 TCAS Computer front panel and verify:
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A
CENTER FUS II (UPPER) GPS 1 ANTENNA (SDS 34-56) (MPP 34-56-02) FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS CONTROL PEDESTAL CONTROL PEDESTAL
A
GPS 1 RECEIVER MODULE (SDS 34-56) (MPP 34-56-01)
GPS 1
ARINC 429 CENTER FUS II (UPPER) GPS 2 ANTENNA (SDS 34-56) (MPP 34-56-02)
MAU 1
ASCB FWD AVIONICS COMPT
A
ARINC 429 FWD AVIONICS COMPT RS 422 IRU 1 (SSM 34-26-80) ARINC 429 RS 422 ARINC 429 PROC 5 MRC 1
GPS 2 RECEIVER MODULE (SDS 34-56) (MPP 34-56-01)
NIM
(SSM 34-02-80)
GENERIC I/O MODULE FMS 2 FUNCTION (SSM 34-61-80) NIC
FWD AVIONICS COMPT RS 422 IRU 2 (SSM 34-26-80) ARINC 429 RS 422 ARINC 429
NIM
GPS 2
last update: Jun06
MAU 3
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ARINC 429
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The Flight Management System provides complete flight planning capability including predictions of fuel and time. Once programmed, the FMS can provide control outputs to the autopilot system to fly the aircraft along the planned route, both laterally and vertically. The FMS also provides the EDS with the flight plan and status information for display. All data is transmitted to the FMS via ASCB-D. The FMS interfaces with the MCDUs and accepts input from the PFD and data loader.
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FMS Components
The ERJ 170 FMS MCDUs are installed on the central console. There are two MCDUs, one unit located on each side of the centre console, next to each crew member seat, to the right of the pilot and the left of the copilot. Each MCDU is easily accessible and readable. The MCDUs are interchangeable. The Data Loader is located on the left side console, to the left of the pilots seat. The MAU is installed in the forward and central II electronic compartments. The components of the FMS receive power from the following sources: The FMS 1 function resides on the NIC Processor Module in MAU 2, and receives power from DC bus 2. The FMS 2 function (dual installation) resides on the NIC Processor Module in MAU 3, and receives power from ESS bus 1.
FMS 1
FMS 2
DC BUS 2
ESS BUS
MAU 2
MAU 3
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MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 Power Supply 1 ESS 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 1 B 7 6 5 4 3 2 1 B 1
B
A 2 A 2 A 2 A 2
8 2 B 7 6 5 4 3 2 1
B
8 7 2 B 6 5 2 B 4 3 2 1
B
A 1 A 1 A 1 A
C H
B U S
U S
C H
U S
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
U S
C H
Rev. XL
FMS 1
last update: Nov06
DATABASE
FMS 2
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123.2OO 118.6OO
NAV1 FMS AUTO
123.2OO 118.6OO
NAV2
117.4 116.8
TA/RA
A G M
B H N S X
C I O T Y
D J P U Z
E K Q V
F L R W
COCKPIT
1 4 7 2 5 8 0 3 6 9 +/ /
LH CBP DC BUS 1
COCKPIT
LH CBP
MCDU 1
ASCB LAN ARINC 429 ARINC 429 28 VDC FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS MCDU 1 CONTROL PEDESTAL CONTROL PEDESTAL FWD AVIONICS COMPT MAU 2 (SSM 31-41-80) BACKPLANE BUS ARINC 429 ARINC 429 28 VDC
fms 1
MCDU 2
PROC 4
(SSM 34-10-80) (SSM 31-53-80)
(SSM 34-10-80)
(SSM 31-53-80)
MW 1 FUNCTION
FMS 1 FUNCTION
ADA 2 FUNCTION
ADA 1 FUNCTION
FWD AVIONICS COMPT RS 422 IRU 1 (SSM 34-26-80) ARINC 429 ARINC 429
ARINC 429
(SSM 23-24-80) ASCB ARINC 429 LAN ARINC 429 ARINC 429 LAN FWD AVIONICS COMPT ASCB MIDDLE AVIONICS COMPT ARINC 429 ARINC 429 ARINC 429 RS 422 IRU 2 (SSM 34-26-80)
MAU 2
LAN PORTS
ARINC 429
NIC
NIM
NIM
PROC 5
MAU 3
fms 2
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
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MW 2 FUNCTION
NIC
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Figure 5: Operation
Vert Prof on Map or Profile menus selects Vertical Profile flight path data for display
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FMS pages:
Direct To (DIR) inserts the following prompts on the ACTIVE FLT PLAN pages: Direct Pattern ntercept
DLK TRS CB
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Database
The FMS has three data bases in its memory. There is a navigation database, a custom database, and an aircraft database. For the FMS to operate efficiently, these data bases, or portions thereof, must be accessible through direct memory addressing from the FMS Processor module. For this purpose, the FMS Processor module provides at least 8 Megabytes of nonvolatile Random Access Memory (RAM) dedicated to database storage to store the portions of the FMS data bases that require direct memory addressing. The Database module houses a copy of all three data bases. non-collocated TACAN VORTAC collocated VOR/DME VOR only ILS/MLS -- worldwide Instrument Landing System (ILS) and Microwave Landing System (MLS). Airports -- worldwide airport geographic points for airports with International Civil Aviation Organization (ICAO) identifiers and one hard surface runway at least 4000 feet long. Airport Runways -- worldwide airport runways which are at least 4000 feet in length. Airport Procedures -- worldwide SIDs, STARs, and approach procedures. Named Way points -- worldwide named way points, intersections, and non-directional beacons (NDBs). Unnamed Way points -- way points computed in the process of path/terminator conversions. Airways -- worldwide high and low altitude airways.
Navigation Database
This database contains data on NAVAIDS, airports and airways. The information in the navigation database is updated every 28 days. The database contains two consecutive effectivity cycles, and the correct database may be automatically or manually selected. Automatic selection occurs upon entry of a valid date. Dates are valid if they are greater than or equal to the expiration date of the current cycle. The PRIMUS EPIC Database module provides the storage capacity for at least 32 Megabytes of data for the FMS Navigation Database. There are three ways that data can be retrieved from the database. Ident searches are used when an operator requests a particular data item. Position searches are used to create lists of items within a specified proximity to a data item. NAVAID frequency searches are used to identify which station is being tuned by a radio. The navigation database contains the following types of data: NAVAIDS -- worldwide high altitude VHF Navigation Aids DME only non-collocated VOR/DME TACAN only
FMS Databases:
Navigation: contains data on NAVAIDs, airports, and airways. It is updated every 28 days.
Custom: contains flight plan and waypoint information entered by the flight crew. This database is not updated on a scheduled basis.
CB DLK TRS
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Custom Database
The custom database contains information entered by the pilot. This is where the pilot can create and store flight plans and way points. This database is not updated on a scheduled basis. The PRIMUS EPIC Database module provides the storage capacity for at least 128 Kilobytes of data for the FMS Custom Database.
Aircraft Database
The aircraft database contains all aircraft-specific performance parameters. After each flight, all learned data is saved to the file automatically. Thus, all performance data (learned and fixed) is contained in the file. The aircraft database file is only used for predictions in the FULL PERF mode. The aircraft database file also contains all aircraft- specific data needed for speed selection logic and MCDU displays. The PRIMUS EPIC Database module provides the storage capacity for at least 32 Kilobytes of data for the FMS Aircraft Database.
FMS Databases:
Aircraft: contains all aircraft-specific performance paramters. After each flight, all learned data is saved to thisfile automatically.
CB DLK TRS
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Data Loading
The data loader provides a means to load database information (navigation, aircraft, or custom) or save stored information Data bases can also be crossloaded between FMSs.
Abnormal Operation
In the unlikely event that the FMS becomes inoperative in a dual FMS installation, the crew may rely on the remaining FMS for all of the functions performed by the FMS. If both FMS fail, or in the case of a single FMS installation, the crew may rely on other navigation instruments for the information normally provided by the FMS. In the event an FMS becomes inoperative and cannot be used to perform the required operations, a Crew Alerting Message (CAS) is posted on the Engine Indicating and Crew Alerting System (EICAS) display. For a dual FMS configuration, if one FMS fails, only the remaining FMS will be controlled by its corresponding MCDU.
Figure 9: DMU
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34-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
1 0 0 0
Deleted, Rev. 3. (O)May be inoperative provided at least one SAT indication is available.
| | |
23-00 Standby Magnetic Compass System 25-00 Head Up Guidance *** System (HGS)
B 1 B 1 D 2 D
0 0 1 0
(O)May be inoperative provided any combination of three IRS stabilized Compass Systems are installed and operative.
| | | | | | |
(O)May be inoperative provided: a) Any combination of two IRS stabilized Compass Systems operate normally, and b) Airplane is operated with Dual Independent Navigation Capability and under Positive Radar Control by ATC on the enroute portion of the flight. May be inoperative provided approach minimums or operating procedures do not require its use. NOTE: Any mode which operates normally may be used.
15-07 Static Air C 4 Temperature (SAT) Indications 15-09 True Airspeed C 2 (TAS) Indications
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------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
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31-00 Radio Altimeter System 1) ERJ-170 Airplanes equipped with FADEC 4.12
C 2 C 2 A
1 1 0
(M)Radio Altimeter 2 may be inoperative provided: a) System is deactivated, and b) Approach minimums or operating procedures do not require its use. (M)May be inoperative provided: a) System is deactivated, and b) Approach minimums or operating procedures do not require its use. (M)May be inoperative provided: a) System is deactivated, b) Approach minimums or operating procedures do not require its use, c) Ground Proximity Warning System (GPWS) Modes 1-4, Mode 5, Advisory Callouts and Windshear Mode are considered inoperative, d) Traffic Alert and Collision Avoidance System (TCAS) is considered inoperative, and e) Repairs are made within two flight days.
| | | | | | | | | | | | | |
32-00 Very High Frequency Navigation Systems (VHF NAV) 1) VOR/ILS Systems 2) Marker Beacon Systems
C 2 C 2
Any in excess of those required by FAR may be inoperative. May be inoperative provided approach minimums do not require its use.
2) ERJ-190 Airplanes and ERJ-170 Airplanes equipped with FADEC 5.1 and on
| | | | | |
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------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-5 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION ------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-6 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
0 0 0 1 0 0 0
(O)May be inoperative provided: a) Alternate procedures are established and used, and b) Repairs are made within two flight days. (O)May be inoperative provided: a) Alternate procedures are established and used, and b) Repairs are made within two flight days. May be inoperative provided: a) GPWS is considered inoperative, and b) Repairs are made within two flight days. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided: a) Advisory callout not required by FAR, and b) Alternate procedures are established and used. (Continued)
| | | | | | | | | | | | |
41-00 Terrain Awareness and Warning System (TAWS) (Cont'd) *** 1) Ground Proximity Warning System (GPWS) (Cont'd) e) Windshear Mode (Reactive)
C 1 C 1
0 0
(O)May be inoperative provided: a) Alternate procedures are established and used, and b) Windshear Detection and Avoidance System (Predictive) operates normally. (O)May be inoperative provided: a) Alternate procedures are established and used, and b) Takeoffs and landings are not conducted in known or forecast windshear conditions. (Continued)
| | | | | | | | |
b) Test Mode
| | |
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MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-7 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
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0 1 0 0 0
(O)May be inoperative provided alternate procedures are established and used. Any in excess of those required by FAR may be inoperative. (M)May be inoperative provided: a) Antenna sweep is parallel to aircraft pitch axis, and b) Antenna tilt operates normally.
| | | | | | | | | | | | | |
2) Terrain System B 1 - Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alert (PDA) Functions a) Terrain Display Functions 3) Runway Awareness & Advisory System (RAAS) C B C 1 C B 1
43-00 Traffic Alert and B Collision Avoidance System II (TCAS II) 2) Traffic Alert Display System(s) 1) Resolution Advisory (RA) Display System(s) C C 2 C C
0 0 1 0 0
(M)May be inoperative provided: a) System is deactivated and secured, and b) Enroute or approach procedures do not require its use. (M)(O)May be inoperative provided: a) Not required by FAR, b) System is deactivated and secured, and c) Enroute or approach procedures do not require its use. May be inoperative on non-flying pilot side. (O)May be inoperative provided: a) Traffic Alert (TA) visual display and audio functions are operative, b) TA only mode is selected by the crew, and c) Enroute or approach procedures do not require its use. (O)May be inoperative provided: a) RA visual display and audio functions are operative, and b) Enroute or approach procedures do not require its use.
| | | | | | |
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------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-9 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-10 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
44-00 Lightning Sensor *** System 51-00 Distance Measuring Equipment (DME) Systems
D D
0 0 1 0 0 1
Any in excess of those required by FAR may be inoperative. May be inoperative provided: a) Enroute operations do not require its use, and b) Prior to flight, approval is obtained from ATC facilities having jurisdiction over the planned route of flight. Any in excess of those required by FAR may be inoperative. May be inoperative provided: a) Enroute operations do not require its use, and b) Repairs are made prior to the completion of the next heavy maintenance visit. Any in excess of those required by FAR may be inoperative. May be inoperative provided procedures do not require its use. | | | | | | | |
0 1
(O)May be inoperative provided alternate procedures are established and used. One may be inoperative provided procedures do not require its use. (O)May be out of currency provided: a) Current Aeronautical Charts are used to verify Navigation Fixes prior to dispatch, b) Procedures are established and used to verify status and suitability of Navigation Facilities used to define route of flight, and c) Approach Navigation Radios are manually tuned and identified.
52-00 ATC Transponders B and Automatic Altitude Reporting Systems D 1) Elementary A and Enhanced Downlink Aircraft Reportable Parameters not Required by FAR D C D 2
53-00 Automatic Direction Finder (ADF) System 56-00 Global Positioning System
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Table of content
22-10 Autopilot general
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 YAW DAMPER/TURN COORDINATION . . . . . . . . . . . . . . . . . . . . 1 Automatic Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 AIOP Modules (FGCS Function) . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 AIOP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 System Servos/ Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Servo Functions and Operations . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Autopilot Aileron Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Aileron PCUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Hydraulic System (ATA 29-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Autopilot Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Elevator Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Cockpit Control Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Hydraulic System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Rudder Turn Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Autopilot Rudder Control (for CAT III) . . . . . . . . . . . . . . . . . . . . . . 41 Optional Rudder Servo (CAT III a) . . . . . . . . . . . . . . . . . . . . . . . . . 43 Cockpit Control Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Hydraulic System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 CAT (category) II (APPR II) Engagement . . . . . . . . . . . . . . . . . . .51 LOC frequency or inbound course mismatch. . . . . . . . . . . . . . . . .51 ILS APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Autoland CAT IIIa, CAT IIIb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Align Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Flare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Rollout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 De-Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Autoland Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Autoland Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
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A and lane B both must be operational for the servos in that channel to be active and engaged.
AUTOPILOT
The autopilot supplies automatic pitch and roll guidance by sending commands to the elevator and aileron servos, through the CAN (Controller Area Network) bus. The commands start to move the cockpit control columns and control yoke in the commanded direction. Then the primary flight control system senses the cockpit control column/wheel position changes and directly commands the elevator and aileron control surfaces to carry out the autopilot pitch and roll guidance. The autopilot control authority is limited to the safe range of motions for the aircraft.
The FGCS is designed and built in dual channel architecture, configured in a master / slave arrangement. The master (or active) channel provides the computed control and monitoring functions. The slave (or stand-by) channel operates in a back-up mode as a hot spare. In the event that the active channel detects a failure, or it is otherwise disabled, the channel priority switches to the stand-by channel. The new active channel continues to provide the required functions, with no interruption to AFCS functionality during channel transition. When the original channel recovers from the invalid condition, it resumes the role of the stand-by channel. Assignment of priority alternates between the channels on power-up. Alternating channel priority is required to limit the exposure of either channel to a latent fault. The master AFCS/FGCS channel could be manually selected by using the MCDU (Multi function Control Display Unit) SETUP Page. Each AFCS module has failpassive/fail-safe processing, with no reliance on the other AFCS channel. No single fault within the AFCS can cause a hazard to the aircraft. The FGCS functions (autopilot, yaw damper/turn coordination, automatic pitch trim and flight director) are contained in the four AIOP (Actuator InputOutput Processor) modules. These four LRM (Line Replaceable Module) are installed in the MAU (Modular Avionics Unit) modules, and they are interfaced with the other MAU modules, using the ASCB (Avionics StandardCommunication Bus) data bus. The AIOP modules are also interfaced to the other, external to MAU, avionics and flight controls equipment and systems, as appropriate and required for the AIOPs function. Two AIOPs operate in each channel. These modules are identified as lane A and lane B. The modules in these two lanes have the same software, but do separate, complementary, and similar functions that depend on the lane. The AIOPs in lane
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Flight Director
The FGCS calculates the FD guidance commands for display on the PFD (Primary Flight Display)s. The FD is selected using the SRC push button on the GP (Guidance Panel). Only one vertical mode and one lateral mode are allowed to be armed at one time.
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FMS
IRS
RADAR ALTIMETER
FLIGHT DIRECTOR
AUTOMATIC PILOT
VHF NAV
AIOP
AIOP
CAN BUS
AUTOPILOT SERVOS
PFD
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Notes:
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Page 5
CONTROL YOKE
AILERON
MAU'S
LVDT
LVDT
AIOPS
FCMS
P-ACES
AILERON SERVO
ACTUATOR
ACTUATOR
ACTUATOR
ACTUATOR
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C A
FWD AVIONICS COMPT FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) FCM1 MODULE (SSM 27-03-80) DC POWER (SLOT 7) (SSM-24-61-80) DC BUS 1 28 VDC SPDA 1 (SSM 24-61-80)
A
T YP IC AL
GLARESHIELD PANEL GUIDANCE PANEL (SDS 22-11) (MPP 22-11-01 ) CHANNEL A CHANNEL B
B
LH CB PANEL AFCS PANEL PWR 2 28 VDC 5 COCKPIT FWD AVIONICS COMPT MAU 2 (SSM 31-41-80)
DC BUS
FCM2 MODULE (SSM 27-03-80) CONTROL PEDESTAL MCDU 1 PROC1 MODULE (ADA FUNCTION) (SSM 31-41-80) (SSM 34-61-80)
ARINC 429
PILOT CTRL YOKE AP/TRIM DISC PUSHBUTTON (SDS 22-11) (MPP 22-11-02)
COPILOT CTRL YOKE AP/TRIM DISC PUSHBUTTON (SDS 22-11) (MPP 22-11-02)
(SSM 34-61-80)
C
RADAR ALTIMETER UNIT (SSM 34-31-80)
C
CENTER FUSELAGE III RADAR ALTIMETER UNIT (SSM 34-31-80)
RS 422
BACKPLANE
AIOP1A MODULE (SSM 31-41-80) ARINC 429 FWD AVIONICS COMPT IRU 1 ARINC 429 AIOP1B MODULE (SSM 31-41-80) CAN BUS CAN BUS A B (SSM 34-26-80) ARINC 429 FWD AVIONICS COMPT IRU 2 (SSM 34-26-80) ARINC 429
ASCB
SHEET 2
SHEET 2
SHEET 2
SHEET
SHEET
SHEET
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Figure 5: Flight Guidance And Control System (FGCS) - Block Diagram Note: Valid for aircraft with rudder servo installed.
E F H J
H
SHEET 1
SHEET 1
SHEET 1
SHEET 1
SHEET
SHEET
CAN BUS
CAN BUS
CAN BUS
CAN BUS
CAN BUS
ASCB LH CB PANEL AP SERVOS PITCH 1 5 AP SERVOS ROLL 1 5 28 VDC 28 VDC AUTOPILOT ELEVATOR SERVO (SDS 22-11) (MPP 22-11-05) COCKPIT FWD AVIONICS COMPT
DC BUS
LH WING FAIRING
AUTOPILOT AILERON SERVO (SDS 22-11 ) (MPP 22-11-04) FWD AVIONICS COMPT MIDDLE AVIONICS COMPT MAU 3 (SSM 31-41-80) NIM MODULE (SSM 34-02-80)
J
MIDDLE AVIONICS COMPT
(SSM 31-41-80)
(SSM 31-41-80)
(SSM 31-41-80)
(SSM 27-03-80)
(SSM 34-51-80)
(SSM 27-03-80)
AIOP2B MODULE
NIC MODULE
FCM3 MODULE
FCM4 MODULE
(SSM 34-32-80)
(SSM 34-53-80)
(SSM 34-32-80)
BACKPLANE
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(SSM 34-51-80)
DME1 MODULE
ADF1 MODULE
DME 2 MODULE
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For ADS (Air Data System): Baro-corrected altitude Altitude rate Pressure altitude Vertical speed Mach number CAS (Calibrated Airspeed) TAS (True Airspeed) Dynamic pressure VMO (Maximum Operating Velocity) Mmo (Maximum Mach Operation) For the other sensors and systems: Monitor and warning system Servos and position sensors Integrated pitot static AOA (Angle of Attack) sensor (AOA data) Proximity sensing system APM (Aircraft Personality Module) Flaps system data Radio altitude Radio navigation data FMS (Flight Management System) The FGCS includes the components that follow: Autopilot aileron servo Autopilot aileron cable Autopilot elevator servo Autopilot elevator cable AP/TRIM DISC push button AP/FD TCS push button
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MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
B U S
C H
Rev. XL
AFCS 1
AFCS 2
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Autopilot System
The design of the FGCS relies on a dual channel architecture (i.e., dual redundant AFCS consisting of two AIOP modules per channel) to achieve an automatic fail operational / fail passive capability. Each AFCS channel has a priority manager function, which determines whether a channel is active or stand-by. This determination is based on system / function availability requirements and channel capability. Assuming the channel is capable of performing the intended function, channel priority for all functions, except those performed by the Stall Warning and Protection System, is selectable by the pilot via the MCDU SETUP Page menu. Channel priority is designed in such a way that it automatically transfers systems operation to the stand-by channel when a failure is detected in the active channel. In order to minimize exposure to latent system failures and to enable the flexibility in the aircraft dispatching (dispatching with only one AFCS channel available), the AFCS is designed in such a way as to automatically transfer the priority after an on-ground power-up to the channel that was designated as the stand-by channel during the previous flight leg, if the other channel (previously being active) is considered failed. The FGCS (AIOP) software modules include processing for FGCS command computations (in accordance with the systems control laws), as well as processing for the systems commands and performances monitoring. The parallel servo interfaces with each AFCS channel via a digital bi-directional CAN bus, a motor enable discrete, and a clutch enable discrete. The servo only accepts commands from the master AFCS channel. If more than one AFCS is shown as master indicating a system failure, the servo does not accept an AFCS command. Servo drum position synchro excitation is only provided by the master channel. Servo selection (linkage ratio and PGR ratio) is made on the basis of a predicted control system loads and linkage ratio information provided by the primary flight control system.
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AIOP Description
The Actuator I/O with Processor Module is a dual slot, single lane module that consists of two interconnected circuit cards (I/O card and Processor card) with an optional mezzanine card. The I/O card contains no software and the processor card communicates directly with the I/O card via the PCI Local bus. The I/O module is primarily dedicated to an actuator control, excitation / demodulation of position sensors, and to the control of functional enable and disable control lines. The I/O card has a generic design and thus has unused I/O capacity for future growth. While the AIOP handles a significant portion of the AFCS I/O, there is AFCS I/O routed through other Primus Epic hardware. Signals chosen to be routed through the I/O portion of this card fall into one or more of the following categories: Signals whose unique interface requirements (CAN bus, high-current output drivers) are not available on the generic Primus Epic I/O cards. Signals that are used for real-time control and/or monitoring, which require minimization of the system transport lag. Signals that could be routed through other I/O cards but they are routed through this card because of its spare capacity. The I/O portion of this card contains the following circuits: ARINC 429 receivers and transmitters Ground open discrete inputs 28VDC open discrete inputs Ground open quick disconnect discrete inputs Low-current 28 VDC - open output discrete High-current 28 VDC - open output discrete (used primarily to interface with servo clutches) The AIOP basic functions can be defined as follows: AC sensor excitation.
Each AIOP provides its own sensor excitation reference and position sensor input demodulation and filtering for LVDT, RVDT, and resolver type sensors. Analog input processing circuits, including AC demodulation circuits. Demodulated signals are filtered, scaled and they are converted to digital form through a 12 bit A/D. Controller Area Network (CAN) busses. The elevator and aileron smart servos are commanded through this digital serial data bus, and the actuator status is received through the same bus. There are two CAN bus interfaces on the AIOP module. Heartbeat and power monitor functions that are capable of neutralizing the AIOP discrete outputs. All of the high-current 28VDC-open discrete outputs and selected low-current discrete outputs have additional quick disconnect input hardware logic that preempts processor control and, when activated, will force the output to an open (disengaged) state. The quick disconnect inputs are also read by software as discrete inputs to enable the system disconnect under software control. The architecture of the AFCS/FGCS requires a minimum of two Actuator I/ O with processor modules for engaged operation. The two AIOPs provide two independent paths for command and monitoring of the autopilot actuators. These modules are identified as lane A and lane B. The two lanes are hardware and software identical, but perform differently, handling separate, complementary, and similar functions depending on the lane. Both AIOPs (Lane A and Lane B) must be functioning correctly in order for the servos to be actively engaged. The AIOP extracts necessary data from the ASCB bus as well as from directly connected signals. Actuator status, positions and aircraft interface discrete are read and placed for transmission on the ASCB bus. Monitoring of inputs, outputs and internal operations is performed, as necessary, to meet the system safety requirements.
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GUIDANCE PANEL
CHANNEL A
CHANNEL B
PILOT MCDU 1
COPILOT MCDU 2
MAU 3
AIOP 1B
AIOP 2B
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Figure 7: Aileron
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Aileron PCUs
The PCUs are mechanically controlled through the cable system and are hydraulically powered. The inboard and outboard PCUs are powered by hydraulic systems #2 and #3 respectively. The hydraulic systems are distributed as required to provide the redundancy necessary to meet the system safety analysis. The two PCUs attached to each aileron surface operate in an active configuration. The aileron PCUs location and attachment are shown. An LVDT is attached to each surface to provide surface position information to the flight data recorder and to the pilots via the EICAS.
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There are three hydraulic systems on the ERJ 170. System pressure for hydraulic systems 1 and 2 is supplied by an engine driven pump (EDP) and an AC electric motor pump (ACMP) for each system. The ACMPs provide additional hydraulic flow capacity when demand is high and provide backup for the EDPs following an engine failure. Hydraulic system 3 is powered by two ACMPs, which are normally on during the entire flight. System 3 also is backed up by the RAT. With the necessity of maintaining roll control with minimal drag for the twoengine-out situation, the outboard aileron PCU on each wing is powered by hydraulic system #3. The inboard PCU on each wing is powered by hydraulic system #2. In the rotor burst area, no single fragment can disable both of the aileron PCUs on each wing through hydraulic line severance. Hydraulic system #3 is located entirely behind the rotor burst zone and is not affected by such failure. The hydraulic distribution system can be seen.
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GUIDANCE PANEL
CHANNEL A
CHANNEL B
PILOT MCDU 1
COPILOT MCDU 2
MAU 3
AIOP 1B
AIOP 2B
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Elevator Servo
An autopilot servo actuator is connected to the left-hand control column on the baseline aircraft. An optional second autopilot servo actuator can be connected to the RH control column. Cockpit Control Transducers (LVDTs) are used to transfer the mechanical motion of the control columns into electrical commands that are sent to the P-ACEs.
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AIOP1B
FCM 4
CAN BUS
P-ACE
SURFACE SENSOR
CAN BUS
AIOP2A
FCM 1
P-ACE
CAN BUS
R U D D E R
SURFACE SENSOR
AIOP2B
FCM 3
Filename: Rudder Control Signal Flow 6/13/2002 Rev -
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MAU 2
C ONTR OL I/O
P ILOT MCDU 1
C OP ILOT MCDU 2
AIOP 1B
AIOP 2B
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Operation
AUTOPILOT SYSTEM The autopilot system supplies the pitch and roll control with the autopilot servos and aircraft trim system. The AFCS pitch and roll commands to the autopilot servos go through the CAN bus. The autopilot control authority has the constraints that follow: Limits are set so that the maximum overpower forces are not more than 75 lb in pitch and 50 lb in roll, as measured at the control column. The aircraft roll rate has a limit of +/- 7.5 degrees or second. The aircraft pitch rate limit is a function of the true airspeed to limit the acceleration changes to +/- 0.3 g in a straight and level flight. The autopilot can engage through the range of +/- 25 degrees pitch and +/- 35 degrees roll. When engaged, the autopilot system decreases the pitch and roll angles below those control limits. The autopilot control limit for roll is +/- 35 degrees unless it is in the APR (approach) mode. The limits decrease from +/- 25 degrees above 200 feet radio altitude to +/- 5 degrees at 0 ft radio altitude when in the APR mode. The autopilot pitch control limit is 20+/- degrees. In the APR, the nosedown pitch limit is programmed below 300 ft. The autopilot is set with the autopilot engage/disengage push button on the GP. When the autopilot is engaged, the autotrim function and YD (Yaw Damper) function start if they are not already on. The manual cancellation of the autopilot system does not cancel the YD. The autopilot system disengages when: The manual trim switches are activated. The QD switches are activated. The stick shakers are activated. The fly-by-wire system is in the direct mode.
The aileron or elevator control system disconnect unit shows that the pilot and copilot control systems are no longer connected. A column force monitor trips. The autopilot system can engage with or without active FD guidance modes. When no vertical FD mode is on, the autopilot system is in the flight path angle (FPA) hold mode. When no lateral AP mode is on, the autopilot system is in roll hold, wings level, and/or heading hold. A YD failure with the autopilot engaged does not cause the autopilot system to disengage. When pitch or roll FD guidance modes have been set, the autopilot system connects itself to the pitch and/or roll commands given by the flight guidance function. When the TCS button on the pilot or copilot control yoke is pushed, the AFCS releases the aileron and elevator servo clutches to neutralize the autopilot system. The release of the TCS button causes the autopilot clutches to re-engage. The letters AP come into view on the PFD when the autopilot system is engaged. The AP annunciator on the PFD shows when the autopilot is engaged. The autopilot annunciation is on the FMA section of the PFD. When the autopilot is disengaged normally, an aural alert is started. When the autopilot disengages abnormally, a caution CAS (Crew Alerting System) message and an aural alert are given. To cancel the annunciation and the aural alert, the pilot or copilot pushes and holds the AP/TRIM DISC push button on the control yoke for a period of 2 s minimum.
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CONTROL YOKE
AILERON
MAU'S
LVDT
LVDT
AIOPS
FCMS
P-ACES
AILERON SERVO
ACTUATOR
ACTUATOR
ACTUATOR
ACTUATOR
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If the green APPR 2 annunciation is displayed and one of the following conditions is achieved, the amber APPR 1 ONLY annunciation flashes active characters inverse video for 5 seconds, then steady in conjunction with RA minimum selected digital read-out: No valid radio altitude displayed. Aircraft no longer APPR 2 capable. Flaps position other than below 800 ft. CAS message SLAT-FLAP LEVER DISAG shows. Either minimums selected readouts change from RA to BARO.
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ILS APPROACH
During execution of the ILS approach, Autopilot Approach Status Annunciator displays the current status of the system and alerts whether the intended approach matches system capabilities. The RA/BARO selector and RA Minimums setting inform the system what is the intended approach. When ILS modes are requested via APP button, system arms for the highest capability available. If all necessary requirements are not accomplished, an EICAS message is presented during flight and informs that category II ILS approach mode is not available. The intended approach is informed to the system setting the barometric correction via control knobs on Display Controller panel (guidance panel). CAT1 set RA/BARO selector to BARO (both sides) CAT2 set RA/BARO selector to RA and adjust Minimums to 80 ft or above The operational conditions to accomplish a CAT II approach are: RA/BARO set to RA and Minimums set at 80 ft or above Both NAV set to correct LOC frequency Both PFDs set to correct LOC inbound course (V/L or Preview) Flap 5 All described conditions established at or above 800 ft RA
If the flap setting is the only remaining condition to be satisfied for CAT II, the armed status will remain displayed down to 800 ft RA, suggesting there is still one pilots action pending. The ILS approach check points are the following: 1500 ft RA system starts trying to engage highest capability available. 800 ft RA system freezes highest capability available, not allowing approach upgrades anymore.
last update: Jun06 FOR TRAINING ONLY - Reproduction Prohibited
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Fail-Passive Autoland
PVR
Operational Approval
700 ft (200 m)
CAT IIIa
AUTOLAND 2 (follow on) Fail-Passive Autoland With Rollout GuidanceTo Safe Taxi Speed
CAT IIIb
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Autoland
Autoland 1 Fail-Passive Autoland with Limited Rollout capability Autoland 2 Fail-Passive Autoland with Extended Rollout capability Unique Autoland Modes: Align Flare Rollout De-Rotation
Rollout
The ailerons are gently moved toward neutral during ground rollout mode. This allows the aircraft to maintain a safe lateral trajectory until the nose lowering control law has completed the landing.
De-Rotation
Vertical guidance to bring the nose gear into contact with the runway.
Align Mode
Magnetic Heading and Track Angle are used to produce guidance through a parallel rudder servo to align the aircraft with the runway prior to touchdown, reducing any crab angle due to cross wind.
Flare
Vertical guidance to transition from glideslope track to touchdown, landing the aircraft within the longitudinal runway dispersion requirements. A flare bias is injected into the horizontal stabilizer trim command during Autoland and prior to engagement of the flare mode. It produces a definite, but slight, nose up trim in order to prevent a nose down transient in the event of an automatic disconnect during flare.
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AUTOLAND 2 1500ft AUTOLAND 2 SPD RETD AP T ALIGN 150ft AT AT FLARE 50ft RETD 30ft Main Wheel Touchdown AT quick disconnect button Touchdown +5seonds (Autoland AP 1)
Or AP disconnect (Autoland 2)
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Autoland Failures
Failure response when Autoland is Engaged varies with height. Above 800 ft automatic channel transfers may allow AP and Autoland to remain engaged. Below 800 ft automatic channel transfers result in loss of autopilot or Autoland depending on the failure. Autoland 2 is not allowed to degrade directly to Autoland 1
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1500 ft Autoland ist armed but unable to engage because the flaps are not set to 5. Aircraft secends below 800 ft RA Minimums Box also flashes amber as thes needs to be re-set to CAT 1 BARO MIN APPR 1 ONLY disapears when minimums correctly set
APPR 1
RA 50
OR GO AROUND
BARO RA 200 50
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Autoland Failures
If the autopilot remains engaged, loss of Autoland results in a red "NO AUTOLAND" annunciation being displayed and if appropriate an amber flashing minimums box on the PFD. The modes ALIGN, FLARE, D-ROT, and RLOUT are removed from the FMA and a single "NO AUTOLAND" aural alert sounds. The red "NO AUTOLAND" annunciation is removed when any of the following is true: The TOGA pushbutton is pressed The AP quick disconnect pushbutton on either wheel is pressed The FGCS flight director mode is Go-Around or Takeoff Autopilot warnings have priority over Autoland warnings
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RALT 1 FAIL S ystem re verts to highest a va ilable approach mode. After 5 seconds the AP PR 2 ONLY caution appears to prompt crew. When the correct CAT 2 minimums is s et the caution disappea rs. OR GO AROUND
last update: Jun06
APPR 2 LOC GS
ALIGN FLARE
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Notes:
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SPDT
AP AT
RA 50
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Chapter 22-11
Page 1
Diplay Controller
Guidance Control
Diplay Controller
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Guidance Panel
The GP is on the glareshield panel in the cockpit. The dual channel GP supplies the means for the selection of all FGCS flight director functionality. Each channel communicates with one AFCS channel 1 or 2. For the FGCS functions, the GP serially transmits the pushbutton data through the private RS-422 serial links to the MAU control I/O modules. The FGCS uses a second path (direct discretes) to send the GP a validation of the operator selections by turning the annunciators for each pushbutton on or off. If an FD mode is armed or engaged, the annunciator for the pushbutton comes on. The annunciation of the modes and the autopilot engage status also shows on the PFD. The controls on the GP are placed in five functional groups as follows: Lateral guidance control AFCS control Speed control Vertical guidance control DCP (Display Control Panel)
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REVERSIONARY PANEL PILOT CHRONOMETER PB ON-SIDE IRS REV PB EICAS DECLUTTER OVERRIDE PB T/O CONFIG CHECK PB
THROTTLE CONTROL QUADRANT (TCQ) TOGA SIGNAL 1 TOGA SIGNAL 2 PILOT CONTROL YOKE TCS NO. 1 AP QD COPILOT CONTROL YOKE TCS NO. 2 AP QD
COPILOT CHRONOMETER PB
LEFT GP (J2)
RIGHT GP (J3)
GUIDANCE PANEL
(RS-422) CONTROL I/O 1 ANNUN VALID BTN PNL ARM BACKPLANE BUS DATA (RS-422) DATA (RS-422) STROBE (RS-422) CLK (RS-422) NIC TO OTHER AIRCRAFT SYSTEMS
(RS-422) ANNUN VALID BTN PNL ARM DATA (RS-422) STROBE (RS-422) CLK (RS-422) TO OTHER AIRCRAFT SYSTEMS ASCB NIC BACKPLANE BUS DATA (RS-422) CONTROL I/O 2
ASCB
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SPEED/AT MODE
STATUS
SRC
LATERAL
VERTICAL
Lateral/Vertical FD modes will be combined when applicable ( ie. Approach modes) Armed FD and SPEED modes will be displayed below active line When the FMS source is selected the FD mode will be identified by color without the use of the letters V and L
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Notes
Vert Speed Preselect Bug Airspeed Preselect Bug Aircraft Symbol Horizontal Deviation Display Heading Select Readout Course Select Readout Heading Select Bug Course Select/ Desired Track Pointer Vertical Deviation Display
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The Auto P ilot ha s two cha nne ls which a lte rna te a utoma tica lly by s ys te m or by pilot input.
The AP provides automatic pitch and roll control of the airplane through the elevator and aileron AP servos.
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TCS
Quick Disconnect The autopilot shall command the servo clutches to disengage while TCS is active. The autopilot shall automatically reengage the servo clutches and resynchronize references when TCS deactivates.
last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
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Notes
CAS MESSAGE AFCS FAULT AFCS PANEL FAIL AFCS PANEL FAULT AP FAIL AP FAULT AP PITCH MISTRIM AP PITCH TRIM FAIL AP PITCH TRIM FAULT AP ROLL MISTRIM APPR2 NOT AVAIL AT FAIL AT FAULT AT NOT IN HOLD DISPLAY CTRL FAIL DISPLAY CTRL FAULT ENG TLA NOT TOGA ENG TLA TRIM FAIL FD FAIL FD FAULT FD LATERAL MODE OFF FD VERT MODE OFF YD FAIL YD FAULT YD OFF
TYPE ADVISORY ADVISORY ADVISORY CAUTION ADVISORY CAUTION CAUTION ADVISORY CAUTION ADVISORY CAUTION ADVISORY CAUTION CAUTION CAUTION CAUTION ADVISORY ADVISORY ADVISORY CAUTION CAUTION ADVISORY ADVISORY ADVISORY
DESCRIPTION Loss of Redundancy of the AFCS Failure of the AFCS portion of the Guidance Panel Fault of the AFCS portion of the Guidance Panel Failure of the Autopilot Failure of a Single Channel of the Autopilot The AP Detects a Pitch Mistrim Condition Failure of the AP Pitch Trim Function Failure of a Single Channel of the AP Pitch Trim Function The AP Detects a Roll Mistrim Condition CAT II Is Not Available Failure of the Autothrottle Function Failure of a Single Channel of the Autothrottle Function The Autothrottle is not in Hold Failure of the Display Controller portion of the Guidance Panel Fault of the Display Controller portion of the Guidance Panel The Thrust Lever is not in TOGA Position Failure of Engine TLA Trim Failure of Flight Director Failure of a Single Channel of the Flight Director Failure of the Flight Director Lateral Mode Failure of the Flight Director Vertical Mode Failure of the Yaw Damper Failure of a Single Channel of the Yaw Damper Yaw Damper is Off
FAULT CODE 22102200 22100200 22100300 22100400 22100500 22100600 22100700 22100800 22100900 22000100 22300100 22300200 22300300 22102000 22102100 22300400 22300500 22101100 22101200 22101300 22101400 22101700 22101800 22101900
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FILE TRANSFER
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MAU
ARINC 429 MAU to FADEC CH A
Channel B
RIGHT ENG INE FADEC ARINC 429 FADEC to MAU A RINC 429 MAU to FADEC CH B Channel B Channel A ARINC 429 MAU to FADEC CH B
ARINC 429 TCQ to MAU AT Quick Disconnect Signal 1 Left AT Servo Enable Right AT Servo Enable
ARINC 429 TCQ to MAU AT Quick Disconne ct Signal 2 Left AT Servo E nable Right AT Servo Enable
Guidance Panel Control I/O Module 1 GP Serial Bus AT Engage/Disengage Switch GP Serial Bus A T Engage/Disengage Switch ARINC 429 - MCDU Output B us MCDU 2 ARINC 429 - MCDU Input Bus Control I/O Module 2
ARINC 429 - MCDU O utput Bus A RINC 429 - MCDU Input Bus MCDU 1
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AT Disconnect
TOGA switch
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Autothrottle Annunciation
- AT disengaged normally
- AT disengaged abnormally
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Provides automatic selection of the appropriate N1 rating based on the phase of flight THRUS T RATING Provides input for display S ELECTION ON Allows for manually selected thrust ratings MCDU
Thrust ratings include:
MTO MCLB MCRZ Manual
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# 1 2
Cat. A A
CASCADED MESSAGE
K3 K3 K4 K5
AT NOT IN HOLD
Autothrottle is not in TO Hold while the aircraft is in TO Hold mode r efion (beyond 60 kt IAS during TO roll and below 400 ft AGL) Selected Sync function is unavailable Selected Sync function is unable to perform the pilot selected function to an authority limit
K3 K5 K3 K5
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22-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 22-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 22-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
10-00 Autopilot Channels 10-12 Mach Trim Channels (ERJ-190) 10-14 Yaw Damper Channels 10-16 Flight Director Channels
B 2 B 2 B 2 B 2
0 1 1 1 1
May be inoperative provided operations do not require their use. One channel may be inoperative provided operations do not require its use.
| | |
C 2 C 2
1 0 0 0 0 0 0 0 0 0
May be inoperative provided operations do not require its use. May be inoperative provided operations do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. (Continued)
3) Autopilot (AP) B 1 Button 4) Yaw Damper (YD) Button 5) Source (SRC) Button 6) Airspeed to Mach (PUSH IAS/MACH) Change Button 7) Navigation (NAV) Mode Button 8) Heading (HDG) Mode Button C 1 C 1 C 1 C 1 B 1
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 22-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 22-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 22-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
11-01 Guidance Panel (Cont'd) 11) Heading Selector (HDG SEL) Knob 12) Heading Synchronization (PUSH SYNC) Button 13) Flight Level Change (FLCH) Mode Button 14) Vertical Navigation (VNAV) Mode Button 15) Altitude Hold (ALT) Mode Button 16) Feet to Meter (PUSH FT-M) Change Button 17) Flight Path Angle (FPA) Mode Button
B 1 C 1 C 1 C 1 C 1 C 1 C 1
0 0 0 0 0 0 0 0
May be inoperative provided operations do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided operations do not require its use. May be inoperative provided operations do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. (Continued)
0 0 0 1 0 0
May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided Autothrottle Channels are considered inoperative and not used. | | | |
19) Vertical Speed C 1 (VS) Mode Button 20) Vertical Speed C 1 (VS DN UP) Selector Thumb Wheel 21) Autothrottle (A/T) Button B 1 A 2 C 2 B 2
11-02 Autopilot/Trim Disengage (AP/TRIM DISC) Buttons 11-03 Autopilot/Flight Director Touch Control Steering (AP/FD TCS) Buttons 30-00 Autothrottle Channels
One may be inoperative on non flying pilots side provided: a) Autopilot is not used at less than initial approach altitude, and b) Repairs are made within two flight days.
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------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 22-5 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
JOINT AVIATION AUTHORITIES MASTER MINIMUM EQUIPMENT LIST SUPPLEMENT AIRCRAFT EMBRAER 170
(1) System & Sequence Numbers Item
PAGE S22-1
C 2 B 2
1 0
22 Auto Flight Control System -10-00 Autopilot Channels B 2 0 May be inoperative provided operations do not require their use. NOTE: this system is required to be operative for RVSM operations.
-11-01 Guidance Panel (GP) 3) Autopilot (AP) Button B 1 0 May be inoperative provided operations do not require its use. NOTE: this system is required to be operative for RVSM operations. 15) Altitude Hold (ALT) Mode Button C 1 0 May be inoperative provided operations do not require its use. NOTE: this system is required to be operative for RVSM operations.
-11-02
One may be inoperative provided autopilot is not used below 1500 ft AGL.
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ATA 23 Communication
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Table of Content
23-00 Communication Introduction, System Description, VHF COMM . . . . . . . . . . . . . . . .1 Communication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 System Network, MAU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The Audio Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 The Audio Panels (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Optional SELCAL System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 RAMP Interphone Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 RAMP CALL HORN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Radio Tuning, Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . .23 Radio Tuning, Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . .25 23-11 High Frequency HF Communication System (ATA 23-11-00) (optional) . . . . . . . . . .1 HF LRU/ Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . .3 HF Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Modes and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CMF Datalink Application- Air Traffic Service (ATS) . . . . . . . . . . . . 5 Operation with other Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Access to the CMF pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 23-00 MEL (Example)
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23-00 Communications
Introduction
The ERJ170 communication system is based on the digital audio system and has three main systems: The radio communication system, The Flight and interphone system and the Passenger announcement system. The radio communication system enables the cockpit crew to talk air-to-air or air-to-ground via VHF and HF. It is the source of navigation data and ATC transponder function. The Flight and interphone system enables communication among the crew, and to ramp personal when the aircraft is on the ground. The Passenger announcement system enables the cockpit and cabin crews to make live announcements and to play prerecorded announcements, via cabin loudspeakers located throughout the passenger cabin.
VHF COMM
The VHF Communications system provides two-way air-to-air and air-toground communication in the frequency range of 118.000 to 136.975 MHz with 8.33 or 25 kHz channel spacing which is selectable by the flight crew. The system has an automatic transmit time-out algorithm to prevent blockage of a communication channel if a mic/boom PTT is stuck active for some reason. An optional third VHF Communication system, as a separate LRU and antenna can be installed in the aircraft. The third VHF Comm provides voice and data capability. The VHF COM system interfaces to following aircraft subsystems: Digital audio bus interface in the MRC Control and display interface to the MCDU radio tuning page Control and display interface to the EDS for radio tuning(MCDU) Control and channel selection via the audio control panel Communication management unit
System Description
The system contains two modular radio cabinets. Within each radio cabinet, radio functions are contained in line replaceable modules. Each major function has its own module with self-contained power supply, RF receivers/ transmitters, signal processing, and all other circuitry necessary for the radio function to operate.
Figure 1: Components
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Communication system
The Digital Audio System consists of three audio control panels, two Network Interface Module (NIM) II in the modular radio cabinets interfacing with the MAUs through the ASCB-D buses, cockpit loudspeakers, headsets and microphones.
Figure 2: Locations
FORWARD E- BAY MID E- BAY
MRC # 1
MRC # 2
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General Description
The VHF COMM system can transmit and receive voice signals and data in these modes: Analog voice 8.33 kHz channel (ARINC (Aeronautical Radio Incorporated)-716 type) Analog voice 25 kHz channel (ARINC-716 type) Analog MSK (Minimum Shift Key) data mode 0 (ARINC-716 type) Data link mode A, MSK (ARINC-750 type) Data link mode 2, D8PSK (Differential 8-Phase Shift Key) (ARINC750 type) The aircraft has three VHF COMM systems: VHF COMM 1 system VHF COMM 2 system VHF COMM 3 system Each VHF COMM system has one VHF COMM module, which is an LRM (Line Replaceable Module). For the VHF COMM 1 system, the module is installed in the MRC (Modular Radio Cabinet) 1, in the forward avionics compartment. For the VHF COMM 2 system, the module is installed in the MRC 2, in the middle avionics compartment. For the VHF COMM 3 system, the module is installed in the MMRC (Mini Modular Radio-Cabinet), in the aft avionics compartment. The DC (Direct Current) ESS (Essential) Bus 1 supplies the power to the VHF COMM 1 system. The DC Bus 2 supplies the power to the VHF COMM 2 system through the SPDA (Secondary Power Distribution Assembly) 2. The DC Bus 2 also supplies the power to the VHF COMM 3 system through the SPDA 2. The VHF COMM system can be tuned by the MCDU (Multifunction Control Display Unit) or by the CCD (Cursor Control Device) and PFD (Primary Flight Display). The MCDU is the primary controller and the CCD and PFD are the secondary controllers. The DAP (Digital Audio Panel) controls the radio selections and audio outputs of the VHF COMM system.
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System Network
The radio system network interface is implemented using the NIM module. The NIM is a line replaceable module within the Modular Radio Cabinet and contains the system network bus interface and the digital audio bus interface. The NIM consists of an interface to ASCB that uses the same type of circuitry and software design as the MAU NIC. In addition, the NIM utilizes the standard network Data mapping algorithms from the MAU- hosted modules (e.g I/O modules) to interface with the radio bus and the ARINC bus that provides the MRC with the data interface to the Primus Epic system.
MAU Interface
The MAU receives the radio data from an ARINC 429 bus at the Generic I/ O Module. The Generic I/O Module contains a standard interface circuit that transfers data to and from a back plane bus. The interface circuit performs functions that include data distribution, data integrity checking, and source identification. The back plane bus is a parallel high capacity general-purpose bus contained in the MAU that transfers all data between the modules and the network interface controller. The network interface controller also contained in the MAU is a dedicated module that interfaces the back plane bus to the external ASCB network. The ASCB network provides the communication between the MAU and the DU`s, where the information is displayed on the PFDs.
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LCD The LCD shows audio status data. The audio status data includes volume level, stuck microphone message, and transmit annunciation. MASTER VOLUME CONTROL The master volume control adjusts the loudspeaker volume and sidetone volume. The volume knob is turned clockwise to increase the volume. During the emergencyoperation, the loudspeakers is not available. VHF RADIO MODE The operation to transmit or listen to the audio from the VHF COMM radios are the same for all VHF channels. The operation of the DAP with the VHF1 radio is given below. To hear the audio from the VHF1 radio, the operator pushes the VHF1 AUD button on the DAP. If the SPKR button is selected, the DAP sends the audio to the cockpit loudspeaker. If the HDPH button is selected the DAP sends the audio to the headset. The operator pushes the VHF1 AUD button a second time to stop the audio from the VHF1 radio. To transmit on the VHF1 radio, the operator pushes the VHF 1 MIC button on the DAP. The light on the MIC button goes on. The DAP turns on the audio for that channel (The light on the AUD button comes on). The DAP also adjusts the audio to a preset minimum volume so that the operator will hear any activity on the radio channel. Only one DAP can transmit on the radio while it is in use. The volume display on these other DAPs will show the word BUSY. However, the pilot DAP is set by configuration to override transmissions on the copilot and observer DAPs. The copilot DAP is set by configuration to override transmissions on the observer DAP.
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CABIN INTERPHONE MODE The flight crew uses the cabin interphone to get communication with the flight attendants. A flight attendant can also use the cabin interphone to call and speak to the flight crew. NAV AUDIO MODE The DAP has audio buttons for the receive- only NAV radios. To listen to the audio from the NAV radio, the flight crew member pushes the NAV audio button. The light in the button comes on. The LCD shows the NAV radio code and the volume level. The VOL knob on the DAP can be used to adjust the volume level. After about 15 seconds, the LCD changes back to show the last active microphone. To stop the audio, the flight crew member pushes the NAV audio button twice, once to energize the channel and the second time to turn it off. ID FILTER MODE The identification (ID) button on the DAP removes the voice signals from the VOR (VHF Omnidirectional Range) or the ADF audio. When the ID filter button is pushed, the light in the button turns on. A filter in the DAP removes all voice signals, the flight crew member pushes the ID filter button again. The light in the button goes out and the audio contains both voice and identification signals.
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When a call is received (call dixcrete from the SATCOM), the annunciator on the SAT microphone button will flash. An aural annunciation will be provided by the audio system to the HDPH and SPKR channels. When the SAT microphone button is selected, both SAT annunciators turn on, and a discrete is output to the SATCOM to answer the call. The headset or mask Mic is then hot Mic, and use of PTT is not required, unless the hand Mic is used. The pilot may talk and listen as desired.
3. MKR BUTTON
4. ID BUTTON
MIC
VHF1
AUD
VHF2
VHF3
HF
SAT
PA
5. EMER BUTTON
NAV1 NAV2 NAV3 ADF1 ADF2 ID EMER
6. RAMP BUTTON
SELCAL
SPKR
INPH
HDPH
CAB
VHF1: 47
NORM BKUP AUTO MASK
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POSITION/INDICATION
MODE
Connects the MIC and arms the audio function of that channel. The button has a light that comes on when the MIC is on. For channels with telephone features, the light flashes for incoming calls or to indicate hold status. Disconnects the microphone of the channel. Turns on the audio function of the related channel. The button has a light that comes on when the audio is on. Turns off the audio of the channel. Turns on the marker audio signal. Turns off the marker audio. The button has a light that comes on when the audio is on. Removes the voice audio from the receivedVOR and ADF audio. The button has a light that comes on when the audio is on. Removes the voice filter. The Id audio and voice signals are both heard. Used to call the cabin attendants in an emergency. Connects the MIC and arms the audio input. The button has a light that comes on when the emergency interphone channel is on. Turns off the emergency interphone audio. Used to get communication with the maintenance crew. Connects the MIC and arms the audio input. The button has a light that comes on when the ramp interphone channel is on. Turns off the ramp interphone audio. Used to get communication with the flight attendants. Connects the MIC and arms the audio input. The button has a light that comes on when the cabin interphone channel is on. Turns off the cabin interphone audio. Adjusts the volume of the last active audio channel. The volume level and active channel show in the LCD. Connects the audio signal into the headset. Disconnects the audio signal from the headset.
ID (identification) Button
RAMP Button
REF.
10
CONTROL/INDICATOR
INPH (interphone) Button selected
POSITION/INDICATION
MODE
Lets the pilot, copilot, and observer speak on a cockpit interphone channel. Turns off the cockpit interphone channel. Connects the pilot or copilot audio signals into the loudspeaker. Disconnects the audio signal for the loudspeaker. This LCD shows the code for the active COMM channel and one of the following:
12
LCD
(none)
Volume level - 0 to 99 Status - BUSY, TX (transmit), CON (connected), STK MIC, NO SOUND
NORM (latched-in)
Sets the DAP for normal operation. Sets the DAP for the emergency radio operation mode. Connects the MIC directly to the VHF COMM transmitter. At the same time, the headset connects to the VHF NAV/ VHF COM receiver and the HDPH volume control. All the MIC (transmit) buttons will be released. All the other DAP functions and modes will be turned off. In the BKUP mode, the BKUP knob controls the audio volume. The light in the BKUP switch goes on when the switch is in the BKUP mode. Energizes the boom MIC and headset. When the pilot puts on the oxygen mask and starts the air flow, the oxygen mask microphone turns on and the headset boom microphone goes off. If the auto mode has a malfunction, the oxygen mask microphone can be set manually when you push the MIC switch to the MASK position. Energizes the oxygen mask MIC. The light in the MIC switch goes on when the switch is in the MASK mode. Resets the ground-to-air calling system indications. This function supplies an aural warning and an EICAS (Engine Indicating and Crew Alerting System) message when a preset 4-letter code is received by one of the COMM radios. The light in the SELCAL button flashes when an incoming call is received. The pilot and copilot do not have to continuously monitor the communication frequencies.
13
BKUP (latched-out)
15
SELCAL Button
selected
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DITCH SW
HORN
24-61-50
last update: Dec06 FOR TRAINING ONLY - Reproduction Prohibited
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The HF system is integrated with the aircrafts avionics system, allowing frequency tuning & control via the two flight deck MCDUs, and audio control via the audio panels. The Transceiver and Power Amplifier units are installed in the aft e-bay rack. The Antenna Coupler is also installed in the aft e-bay ceiling area, near the antenna, to maximize transmission efficiency. The aft e-bay is pressurized and temperature controlled.
C B D
HF TRANSCEIVER
HF POWER AMPLIFIER
HF ANTENNA COUPLER
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New frequency tuning should occur within 30 seconds, with rare cases taking longer. Retuning to a previously tuned frequency should occur within 1 second. Should the system fail to tune, this will be annunciated on the same page in inverse video and a scratchpad message will be generated, TUNE FAIL. This annunciation will remain until either a new tune cycle is initiated by re- keying the mike, or a new frequency is selected to tune. HF Shunt Antenna The Embraer 170/ 190 HF Shunt antenna is an integral part of the leading edge of the vertical fin. It is comprised of a floating (isolated) folded metalic foil sheet that is attached at its lower end to the antenna coupler feed thru adapter via a metal strip, while its top end is grounded at a convenient point of the aircraft. The HF antenna dimensions and design are based primarily on previous shunt antenna models (from other Embraer aircraft programs), but enhanced for superior performance with recommendations provided by Honeywells HF engineering team.
MAU 2
MCDU 1
MCDU 2
NIC
NIC
NIC
ASCB HF TUNING/MODE STATUS PILOT DAP MRC 1 AUDIO BUS NIC MIC BUS NIC COPILOT DAP OBSERVER DAP MRC 2
HF CONTROLLER 1
SELCAL AUDIO
HF PTT
HF TRANSCEIVER CONTROL/ STATUS COUPLER BUS HF AUDIO HF ANTENNA COUPLER PA SERIAL DATA CONTROL/STATUS HF POWER AMPLIFIER HF AUDIO
HF ANTENNA
AUDIO
MIC
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HF CONTROLLER 2
TUNING MODE
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HF Antenna
The HF antenna is a shunt-type antenna installed as part of the leading edge of the vertical stabilizer.
HF ANTENNA
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TX
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General Description
The CMF is a software function that is hosted on the processor modules in the MAU (Modular Avionics Unit)s. It hosts the functional software and communications protocols that let the CMF send messages between the airborne and ground-based subnetwork systems, and operates as an end-system host. As a host, the CMF supplies the datelined application functions and router tasks for the ATS (Air Traffic Services) and AOC (Airline Operational Communications). The other datelined end-systems in the aircraft are the FMS (Flight Management System) and CMC (Central Maintenance Computer). The CMF stores the ATS and AOC messages so they can be set by the flight crew and show on the MCDU (Multifunction Control Display Unit) in the cockpit. The flight crew can use the CMF pages on the MCDU to start requests for the data and send messages to the ground systems. The CMF communicates to the systems external to the MAU through the ARINC (Aeronautical Radio Incorporated)-429 buses, through the control I/O (Input/Output) module in the MAU, or LAN (Local Area Network). The CMF communicates to the systems internal to the MAU through the ASCB (Avionics Standard-Communication Bus). The CMF communicates with the other elements of the system through the virtual backplane (PCI bus). The CMF has the capabilities that follow: Control the data communications over the air/ground subnetworks. Report the communications status and availability of each air/ ground subnetwork. Host ARINC-623 character-oriented ATS applications such as the clearances and ATIS (Automatic-Terminal-Information Service)s. Supply the capability to let the airline/aircraft OEM (Original Equipment Manufacturer) customize the AOC applications through the creation of a downloadable AMI (Airline Modifiable Information)
database. (This supplies control of the MCDU display screen formats, print definitions, and message contents and formats). Connect to the LAN printer so the messages can be printed. Report the faults and events to the CMC. Record the faults and events in NVM (Non-Volatile Memory). Supply the alert indications to the CAS (Crew Alerting System). The CMF has the component that follows: Printer
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The CMF supplies the display and message procedure associated with the ARINC-623 ATS applications. The CMF supports the ATS applications that follow: The expected taxi clearance request downlink message is supplied in response to the crews action. This message requests a taxi clearance uplink. The expected taxi clearance uplink message is a response to an expected taxi request downlink. The pushback clearance application is used to request a pushback clearance that uses the ground system to supply that clearance. These messages are to replace and supplement the voice communications that would normally be used for this type of clearance. There are two pushback clearance messages, one uplink and one downlink. The pushback clearance request downlink message is supplied in response to the crews action. This message requests a departure clearance uplink. The pushback clearance uplink message is a response to a pushback clearance request downlink.
1.ACARS - Aircraft Communication and Addressing System CMF - Communicates with Ground Stations
on the ACARS network.
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2. CMS - Central Maintenance System CMF - The Central Maintenance system uses the CMF
to send fault Messages and Reports to the ground Stations.
3. FMS - Flight Management System CMF - The FMS uses the CMF to send and receive:
Flight Plan Requests. Position Reports. Winds aloft.
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The ACARS MAIN MENU also has line prompts to request the SYSTEM and ATS menus.
FLT TEXT T I ME S
CON T A C T S T A TUS A T S ME NU
S Y S ME NU
PERF
NAV DLK
PREV NEXT
FPL
PROG TRS
DIR RADIO
CB
BRT DIM
A
MENU
A G M
B H N S X
C I O T Y
D J P U Z
E K Q V
DEL
F L R W
CLR
1 4 7
SP
2 5 8 0
3 6 9
+/ /
MCDU
A
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Printer
The CMF includes a medium-speed dot matrix printer that uses thermally sensitive paper. The printer has data and control electronics, a power supply, and a paper supply/control mechanism. The printer is mounted in the cockpit on the copilot side of the control pedestal. During maintenance activities, the printer is used to print the maintenance data and other diagnostic data from the CMS (Central Maintenance System). All communications between the printer and other systems are directed by the CMC. The MCDU menus supply the option to print the CMF display messages on the printer, over the LAN. The printer operates from 28 VDC (Volt Direct Current) power supplied by the DC (Direct Current) BUS 1. The printer front panel has a power on/off switch and control indicators for operator control, test functions, and status display. When the door on the front of the printer is open, access to the paper supply for the unit is available. The printer holds a 125 ft roll of paper. The low-paper indicator on the front panel comes on when about ten ft of paper is left on the roll. The last 6 ft of paper on the roll has a colored warning stripe, which does not affect the legibility of the printed data. If the paper runs out, the fault and low-power indicators come on and the printer does not print until the paper is added. The detection of a paper-out condition stops further printing and the data in the printer electronics buffer is retained until the paper is replaced.
Figure 6: Printer
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23-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 23-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 23 COMMUNICATIONS
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 23-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 23 COMMUNICATIONS
11-00 High Frequency *** (HF) Communication System 12-00 Very High Frequency (VHF) Communication System 15-00 Satellite *** Communication System (SATCOM) 21-00 Selective Call *** System (SELCAL) 24-00 Communication *** Management Function (CMF) 24-01 Printer ***
D D C D C D C D C D
0 0 0 0 0 0 0 0
Any in excess of those required by FAR may be inoperative. Any in excess those required by FAR may be inoperative provided: a) VHF 1 is operative, and b) Procedures do not require its use. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. May be inoperative provided flight crew continuously monitors appropriate radio frequencies. May be inoperative provided procedures do not require its use. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
50-00 Crewmember Interphone Systems 51-01 Cockpit Alerting System (Chime/Light) 51-02 Cockpit Speakers 1) Flight Deck Call Lights
0 0
(O)May be inoperative provided: a) Flight deck to cabin and cabin to flight deck interphone functions operate normally on at least fifty percent of the cabin handsets, and b) Alternate communication procedures between the affected flight attendant stations are established and used. NOTE: May be inoperative provided the flight deck chime operates normally. NOTE: The flight deck chime must always be operative. Any station function(s) that operate normally may be used.
| |
May be inoperative provided: a) Procedures do not require its use, and b) Headsets are installed and operate normally.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 23-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 23-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 23 COMMUNICATIONS
0 0 0 0 0 0 0
May be inoperative provided associated PTT Switch on yoke operates normally. May be inoperative provided: a) Flight Data Recorder (FDR) operates normally, and b) Repairs are made within three flight days. May be inoperative provided associated boom microphones operate normally. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
51-08 Boom Microphones 51-11 Cockpit Hand Microphones 52-00 Ramp Service Interphone System
1) Flight Deck to B Ground Function (Airplanes Operating Under FAR Part 121) 2) Flight Deck to C Ground Function (All Other Operations) D
-------------------------------------------------------------------------------
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Table of Content
44-00 Crew communication
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Passenger address system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Service Interphone system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 In case of an emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
44-MEL (Example)
Chapter 44-TOC
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Introduction
The Passenger Address and Cabin Interphone System provides the capability for communication between the cabin crew, pilots and passengers. The cabin is equipped with two communication stations: one at the fwd and one at the aft left hand side cabin crew seat. The communication stations consist of an interphone handset with an ear piece, electronic microphone and a push-to-talk button. The handset is fixed in its cradle by a magnetic latch. The cradle is provided with four control switches: PA; ATTND; PILOT and EMER PILOT. Attendant call lights located on the fwd and aft main ceiling panel areas provide visual indication to the cabin crew when there is a call from the pilots or passengers. FORWARD/ AFT ATTENDANT LIGHT INDICATOR PANEL The ATDT light indicator panel is composed of five different colors, each one with its own meaning and are all assembled on the ATDT light indicator panel on the ceiling panel. There are indicators installed on the FWD and AFT ceiling panels to indicate ATDTs that a call was originated. The ATDT call lights provide a visual indication to ATDT when there is a call from the flight crew or passengers. Each type of call there is just one color, that could be orange, blue, amber, red and green.
DESCRIPTIPON When a PAX presses the ATDT call SW located inside the lavatory. When a PAX in the cabin area presses the ATDT call SW on the PSU located above the seat. When the pilot does not want to be disturbed. This light is controlled by a SW installed on the overhead panel in the cockpit, and is designated to illuminate the sterile light. When the pilot makes an emergency call to the flight ATDT from the cockpit. When the pilot calls the flight ATDT from the cockpit.
Chapter 44-00
Page 1
Figure 1: General
TEMPERATURE SETTING
TEMPERATURE SETTING
ENABLED
D O O R Z O N E T E M P E R AT U R E
C A B I N T E M P E R ATU R E
ENABLED
D O O R Z O N E T E M P E R AT U R E
C AB IN TE M P ER AT U R E
CABIN LIGHTING
GALLEY MASTER
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
A FT E N TR AN C E
OFF
C E IL IN G
S ID E WA L L
ON
ON
ON
FW D E N TR AN C E
ON
OFF
BRIGHT DIM BRIGHT DIM
PANEL LIGHTS
TEST
C E IL IN G
S ID E WAL L
BRIGHT DIM
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
C O U R TES Y LI G H T
E VA C H O R N
EMERGENCY LIGHT
C OU RTESY LIG H T
EVAC H O R N
ON / ARMED
TEST
RESET
OFF AUTO
ON
ON / ARMED
TEST
RESET
OFF AUTO
ON
FWD
AFT
FAULT
PSU
LAVATOR Y FA U LT
FWD
AFT
TEST
RESET
ATT N D C AL L
WAT ER S YSTE M
WATE R QU AN TITY
RESET
FAULT
ATTND CALL
RESET
1/4
1/2
3/4
PA
PSU
LAV
ATDT EMER
STER
PA
PA
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Chapter 44-00
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Figure 2: PA system
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Chapter 44-00
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PSU
LAV
ATDT EMER
STER
MER ILOT
+ 1 chime
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT EME
A 1 AV
NAV A 2
A 3 AV
DF1
DF2
ID
ME2
KR
CAB
SPKR MIC
INPH
HDPH VOL
VHF1: 47
BKUP MAS
Honeywell
PSU
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LAV
ATDT EMER
STER
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In case of an emergency
To announce an emergency, the cabin crew members have to press the PILOT emergency button. This causes a triple chime on the flight deck. In the same manner the cabin will hear a triple chime when the option "emergency" is selected by the pilots on the flight deck. A red light illuminates in the cabin crew panel.
Chapter 44-00
Page 7
PSU
LAV
ATDT EMER
STER
+ 3 chimes
PA
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
A 1 AV
NAV A 2
NAV A 3
DF1
DF2
ID
ME2
KR
CABN
SPKR MIC
INPH
HDPH VOL
RAMP
VHF1: 47
BKUP MAS
Honeywell
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Chapter 44-11
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General Description
The primary component of the PACIS is the PACIC (Passenger Address and Cabin Interphone Controller), which interfaces with these systems: Airborne audio system Ramp interphone Modular avionics unit Modular radio cabinet system Cabin loudspeakers Cabin interphone Warning signs Attendant call indicators Ambient music system Prerecorded announcement
Chapter 44-11
Page 3
A
CONTROL PEDESTAL PASSENGER ADDRESS CTL PNL FWD AVIONICS COMPARTMENT MRC 1 (SSM 34-02-80) (SDS 44-11) (MPP 44-11-02) CONTROL PEDESTAL
B
CONTROL PEDESTAL PASSENGER ADDRESS CTL PNL (SDS 44-11) (MPP 44-11-02)
C
CONTROL PEDESTAL
MIC BUSES
LH CBP COCKPIT
DC ESS BUS 3
AMPL
10
CAB PTT
FORWARD AVIONICS COMPARTMENT AUDIO MIC PA PTT CALL SWITCH 28 VDC PASSENGER ADDRESS CABIN INTERPHONE CONTROLLER (PACIC) (SDS 44-11) (MPP 44-11-01) LOUDSPEAKERS (SSM 44-12-80)
PAX CABIN
B
FWD AVIONICS COMPARTMENT
AIR / GROUND
ATTND CALL PB
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Components
PASSENGER ADDRESS AND CABIN INTERPHONE CONTROLLER The PACIC does the functions of a cabin interphone controller and passenger address amplifier. Each of these parts operates independently and has independent supplies. It is installed in the forward avionics compartment. The functions of the PACIC are: To increase the audio level of all signals addressed to the passenger cabin. To supply the logic for generation of aural and/or visual annunciators for the cockpit crew, flight attendants and passengers. To control the communication between the cockpit crew and passenger cabin, cockpit crew and flight attendants, and flight attendants and passenger cabin. Training Information Points CAUTION: MAKE SURE THAT THE PONTENTIOMETER FOR OUTPUT GAIN ADJUSTMENT, ON THE FRONT FACE OF THE PACIC, IS IN THE CERT POSITION. IF YOU CHANGE THIS POSITION THE PACIS WILL NOT OPERATE CORRECTLY. When the aircraft is on ground (WOW (Weight-on-Wheels) = true) and the engines are off, the PACIC decreases the audio output to the cabin loudspeakers by 6 dB.
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CABIN LOUDSPEAKERS
Introduction The cabin loudspeakers function is to supply the audio amplified by the PACIC (Passenger Address and Cabin Interphone Controller) to the passenger cabin. General Description The cabin loudspeakers are installed in such a manner to assure that all the crew and passengers can hear the addressed sound, independently of their locations in the cabin. Components PASSENGER LOUDSPEAKERS There is one passenger loudspeaker installed on each PSU (Passenger Service Unit). LAVATORY LOUDSPEAKERS The lavatory loudspeakers are installed on the lavatory ceiling. There is one loudspeaker installed in each lavatory. CEILING PANEL LOUDSPEAKERS The ceiling panel loudspeakers are installed at the forward and aft passenger entrance areas. There are two loudspeakers installed on the forward ceiling panel and two on the aft ceiling panel. Operation The cabin loudspeakers operate whenever the PACIC supplies an amplified audio signal or a chime. Training Information Points The lavatory loudspeakers only operate if the lavatory door is closed and latched.
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A B
M F E
L H
C B
E D
A
F WD P A X E NTR A NC E CE I LIN G P A NE L L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) F WD GA LLEY A R EA CE I LIN G P A NE L L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) 1S T RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 3RD RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 5TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 7TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 9TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 11T H RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 13 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 15 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 17 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F WD
LA V A T OR Y
FL
2 ND RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
4TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
6TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
8TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
10 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
12 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
14 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
16 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
18 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F OR WA R D A V IONIC S C OM P T
F
A T T #1
P A CI C (S S M 4 4 11- 8 0) A T T #2
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 2 ND L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 4TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 6TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 8TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 10 TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 12 TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 14 TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 16 TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 18 TH L H PS U
K
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) AF T P A X E NT RA NC E CE I LIN G P A NE L
J
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) A F T R H MAI N CE I LIN G P A NE L
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 1S T L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 3RD L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 5TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 7TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 9TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 11T H L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 13 TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 15 TH L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 17 TH L H PS U
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PACIC System
FLIGHT-ATTENDANT HANDSET/CRADLE There are flight-attendant handset/cradles in the FWD (Forward) and aft work areas, and they can be installed on the airstair wardrobe or lavatory. On the handset cradles there are four buttons with the related LED (Light-Emitting Diode). Each button has a different function, as shown in the table that follows: TABLE - CABIN INTERPHONE - FLIGHT-ATTENDANT HANDSET/CRADLE REF. BUTTON FUNCTION 1 PA Allows communication between flight attendants and passengers. 2 ATTND Allows communication between the flight attendants. 3 PILOT Allows communication between flight attendants and cockpit crew. 4 EMER PILOT Allows communication between the flight attendants and pilot in emergency mode.
Operation The handset is held on the cradle by means of magnetic latches. To operate the handset, remove it from the cradle and push one of the buttons (PA, ATTND, PILOT and EMER PILOT). The operation of the attendant handset has four different modes, as described: PA mode: When the PA pushbutton is pushed, the PA LED comes on on each handset cradle. After that, by pressing the PTT button on the handset your voice comes through the cabin loudspeakers. ATTND mode: When the ATTND pushbutton is pushed, a single chime comes through the cabin loudspeakers and the ATTND LED comes on and flashes on each handset cradle. Communication between the flight attendants is possible by removing any other handset from
Issue: June06 Revision: 00
the cradle. PILOT mode: When the PILOT pushbutton is pushed, a single chime comes through the cockpit loudspeakers. The CAB pushbutton light comes on and flashes on the DAP (Digital Audio Panel)s, the PILOT LED comes on and flashes on each handset cradle, and the PILOT CALL light (red) comes on and flashes on the forward and aft attendant light indicator panels. The communication starts by pushing the CAB pushbutton on one of the DAPs. As a result, the CAB pushbutton light becomes stable on (on the other DAPs, the light goes off), the PILOT LED becomes stable on on each handset cradle, and the PILOT CALL light (red) becomes stable on on the forward and aft attendant light indicator panels. EMER PILOT mode: When the EMER PILOT pushbutton is pushed, a triple chime comes through the cockpit loudspeakers. The EMER pushbutton light comes on and flashes on the DAPs, the EMER PILOT LED comes on and flashes on each handset cradle, and the pilot emergency call light (red) comes on and flashes on the forward and aft attendant light indicator panels. The communication starts by pushing the EMER pushbutton on one of the DAPs. As a result, the EMER pushbutton light becomes stable on (on the other DAPs the light goes off), the EMER PILOT LED becomes stable on on each handset cradle, and the pilot emergency call light (red) becomes stable on on the forward and aft attendant light indicator panels. To stop the communication put the handset back on its cradle. All the related lights go off.
Chapter 44-11
Page 9
B
1 MONUMENT ( REF.)
PA
ATTND
PILOT
EMER PILOT
A
P
T T
A
F OR WA R D AV I O NI CS C OMP T
F OR WA R D MON UME NT
FUS EL A GE
1
HA N DS ET / C R A DL E A S S Y A T T #1 (S D S 4 4- 1 3) (MPP 4 4- 1 3- 0 1)
R C VR PT T MI C
B
CALL
S EL
L H CBP
CO C K PI T
L GHT I
E ME R DC E S S B US 3
LG I HT
P AX
CA BI N
AT T L I G HT
CABI N I NP H 5
P A CI C (S S M 4 4 11- 8 0)
L OUDS PE A KE R S (S S M 4 4 12 -8 0 )
PA L I G HT C E NT E R F US I I I MON UME NT
1
28 V DC HA N DS ET / C R A DL E A S S Y A T T #2 (S D S 4 4- 1 3) (MPP 4 4- 1 3- 0 1)
R C VR PT T MI C
S EL
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CD Player
CD PLAYER. The CD player has the capability of playing one 4.7 in CD at a time, and allows complete control of track selection and play. It features track search, track repeat, advance, reverse, as well as pause functions. If the power fails, a low-current keep-alive signal keeps the memory. Operation The CD player is fully operated by means of buttons on the front panel. To start the operation of the CD player, push the PWR button and insert a CD into the CD slot with the label side up, until the unit automatically pulls it and the display shows the message LOAD. The unit starts to play the first track of the CD. The display shows the track number and its elapsed time. While the CD plays: Push the VOL UP button to increase the volume. Push the VOL DOWN button to decrease the volume. Push the SEL button to select the functions that follow: VOL/BAS/ TRE/BAL/FAD. Use the UP and DOWN buttons to set them. Push the DWN button to return to the start of the current track. Push it again to go back to the start of the previous track. Push the UP button to go to the start of the next track. Push the R/R button to start the repeat mode. The REP indicator shows on the display and the track plays again and again. Push the R/R button to cancel the mode. Push and hold the R/R button for more than two seconds for random selection of the available tracks. The R indicator shows on the display. Push the EJECT button to eject the CD.
Chapter 44-11
Page 11
AICD III
AVIONICS INNOVATIONS
PWR
SOURCE
LOUD BAND UP
TUNE/TRACK
VOL SEL
VOL
RH CBP
CO C K PI T
DC B US
2 F OR WA R D FUS EL A GE
P R A/ MUS I C
GA L L E Y 2 (S S M 2 5 - 31 - 82 )
AV I O NI CS
C OMP T
P AX
CA BI N
P A SS E NGE R A D DR E S S A ND C A B I N IT N E RP HO NE C ON T R OL L E R (P A CI C) (S S M 4 4 11- 8 0)
A UD I O
L OUDS PE A KE R (S S M 4 4 12 -8 0 )
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44-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 44-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 44-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
0 0 0 0
(O)May be inoperative provided: a) Alternate, normal and emergency procedures and/or operating restrictions are established and used, and b) Flight attendant alerting system (audio and visual) operates normally. NOTE: Any station function(s) that operate normally may be used.
(O)May be inoperative provided alternate communication procedures between the affected flight attendant stations are established and used. Any station function(s) that operate normally may be used.
NOTE:
(O)May be inoperative provided: a) PA not required by FAR, and b) Alternate, normal and emergency procedures and/or operating restrictions are established and used. NOTE: Any station function(s) that operate normally may be used.
(O)May be inoperative provided: a) Cabin to cabin interphone functions operate normally on at least fifty percent of the cabin handsets, and b) Alternate communication procedures between the affected flight attendant stations are established and used. NOTE: Any station function(s) that operate normally may be used.
May be inoperative provided any seat from which a passenger cannot clearly hear a passenger address announcement is blocked and placarded "DO NOT OCCUPY".
May be inoperative provided Passenger Address System is considered inoperative. (O)May be inoperative provided alternate procedures are established and used.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 44-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 44-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS ------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 44-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
(O)May be inoperative provided: a) Fifty percent of cabin handsets operate normally, and b) Alternate communication procedures between the affected Flight Attendants station(s) are established and used. NOTE 1: NOTE 2: An operative handset at an inoperative flight attendant seat shall not be counted to satisfy the fifty percent requirement. Any handset function(s) that operate normally may be used.
(O)May be inoperative provided: a) PA system operates normally, b) If affected light is used for lavatory smoke detector alerting, an alternate lavatory smoke alert (audio or visual) is installed and operates normally, and c) Alternate procedures for contacting flight attendants are established and used. NOTE 1: NOTE 2: Passenger to attendant call system is considered a passenger convenience item. Any visual alerting system function(s) that operates normally may be used.
(Continued)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
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------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 44-5 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 44-6 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
(O)May be inoperative provided: a) PA system operates normally, b) If affected chime is used for lavatory smoke detector alerting, an alternate lavatory smoke alert (audio or visual) is installed and operates normally, and c) Alternate procedures for contacting flight attendants are established and used. NOTE 1: NOTE 2: Passenger to attendant call system is considered a passenger convenience item. Any audio alerting system function(s) that operates normally may be used.
20-01 In-Flight *** Entertainment System (IFE) Maintenance Panels 20-03 IFE System Reset *** Switch on IFE Flight Attendant Control Panel 51-00 Cabin *** Surveillance System (CSS) 1) Video Display Unit 2) Video Cameras
D 2 D 1 D 1 C 1 C 3
0 0 0 0 0
(M)May be inoperative provided alternate procedures are established and used. NOTE: Any portion of the system which operates normally may be used.
| | | | | | | | | | |
(M)May be inoperative provided alternate procedures are established and used. (M)May be inoperative provided: a) System is deactivated, and b) It is not required by FAR. May be inoperative provided it is not required by FAR. May be inoperative provided it is not required by FAR. NOTE: Any portion of the system which operates normally may be used
| | | | | | | | | |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 44-MEL
Page 3
MEL (Example)
JOINT AVIATION AUTHORITIES MASTER MINIMUM EQUIPMENT LIST SUPPLEMENT AIRCRAFT EMBRAER 170
(1) System & Sequence Numbers Item
PAGE S44-1
(4) Number required for dispatch (5) Remarks or Exceptions 44 Cabin Systems -11-00 Passenger Address -13-00 Cabin Service Interphone System -13-01 Flight Attendant Handset As required by Operating Requirements.
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Table of Content
46-00 Information System General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
46-MEL (Example)
Chapter 46-TOC
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Chapter 46-TOC
Page II
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Chapter 46-00
Page 1
Figure 1: General
MESSAGE LANGUAGE
VOLUME
SELECT
PBS600
PLAY/PAUSE
PWR
Galley 2
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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Chapter 46-40
Page 1
PBS - 400
1 PW R BRIEFING
PLAY
LANGUAGE 3 4
Galley 2
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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Self test
Pressing and releasing the "ON" button turns on the PBS 400. The LED momentarily displays the message 'TESTING' to indicate that the self-test has been initiated. During the power up process, the computer performs a self test. It also flashes several messages in succession at approximately twosecond intervals: Filename, Revision Date, Version Number, Airplane type, Data Test. A successful test is indicated by a message on the LED (Light Emitting Diode).
Chapter 46-40
Page 3
PBS - 400
1 PW R BRIEFING
PLAY
LANGUAGE 3 4
Messages - TESTING - Filename - Revision date - Version number - Airplane type - Data test - TEST OK
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Operation
The language keys, labled 1,2,3 and 4 are used to select and deselect the required languages. The PBS400 can hold up to 4 languages. Languages that are played are called 'active' languages. Pressing a language key causes that language to be active or inactive. A character appearing in the right side of the LED display indicates active languages. (For example, pressing the '1' button once causes the 'E' (English) symbol to appear, then pressing it again causes the 'E' to disappear.) The left-most active language symbol on the display indicates the language that will be played first, and the right-most symbol the language that will be played last. To exchange the order of the languages, pressing '1' to deselect English, then pressing '1' again to reselect English in different order.
Chapter 46-40
Page 5
Figure 3: operation
PBS - 400
PW R
land
BRIEFING
ef
PLAY
LANGUAGE 3 4
English
French
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Operation (continued)
The UP/DOWN arrow is used to select passenger briefings, by scrolling through the list of available message titles. Note that the message titles may be abbreviated. For example: TAKEOFF is abbreviated as T/O. To start the briefing press PLAY. The active language indications will be replaced by the message PLAY. The voice message will then play. The PBS400 will play the message in the first active language, than automatically start the next active language.
Chapter 46-40
Page 7
PBS - 400
1 PW R
T t/o
ef
BRIEFING
PLAY
LANGUAGE 3 4
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Operation (continued)
To interrupt the message in process, press the PLAY button again. The PLAY indication will extinguish. The PBS will return to the beginning of the sentence that it was speaking when interrupted, and wait. Pressing the PLAY button again will restart the message from the beginning of the sentence. To restart the briefing from the beginning, use the UP/DOWN arrow to select a different message, than reselect the desired message. This process 'reinitializes' that message. Then press the play button. The PBS 400 will be automatically interrupted if a member of the flight deck crew or cabin crew presses a push-to-talk button on the any of the interphones for PA (passenger adress) announcements. When the push-to-talk button on the interphone system is released, the PBS400 will resume play from the beginning of the sentence that was interrupted.
Chapter 46-40
Page 9
PBS - 400
1 PW R
land
play
BRIEFING
PLAY
LANGUAGE 3 4
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Operation (continued)
Once a manual message has been completed, the computer will not allow the message to be given again simply by pressing the PLAY button. This feature prevents accidental sending of a message once it has been given. To repeat a message, select a different message using the UP/DOWN keys, than reselect the desired message. This process initializes the message. Press PLAY to start the briefing.
Chapter 46-40
Page 11
PBS - 400
1 PW R
land
BRIEFING
eG
PLAY
LANGUAGE 3 4
up / down keys
PBS - 400
1 PW R
land
play
PLAY
LANGUAGE 3 4
BRIEFING
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Chapter 46-40
Page 13
eject key CD in
AICD III AV I O N I C S I N N O VAT I O N S
PWR
load
DWN 1 2 3 4 5 6
UP
TUNE / TRACK
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The PBS600
Now let's look at the PBS 600. The audio entertainment system is installed on the upper outboard area of the forward galley, and provides the flight crew and passengers with safety and flight information. The Prerecorded Announcement Assembly Unit, is a computer-controlled digital voice multi-language single-channel passenger briefing system. It provides a convenient and consistent method of informing passengers of important messages such as safety instructions, takeoff, landing, over water, and other airline information, and also provides the passengers and flight crew with music. In addition, the unit can deliver up to seven hours of pre-recorded music. A real human voice is digitally recorded and stored directly into the system internal memory. The messages can be spoken in up to sixty-three different languages. As an option, the unit can be configured to play pre-recorded safety and informational messages in conjunction with pilot or copilot actions, such as illuminating a FASTEN SEAT BELT or NO SMOKING cabin warning light.
Chapter 46-40
Page 15
MESSAGE
MESSAGE
Pretakeoff Takeoff Seatbelt On Seatbelt Off Terminating Fli Intermediate Fli ENGLISH FRENCH GERMAN ITALIAN SB / OFF CUED
LANGUAGE
VOLUME
SELECT
PBS600
PLAY/PAUSE
PWR
Optional
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Operation PBS600
To turn the prerecorded announcement assembly ON, the power button has to be pressed and released. A self-test will be performed, and a selection menu will appear on the Liquid Crystal Display. By pushing and releasing the LANGUAGE button, a list of up to 63 different languages is displayed. To scroll through the list, the UP and DOWN selection arrow buttons have to be used. To select one or more languages, the SELECT button has to be pushed. However, only four of these languages may be selected at a time. To de-select a language, use the UP and DOWN selection arrow buttons and then push the SELECT button. The MESSAGE button has to be pushed and released to display a list of message groups. It is possible to scroll through the list by pushing the UP and DOWN arrow buttons. For selecting a message, the SELECT button has to be used. The PLAY/PAUSE button is used to start or to stop a message. The message will be re-started from its beginning if it was stopped and re-started. The message is played in each of the languages in the order in which they were selected. The volume will be adjusted by pushing the VOLUME UP and DOWN arrow buttons while the message is playing. To skip quickly forward or backward through the available messages in a message group, use the BACK and NEXT arrow buttons. To turn the unit off, push and release the power button.
Chapter 46-40
Page 17
MESSAGE
MESSAGE
Pretakeoff Takeoff Seatbelt On Seatbelt Off Terminating Fli Intermediate Fli ENGLISH FRENCH GERMAN ITALIAN SB / OFF CUED
LANGUAGE
VOLUME
SELECT
PBS600
PLAY/PAUSE
PWR
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46-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 46-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 46 INFORMATION SYSTEMS
C D
0 0
(O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
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ATA 33 Lights
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Table of Content
33-10 Lighting
The Flight compartment lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The cockpit lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Cockpit lights overhead panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Glare shield panel illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
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33-MEL (Example)
Chapter 33-TOC
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33-10 Lighting
The Flight compartment lighting
The flight compartment lighting system provides lighting to the work area, panels and instruments, and consists of the following sub-systems: The cockpit lights system, which provides beam ambient lighting; used on the side walls, seats, and floor of the crew station and observer area. The instrument and control panel lights system, which provides lighting for instruments, panels, and push buttons. The flood/storm lights system, which provides a proper lighting level in the cockpit for the instruments and assures instrument readability.
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Chapter 33-10
Page 3
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Operation
The DC ESS BUS 3 supplies 28 VDC (Volt Direct Current) to the dome lights, which can be controlled by the DOME LIGHTS switch.The dome lights can also be controlled by an automatic courtesy light logic provided that the aircraft is in the ground service configuration and the DOME LIGHTS switch is set in the ON position. The DC BUS 2 supplies 28 VDC to the reading lights, which are controlled by rotation of the bezel. The DC BUS 1 supplies 28 VDC to the chart lights, which are controlled by the CHART knob located in the LH and RH lighting control panels.Turning the CHART knob fully clockwise causes the lights to have a normal brightness.The lights have minimum brightness if the knob is turned fully counterclockwise. The chart lights provide directional control of the light beam and can be used to supplement the reading lights if desired. In the DIM position, the lights come on with minimum brightness.In the BRT position, the light comes on with normal brightness.
Chapter 33-10
Page 5
C B A
E C
FLO OD/ STO RM BRT DIM EICA MFD PFD BRT DIM BRT S
B
PTT
CHAR
T BRT DIM
BRT OFF
OFF
COCKPIT LIGHTS
A B
MAIN PNL
OVHD PNL
PEDESTAL
OFF
BRT
OFF
BRT
OFF
BRT
ANNUNCIATORS TEST
DOME LIGHT ON
OFF
D
C
COCKPIT CEILING PNL OBSERVER READING LIGHT
(SDS 33-11 (MPP 33-11-01) COCKPIT CEILING PNL PILOT READING LIGHT
C
GLARESHIELD (SDS 33-15) (MPP 31-13-01) OVERHEAD PANEL GLARESHIELD (SDS 33-15) (MPP 31-13-01)
C
RH WINDOW
B
COCKPIT
B D A
DC BUS 1
DC BUS 2
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Chapter 33-10
Page 7
The multichannel dimmer varies its output voltage from 0 to 5.5 volts depending on the dimmer position.
Chapter 33-10
Page 8
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Components
DIMMERS There is one electronic dimmer located in the forward avionics compartment that provides the necessary dimming function for the illumination of the pushbuttons, overhead panel, pedestal, and main panel. Each channel has an independent 28 VDC power source and circuitry designed to provide linear control of LED illumination levels. The output of each light dimmer channel may be controlled by means of a single-turn potentiometer.
Chapter 33-10
Page 9
B A
COCKPIT LIGHTS
OVERHEAD PANEL LH CB PANEL COCKPIT COCKPIT LIGHTS PANEL MAIN PNL SW
OFF BRT OFF BRT OFF BRT MAIN PNL OVHD PNL PEDESTAL
ANNUNCIATORS TEST
DOME LIGHTS ON
OFF
FWD FUSELAGE
C
DIMMER (SDS 33-12) (MPP 33-12-01) SSM 34-11-80
CH 1
MAIN PANEL G/S INHIBIT PNL LTS (SSM 34-41-80)
Chapter 33-10
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Chapter 33-10
Page 11
Chapter 33-10
Page 12
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Chapter 33-20
Page 1
Chapter 33-20
Page 2
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Chapter 33-20
Page 3
Chapter 33-20
Page 4
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Chapter 33-20
Page 5
C A
MONUMENT ( REF.)
C
CABIN LIGHTING
ON
E
SIDEWALL
BRIGHT DIM
B
1ST RH BAG BIN LAMP / BALLAST MID AVIONICS COMPT LICC SIDEWALL LTS PHASE C (SDS 33-21) (MPP 33-21-11)
A
2ND RH BAG BIN LAMP / BALLAST 3RD RH BAG BIN LAMP / BALLAST
B
4TH RH BAG BIN LAMP / BALLAST 5TH RH BAG BIN
C
6TH RH BAG BIN LAMP / BALLAST 7TH RH BAG BIN LAMP / BALLAST LAMP / BALLAST
F
8TH RH BAG BIN LAMP / BALLAST 9TH RH BAG BIN LAMP / BALLAST
PHASE B
PHASE A 5
FWD AVIONICS COMPT REAR PLATE MID AVIONICS COMPT SIDEWALL LIGHTS RLY
1
(SSM 24-42-50)
MONUMENT (REF.)
BRT IND DIM IND ON IND
AFT LAVATORY AFT FLIGHT ATT PANEL (SDS 33-21) (MPP 25-25-02)
DIM/BRT SW
ON/OFF SW
DIM/BRT SW
ON/OFF SW
BRT IND
C
(SSM 24-61-80) (SSM 24-61-80)
DISCRETE IN/OUT MODULE (SLOT 11) DISCRETE IN/OUT MODULE (SLOT 11)
SPDA 1
REAR PLATE
SPDA 2
REAR PLATE
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
DIM IND
LAMP / BALLAST
ON IND
LAMP / BALLAST
Chapter 33-20
Page 6
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The system comprises: The no smoking switch located on the overhead panel, which controls the no smoking signs located in the passenger service units; the fasten seat belt switch, also located on the overhead panel, which controls the fasten seat belt signs located in the passenger service units, and the return to seat sign in the lavatory; and the lavatory door latch engaged switch, which controls the lavatory occupied signs. Note that the NO SMOKING and FASTEN SEATBELT signs will illuminate automatically in case of depressurization or the cabin altitude exceeding 14,000 ft.
Chapter 33-20
Page 7
The fasten seatbelt switch controls the fasten seatbelt signs located in the passenger service units, and the return to seat sign in the lavatory.
Note that the NO SMOKING and FASTEN SEATBELT signs will illuminate automatically in case of depressurization or the cabin altitude exceeding 14,000 f
Chapter 33-20
Page 8
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Chapter 33-20
Page 9
PSU
ME TDT E T A LAV
ER R ST
PSU
LAV
E ATTDT
MER
STER
Chapter 33-20
Page 10
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Courtesy lights are controllable by a switch mounted on the flight attendant panels. The switch gives the crew the option of having the courtesy lights in Off or Auto mode. Under normal operating conditions, the DC lights are controlled by the cabin lighting system. When normal aircraft power is not available, for example on ground with the APU not running, it is still possible to use the courtesy lights and DC ceiling lights. In this case, the Hot Bus provides power to these lights. To conserve battery power, these lights operate on a five minute cycle. A reset button located on the flight attendant panels, and as an option, on the cockpit pedestal panel, allows an additional 5 minutes of lighting every time the switches are pressed.
Chapter 33-20
Page 11
DC ceiling lights
Courtesy lights
Chapter 33-20
Page 12
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Operation
NORMAL OPERATION Under normal operating conditions, the courtesy-lights are controlled by the ground service.Courtesy-lights are controlled by a door-mounted switch and a rotary switch mounted on the flight attendant panels.The door-mounted microswitch is responsible to control the related courtesy lights and DC (Direct Current) lights (forward and aft aircraft part).The rotary switch gives the aircraft crew the option of having the courtesy lights in the OFF mode or AUTO mode. HOT BATT BUS OPERATING Under the situations where ground service power is not available it is still possible to have operation of the courtesy lights and DC ceiling lights.During these conditions, the HOT BATT BUS provides power to these lights.A fiveminute time allowance will be allowed to operate these lights for battery power conservation.Reset buttons located on the flight attendant panels will allow an additional 5 minutes of lighting every time the switches are pressed.In the HOT BATT BUS power condition, the DC cabin light will function in DIM mode to conserve aircraft battery power.
Chapter 33-20
Page 13
A B
F
A
MIDDLE AVIONICS COMPT LICC LH CKT BRKR PNL HOT BAT BUS 1 LH RELAY SUPPORT AFT COURTESY LTS TIMER RELAY COURTESY LIGHTS 7.5 COURTESY 7.5 COCKPIT FWD AVIONICS COMPT DC GND SVC BUS (SDS 33-26) (MPP 33-26-01) AFT L MAIN CLG PNL CENTRAL FUSELAGE III SVC DOOR COURTESY LT SHEET 02
E
CENTRAL FUSELAGE III MAIN ENTR COURTESY LT
SHEET 02
C
(SDS 33-26) (MPP 33-26-05) AFT R MAIN CLG PNL FWD FUSELAGE
COCKPIT STEP LT
F
(SDS 33-26) (MPP 33-26-19) COCKPIT FLOOR PNL FWD FUSELAGE FWD AVIONICS COMPT LH RELAY SUPPORT MAIN ENTR COURTESY LT
B E
SHEET 02
SHEET 02
E
(SDS 33-26) (MPP 33-26-03) FWD L ENTR CLG PNL FWD FUSELAGE SSM 33-11-80 SVC DOOR COURTESY LT
E D
SHEET 02 FWD COURTESY LTS/DOME RELAY (SDS 33-26) (MPP 33-26-05) FWD GALLEY AREA CLG PNL
SHEET 02
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Chapter 33-20
Page 15
Ballast
Chapter 33-20
Page 16
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MAINTENANCE TRAINING MANUAL
Chapter 33-20
Page 17
FWD galley
last update: Dec06 FOR TRAINING ONLY - Reproduction Prohibited
Chapter 33-20
Page 18
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MAINTENANCE TRAINING MANUAL
Chapter 33-30
Page 1
Micro switch
Micro switch
Chapter 33-30
Page 2
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Chapter 33-30
Page 3
MICRO SWITCH
MICRO SWITCH
CARGO LIGHT
CARGO LIGHT
LOADING LIGHT
LOADING LIGHT
170/190
MAINTENANCE TRAINING MANUAL
Operation
The operation of the cargo compartment lights is controlled by the position of the door and by the manual switch.To turn the lights on, the manual switch must be in the AUTO mode and the cargo compartment door must be open.To turn the lights off, the door must be closed or the manual switch must be in the OFF mode, in this case, the door position does not interfere.
Chapter 33-30
Page 5
B A
C D E
C F
F
A
MID AVIONICS COMPT REAR PLATE MID AVIONICS COMPT DC GND SVC BUS
B
15 LICC
D
FWD CARGO COMPT CARGO LIGHT 3 FWD CARGO COMPT CARGO LIGHT 4 FWD CARGO COMPT CARGO LIGHT 2
E
FWD CARGO COMPT CARGO LIGHT 1
CLOSE
OPEN
AUTO
OFF
LOADING LIGHT 2
Chapter 33-30
Page 6
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Chapter 33-40
Page 1
Chapter 33-40
Page 2
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Chapter 33-40
Page 3
Transformers
The landing lights receive 28 VAC from transformers installed near the wing roots and nose landing gear bay.
Chapter 33-40
Page 4
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MAINTENANCE TRAINING MANUAL
Operation
LANDING LIGHTS - OPERATION The landing lights are controlled by independent switches, namely LEFT, RIGHT and NOSE, in the cockpit overhead external lights panel. The wing-root landing light transformers interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 115 VAC/400 Hz power.The NLG landing light transformers interface with SPDA 1 located in the forward avionics compartment.
Chapter 33-40
Page 5
E D C A
EXTERNAL LIGHTS
NAV STROBE RED BCN
G G
ON
ON OFF TAXI
INSP
E
A B G
SIDE ON OFF
RIGHT ON
OFF
OFF
H A
FWD AVIONICS COMPT REAR PLATE
SPDA 1 (SSM 24-61-80)
C
OVERHEAD PANEL NOSE LDG LT SW EXTERNAL LIGHT PANEL
D
LH LDG LT SW RH LDG LT SW
REAR PLATE
ON
OFF
ON
OFF
ON
OFF
115 VAC
G
23 VAC
G
23 VAC
G
23 VAC
LH LDG LIGHT
RH LDG LIGHT
Chapter 33-40
Page 6
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Chapter 33-40
Page 7
SPDA 1, 2
115 volts AC from SPDA 1 and 2 is transformed into 28 volts AC, and then provided to the 3 taxi lights.
Chapter 33-40
Page 8
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MAINTENANCE TRAINING MANUAL
Operation
TAXI LIGHTS - OPERATION The NLG taxi light is controlled by means of the NOSE switch installed in the cockpit overhead external lights panel. Two wing-root taxi lights are controlled by means of the SIDE switches, one for the right and left sides, installed in the cockpit overhead external lights panel. The NLG taxi lights are operated when the NLG is down and locked only. The wing-root taxi Lights interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 115 VAC/400 Hz power. The NLG Taxi Lights interfaces with SPDA 1 located in the forward avionics compartment.
Chapter 33-40
Page 9
E D C A G G
E
A B G
EXTERNAL LIGHTS
NAV ON OFF LOGO NOSE ON OFF ON OFF LANDING LEFT ON NOSE ON RIGHT TAXI SIDE ON OFF STROBE ON OFF INSP RED BCN
G
OFF
OFF
A
FWD AVIONICS COMPT REAR PLATE
C
OVERHEAD PANEL
H D
NOSE TAXI LIGHT SW EXTERNAL LIGHT PANEL OFF ON TAXI LIGHT SW OFF ON DISCRETE I/O MODULE MID AVIONICS COMPT REAR PLATE
H
FAIRING STEPDOWN TRANSFORMER
115 VAC
115 VAC
G
23 VAC
G
23 VAC
G
23 VAC
LH TAXI LIGHT
RH TAXI LIGHT
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Page 10
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MAINTENANCE TRAINING MANUAL
Chapter 33-40
Page 11
Right
Left
White
8.3 V AC
8.3 V AC
7 V AC
Each light assembly has two lamps. Normally only one lamp is on while the second lamp is on standby. It operates from a separate electrical source, and is activated automatically if the primary system fails.
Chapter 33-40
Page 12
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Chapter 33-40
Page 13
Chapter 33-40
Page 14
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MAINTENANCE TRAINING MANUAL
Operation
The logo lights are controlled by the LOGO switch, on the cockpit overhead EXTERNAL LIGHTS control panel. The logo lights interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 28 VDC (Volt Direct Current) power.
Chapter 33-40
Page 15
Chapter 33-40
Page 16
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MAINTENANCE TRAINING MANUAL
General Description
There are two lamps installed in the fuselage, one on each side of the aircraft. The light beams are directed to the wing leading edge and engine intake nacelle.
Operation
The inspection lights are controlled by the INSP switch, on the cockpit overhead external lights panel. The inspection lights interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 28 VDC (Volt Direct Current) power.
Chapter 33-40
Page 17
E XT ER NAL LIGHTS
NAV ON S TR OB E ON R ED B CN
OFF
OF F LANDING
OFF
A
LEF T ON
NOS E ON
R IG HT
OFF
OFF
A B
CENTE R FUS
RH INSPECTIO N LIGHT
REAR PLATE RH INSPECTIO N LIGHT SPDA 2 (SSM 24-6180) (SDS 33-44) (MPP 33-4401)
Chapter 33-40
Page 18
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MAINTENANCE TRAINING MANUAL
Chapter 33-40
Page 19
Figure 10: The anti collision light system and red beacon lights
Top beacon
The four strobe lights supply reference from one aircraft to another when in flight. The white 400 candle strobe-light lamps are installed inside a transparent cover assembly in the forward and rear edges of both wingtips.
Bottom beacon
last update: Dec06 FOR TRAINING ONLY - Reproduction Prohibited
Chapter 33-40
Page 20
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MAINTENANCE TRAINING MANUAL
Chapter 33-40
Page 21
Chapter 33-40
Page 22
Chapter 33-50
Page 1
Chapter 33-50
Page 2
Chapter 33-50
Page 3
EMERGENCY LIGHT
ON / ARMED
TEST
The ELPUs will automatically provide 6VDC to the emergency lights in case of a power loss on the Essential bus, if commanded by the crew or if in test mode, or activated from the flight attendant panel.
Chapter 33-50
Page 4
Chapter 33-50
Page 5
Chapter 33-50
Page 6
Chapter 33-50
Page 7
The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel.
TEMPERATURE SETTING
ENABLED
CABIN TEMPERATURE
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
OFF
In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed.
ELPU BATTERY PACKS
OFF
last update: Dec06
OFF
OFF
OFF
Chapter 33-50 Page 8
Chapter 33-50
Page 9
1
PASSENGER SIGNS
EMER LT ARMED OFF ON ATTND CALL
MONUMENT ( REF.)
C B
D
EMERGENCY LIGHT
STERILE ON
NO SMKG ON
FSTN BELTS
OFF
OFF
ON/ ARMED
TEST
A
COCKPIT LH CBP MAU 2 (SSM 31-41-80) GENERIC I/O MODULE
B
FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) GENERIC I/O MODULE
DC BUS 1
7,5
28 VDC IN
ARM IN
OFF IN
FWD LH GALLERY AREA CEILING PNL PASSAGEWAY LIGHT EXIT MAKER EXIT
STATUS 1
EML4
STATUS 1
STATUS 2
CONTROL
EML4 6V
STATUS 2
OVERHEAD PANEL
ARM ON OFF TEST FAP ON EMERGENCY LIGHT POWER UNIT 1 (SDS-33-50) (MPP 33-50-01) EML 1
EML 2
A
(SSM 33-50-80)
1 MONUMENT (REF.)
FWD FLIGHT ATT PANEL (SDS 33-50) (MPP 25-25-01)
EML 3
EML 5
CEILING PNL 1
CEILING PNL 3
EMERGENCY NORMAL ON SW
EMERGENCY ON INDICATOR
TEST SW
FWD AV COMPT
OFF TEST
EML 2
FAP ON
EML 3
EML 5
REAR PLATE
Chapter 33-50
Page 10
Chapter 33-50
Page 11
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
PANEL LIGHTS
TEST
In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpi emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode.
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
Chapter 33-50
Page 12
Operation
The operation of the emergency lighting system is directly related to a hazardous situation or a major failure of the normal lighting system caused by loss of the normal power.The emergency lights can be ARMED or turned ON or OFF by a switch installed in the cockpit.The exception is the photoluminescent indicator strip light that does not need to be ARMED or turned ON.Additional switches on the forward and aft flight attendant panels, allow the flight attendants to control the emergency lighting system.
Chapter 33-50
Page 13
C B
H J
EMERGENCY LIGHT
ON/ ARMED
TEST
A
MID AVIONICS COMPT RICC FWD FUSELAGE DC BUS 2 AFT LIGHT EMER BATT HTR
B
AFT MAIN CEILING PNL AFT L MAIN CEILING PNL
G
AFT MAIN DOOR LINER
CEILING PNL 7
PASSAGEWAY LIGHT
28V CONTROL EMERGENCY LIGHT POWER UNIT 3 (SDS 33-50) (MPP 33-50-01) EML 1
(SSM 33-50-80)
ARM OFF
EML 2
EML 3
AFT LAVATORY AFT FLIGHT ATT PANEL (SDS 33-50) (MPP 25-25-01) TEST FAP ON EML 5
G
EMERGENCY NORMAL ON SW EMERGENCY ON INDICATOR
EML4
MAU 3
STATUS 1 STATUS 2 STATUS 2 STATUS 1 FWD FUSELAGE 28V EML 4 CEILING PNL 5
TEST SW
CONTROL
CEILING PNL 9
ARM OFF EMERGENCY LIGHT POWER UNIT 4 MID AVIONICS COMPT (SDS 33-50) (MPP 33-50-01)
TEST FAP ON
EML 3 EML 5
REAR PLATE
Chapter 33-50
Page 14
Flashlights
Two flashlights are provided to help the crew during an emergency condition. The flashlight can be activated manually when it is removed from the retention bracket through a slide switch located on the flashlight body. It provides up to 45 minutes of illumination. To turn the flashlight off, you return the slide switch to the normal position. Each flashlight has a 6VDC, Ni-Cad battery which is recharged when the flashlight is inserted into its retention bracket. An internal circuit controls the battery recharging process, which can be monitored via an LED indicator, near the head of the flashlight. WARNING: Do not re-insert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
Chapter 33-50
Page 15
TEMPERATURE SETTING
LOW C H
OFF
HIGH
ENABLED
D O O R Z O N E T E M P E R AT U R E
ON
CE ILIN G
S ID E WALL
FW D GALLEY AREA
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
CABIN LIGHTING
GALLEY MASTER
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HO RN
ON
ON
ON
AF T E NTRANCE
OFF
ON / ARMED
TEST
RESET
OFF AUTO
ON
CE ILING
S IDE WAL L
PANEL LIGHTS
TEST
PSU
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
FWD
AFT
TEST
RESET
EMERGENCY LIGHT
CO UR TES Y L IG HT
E VA C H O R N
ATTND CALL
ON / ARMED
TEST
RESET
OFF AUTO
ON
RESET
WASTE S Y STE M
TANK FULL SERVICE TANK
FWD
AFT
FAULT
LAVATORY FAULT
ATTND CALL
WATER SY S TE M
WAT ER QUANTITY
RESET
FAULT
1/4
1/2
3/4
WARNING: Do not reinsert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
Chapter 33-50
Page 16
190
33-50 Emergency Lights (EMB 190)
Introduction
The Emergency Lights System provides lighting in case the main lighting system becomes unavailable. It provides enough cabin and exterior lighting to assure safe crew and passenger evacuation even in poor visibility conditions.
Chapter 33-50
Page 1
Chapter 33-50
Page 2
190
Emergency Light Power Unit (ELPU)
The Emergency Lighting System is operated by 6 ELPUs, each of which supply 6VDC power.An ELPU has the capacity to allow the entire emergency lights to operate and maintain the required level of illumination for a minimum duration of 10 minutes under critical ambient conditions. It is charged and controlled by a 28VDC power source.Each ELPU has heating and quick charge features.The heating feature ensures reliable battery operation at low ambient temperatures.The quick charge feature allows a 45-minute recharge in the event the ELPU has a low charge.
Chapter 33-50
Page 3
EMERGENCY LIGHT
ON / ARMED
TEST
The ELPUs will automatically provide 6VDC to the emergency lights in case of a power loss on the Essential bus, if commanded by the crew or if in test mode, or activated from the flight attendant panel.
Chapter 33-50
Page 4
190
Emergency markers and identifiers
All six emergency exits are marked with exit locators, markers and identifiers which are clearly visible when energized under conditions of complete darkness. The exit signs contain red letters on a white background. For general cabin emergency illumination floodlight assemblies are installed on the aisle ceiling panels, distributed along the fuselage. Emergency exit area floodlight assemblies are installed at each exit. Their purpose is to illuminate the passageway leading from the main aisle to each of the exit openings. The floor proximity emergency escape path markings are a photo luminescent type, and guide passengers to the nearest exit in conditions of dense smoke. Once outside, the passengers are provided with LED lighting on the sides of the emergency slides. The EMB 190 overwing escape path is illuminated by 6 exterior emergency lights (3 each side).
Chapter 33-50
Page 5
Chapter 33-50
Page 6
190
Emergency lights system control panels
The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel installed in the forward entry area. The emergency light switch in the cockpit has three positions: In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed. This position prevents the emergency lights from illuminating and the batteries from being drained after normal power shutdown. In the ARM position, the emergency lights are in the stand-by mode and the batteries are charged. When normal aircraft power is lost, the emergency lights will automatically illuminate by power from the ELPU battery packs. In the ON position, the emergency lights are manually turned on and supplied by power from the ELPU battery packs.
Chapter 33-50
Page 7
The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel.
TEMPERATURE SETTING
ENABLED
CABIN TEMPERATURE
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
OFF
In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed.
ELPU BATTERY PACKS
OFF
OFF
OFF
OFF
OFF
OFF
Chapter 33-50
Page 8
190
Emergency light power unit
The emergency light power unit is composed of sealed battery packs that provide power directly to the emergency lighting system in case of loss of primary power or when commanded by the flight crew.Each unit consists of an electronic package, plus a NiCd battery and a chassis to secure all these components.Each unit is rigidly attached to a sheet metal bracket installed between fuselage frames.The units are designed to supply power to the lights for at least 10 minutes under critical conditions.
Chapter 33-50
Page 9
MONUMENT ( REF.)
C B
D
EMERGENCY LIGHT
STERILE ON
NO SMKG ON
FSTN BELTS
OFF
OFF
ON/ ARMED
TEST
A
COCKPIT LH CBP MAU 2 (SSM 31-41-80) GENERIC I/O MODULE
B
FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) GENERIC I/O MODULE
DC BUS 1
7,5
28 VDC IN
ARM IN
OFF IN
FWD LH GALLERY AREA CEILING PNL PASSAGEWAY LIGHT EXIT MAKER EXIT
STATUS 1
EML4
STATUS 1
STATUS 2
CONTROL
EML4 6V
STATUS 2
OVERHEAD PANEL
ARM ON OFF TEST FAP ON EMERGENCY LIGHT POWER UNIT 1 (SDS-33-50) (MPP 33-50-01) EML 1
EML 2
A
(SSM 33-50-80)
1 MONUMENT (REF.)
FWD FLIGHT ATT PANEL (SDS 33-50) (MPP 25-25-01)
EML 3
EML 5
CEILING PNL 1
CEILING PNL 3
EMERGENCY NORMAL ON SW
EMERGENCY ON INDICATOR
TEST SW
FWD AV COMPT
OFF TEST
EML 2
FAP ON
EML 3
EML 5
REAR PLATE
Chapter 33-50
Page 10
190
NOTES:
Chapter 33-50
Page 11
S TE RILE ON
NO SMKG ON
F ST N BE LT S
OFF
OF F
B
E ME RG ENCY LIG HT
ON/ ARMED
T ES T
A
C G
J H
C
1 MONUMENT ( RE F.)
B
MID AVIONICS COMPT DC BUS 1 LICC COCKPIT DC BUS 1 LH CBP OVERHEAD PANEL PASSENGER SIGN PANEL (SDS 33-23) (MPP 33-23-07) FWD AVIONICS COMPT MAU 2 (SSM 31-41-80)
F
MID AVIONICS COMPT MAU 3 (SSM 31-41-80) BACKPLANE
D
1
MONUMENT (R EF .)
A
ARM IN OFF IN
BACKPLANE
C
FWD AVIONICS COMPT
ARM ON OFF
28 VDC 28 VDC
28 VDC
EMERGENCY NORMAL ON SW
K
(TY PICAL)
6 VDC
CHARGE/HEAT
STATUS
EML 1
EML 3
STATUS
EML 5
EML 2
F L
6 VDC
6 VDC
6 VDC
6 VDC
E
EXIT
EXIT
Chapter 33-50
Page 12
190
NOTES:
Chapter 33-50
Page 13
G A B
E ME RG ENCY LIG HT
ON/ ARMED
T ES T
E
P AS S E NGE R SIGNS
E ME R LT ARMED
H J
OFF
ON
AT T N D C ALL
(TY PICAL)
S TE RILE ON
NO SMKG ON
F ST N BE LT S
OFF
OF F
A
MID AVIONICS COMPT DC BUS 1 LICC COCKPIT DC BUS 1 LH CBP OVERHEAD PA NEL PASSENGER GN SI PAN EL (SDS 33-23 ) (MPP 33-23 -07) FWD AVIONICS COMPT
C
MID AVIONICS COMPT MAU 3 (SSM 1-41-80) 3 BACKPLANE AFT LH LAVAT ORY AFT FAP (SSM 25-25-83)
G
MID AVIONICS COMPT
C
ARM IN OFF IN
BACKPLANE
EMER FWD BATT HTR GENERIC I/O MOD. 9 GENERIC I/O MOD. 9
K
(TY PICAL)
ARM OFF ON
28 VDC
28 VDC
28 VDC
EMERGENCY N ORMAL ON SW
6 VDC
OFF
ARM
CHARGE/H EAT
CONTROL
STATUS
STATUS
FAP ON
EML
TEST
EML
EML
EML
EML
G F
6 VDC
6 VDC
6 VDC
6 VDC
EXIT MARKER
E
EXIT
EML
EXIT
EXIT
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Cabin attendant control panel
The emergency light switch on the cabin attendant panel has two positions: In the normal position the emergency lights remain in the mode determined by the cockpit switch. This is the normal flight position. In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpit emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode. Note that the message emergency lights not armed will be displayed on the EICAS, and the MASTER CAUTION lights come on when the switches are selected to the ON or OFF position.
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CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
PANEL LIGHTS
TEST
In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpi emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode.
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
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Operation
The operation of the emergency lighting system is directly related to a hazardous situation or a major failure of the normal lighting system caused by loss of the normal power.The emergency lights can be ARMED or turned ON or OFF by a switch installed in the cockpit.The exception is the photoluminescent indicator strip light that does not need to be ARMED or turned ON.Additional switches on the forward and aft flight attendant panels, allow the flight attendants to control the emergency lighting system.
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TEST
A
MID AVIONICS COMPT RICC FWD FUSELAGE DC BUS 2 AFT LIGHT EMER BATT HTR
B
AFT MAIN CEILING PNL AFT L MAIN CEILING PNL
G
AFT MAIN DOOR LINER
CEILING PNL 7
PASSAGEWAY LIGHT
28V CONTROL EMERGENCY LIGHT POWER UNIT 3 (SDS 33-50) (MPP 33-50-01) EML 1
(SSM 33-50-80)
ARM OFF
EML 2
EML 3
AFT LAVATORY AFT FLIGHT ATT PANEL (SDS 33-50) (MPP 25-25-01) TEST FAP ON EML 5
G
EMERGENCY NORMAL ON SW EMERGENCY ON INDICATOR
EML4
MAU 3
STATUS 1 STATUS 2 STATUS 2 STATUS 1 FWD FUSELAGE 28V EML 4 CEILING PNL 5
TEST SW
CONTROL
CEILING PNL 9
ARM OFF EMERGENCY LIGHT POWER UNIT 4 MID AVIONICS COMPT (SDS 33-50) (MPP 33-50-01)
TEST FAP ON
EML 3 EML 5
REAR PLATE
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Flashlights
Two flashlights are provided to help the crew during an emergency condition. The flashlight can be activated manually when it is removed from the retention bracket through a slide switch located on the flashlight body. It provides up to 45 minutes of illumination. To turn the flashlight off, you return the slide switch to the normal position. Each flashlight has a 6VDC, Ni-Cad battery which is recharged when the flashlight is inserted into its retention bracket. An internal circuit controls the battery recharging process, which can be monitored via an LED indicator, near the head of the flashlight. WARNING: Do not re-insert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
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TEMPERATURE SETTING
LOW C H
OFF
HIGH
ENABLED
D O O R Z O N E T E M P E R AT U R E
ON
CE ILIN G
S ID E WALL
FW D GALLEY AREA
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
CABIN LIGHTING
GALLEY MASTER
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HO RN
ON
ON
ON
AF T E NTRANCE
OFF
ON / ARMED
TEST
RESET
OFF AUTO
ON
CE ILING
S IDE WAL L
PANEL LIGHTS
TEST
PSU
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
FWD
AFT
TEST
RESET
EMERGENCY LIGHT
CO UR TES Y L IG HT
E VA C H O R N
ATTND CALL
ON / ARMED
TEST
RESET
OFF AUTO
ON
RESET
WASTE S Y STE M
TANK FULL SERVICE TANK
FWD
AFT
FAULT
LAVATORY FAULT
ATTND CALL
WATER SY S TE M
WAT ER QUANTITY
RESET
FAULT
1/4
1/2
3/4
WARNING: Do not reinsert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
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33-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 33-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 33 LIGHTS
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 33-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 33 LIGHTS
10-00 Cockpit/Flight Deck/Flight Compartment and Instrument Lighting Systems 21-00 Cabin Interior Illumination System
C C
Individual lights may be inoperative provided remaining lights are: a) Sufficient to clearly illuminate all required instruments, controls, and other devices for which they are provided, b) Positioned so that direct rays are shielded from flight crewmembers' eyes, c) Lighting configuration and intensity is acceptable to the flight crew, and d) Flight deck emergency lighting is operative. Individual lights may be inoperative provided: a) Sufficient lighting remains for flight attendants to perform their assigned duties, b) No more than 10 per cent ceiling light lamps are inoperative, c) No more than 2 adjacent ceiling light lamps in the longitudinal or lateral direction are inoperative, d) Remaining operational ceiling, forward entry area, forward galley area and aft entry area lighting must be functional in BRIGHT setting, and e) Cabin emergency lighting is operative.
23-00 Passenger Signs 23-09 Cockpit Sterile Light 26-00 Courtesy Lights System
C C C C 1
0 0 0
(M)(O)No passenger, flight attendant seat or lavatory may be occupied from which a "No Smoking/Fasten Seat Belt" sign is not readily legible, or that seat must be blocked and placarded "DO NOT OCCUPY". (O)"No Smoking/Fasten Seat Belt" signs may be inoperative and the affected passenger seat(s), flight attendant seat(s) or lavatory may be occupied provided: a) The passenger address system operates normally and can be clearly heard throughout the cabin during flight, and b) The passenger address system is used to notify the flight attendant and passengers when seat belts should be fastened and when smoking is prohibited.
(O)May be inoperative provided alternate procedures are established and used. May be inoperative provided sufficient light is available at passenger entry area.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 33-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 33-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 33 LIGHTS
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 30-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 30 ICE AND RAIN PROTECTION B 8 C 2 4 0 0 0 0 0 1 One Heater controller per ADSP may be inoperative. May be inoperative provided airplane is not operated in precipitation within 5 nautical miles of the airport of takeoff or intended landing.
32-00 Service Compartment Lights 41-00 Landing Lights 42-00 Taxi Lights
C 6 C 3 C 3 C 3
0 2 0 0 4 0 0 0 0 0
May be inoperative for day operations. (M)Any light may be inoperative provided the following minimum configuration is complied with: a) One green light at the right forward wing tip position, b) One red light at the left forward wing tip position, and c) One white light at each aft wing tip position. May be inoperative for day operations. (O)May be inoperative provided ground deicing procedures do not require their use. May be inoperative provided strobe lights operate normally. May be inoperative for day operations.
31-00 Air Data Smart Probe (ADSP) Heater Controllers 41-00 Windshield Wiper Systems
May be inoperative provided associated High Speed Mode operates normally. May be inoperative provided associated Low Speed Mode operates normally. (M)May be inoperative provided: a) Blades are positioned to provide an acceptable field of vision to flight crew, and b) Associated Windshield Wiper System is considered inoperative and not used. One may be inoperative provided airplane is not operated in known or forecast icing conditions.
-------------------------------------------------------------------------------
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JOINT AVIATION AUTHORITIES MASTER MINIMUM EQUIPMENT LIST SUPPLEMENT AIRCRAFT EMBRAER 170
(1) System & Sequence Numbers Item
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Table of Content
45-00 Aircraft Diagnostic and Maintenance System (Central maintenance System).
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Data Management Unit (DMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Remote Terminal (RT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Central Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 REPORT BUILDER (RB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 REMOTE TERMINAL (RT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 CMC SYSTEM INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 MAINTENANCE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 CMC Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Maintenance Messages Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Maintenance Messages Display . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Maintenance Message Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 System Diagnostics menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Extended Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Member System Status menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 File Transfer Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 System Configuration Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Issue: June06 Revision: 00
Data Loader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Load Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Reports Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Fault History Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
45-MEL (Example)
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The CMC system has the components that follow: CMC module Database module DMU (Data-Loader Management Unit)
General Description
The CMC supplies the operator access to the member systems from a single user interface.The access can be from the RT (Remote Terminal) through the LAN (Local Area Network) or from the copilots MFD (Multi-Function Display) through the RIB (Remote Image Bus).The copilots access is with the CCD (Cursor Control Device). The LAN ports are found in the forward avionics compartment, cockpit, external maintenance panel and middle avionics compartment. NOTE : The term member system refers to any system installed on the aircraft that complies with the CMC interface requirements and implements the features of the CMC. The CMC is connected to a aircraft battery (HOT BATT BUS 2) for backup power purposes.
PRINTER
COPILOTS MFD
CCD
TO OTHER MAUs
LAN
NIC
I/O MODULE
DATABASE MODULE
BACKPLANE
ARINC 429
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Notes:
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Components
CMC MODULE The CMC module is the central controller for the CMC system. The CMC module interfaces with other elements of the system through the virtual backplane.It hosts the functional software, fault history database, loadable diagnostic information database, and ACMF (Aircraft ConditionMonitoring Function) data. The CMC module is powered by the DC (Direct Current) bus 1.The CMCF is powered by the MAU (Modular Avionics Unit) power supply through the backplane and receives its data from the ASCB (Avionics Standard-Communication Bus).If the MAU is not powered or the ASCB is not in use, the maintenance function is not available.The CMC module is also connected to the aircraft battery (HOT BATT BUS 2) for backup power purposes.The aircraft battery connection is used to power down the CMCs operating system in the event that the CMC module loses electrical power from the DC bus 1. The CMC module has circuitry that prevents the CMC module from using more than two minutes of the aircraft battery.In the event that the CMCF does not power down within two minutes, the CMC module hardware automatically disconnects the CMC module from the aircraft battery power.
CMC Location
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
B U S
C H
Rev. XL
Central Maintenance computer Module (CMCM). Central Maintenance computer Function (CMCF).
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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DMU LOCATION
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The EMBRAER 170 remote terminal ports are located in the cockpit, external AC power panel, and forward as well as mid electronic compartments
Terminal Ports
Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
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Notes:
C
123 BL (REF.)
B A
125 BL (REF.)
A
FWD RAMP PNL FWD AVIONICS COMPT MAU 1 (SSM 31-41-80)
C
MAIN PANEL COCKPIT
B
MAIN PANEL COCKPIT MAIN PANEL COCKPIT FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) FWD AVIONICS COMPT SPDA 1 (SSM 24-61-80) FWD AVIONICS COMPT
D
FWD AVIONICS COMPT
E
LAN PORT (SDS 45-45)
LAN PORT (SDS 45-45) CMC MODULE (SSM 45-45-80) NIC 2 NIC 1
NIC 3
NIC 4
F
T
ASCB MODULE
NIM
NIC 6
NIC 5 DMU (SSM 45-45-80) LAN PORT (SDS 45-45) PFD 2 (SSM 31-61-80) MFD 2 (SSM 31-61-80)
L
MID AVIONICS COMPT
MAU 3 (SSM 31-41-80) MID AVIONICS COMPT RH AFT CONSOLE COCKPIT RH CONSOLE
H
MAIN PANEL COCKPIT MAIN PANEL COCKPIT
H G
K J
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The ACMS is a function that is used to extend the capabilities of the CMC system.The ACMS is made up of the ACMF and the RB (Report Builder). The ACMF is a data-driven software application that increases the operators ability to isolate the flight anomalies The ACMF collects a set of predefined data based on a defined trigger even that uses the ground support software RB.The ACMS supplies the function that follows: Monitors aircraft parameters Records aircraft parameters based on real-time evaluation of monitored aircraft parameters through the trigger logic Supplies access to reports through the download and printout Lets operator develop more custom monitoring capabilities for any aircraft system Supplies storage for certain accumulated values AIRCRAFT CONDITION MONITORING FUNCTION (ACMF) The ACMF runs on the CMC and supplies a procedure to complement the CMCF.The ACMF supplies storage and analysis of system fault data, with storage of more data that is not directly associated with faults.This stored data can be downloaded through the RB for analysis. The ACMF monitors the ASCB data to determine if conditions satisfy the trigger logic for any applications.Once a trigger condition is satisfied, data associated with the trigger condition is stored in the CMC module. Periodically the ACMF reports are stored on the database module.The stored data can be retrieved for an in-air download through the CMF or the printout on the LAN printer. The CMC module lets up to 25 megabytes of storage for the ACMF reports. The RB lets reports be categorized into storage families.The ACMF supplies a memory full flag that is set when the total available storage exceeds 90% of available space.This flag is shown in the RB when it accesses the ACMF. The notebook PC, running the RT application, uses the aircraft LAN and the RB to download reports (via the RT) and clean up storage.Once a family has reached its limit the oldest report within a family is over written as a new report is created.
I/O Module
I/O Software
I/O Process Level B M aintenance Process Level C
Remote Terminal
(Optional)
Test Panel
CMC Module
BIC
Copilot CCD
PROCESSOR MODULE
BIC
NIC
BIC
Ethernet LAN
ASCB-D
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I/O Module
I/O Software
I/O Process Level B M aintenance Process Level C
Remote Terminal
(Optional)
Test Panel
CMC Module
BIC
Copilot CCD
PROCESSOR MODULE
BIC
NIC
BIC
Ethernet LAN
ASCB-D
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Ground Interlock Switch: The member system uses the ground interlock switch as an additional safety interlock when maintenance actions are done on the aircraft that require more safety.The member systems supply the interlocks so that if the software in the CMC fails, the member system cannot be commanded to any unsafe condition or start tests while the aircraft is in flight. Printer: The CMC interfaces with the printer through the LAN and the printer interfaces to the MAU 2 through the ARINC-429.All communications with the printer from any other systems, such as the CMU (Communications Management Unit), are accomplished through the CMC.The printer supplies all print reports to the CMC system through the LAN, and all fault reports through the ARINC-429 connection.
Performance of power-up and continuous BIT to find faults unless the member system is doing a commanded test or a NVM download. Performance of commanded test (if commanded by the CMC,if necessary and sufficient interlocks are satisfied). Performance of NVM download (if commanded by the CMC,if necessary and sufficient interlocks are satisfied).
MAINTENANCE MODE
The maintenance mode is only accessible when the aircraft is on ground and safety conditions are met. The maintenance mode functions and access to the maintenance screens are locked out by both the CMCF and the member systems.This supplies interlocks so that if the CMC fails, the member system cannot be commanded to any unsafe condition or starts the tests when not in other than maintenance mode.This mode is used by the maintenance crew to find and repair the member system.When the CMCF is in the maintenance mode it supplies access for the member systems to show fault data (active faults).The command systems diagnostics start the BIT.The member system supplies defined-passive status screens (real-time display of system status) and commands the download of stored fault data (NVM download).During the maintenance mode the member system requirements are as follow: Transmission of the member system finds fault,unless the member system is doing a commanded test or a NVM download. Transmission of the equipment Id,SDI (Source/Destination Identifier),hardware part number,software part number,and serial number information,unless the aircraft system is doing a commanded test or a NVM download
I/O Module
I/O Software
I/O Process Level B M aintenance Process Level C
Remote Terminal
(Optional)
Test Panel
CMC Module
BIC
Copilot CCD
PROCESSOR MODULE
BIC
NIC
BIC
Ethernet LAN
ASCB-D
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Operation
ACCESSING THE MAINTENANCE SYSTEM The remote terminal ADMS functionality and GUI is the same as that provided in the cockpit using the copilots MFD and CCD.In order to access the main CMCF menu in the cockpit, the following procedures should be followed: Select the Maintenance menu for display on MFD No.2 by: - Using the CCD No.2 touch pad to move the cursor to the Maintenance Soft Key. Select the Maintenance Soft Key by pushing one of the enter keys on CCD No.2: - The main Maintenance menu is displayed.
MFD 2
Maintenance
System Config
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DATA LOADER
FILE TRANSFER
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Historical by Date All stored maintenance messages whether they are active or inactive, shown sorted by date.Through this selection, the SELECT A FLIGHT LEG page is displayed and a list of dates is first presented.Once a date is selected a list of flight legs are presented.Selecting a flight leg, a list of FDE messages, organized by classification (warning, caution, advisory or status), are presented.Selecting a message, the FDE DETAIL menu is displayed showing the details of the related message. Historical by ATA (Air Transport Association of America) All stored maintenance messages whether they are active or inactive are displayed and a list of FDE messages, organized by classification (warning, caution, advisory or status), are presented.Selecting a message, the FDE DETAIL menu is displayed showing the details of the related message. Maintenance Message Details Data in the MAINTENANCE MESSAGES DETAIL page, displayed from any of the above selections, including the fault name,type and code, a field for the LRUs at fault, a field for symptom text, a field for linked document if any, and a field for the maintenance message occurrences are shown in chronological order. CAS (Crew Alerting System) Message Correlation For every EICAS (Engine Indicating and Crew Alerting System) message with an associated maintenance action there is a corresponding maintenance message.For example, if the CMC fails, a corresponding CAS message will be set to EICAS:
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35 Characters Internal / Interface / Probe/Sensor Fault Code (tech.pubs) LRUs/LRMs: highest to lowest probability
S YMP TO M: Che ck MAU3 for fault fa ult re reporting. porting. S e rvice pa ne l door door switch s witchmay may be beimprope imprope y rly arl djus adjusted te d or m malfunctioning. a lfunctioning. DOCUMENTS <link> MAINTEN ANCE MES S AGE OCCURRENCES : ACTIVE ACTIVE INACTIVE IN ACTIVE ACTIVE ACTIVE MAY 13, 2000 19:20:02 LEG:1 CRUIS E MAY 13, 2000 19:10:33 LEG:1 CLIMB MAY 13, 2000 19:09:05 LEG:1 TO RUN
MAIN MENU
PREV
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Extended Maintenance
The extended maintenance has the following options: Storage enabled/disabled Inhibits storage of maintenance messages in the FHDB (Fault History Database). Selecting the STORAGE ENABLED PRESS TO DISABLED soft key, the soft key label will change to STORAGE DISABLED PRESS TO ENABLE.In order to re-enable storage press the soft key again. Member System Status Supplies an indication, if the member system is operational or not. Through this option, a MEMBER SYSTEM STATUS screen is displayed listing the member systems organized by ATA chapter.The status for each can be shown as OPERATIONAL, NOT OPERATIONAL, TEST, LRU NO COM and IOM (Input/Output Module) NO COM. Configuration Shows the equipment configuration of the member systems. Through this selection, a SYSTEM CONFIGURATION page is displayed.There are 30 fields for the display of related data that are pre-defined as:equipment Id (Identification), destination identifier, hardware part number, serial number, and software version.A list of member systems, organized by ATA chapter that transmit their system configuration, are presented. Reports There are two options of reports: CMC REPORTS and ACMF REPORTS The CMC REPORTS are classified in three types: ACTIVE MAINTENANCE MESSAGE, CURRENT LEG FAILURES, and CONFIGURATION REPORT.The RT or the DMU can be used to send these reports to storage or to the printer. Through the CMC REPORTS selection, a list of printable reports is displayed.Selecting one of three types above, a list of destinations where the reports can be sent is displayed (LOCAL STORAGE, *DMU 1 PCMCIA SLOT 1, DMU 1 PCMCIA SLOT 2 or COCKPIT PRINTER).The selected report will be sent and a report status field will be displayed in the CMC REPORTS page.The EXPORT FAULT HISTORY is also an option available in the CMC reports section to download the FHDB from the aircraft.The RT or the DMU can be used to send these reports only to storage.The ACMF REPORTS are trend and exceedence reports.Once stored, data can be retrieved using the RT or DMU or retrieved for in-air download via the CMF (Communications Management Function).
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Data Loader
The Data Loader System (DLS) is a software program that allows the loading of the entire Primus Epic System. there are two loading modes. The Target Load allows the loading of a specific LRU and the Full Load allows the loading of the entire system. Selecting FULL LOAD or TARGET LOAD on the bezel, the DLS INSTALLATION FUNCTION are presented, showing the system drives. Selecting the drive and the file which will be the source of the load, the procedure is started.
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Load Times
Load times using Remote Terminal DLS: System Configuration and Status Check takes approx. 10 minutes or less Full System Load takes approx. 1:30 hrs. Full System Load including DB module 2:30 APM Load approx. 10 minutes or less Seperately Loadable Database: FMS NAV, A/C, COMPANY, CUSTOM: 30 minutes or less Separately Loadable DAtabase: EGPWS Terrain and Envelope Modulation: approximately 30 minutes LDI. 15 minutes
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Reports Menu
Reports - There are two options of reports.CMC REPORTS and ACMF REPORTS. The CMC REPORTS are classified in three types: ACTIVE MAINTENANCE MESSAGES, CURRENT LEG FAILURES and CONFIGURATION REPORT.The RT or the DMU can be used to send these reports to storage or to the printer. Through the CMC REPORTS selection, a list of printable reports is displayed.Selecting one of three types above, a list of destinations where the report can be sent is displayed (LOCAL STORAGE, DMU 1 PCMCIA SLOT 1, DMU 1 PCMCIA 2 or COCKPIT PRINTER).The selected report will be sent and a report status field will be displayed in the CMC REPORTS page. The EXPORT FAULT HISTORY is also an option available in the CMC reports section to download the FHDB from the aircraft.The RT or the DMU can be used to send these reports only to storage. The ACMF REPORTS are trend and exceedence reports.Once stored, data can be retrieved using the RT or DMU or retrieved for in-air download via the CMF (Communications Management Function). DATA LOADER The Data Loader System (DLS) is a software program that allows the loading of the entire Primus Epic system.There are two loading modes.The TARGET LOAD allows the loading of a specific LRU and the Full Load allows the loading of the entire syste.Selecting FULL LOAD or TARGET LOAD on the bezel, the DLS INSTALLATION FUNCTION are presented, showing the system drives.Selecting the drive and the file which will be the source of the load, the procedure is started. IN-AIR DIAGNOSTIC DOWNLOADS During an in-air operation the CMCF supports in-air diagnostic downloads through ASCB to the CMF.Both CMCF and ACMF reports can be automatically transmitted.The requested down link communication path is hard-cod ed to first available and no up link commands are supported by the CMCF or the ACMF. PRINTER The CMCF supports communications with the printer through the LAN in all phases of flight. RT - Lets all CMCF operate from the RT, as well as access the on-line linked manuals. On-line linked Maintenance Manuals - Accessed from the RT only.This function lets a hypertext link between a maintenance message and the related text within the supplied electronic manuals. File Transfer - Lets the file transfer from the member system to the DMU or local drives of the notebook PC running on the RT (e.g. member system NVM (Non-Volatile Memory) files).
CMC REPORTS
ACMF REPORTS CMC REPORTS ACTIVE FDE/MAINT MSG SEND TO -> COCKPIT PRINTER SEND TO -> DMU 1 PCMCIA SLOT 1 SEND TO -> DMU 1 PCMCIA SLOT 2 CURRENT LEG FDE/MAINT MSG SEND TO -> COCKPIT PRINTER SEND TO -> DMU 1 PCMCIA SLOT 1 SEND TO -> DMU 1 PCMCIA SLOT 2 SYSTEM CONFIGURATION SEND TO -> COCKPIT PRINTER SEND TO -> DMU 1 PCMCIA SLOT 1 SEND TO -> DMU 1 PCMCIA SLOT 2 EXPORT FAULT HISTORY SEND TO -> DMU PCMCIA SLOT 1 SEND TO -> DMU PCMCIA SLOT 2 REPORT STATUS:
MAIN MENU
PREV
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NO CMC INTERF
InIn - Flight
OnOn -Ground
MS STATUS
FILE TRANSF
SYSTEM CONFIG
REPORTS
TO AIRCRAFT
MS STATUS
TO STORAGE
TO DMU
TO PRINTER
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45-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 45-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 45 CENTRAL MAINTENANCE COMPUTER C 1 C 1 D 1 C 1 D 1 0 0 0 0 0 May be inoperative provided procedures do not require its use. (M)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. (M)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
45-01 Central Maintenance Computer (CMC) 45-03 Data-Loader *** Management Unit (DMU) 45-04 Database (DB) Module
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