Phenom100 MTM - Vol 3
Phenom100 MTM - Vol 3
Phenom100 MTM - Vol 3
Embraer
Empresa Brasileira de Aeronáutica S.A.
PHONE: (55 12) 3927-7517
FAX: (55 12) 39277546
http://www.embraer.com.br
e-mail: training@embraer.com.br
MAINTENANCE
TRAINING
MANUAL
VOL. 3 OF 4
Copyright 2007 by Embraer - Empresa Brasileira de Aeronáutica S.A. All rights reserved.
This document shall not be copied or reproduced in whole or in part, in any form or by any means without the express written
Authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are proprietary
information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer.
MAINTENANCE TRAINING MANUAL VOL. 3 TM
VOLUME 3
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FIRE PROTECTION 26-00
The function of the fire protection system is to monitor the aircraft for fire and The control modules that interface with this system are:
overheat conditions, and to permit the discharge of fire extinguishing agent
to eliminate these conditions. • GEA (Garmin Engine/Airframe unit)
The FIRE PROTECTION includes these subsystems: The figure FIRE PROTECTION - BLOCK DIAGRAM provides further data on
the preceding text.
Developed for Training Purposes Only
Components
The function of the fire detection system is to give conditions for detection of
fire and overheat in the engines, and alert the crew about these conditions.
• Two engine shutoff pushbuttons, one engine fire extinguishing switch and
one test button.
EFFECTIVITY: ALL
FIRE PROTECTION 26-00
HOT BUS 1
INTEGRATED
Developed for Training Purposes Only
DETECTOR 1
ENGINE/AIRFRAME
UNIT 1
(GEA 1)
EM500ENSDS260007A.DGN
FIRE PROTECTION - BLOCK DIAGRAM
Sheet 1
22-Aug-2008 CHAPTER 26 - page 11
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FIRE PROTECTION 26-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
FIRE PROTECTION 26-00
HOT BUS 1
Developed for Training Purposes Only
DETECTOR 2
ENGINE/AIRFRAME
UNIT 2
(GEA 2)
EM500ENSDS260008B.DGN
FIRE PROTECTION - BLOCK DIAGRAM
Sheet 2
22-Aug-2008 CHAPTER 26 - page 13
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FIRE/SMOKE DETECTION SYSTEM 26-10
Introduction
The function of the fire detection system is to give conditions for detection of
fire and overheat in the engines, and alert the crew about these conditions.
General Description
The engine fire/overheat detection subsystem has one fire detector in each
engine compartment, installed on the mid cowl compartment with its housing
mounted on the engine structure.
The CAS (Crew Alerting System) window on the PFD (Primary Flight Display)
and the CMC (Central Maintenance Computer) screen show the detector
failure messages. When the engine fire detector senses a fire/overheat
condition, the system alerts the crew by means of the FIRE message in the
respective engine ITT (Interstage Turbine Temperature) field on the EICAS
(Engine Indication Crew Alert System), a voice message, and a red light on
the engine shutoff pushbutton (red light stays on while the fire condition
persists).
Components
The function of the engine fire detection system is to provide conditions for
fire and overheat detection in both engine compartments, and to alert the
crew about these conditions.
EFFECTIVITY: ALL
FIRE/SMOKE DETECTION SYSTEM 26-10
HOT BUS 1
Developed for Training Purposes Only
FIRE/ENG/TRIM TEST
GIA 1
PANEL PANEL
CMC
MESSAGES RS485
GEA 1 DETECTOR 1
EM500ENSDS260012A.DGN
FIRE/SMOKE DETECTION SYSTEM - BLOCK DIAGRAM
Sheet 1
22-Aug-2008 CHAPTER 26 - page 15
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FIRE/SMOKE DETECTION SYSTEM 26-10
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
FIRE/SMOKE DETECTION SYSTEM 26-10
HOT BUS 1
Developed for Training Purposes Only
FIRE/ENG/TRIM TEST
GIA 2
PANEL PANEL
CMC
MESSAGES RS485
GEA 2 DETECTOR 2
EM500ENSDS260013B.DGN
FIRE/SMOKE DETECTION SYSTEM - BLOCK DIAGRAM
Sheet 2
22-Aug-2008 CHAPTER 26 - page 17
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
Introduction A FIRE button on the TEST control panel is used to make sure of the integrity
of the detection system; when it is pressed, a fire condition on the engines is
The function of the engine fire detection system is to provide conditions for simulated, and the fire alarms are activated (red light in the shutoff pushbutton
fire and overheat detection in both engine compartments, and to alert the lamps, FIRE message in the ITT field on the EICAS and voice message
crew about these conditions. FIRE).
General Description The figure ENGINE FIRE/OVERHEAT DETECTION SYSTEM -
COMPONENTS LOCATION provides further data on the preceding text.
The engine fire detection system has one single loop-type fire detector for
Developed for Training Purposes Only
The engine fire detection system is connected to the aircraft electrical buses
as follows:
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
A B
87.8 TO 87.8
ATR
Developed for Training Purposes Only
FIRE FIRE
ITT FIELD
IGN IGN
__
544 ITT C
__
0 TEMP C 0
ENG FIRE EXTINGUISHER FUEL
FF KGH
SHUTOFF 1 BOTTLE SHUTOFF 2 TEST CONTROL PANEL
FQ KG
DISCH
C
OFF LWD
EICAS
EM500ENSDS260002D.DGN
ENG START/STOP
RUN RUN
STOP START STOP START B
ENG FIRE EXTINGUISHER CONTROL PANEL
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
ENGINE FIRE
DETECTOR
B
Developed for Training Purposes Only
DETECTOR
A A
C
CLAMP
DETECTOR
C SENSING
ELEMENT
CLAMP
DETECTOR
SENSING
ELEMENT
EM500ENSDS260009B.DGN
B
TYPICAL
C
TYPICAL
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
The housing assembly has a protective shell with all responder assembly
components inside. It has an electrical connector assembly on one end and
the sensor element on the other end.
The table FIRE DETECTOR SET POINT presents the set point of fire
detectors.
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
RESPONDER HOUSING
A
E F
B
D C
Developed for Training Purposes Only
ISOLATOR
A
+28VDC SENSOR
B
C
NO D
TEST
ALARM E
F
SPARE INTEGRITY SWITCH
EM500ENSDS260004B.DGN
(HELD CLOSED BY NORMAL
SENSOR PRESSURE)
INTERFACE WIRING
SHUNT PLATE
SCHEMATIC SENSOR/RESPONDER−TYP
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
• The fire detector also sends a signal to the control panel to cause the
Developed for Training Purposes Only
• The GIA provides a FIRE inscription in the ITT field on the EICAS and a
voice message FIRE.
The engine shutoff pushbutton stays on as long as the fire condition persists.
A single loop fire detector is installed in each engine and its integrity is
continuously monitored; in case of failure of power supply, bottle pressure,
cartridges and associated harnesses, fail messages come into view on the
CAS (Crew Alerting System) window and on the CMC (Central Maintenance
Computer) screen on the PFD (Primary Flight Display).
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
FIRE/ENG/TRIM PANEL TEST PANEL
WHITE (PRESS)
RED (FIRE)
NOT SHUTOFF
HOT BUS 1
SHUTOFF
Developed for Training Purposes Only
ENGINE/AIRFRAME UNIT 1
(GEA 1)
FIRE
SW
EM500ENSDS260005A.DGN
INTEGRITY
SW
ENG 1 DET FAIL
INPUT
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FIRE/OVERHEAT DETECTION SYSTEM 26-11
FIRE/ENG/TRIM PANEL TEST PANEL
WHITE (PRESS)
RED (FIRE)
NOT SHUTOFF
HOT BUS 1
FIRE
SHUTOFF
ENG 2 SHUTOFF
Developed for Training Purposes Only
ENGINE/AIRFRAME UNIT 2
(GEA 2)
FIRE
SW
EM500ENSDS260006B.DGN
INTEGRITY
SW
ENG 2 DET FAIL
INPUT
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FIRE EXTINGUISHING 26-20
The function of the fire extinguishing system is to discharge fire extinguishing The engine fire extinguishing system has the function of discharging fire
agent in areas where fire/overheat can occur. This system has fixed and extinguishing agent in both engine compartments upon actuation of the
portable components charged with Halon 1301 agent, which permits the crew BOTTLE switch installed on the ENG FIRE EXTINGUISHER control panel in
to extinguish the fire. the cockpit.
Each discharge outlet has an explosive cartridge activated by the crew from
the cockpit by means of the ENG FIRE EXTINGUISHER control panel. The
fill fitting assembly works as a primary safety relief and the rupture disk
assembly as a secondary safety relief for overpressure. The TCPS is
responsible for monitoring the extinguishing agent for correct pressure.
There is also one portable fire extinguisher located in the cockpit that may be
discharged by the crew in areas where fire/overheat events occur.
The fire extinguishing agent used in the bottle is Halon 1301, and in the
portable extinguisher is a Halon 1301/1211 blend.
Components
EFFECTIVITY: ALL
FIRE EXTINGUISHING 26-20
EICAS
Developed for Training Purposes Only
CARTRIDGE 1
FIRE
PANEL
PRSOV
TCPS
FUEL
SOV
CMC
MESSAGES
EM500ENSDS260014A.DGN
FIRE EXTINGUISHING - BLOCK DIAGRAM
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
Introduction rupture disc assemblies, three mounting lugs, a fill fitting assembly and a
TCPS (Temperature Compensated Pressure Switch).
The engine fire extinguishing system has the function of discharging fire
extinguishing agent in both engine compartments upon actuation of the The 573 cm³ (35 in³) container holds from 0.45 to 0.50 kg (1.0 to 1.1 lb) of
BOTTLE switch installed on the ENG FIRE EXTINGUISHER control panel in Halon 1301 agent, at pressure ranging from 4.136 to 4.309 MPa
the cockpit. (Megapascal) (600 to 625 psig) at 21 °C (70 °F) for an operating temperature
range of -62 to 85 °C (-80 to 185 °F).
General Description
The discharge outlet is machined from aluminum alloy and anodized for
Developed for Training Purposes Only
ENGINE FIRE SHUTOFF BUTTONS AND EXTINGUISHING SWITCH The TCPS is responsible for monitoring the extinguishing agent for correct
pressure. The switch contact of the TCPS is normally open when the fire
The ENG FIRE EXTINGUISHER control panel comprises one shutoff extinguisher is properly charged and closed when sufficient pressure loss has
pushbutton for each engine (ENG 1 SHUTOFF and ENG 2 SHUTOFF) and occurred. The low pressure generates a CMC message (ENG FIREX
a fire extinguishing switch (BOTTLE). Pressing either engine shutoff BOTTLE LOW PRESS) in the PFD (Primary Flight Display). A press-to-test
pushbutton on the ENG FIRE EXTINGUISHER control panel enables the button is provided to check for low pressure condition. This press-to-test
BOTTLE switch. If the engine fire condition does not disappear, extinguishing button also tests the switch, TCPS internal wiring, connector, aircraft wiring
agent can be discharged on the respective engine selected through the and the CAS messages E1 FIREX FAIL and E2 FIREX FAIL. Failure of the
engine shutoff pushbutton upon actuation of the BOTTLE switch. The shutoff TCPS switch does not affect the fire extinguishing system operation.
pushbuttons are protected by a guard and the switch is protected by a lever
lock. ENGINE FIRE EXTINGUISHING DISCHARGE PIPING
ENGINE FIRE EXTINGUISHING BOTTLE The discharge piping has the function of allowing the discharge of the fire
extinguishing agent from the fire extinguishing bottle to the discharge outlet.
The engine fire extinguishing bottle consists of the following components: a The piping is designed to avoid ice blockage, is protected against corrosion
container, two discharge outlets and related electroexplosive cartridges and and is fire proof in the area of the engine compartment. Since the drain valve
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
is installed in the discharge outlet, the fire extinguishing bottle is located in
such a way as to avoid the installation of another valve in the tubing.
There is no piping inside the engine compartment; one discharge outlet for
each engine is available in the firewall to discharge Halon 1301 in the mid
cowl compartment.
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
B 87.5 GA 87.5
ATR
ITT FIELD
N1%
Developed for Training Purposes Only
N2%
OIL PRES PSI
OIL TEMP C
FUEL
DISCH A
OFF LWD
ENG START/STOP
EM500ENSDS260001F.DGN
RUN RUN
STOP START STOP START
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
BAGGAGE
COMPARTMENT
DOOR
EM500ENSDS260010A.DGN
DISCHARGE PIPING OUTLET ENGINE FIRE
(ENGINE COMPARTMENT) EXTINGUISHING
BOTTLE
C B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
ENGINE/AIRFRAME UNIT 1
FIRE/ENG/TRIM PANEL (GEA 1)
E1 CARTRIDGE
EXTING
OFF
ON
E2 CARTRIDGE
01
ENGINE/AIRFRAME UNIT 2
(GEA 2)
EM500ENSDS260003C.DGN
PRESS
TO TEST
ENG 2 EXT BTL
INPUT
PRESS SW
NORMAL
EXT BTL LOW PRESS
INPUT
LOW
PRESS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
EFFECTIVITY: ALL
ENGINE FIRE EXTINGUISHING SYSTEM 26-21
A
ZONE
Developed for Training Purposes Only
C A
EM500ENSDS260011A.DGN
C ENGINE FIRE B
B
EXTINGUISHING
BOTTLE C
CAUTION
DO NOT REMOVE PROTEC
B
TIVE
COVER UNTIL INTALLATION
OF MATING ELECTRICAL
CONNECTOR
CARTRIDGES
C
ENGINE FIRE EXTINGUISHING SYSTEM - CARTRIDGES PROTECTION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
PORTABLE FIRE EXTINGUISHING SYSTEM 26-24
Introduction
The portable fire extinguishing system provides the flight crew with means to
control localized fire.
General Description
Components
Operation
EFFECTIVITY: ALL
PORTABLE FIRE EXTINGUISHING SYSTEM 26-24
Developed for Training Purposes Only
A
ZONE B
224
CLAMP
A
PORTABLE FIRE
EXTINGUISHER
EM500ENSDS260015B.DGN
B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 28 - FUEL
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL 28-00
Introduction
The main function of the EMB-500 fuel system is to contain and supply fuel
to the engines, providing indication for the fuel carried on board the aircraft.
The figure FUEL - LOCATION provides further data on the preceding text.
Developed for Training Purposes Only
EFFECTIVITY: ALL
FUEL 28-00
Developed for Training Purposes Only
RIB 7
RIB 3
RIB 1
RIB 3
RIB 7 LEFT WING TANK
(ZONES 531,532 AND 541)
EM500ENSDS280008A.DGN
RIB 14
RIB 15
FUEL - LOCATION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL 28-00
General Description Inter wing balancing of fuel load is achieved by gravity, via an interconnecting
transfer valve.
The FUEL includes these subsystems:
Refueling is accomplished by gravity, through a filler neck on each wing upper
• STORAGE (AMM SDS 28-10-00/1) surface.
• DISTRIBUTION (AMM SDS 28-20-00/1)
• INDICATING (AMM SDS 28-40-00/1) The vent system has been sized to avoid exceeding the 5 psig fuel tanks
structural limit during normal aircraft operation.
The fuel system is powered by a 28 V DC power source. Control and
Developed for Training Purposes Only
Operation
Fuel is contained in two integral wing tanks, one in each wing. Each wing
supplies its respective engine through a feed system independent of the other
engine.
Normal engine feed is done through ejector pumps. The ejector pumps in
each wing are driven by high-pressure motive flow returned from the engines.
Electrical power is not required for normal engine fuel feed operation.
Scavenge ejectors in each wing are also used to minimize unusable fuel. Two
electrical pumps, one in each wing, are provided for engine start operation,
and to work under ejector pump failure condition.
The fuel gauging subsystem provides an accurate measure of the fuel mass
in the fuel tanks. The fuel gauging subsystem also provides fuel low level and
temperature indication. In addition, fuel conditions are displayed on the MFD
(Multi-Function Display) fuel synoptic page, in the cockpit.
EFFECTIVITY: ALL
FUEL 28-00
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 4
RIB 4
RIB 9
RIB 9
RIB 12
RIB 12
RIB 13
RIB 13
RIB 14
RIB 14
DCM
RIB 15
RIB 15
SPAR I
SPAR I
Developed for Training Purposes Only
D D
DCM
LEGEND:
ENGINE
EM500ENSDS280105A.DGN
CHECK VALVE DRAIN VALVE
D DUMP VALVE
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL 28-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
FUEL 28-00
EMERGENCY BUS DC BUS 2 EMERGENCY BUS
VDC VDC
AUXILIARY AUXILIARY
BOOST BOOST
PUMP 1 PUMP 2
ENG 1 FIRE
DETECTOR VDC AUXILIARY VDC AUXILIARY ENG 2 FIRE
BOOST PUMP 1 BOOST PUMP 2 DETECTOR
RELAY RELAY
Developed for Training Purposes Only
ENGINE/ ENGINE/
FUEL TO CLOSE AIRFRAME AIRFRAME ENG 2 FUEL
TRANSFER UNIT (GEA 2) VDC VDC UNIT (GEA 3) SHUTOFF
VALVE (SOV) FUEL AUXILIARY AUXILIARY VALVE (SOV)
TO OPEN TRANSFER BOOST BOOST
VALVE FUEL TEMP PUMP 1 PUMP 2
PANEL SW SENSOR PANEL SW PANEL SW
EM500ENSDS280101C.DGN
CHANNEL 1 CHANNEL 2
UNIT UNITS (GIA 2)
LH TANK RH TANK
HI UNIT ARRAY HI
UNIT ARRAY
LOW LOW
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
STORAGE 28-10
Introduction
EFFECTIVITY: ALL
STORAGE 28-10
Developed for Training Purposes Only
RIB 14
(YW/=4994.92)
RIGHT MAIN
TANK
SURGE TANK
RIB 7
(Y=1899.09)
RIB 3
(Y=635.00)
RIB 1
(Y=0.00) RIB 3 RIB 7
(Y=−635.00) (Y=−1899.09)
LEFT MAIN
TANK
RIB 14
(YW/=−4994.92)
EM500ENSDS280009A.DGN
RIB 15
COLLECTOR (YW/=−5504.92)
TANK
SURGE TANK
STORAGE - LOCATION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
STORAGE 28-10
General Description
The storage subsystem contains the fuel tanks, the pressure relief
components, and a vent system. The total capacity of the fuel storage
Developed for Training Purposes Only
EFFECTIVITY: ALL
STORAGE 28-10
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 4
RIB 4
MAIN VENT MAIN VENT
RIB 9
RIB 9
RIB 12
RIB 12
LINE LINE
RIB 13
RIB 13
RIB 14
RIB 14
RIB 15
RIB 15
Developed for Training Purposes Only
SPAR II SPAR II
D D
LEGEND:
EM500ENSDS280106A.DGN
VENT LINE DRAIN ORIFICE FLOAT VENT VALVE
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
Introduction
The aircraft is provided with two integral (wet) wing tanks. The wing tanks are
the main structure for the storage and distribution of fuel.
The figure WING TANK - LOCATION provides further data on the preceding
text.
Developed for Training Purposes Only
EFFECTIVITY: ALL
WING TANK 28-11
Developed for Training Purposes Only
RIB 14
(YW/=4994.92)
RIGHT MAIN
TANK
SURGE TANK
RIB 7
(Y=1899.09)
RIB 3
(Y=635.00)
RIB 1
(Y=0.00) RIB 3 RIB 7
(Y=−635.00) (Y=−1899.09)
LEFT MAIN
TANK
RIB 14
(YW/=−4994.92)
EM500ENSDS280009A.DGN
RIB 15
COLLECTOR (YW/=−5504.92)
TANK
SURGE TANK
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
General Description The compartments between rib 14 and rib 15 in the wing tips serve as surge
tanks and do not normally carry fuel. The surge tanks collect fuel that enters
The two wing tanks are physically isolated and are independently gauged and the fuel tank vent sub-subsystem (AMM SDS 28-12-00/1) during wing-down
refueled. The wing tanks are bounded by the wing spar 1 and spar 3, the and uncoordinated maneuvers. At the end of the maneuver, the fuel returns
upper and lower wing skin surfaces, and the rib 1 (center wing rib) and rib 14, to the main tank through a flap valve located at the lowest point of rib 14.
at stations Y=0 and Y=4994.92 respectively. The wing tanks are also
bounded by the main landing gear wheelwell (by spar 2, between rib 3 and The top of each rib has openings to prevent air pockets from forming in the
rib 7, at stations Y=635.00 and Y=1899.09 respectively). The arrangement of wing tanks. The ribs also have provisions to prevent accumulation of water
the tank structure is designed to permit the fuel to flow from the wing tip to and trapped fuel. Holes at the bottom of each open rib provide passage for
Developed for Training Purposes Only
Each wing tank is divided into three compartments: Lightning protected access panels are provided in the wing lower surface in
order to allow inspection and repair of internal tank structure as well as
• Collector Tank removal and replacement of any component located inside the tanks.
• Surge Tank Refueling is accomplished by gravity through a filler neck on the upper
surface of each wing, the location of which prevents the refueling operator
• Main Tank
from exceeding the fuel capacity. If desired, both wings can be filled from one
The inboard part of each wing tank is used as a partially sealed collector tank. side up to 60% of total capacity by opening the gravity transfer shutoff valve
The collector tanks are located between rib 1 (center wing rib), at Y=0, and (see AMM SDS 28-21-00/1).
rib 3, at Y=635, and between spar 2 and spar 3. These tanks supply
The wing tanks have the components that follow:
continuous fuel feed to the engines and minimize the amount of unusable
fuel. The collector tanks are supplied with fuel by gravity through the three • Baffle Check/Flap Valves
flap valves installed at spar 2. Scavenge ejector pumps (AMM SDS
28-21-00/1) installed in the main tanks are required to maintain the collector • Fuel Tank Access Panels
tanks fuel supply during all attitudes in the operational envelope. The capacity
of each collector tank, which forms part of the usable capacity, is • Drain/Dump Valves
approximately 135 (35.7 gal.).
• Gravity Refueling Adapters/Gravity Refueling Caps
EFFECTIVITY: ALL
WING TANK 28-11
NOTES: NOTES:
Developed for Training Purposes Only
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
EFFECTIVITY: ALL
WING TANK 28-11
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 9
RIB 9
RIB 12
RIB 12
RIB 13
RIB 13
RIB 14
RIB 14
RIB 15
RIB 15
SPAR I
SPAR I
Developed for Training Purposes Only
D D
LEGEND:
EM500ENSDS280003A.DGN
D DUMP VALVE
FLAP VALVE
DRAIN VALVE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
BAFFLE CHECK/FLAP VALVES Two gravity filler necks are installed on the aircraft for gravity refueling. There
is one filler neck on the upper surface of each wing between rib 12 and rib
The 2.2 in. baffle check valves are one-way flapper valves that control the 13.
flow of fuel inboard. There are three baffle check valves in each wing tank.
Two baffle check valves near the bottom of rib 12 and one near the bottom The gravity filler necks are provided with caps. The caps are flush mounted
of rib 9. to minimize aerodynamic drag and ensure that no fuel can be trapped. The
caps have an integral seal to prevent fuel leaks and are lightning-strike proof.
Developed for Training Purposes Only
DUMP/DRAIN VALVES
The water drain valves are operated manually and allow the removal of water
and contaminants from the wing tanks. They are also used to remove
remaining fuel from the wing tanks after they have been defueled. The
primary sealing is achieved through the water drain valve seals. The drain
valves are spring-loaded poppet valves. There is one drain valve in each wing
tank located in the bottom skin of each wing, at the collector tank, and fitted
inside the dump valve assembly.
The dump valves are operated manually and allow the defueling operation.
A secondary sealing (metal/metal) is provided in the dump valve in case of
failure of drain valve seals. There are two dump valves: one located in the
bottom skin of each wing, and the other at the collector tank, to which a hose
can be connected.
EFFECTIVITY: ALL
WING TANK 28-11
RIB 2
(Y=340) RIB 3
B (Y=635)
RIB 9
(Y=2731.00)
C
RIB 12
RIB 1 (YW/=4102.00)
(Y=0)
Developed for Training Purposes Only
FLAP VALVE
BAFFLE
CHECK VALVE
FLAP VALVE
EM500ENSDS280012A.DGN
C B
TYPICAL TYPICAL
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
WING TANK 28-11
ZONE
641 B RIB 12
A
RIB 13
ZONE
RIB 13 541
RIB 12
A
Developed for Training Purposes Only
GRAVITY
GRAVITY REFUELING
REFUELING PROTECTION−NET
ADAPTER
A
TYPICAL
GRAVITY FILLER GRAVITY
CAP KEY LOCK FILL CAP
EM500ENSDS280007A.DGN
B
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
WING TANK 28-11
LOWER WING
SKIN (REF.)
Developed for Training Purposes Only
B
WING TANK SCREW
ACCESS PANEL (16x)
B
TYPICAL
EM500ENSDS280017A.DGN
A
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
WING TANK 28-11
Developed for Training Purposes Only
DUMP VALVE
EM500ENSDS280014A.DGN
DRAIN VALVE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
Operation
POSITION FUNCTION
Closed Normal position of drain valve.
Developed for Training Purposes Only
The service position allows the replacement of the packing without removal
of the drain valve or defueling of the wing tanks.
The dump valve is opened by a dump tool TOOL, DEFUELING (GSE 023).
The figure WING TANK - DUMP VALVE OPERATION provides further data
on the preceding text.
EFFECTIVITY: ALL
WING TANK 28-11
Developed for Training Purposes Only
EM500ENSDS280041A.DGN
COUNTER−CLOCKWISE TO CLOSE POSITION TO POPPET−DOWN
TO OPEN POSITION POSITION
B B B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
WING TANK 28-11
Developed for Training Purposes Only
EM500ENSDS280042A.DGN
B B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
WING TANK 28-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
WING TANK 28-11
523 BL B
Developed for Training Purposes Only
1 2 3
EM500ENSDS280039B.DGN
INSTALL THE DEFUELING TOOL
IN THE DUMP VALVE.
REMOVE THE DRAIN VALVE FROM INSTALL THE SCREWS IN THE TURN COUNTER−CLOCKWISE UNTIL THE
THE DUMP VALVE. DUMP VALVE. SCREWS HOLD THE TOOL ASSEMBLY
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TANK VENT 28-12
Introduction
The fuel tank vent sub-subsystem, keeps the fuel pressure differential
between the fuel tanks and the atmosphere within the +5 psig structural limit
during all operating conditions.
The vent sub-subsystem also prevents fuel spillage during flight maneuvers
and hard braking.
Developed for Training Purposes Only
EFFECTIVITY: ALL
TANK VENT 28-12
ZONES
541
641
A
Developed for Training Purposes Only
EM500ENSDS280107A.DGN
VENT LINE
A
RIB 12
RIB 14
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TANK VENT 28-12
General Description
Each wing tank is vented through two independent 3/4 in. main vent lines
connected to the surge tanks (AMM SDS 28-11-00/1). The surge tank,
between rib 14 and rib 15, is vented through a NACA (National Advisory
Committee for Aeronautics) air inlet installed on the lower wing skin 1.9 m
inboard of the wing tip, to provide means of protecting the vent inlet against
the effects of lightning strike and corona discharge. The NACA inlet, installed
in the wet fuel tank zone, is connected to the surge tank via a 5/8 in. pipe in
Developed for Training Purposes Only
The inboard part of both wing tanks is vented through the 3/4 in. vent lines.
The vent line in each wing runs from the inboard part of the tank, near the
center rib, to the surge tank.
The outboard part of the wing tank is vented directly to the surge tank through
a float valve attached to rib 14, at station Y=4994.92.
The vent lines are so arranged that at least one line is always open during all
flight conditions. The vent lines provide adequate protection for the wing tanks
during all flight and ground operations.
The top portions of all the ribs in the wing are free from obstructions to allow
air to flow between the wing compartments.
Fuel or water trapped in the vent pipes is drained into the fuel tanks through
orifices at the lowest points of each vent line.
The fuel tank vent sub-subsystem has the components that follow:
EFFECTIVITY: ALL
TANK VENT 28-12
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 4
RIB 4
MAIN TANK MAIN TANK
RIB 9
RIB 9
VENT LINE VENT LINE
RIB 12
RIB 12
RIB 13
RIB 13
RIB 14
RIB 14
RIB 15
RIB 15
Developed for Training Purposes Only
SPAR II SPAR II
LEGEND:
EM500ENSDS280108A.DGN
NACA INLET
FLOAT VENT VALVE
VENT LINE DRAIN ORIFICE
COLLECTOR TANK VENT ORIFICE
VENT LINE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TANK VENT 28-12
Components
There are two float vent valves in the fuel tank vent sub-subsystem. A float
valve is installed in each wing tank on rib 14. The float valve consists of a
check valve attached to a float arm. The float valves vent pressure from the
outboard area of the wing tanks and prevent fuel flow into the surge tanks.
Developed for Training Purposes Only
EFFECTIVITY: ALL
TANK VENT 28-12
ZONES RIB 14
541
641 RIB 12
A
C
RIB 5
RIB 1
Developed for Training Purposes Only
RIB 12
RIB 14
A
RIB 5
C
RIB 4
RIB 2
RIB 1
EM500ENSDS280109A.DGN
RIB 2
RIB 3
RIB 4
B RIB 5
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TANK VENT 28-12
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
TANK VENT 28-12
D
Developed for Training Purposes Only
RIB 13
E
C
RIB 14
FLOAT VENT
VALVE
NACA
EM500ENSDS280110A.DGN
D E
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TANK VENT 28-12
Operation
When the fuel level in the wing tank decreases, the float valve opens to vent
pressure from the outboard area of the wing tank. When the fuel level rises
due to aircraft maneuvers or refueling, the float valve closes to prevent fuel
spillage into the surge tank.
Developed for Training Purposes Only
EFFECTIVITY: ALL
TANK VENT 28-12
FLOAT VENT
FLOAT VENT VALVE
VALVE
Developed for Training Purposes Only
FUEL
LEVEL
FLOAT
FUEL
LEVEL
EM500ENSDS280013A.DGN
ACTION: THE FUEL LEVEL IS BELOW THE ACTION: THE FUEL LEVEL IS AT OR ABOVE THE
FLOAT VENT VALVE. FLOAT VENT VALVE.
RESULT: THE FLOAT LOWERS (THE VENT LINE IS OPEN). RESULT: THE FLOAT RAISES (THE VENT LINE IS CLOSED).
RESULT: THE FUEL TANK IS VENTED.
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
DISTRIBUTION 28-20
Introduction
The distribution subsystem controls the movement of fuel within the wing
tanks and engines. The distribution subsystem supplies the flow of fuel for
the aircraft fuel feed.
General Description
EFFECTIVITY: ALL
DISTRIBUTION 28-20
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 9
RIB 9
RIB 12
RIB 12
RIB 13
RIB 13
RIB 14
RIB 14
DCM
RIB 15
RIB 15
SPAR I
SPAR I
Developed for Training Purposes Only
DCM
LEGEND:
PS PS
SCAVENGE EJECTOR PUMP
ENGINE
EM500ENSDS280111B.DGN
DCM
SHUTOFF VALVE ( DC MOTOR OPERATED)
CHECK VALVE
PS ENGINE PRESSURE SWITCH
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
Introduction
The primary function of the engine fuel feed sub-subsystem is to supply fuel
to the engines during aircraft operation. There is a separate system for each
engine in the fuel feed sub-subsystem. The engine fuel feed sub-subsystem
also transfers fuel to the collector tank, isolates the fuel if there is an engine
fire, and equalizes the fuel quantity between the two wings (gravity transfer).
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
ENGINE
SHUTOFF
VALVE ENGINE
FEED LINE
MOTIVE FLOW
CHECK VALVE
ENGINE FEED
MOTIVE FLOW
EJECTOR PUMP
LINE
Developed for Training Purposes Only
A ENGINE
FEED LINE
ZONES MOTIVE FLOW
522/622 CHECK VALVE
530/630
ENGINE
SHUTOFF
VALVE
VDC AUXILIARY
BOOST PUMP
EM500ENSDS280112A.DGN
SCAVENGE
EJECTOR
PUMP
FUEL TRANSFER
VALVE VDC AUXILIARY
BOOST PUMP
A
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
General Description The FUEL and the FIRE extinguisher control panels control the operation of
the engine fuel feed sub-subsystem.
The engine fuel feed sub-subsystem supplies correct fuel flow to the engines The position and function of the applicable control panel and fire switches are
during all operational conditions at a pressure that obeys limits given by the given in the table below.
engine manufacturer.
The figure ENGINE FEED SYSTEM - SCHEMATIC DIAGRAM provides
The engine fuel feed sub-subsystem comprises these components: further data on the preceding text.
• Engine Feed Ejector Pumps
Developed for Training Purposes Only
The engines are normally fed by the engine feed ejector pumps. A V DC
auxiliary pump in each collector tank is provided for the engines during start
and in case of ejector pump failure. The V DC auxiliary pumps operation is
controlled by the EFCU (Electronic Fuel Control Unit) and powered by the
EMERGENCY BUS bar.
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 9
RIB 9
RIB 12
RIB 12
RIB 13
RIB 13
RIB 14
RIB 14
DCM
RIB 15
RIB 15
SPAR I
SPAR I
Developed for Training Purposes Only
DCM
LEGEND:
PS PS
SCAVENGE EJECTOR PUMP
ENGINE
EM500ENSDS280111B.DGN
DCM
SHUTOFF VALVE ( DC MOTOR OPERATED)
CHECK VALVE
PS ENGINE PRESSURE SWITCH
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
(Continued)
REF CONTROL POSITION FUNCTION
1 XFR Pushbutton Pushed Opens the fuel transfer valve.
Not Pushed (normal posi-
Closes the fuel transfer valve.
tion)
2 PUMP 1 Switch OFF Turns the LH (Left-Hand) V DC auxiliary pump off.
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
ROLL
OFF LWD RWD
ENG START/STOP
A STOP
RUN
START STOP
RUN
START
PITCH BKP
Developed for Training Purposes Only
UP
1 2
ENG IGNITION MODE
+
ON BKP
AUTO
OFF OFF
1 2
B A
FUEL STALL WRN
PUMP 1 XFR PUMP 2 INHIB
ON ON
AUTO AUTO
OFF OFF
EM500ENSDS280006B.DGN
OFF ON
PED−BELTS ON
BELTS ARMED
OFF TEST/RESET
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
The CAS (Crew Alerting System) messages related to the engine fuel feed
sub-subsystem are listed in the table below:
(Continued)
INDICATION LEVEL (COLOR) DESCRIPTION
FUEL 1 SOV FAIL Caution (Amber) The left engine SOV has failed.
FUEL 2 SOV FAIL Caution (Amber) The right engine SOV has failed.
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
DC AUXILIARY FUEL TRANSFER DC AUXILIARY
BOOST PUMP 1 VALVE (SOV) BOOST PUMP 2
A
RH ENGINE FEED
LH ENGINE FEED EJECTOR PUMP
EJECTOR PUMP
XFR
Developed for Training Purposes Only
RH ENGINE
LH ENGINE SHUTOFF VALVE
SHUTOFF VALVE TOTAL (SOV)
(SOV) XXXX LB
USED
LH FUEL XXX LB
PRESSURE RH FUEL
LEGEND: SWITCH PRESSURE
SWITCH
SOV IS OPEN (COLOUR FOLLOWS LINE DOWNSTREAM)
EM500ENSDS280093D.DGN
GREEN = EJECTOR PUMP IS IN OPERATION GREEN = HIGH PRESSURE
WHITE = EJECTOR PUMP IS NOT IN OPERATION WHITE = LOW PRESSURE
WHITE UNDER X IN RED = EJECTOR PUMP IS FAILED WHITE UNDER X IN RED = PRESSURE SWITCH IS FAILED
WHITE UNDER X IN RED = DC PUMP IS FAILED WHITE UNDER X IN RED = SYSTEM COMMUNICATION IS FAILED
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
Components ingestion of foreign objects. A check valve is installed to the outlet of the V
DC auxiliary pump canister to prevent fuel flow in the wrong direction.
ENGINE FEED EJECTOR PUMPS
ENGINE SHUTOFF VALVES (SOV)
There are two engine feed ejector pumps in the engine fuel feed sub-
subsystem. There is one ejector pump installed in each collector tank. The There are two engine SOVs in the engine fuel feed sub-subsystem. A SOV
ejector pumps are the primary source of fuel supply to the engines. The is installed in each engine feed line to stop the flow of fuel in case of engine
ejector pumps are venturi-type pumps with no moving parts that draw fuel fire. The SOVs are installed on the wing-to-fuselage fairing, outside the fuel
from the collector tanks when fed with motive flow. The ejector pumps receive tank. They are ball valves, controlled through the engine SOV actuator
Developed for Training Purposes Only
DC AUXILIARY BOOST PUMP CARTRIDGE There are two engine SOV actuator assemblies in the engine fuel feed sub-
subsystem. The actuator assemblies are installed in the engine SOVs,
There are two V DC auxiliary boost pump cartridges in the engine fuel feed outside the fuel tank. The actuator assemblies are electrically operated and
sub-subsystem. There is one V DC auxiliary boost pump cartridge installed control the open/closed positions of the SOVs. The ENG SHUTOFF switches,
in each wing tank collector box. The V DC auxiliary pump cartridge is installed on the FIRE extinguisher panel in the cockpit, operate the actuator
in the V DC auxiliary boost pump canister and can be removed and installed assemblies. Indication switches in the actuators provide feedback regarding
without defueling the fuel tank. They supply fuel to the engines for engine valve position. The EFCU monitors the status of the left engine SOV switches
start, or in the event of engine feed ejector pump failure. and transmits the data for the CAS display. The EFCU also monitors the
signals from the right engine SOV switches and transmits the data for the
The V DC auxiliary pump cartridges are centrifugal, wet-motor pumps that CAS display.
use pressurized fuel for cooling. They are brushless 28 V DC electronically
controlled motor supplied by the EMERGENCY BUS bar. The electronic FUEL TRANSFER VALVE
control is integral to the motor.
The fuel transfer valve is installed on the inside face of the front spar, in the
DC AUXILIARY BOOST PUMP CANISTER left tank, with its spindle passing through the spar to a separately removable
actuator located on the outside face. The fuel transfer valve is an electrically
There are two V DC auxiliary boost pump canisters in the engine fuel feed actuated ball valve that opens in the event of fuel load imbalance occurring
sub-subsystem. There is one V DC auxiliary boost pump canister installed in between wings (e.g. following engine failure). Lateral balance is maintained
each wing tank collector box, on the lower wing surface. They house the V by opening the fuel transfer valve by means of a switch on the fuel control
DC auxiliary boost pump cartridge. panel and allowing fuel to be transferred by gravity. The fuel transfer valve is
a ball valve and is controlled by the fuel transfer SOV actuator.
The V DC auxiliary pump cartridge and canister are designed not to exceed
200 °C (392 °F) external case temperature. The V DC auxiliary pump canister FUEL TRANSFER VALVE (SOV) ACTUATOR
has thermal fuses to prevent hazardous temperatures. A strainer is
incorporated to the inlet of the V DC auxiliary pump canister to prevent
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
NOTES: NOTES:
Developed for Training Purposes Only
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
The fuel transfer SOV actuator is installed on the fuel transfer valve, on the The check valve is an in-line swing check valve. The fittings at the ends are
outside face of the front spar in the left fuel tank. The actuator is electrically different to prevent reverse installation.
operated and controls the open/closed positions of the fuel transfer valve. A
pushbutton on the FUEL control panel in the cockpit operates the actuator. FUEL CONTROL PANEL
Indication switches in the actuator provide feedback regarding valve position.
The FUEL control panel is located on the main instrument panel in the cockpit.
The EFCU monitors the status of the switches and transmits the data for the
The FUEL control panel provides control of engine fuel feed and fuel transfer.
CAS display.
The two DC (Direct Current) pump switches and the XFR pushbutton on the
SCAVENGE EJECTOR PUMPS control panel are used to set the mode of operation for the V DC pump and
Developed for Training Purposes Only
There are four engine feed check valves in the engine fuel feed sub-
subsystem. Two of these check valves are installed in both engine feed lines,
downstream of the engine feed ejector pump. The other two check valves are
installed in both engine feed lines, downstream of the V DC auxiliary boost
pump. The check valves control the flow of fuel from the engine feed ejector
pumps to the engines. The check valves also prevent fuel flow from the V DC
auxiliary boost pumps in the wrong direction.
There are two motive flow check valves in the engine fuel feed sub-
subsystem. A check valve is installed in each motive flow line, upstream of
the engine feed ejector pump. The check valves prevent excessive fuel loss
if the motive flow line is open due to failure or maintenance activity.
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
C
B
H
Developed for Training Purposes Only
EM500ENSDS280113A.DGN
G
F
E
A
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
ENGINE
SHUTOFF ENGINE FEED
MOTIVE FLOW VALVE CHECK VALVE
CHECK VALVE
Developed for Training Purposes Only
SCAVENGE
EJECTOR
PUMP FUEL TRANSFER
VALVE
ENGINE FEED
VDC AUXILIARY
EJECTOR PUMP
BOOST PUMP
EM500ENSDS280040A.DGN
H G
TYPICAL TYPICAL F E
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
Operation The figure ENGINE FEED SYSTEM - BLOCK DIAGRAM provides further
data on the preceding text.
ENGINE FUEL FEED OPERATION
With both engines and engine-driven motive flow pumps operating normally,
motive flow is supplied to the engine feed and scavenge ejector pumps. The
scavenge ejector pumps transfer fuel to the collector tanks to maintain them
with a correct fuel level even during uncoordinated maneuvers. The engine
feed ejector pumps supply fuel to the engines.
Developed for Training Purposes Only
A fuel transfer function is provided to allow the fuel imbalance between the
left and right wing tanks to be lower than 140 kg.
If an imbalance of more than approximately 140 kg (308 lb) between the left
and right wing tanks occurs for a period longer than approximately 10
seconds, the FUEL IMBALANCE caution message shows on the PFD, in the
CAS display. The operator must then set the XFR pushbutton to OPEN to
initiate a fuel transfer. When the operator does that, the fuel transfer valve
opens and the lateral balance is achieved through gravity. Once the fuel
imbalance becomes approximately 60 kg (132 lb), the FUEL IMBALANCE
caution message goes out of view. When the fuel balance is achieved (fuel
imbalance is less than approximately 40 kg (88 lb)), the FUEL EQUAL
advisory message comes into view, warning the operator to stop the fuel
transfer. Then the operator must set the XFR switch to CLOSE.
If there is an engine failure, the fuel transfer function can be used to prevent
fuel imbalance.
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
RIB 1
RIB 2
RIB 2
FUEL
RIB 3
RIB 3
TRANSFER
RIGHT MAIN
RIB 9
LEFT MAIN
RIB 9
VALVE
RIB 12
RIB 12
TANK
RIB 13
TANK
RIB 13
RIB 14
RIB 14
DCM
RIB 15
RIB 15
SPAR I
SPAR I
Developed for Training Purposes Only
COLLECTOR
TANK
DCM
ENGINE 1 ENGINE 2
SURGE TANK SURGE TANK
SHUTOFF SHUTOFF
VALVE VALVE
LEGEND: PS PS
MP MP
SCAVENGE EJECTOR PUMP MOTIVE FLOW LINE
ENGINE
DCM
EM500ENSDS280114A.DGN
DC AUXILIARY BOOST PUMP SCAVENGE/ TRANSFER LINE
DCM
SHUTOFF VALVE ( DC MOTOR OPERATED)
CHECK VALVE
PS ENGINE PRESSURE SWITCH
MP MOTIVE PUMP
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FEED SYSTEM 28-21
EMERGENCY BUS DC BUS 2 EMERGENCY BUS
VDC VDC
AUXILIARY AUXILIARY
BOOST BOOST
PUMP 1 PUMP 2
ENG 1 FIRE
DETECTOR VDC AUXILIARY VDC AUXILIARY ENG 2 FIRE
BOOST PUMP 1 BOOST PUMP 2 DETECTOR
RELAY RELAY
Developed for Training Purposes Only
ENGINE/ ENGINE/
FUEL TO CLOSE AIRFRAME AIRFRAME ENG 2 FUEL
TRANSFER UNIT (GEA 2) VDC VDC UNIT (GEA 3) SHUTOFF
VALVE (SOV) FUEL AUXILIARY AUXILIARY VALVE (SOV)
TO OPEN TRANSFER BOOST BOOST
VALVE FUEL TEMP PUMP 1 PUMP 2
PANEL SW SENSOR PANEL SW PANEL SW
EM500ENSDS280104C.DGN
CHANNEL 1 CHANNEL 2
UNIT UNITS (GIA 2)
LH TANK RH TANK
HI UNIT ARRAY HI
UNIT ARRAY
LOW LOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 28-40
Introduction
The indicating subsystem gives electrical fuel quantity, fuel low-level, and fuel
temperature indications and warnings to the crew.
EFFECTIVITY: ALL
INDICATING 28-40
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 7
RIB 7
RIB 8
RIB 8
RIB 11
RIB 11
RIB 12
RIB 12
Developed for Training Purposes Only
SPAR II SPAR II
EFCU EFCU
EM500ENSDS280010A.DGN
TO AVIONICS ARINC 429 ARINC 429 TO AVIONICS
CH 1 CH 2
LEGEND:
TANK UNIT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 28-40
General Description
Some fuel indications and warnings are shown in the EICAS (Engine
Indication Crew Alert System) fuel indication field, on the CAS (Crew Alerting
System) display, and on the MFD (Multi-Function Display) fuel synoptic page.
Some fuel indicating failures are reported to and stored in the CMC (Central
Maintenance Computer).
EFFECTIVITY: ALL
INDICATING 28-40
87.8 TO 87.8
A B ATR
ITT C
IGN ____ ____ IGN
Developed for Training Purposes Only
OIL TEMP C
FUEL
FF PPH
FQ LB
XFR
TEMP XX C
ELEC CABIN
BATT1 0V
ALT
BATT2 0V
RATE
C LEFT WING
FUEL XXX LB XXX LB
SPDBRK DELTA-P
LFE
QUANTITY
OXY
(REF.)
LG FLAPS
CAS
LG LEVER DISAG
E1 FIREX FAIL TOTAL TOTAL
BLEED 2 FAIL FUEL XXXX LB DN
BLEED 1 FAIL QUANTITY TAKEOFF DATA SET
FUEL XFR FAIL (REF.) USED OAT -237 C
FUEL 2 SOV FAIL XXXX LB
FUEL 1 SOV FAIL ATR ON
E2 FADEC FAULT
EM500ENSDS280095D.DGN
BRK FAIL
OXY LO PRES FUEL
D−I WINGSTB FAIL QUANTITY EICAS
STALL ICE SPEED USED
ADS−AOA NOT AUTO (REF.) A
MFD
CAS WINDOW
(FUEL SYNOPTIC PAGE)
C B
INDICATING - DISPLAYS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 28-40
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
INDICATING 28-40
EMERGENCY BUS DC BUS 2 EMERGENCY BUS
VDC VDC
AUXILIARY AUXILIARY
BOOST BOOST
PUMP 1 PUMP 2
ENG 1 FIRE
DETECTOR VDC AUXILIARY VDC AUXILIARY ENG 2 FIRE
BOOST PUMP 1 BOOST PUMP 2 DETECTOR
RELAY RELAY
Developed for Training Purposes Only
ENGINE/ ENGINE/
FUEL TO CLOSE AIRFRAME AIRFRAME ENG 2 FUEL
TRANSFER UNIT (GEA 2) VDC VDC UNIT (GEA 3) SHUTOFF
VALVE (SOV) FUEL AUXILIARY AUXILIARY VALVE (SOV)
TO OPEN TRANSFER BOOST BOOST
VALVE FUEL TEMP PUMP 1 PUMP 2
PANEL SW SENSOR PANEL SW PANEL SW
EM500ENSDS280103C.DGN
CHANNEL 1 CHANNEL 2
UNIT UNITS (GIA 2)
LH TANK RH TANK
HI UNIT ARRAY HI
UNIT ARRAY
LOW LOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
Introduction
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 7
RIB 7
RIB 8
RIB 8
RIB 11
RIB 11
RIB 12
RIB 12
Developed for Training Purposes Only
SPAR II SPAR II
3LH 3RH
4LH 4RH
1LH 1RH
EFCU EFCU
CH 1 CH 2
EM500ENSDS280011A.DGN
LEGEND:
TANK UNIT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
General Description
The left wing fuel tank
The electrical fuel quantity indicating sub-subsystem has a dual-channel quantity inside tank is
EFCU (Electronic Fuel Control Unit), two sets of tank units (unit arrays), and small. There is less
two harness assemblies. Each unit array has 4 fuel quantity probes. The tank than 30 minutes of fuel
FUEL 1 LO LEVEL Caution (Amber)
units sense the fuel level and send this information to the related channel of remaining at cruising
the EFCU. The EFCU channels are fully segregated. The EFCU sends this speed. The low level
information to the MFD (Multi-Function Display) through an ARINC set point is equal to 90
(Aeronautical Radio Incorporated) 429 digital data bus. kg (200 lb).
Developed for Training Purposes Only
The CAS messages related to the electrical fuel quantity indicating sub- • Between 90 kg (200 lb) and full tank quantity, digital fuel quantity for each
subsystem are listed in the table below: tank is displayed in green. The analogue fuel quantity bar for each tank is
displayed in white with the indicating arrow in green. Between 180 kg (400
lb) and full tank quantity, total fuel quantity is displayed in green on black
background.
• Between 0 and 90 kg (0 and 200 lb) digital fuel quantity for each tank is
displayed in black on amber background and analogue fuel quantity for
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
NOTES: NOTES:
Developed for Training Purposes Only
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
each tank is displayed in amber. Between 0 and 180 kg (0 and 400 lb),
total fuel quantity is displayed in black on amber background.
• For fuel quantity equal to 0 kg (0 lb), digital fuel quantity for each tank is
displayed in white on red background and analogue fuel quantity for each
tank is displayed in red. For fuel quantity equal to 0 kg (0 lb), total fuel
quantity is displayed in white on red background.
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
87.8 TO 87.8
ATR
LEFT XFR
2.5 N1% 2.5 TANK
FUEL
Developed for Training Purposes Only
XXX LB XXX LB
ITT C
IGN ____ ____ IGN
OFF OFF
TOTAL FUEL
55.1 N2% 55.1
QUANTITY
OIL PRES PSI
OIL TEMP C TOTAL
FUEL FUEL USED XXXX LB
FF PPH
RIGH
FQ LB
FUEL USED
LEFT FUEL XXXX LB
FLOW FLOW
TEMP XX C
ELEC CABIN
BATT1 0V
LEFT FUEL BATT2 0V
ALT
QUANTITY RATE RIGHT
SPDBRK DELTA-P FUEL
LFE
QUANTITY
OXY
MFD
TOTAL FUEL LG FLAPS
(FUEL SYNOPTIC PAGE)
QUANTITY
DN B
EM500ENSDS280098D.DGN
TAKEOFF DATA SET
OAT -237 C
ATR ON
EICAS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
ELECTRONIC FUEL CONDITIONING UNIT • Discrete outputs for low level warning.
The EFCU is a dual-channel microprocessor controlled unit that processes • Digital data to the aircraft through the ARINC 429 data bus.
fuel quantity data. The channels are the left and right fuel quantity processors.
Each processor channel receives fuel quantity data from the other via a serial The EFCU is installed in the Center LH (Left-Hand) Compartment.
data link internal to the EFCU.
FUEL QUANTITY PROBES
Developed for Training Purposes Only
• Digital data from the aircraft through ARINC 429 data bus.
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
ZONES
531/541 B
631/641
B
A
B
RIB 1
B
Developed for Training Purposes Only
RIB 7
RIB 8
A RIB 11
HI Z
CONNECTION
PROBE
C
LI
CONNECTION
EM500ENSDS280024A.DGN
C B
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
Developed for Training Purposes Only
RIB 2
RIB 3
A
ZONES
530/541
630/641 RIB 7
RIB 8
RIB 10
RIB 11
TANK−UNIT
HARNESS ASSENBLY
EM500ENSDS280044A.DGN
A
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
ZONES
241
242
A
Developed for Training Purposes Only
EM500ENSDS280025A.DGN
EFCU
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
Operation
The EFCU receives low level signal from the left tank fuel quantity probes
and sends the discrete signals for low level warning.
The EFCU monitors the tank unit array and sends fault messages to the CMC.
The EFCU receives low level signal from the right tank fuel quantity probes
and sends the discrete signals for low level warning.
EFFECTIVITY: ALL
ELECTRICAL FUEL QUANTITY INDICATING 28-41
EMERGENCY BUS DC BUS 2 EMERGENCY BUS
VDC VDC
AUXILIARY AUXILIARY
BOOST BOOST
PUMP 1 PUMP 2
ENG 1 FIRE
DETECTOR VDC AUXILIARY VDC AUXILIARY ENG 2 FIRE
BOOST PUMP 1 BOOST PUMP 2 DETECTOR
RELAY RELAY
Developed for Training Purposes Only
ENGINE/ ENGINE/
FUEL TO CLOSE AIRFRAME AIRFRAME ENG 2 FUEL
TRANSFER UNIT (GEA 2) VDC VDC UNIT (GEA 3) SHUTOFF
VALVE (SOV) FUEL AUXILIARY AUXILIARY VALVE (SOV)
TO OPEN TRANSFER BOOST BOOST
VALVE FUEL TEMP PUMP 1 PUMP 2
PANEL SW SENSOR PANEL SW PANEL SW
EM500ENSDS280102D.DGN
CHANNEL 1 CHANNEL 2
UNIT UNITS (GIA 2)
LH TANK RH TANK
HI UNIT ARRAY HI
UNIT ARRAY
LOW LOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL TEMPERATURE INDICATION SYSTEM 28-43
Introduction
General Description
The temperature value is shown in green if the fuel temperature is more than
−37 °C (−34.6 °F) and less than 80 °C (176 °F). The temperature value is
also shown in black (amber background) if the fuel temperature is less than
−37 °C (−34.6 °F) or more than 80 °C (176 °F).
EFFECTIVITY: ALL
FUEL TEMPERATURE INDICATION SYSTEM 28-43
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 7
RIB 7
RIB 8
RIB 8
RIB 11
RIB 11
RIB 12
RIB 12
Developed for Training Purposes Only
SPAR II SPAR II
EFCU EFCU
CH 1 CH 2
EM500ENSDS280027A.DGN
LEGEND:
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL TEMPERATURE INDICATION SYSTEM 28-43
Components
The fuel temperature sensor is located at spar III, outside the left collector
tank and can be accessed through the wing-to-fuselage fairing access
panels.
EFFECTIVITY: ALL
FUEL TEMPERATURE INDICATION SYSTEM 28-43
B
Developed for Training Purposes Only
FUEL
TEMPERATURE
SENSOR
EM500ENSDS280033A.DGN
B
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL TEMPERATURE INDICATION SYSTEM 28-43
Operation
When the fuel temperature is less than −37 °C (−34.6 °F) or more than 80 °C
(176 °F), the temperature value is shown in black in an amber background
on the EICAS.
EFFECTIVITY: ALL
FUEL TEMPERATURE INDICATION SYSTEM 28-43
A 87.8 TO 87.8
ATR
FQ LB
DN
EM500ENSDS280028B.DGN
OAT -237 C
ATR ON
EICAS
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
Introduction
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
RIB 1
RIB 2
RIB 2
RIB 3
RIB 3
RIB 9
RIB 9
RIB 12
RIB 12
RIB 13
RIB 13
RIB 14
RIB 14
DCM
RIB 15
RIB 15
SPAR I
SPAR I
Developed for Training Purposes Only
DCM
PS PS
ENGINE
ENGINE
EM500ENSDS280115A.DGN
LEGEND:
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
After receiving the left engine 1 and left engine 2 fuel low pressure signals,
the EFCU sends them to the MFD (Multi-Function Display).
The CAS (Crew Alerting System) message related to the fuel low pressure
warning sub-subsystem is given in the table below:
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
Developed for Training Purposes Only
EM500ENSDS280030A.DGN
ENGINE 1 FUEL C
FEED LINE
B ENGINE 2
MOTIVE FLOW
LINE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
Components
This pressure switch monitors the pressure in the feed line. When the
pressure is lower than 41.4 kPa (6 psig), the pressure switch energizes the
Developed for Training Purposes Only
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
A
Developed for Training Purposes Only
CAS WINDOW
EM500ENSDS280032C.DGN
A
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
Operation
• The caution message FUEL 1(2) LO PRES shows on the CAS display.
EFFECTIVITY: ALL
FUEL LOW PRESSURE WARNING SYSTEM 28-45
EMERGENCY BUS DC BUS 2 EMERGENCY BUS
VDC VDC
AUXILIARY AUXILIARY
BOOST BOOST
PUMP 1 PUMP 2
ENG 1 FIRE
DETECTOR VDC AUXILIARY VDC AUXILIARY ENG 2 FIRE
BOOST PUMP 1 BOOST PUMP 2 DETECTOR
RELAY RELAY
Developed for Training Purposes Only
ENGINE/ ENGINE/
FUEL TO CLOSE AIRFRAME AIRFRAME ENG 2 FUEL
TRANSFER UNIT (GEA 2) VDC VDC UNIT (GEA 3) SHUTOFF
VALVE (SOV) FUEL AUXILIARY AUXILIARY VALVE (SOV)
TO OPEN TRANSFER BOOST BOOST
VALVE FUEL TEMP PUMP 1 PUMP 2
PANEL SW SENSOR PANEL SW PANEL SW
EM500ENSDS280100C.DGN
CHANNEL 1 CHANNEL 2
UNIT UNITS (GIA 2)
LH TANK RH TANK
HI UNIT ARRAY HI
UNIT ARRAY
LOW LOW
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 71 - POWERPLANT
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWERPLANT 71-00
Introduction is the need for safety. This has been achieved by providing redundancy and
independence into the control system.
The powerplant system is basically composed of two pylon-mounted Pratt &
Whitney PW617F turbofan engines on the rear fuselage. A twin-channel Full Authority Digital Electronic Control (FADEC) controls the
engine and regulates its operation in response to inputs from the pilot,
The powerplant provides thrust for the aircraft, as well as pneumatic and airframe, and engine mounted sensors.
electrical power.
The powerplant indications are displayed on the EICAS (Engine Indication
The engines are controlled from the cockpit control stand and powerplant Crew Alert System) on the left stripe of the center MFD (Multi-Function
Developed for Training Purposes Only
• COWLING (AMM SDS 71-10-00/1) • Red, for warning lights - lights indicating a hazard which may require
• MOUNTS (AMM SDS 71-20-00/1) immediate corrective action.
• FIRESEAL (AMM SDS 71-30-00/1)
• ELECTRICAL HARNESS (AMM SDS 71-50-00/1) • Amber, for caution lights - lights indicating the possible need for future
• AIR INLET (AMM SDS 71-60-00/1) corrective action.
• ENGINE DRAINS (AMM SDS 71-70-00/1)
• Cyan, for advisory lights.
The PW617F is a two-spool turbofan engine with a full length annular bypass • White, for status lights.
duct. The engine is designed, developed, and manufactured by the Pratt & • Green, for safe operation lights.
Whitney Company.
Rotary and pushbutton switches for ignition, and engine START/STOP are
The PW617F control system is a computer-based electronic engine control located on the cockpit panel.
system. It is composed of a twin-channel FADEC, a FMU (Fuel Metering
Unit), PMA (Permanent Magnet Alternator), engine sensors, a BVA (Bleed The FADEC is able to transfer control from one channel to another in the
Valve Actuator), an ignition system for each engine, TCQ (Thrust Control event of a failure on that channel that results in loss of functionality. Control
Quadrant) and engine cockpit switches (ignition and start/stop switches). of the engine is maintained in the presence of multiple faults through a
hierarchical scheme that maintains the most fit channel in control as long as
The system controls the engine in response to thrust command inputs from possible.
the aircraft and provides information to the aircraft for cockpit indication,
maintenance reporting and engine condition monitoring. Due to the criticality The channels are designated Channel A and Channel B. Identical software
of the functions, the main aspect of the design of the PW617F FADEC system is loaded into each channel. Only one channel can be in control of the output
22-Aug-2008 CHAPTER 71 - page 140
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWERPLANT 71-00
NOTES: NOTES:
Developed for Training Purposes Only
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWERPLANT 71-00
devices at a time. The software in each channel reads the other channel’s electrical current return under wiring faulty conditions, the engine
health status and determines which is the healthier channel to remain in compartment is electrically bonded to the airframe structure.
control. During each start, the channel in control is switched to confirm that
the standby channel is capable of controlling and is free from faults only AIR INLET (71-60)
detectable by having control of the engine. This process reduces the
The main function of the air inlet is to supply proper engine air flow, assure
probability of dormant failures.
minimum air temperature increase and reduce the total pressure loss as well
The PW617F control system is composed of the following main components: as decrease drag in different operating conditions.
• EDCU (Engine Data Collector Unit) The drain lines collect fuel, and oil, from some points of the powerplant and
discharge the fluids overboard.
• PMA
• BVA Operation
• Engine Sensors All the interfaces between the cockpit and the engine nacelle are electrically
done. The control stand has two thrust levers, one for each engine thrust
Components control. The powerplant panel has dedicated switches to select the IGNITION
system (OFF/AUTO/ON), and engine START/STOP.
COWLING (71-10)
The engine indications are displayed on the EICAS.
The main function of the engine cowlings is to permit a smooth, undisturbed
air flow around the engine, and provide a protective covering for the engine Training Information Point
and its components.
The powerplant, owing to its importance for the aircraft, is the system that
MOUNTS (71-20) needs most attention and care.
The main function of the engine mount system is to attach the engine to the When the aircraft is not in service, the protection devices must be installed
nacelle pylons, and absorb noise and vibration. on the engine air inlet.
FIRESEAL (71-30) Over the aircraft operational life, the powerplant must be constantly checked,
independently of the scheduled inspections.
The engine compartment inside the nacelle is a single fire zone.
Whenever possible, the aircraft should be visually inspected for:
ELECTRICAL HARNESS (71-50)
• Fluid leak evidence.
The powerplant electrical harness links the engine accessories and the
aircraft systems. To prevent electrostatic discharges, lightning current, or • Cowling conditions.
EFFECTIVITY: ALL
POWERPLANT 71-00
NOTES: NOTES:
Developed for Training Purposes Only
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWERPLANT 71-00
• Clogged drains.
EFFECTIVITY: ALL
POWERPLANT 71-00
CAS
A
B 87.8 TO
ATR
87.8
A OIL TEMP C
FUEL
FF KGH
FQ KG
TEMP XX C
ENG FIRE EXTINGUISHER TRIM ELEC CABIN
D SHUTOFF 1
BOTTLE
SHUTOFF 2
YAW BATT1 0V
ALT
TO/GA DISCH
LEFT RIGHT BATT2 0V
RATE
SWITCH ROLL SPDBRK DELTA-P
OFF LWD RWD
LFE
EM500ENSDS710002A.DGN
ON BKP
LEVERS AUTO
ATR ON
OFF OFF
1 2
EICAS DISPLAY
FIRE/ENG/TRIM
THRUST CONTROL QUADRANT CONTROL PANEL B
D C
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWERPLANT 71-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
POWERPLANT 71-00
EICAS
87.5 TO 87.5
ATR AIRFRAME AIR DATA REMOTE ENGINE
− WOW
(AVIONICS) FADECs
− FCV CLOSE − ENGINE POSITION
ELECTRICAL AMB. DATA
77.5 N1% 27.4 COMMAND − AIRCRAFT ID
POWER SUPPLY (MACH, P o )
− IGN A ON − MAINT. FAULT RESET
(FADEC, IGNITION,
− IGN B ON − TEST MODE ENABLE
TT0 HEATERS)
−TT0 HEATER INTERNACELLE X TALK (CAN BUS)
IGN IGN
544 ITT C 350
__ __ 28VDC
ENG START/STOP
N2%
RUN RUN
Developed for Training Purposes Only
OIL TEMP C
− N1 RED LINE
FADEC CHANNEL A START/ STOP/ IGN 1 2
ENG IGNITION
− N2 RED LINE ON
− ITT RED LINE AUTO
X TALK
INTEGRATED ARINC 429
AVIONICS UNIT − N1 TARGET
ARINC 429 − N1 REQUEST
STOP
GSD FOR CHANNELS A
GIA FOR CHANNELS B ARINC 429 − N1
− N2 TLA
− ITT RVDTs
− CMC
TT0 HEATER 28VDC
IGNITION 28 VDC
EM500ENSDS760010B.DGN
ENG SENSORS (N1, N2, T6)
TT0
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
COWLING 71-10
The main function of the engine cowlings is to permit a smooth, undisturbed • GGC
air flow around the engine, and provide a protective covering for the engine
and its components. • Exciter Box
The engine cowling is composed of an upper mid cowl, a lower mid cowl, and • N1 (Fan Rotor Speed) sensor
a titanium apron.
• TT0 (Inlet Total Temperature) sensor
Developed for Training Purposes Only
EFFECTIVITY: ALL
COWLING 71-10
NOTES: NOTES:
Developed for Training Purposes Only
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
COWLING 71-10
• Engine Harness
• Ignitors
• Oil Pump
A quick-access door located on the engine lower mid cowl left side gives
access to the oil level sightglass.
EFFECTIVITY: ALL
COWLING 71-10
NACELE
APRON
OIL INPENDING
BYPASS POP UP
DOOR
Developed for Training Purposes Only
EM500ENSDS710013A.DGN
ENGINE LOWER
MID COWL
ENGINE OIL
SERVICE
ACCESS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
MOUNTS 71-20
Introduction engine cowlings are opened, even if partially open, a visual inspection be
made in the compartment, checking for general conditions and cleanliness.
The main function of the engine mount system is to attach the engine to the It is also very important to check for possible corrosion points, cracks, and
nacelle pylons, and absorb noise and vibration. ruptures.
General Description The figure MOUNTS - COMPONENT LOCATION provides further data on
the preceding text.
The engine uses a two-plane three-point mount system:
• The front mounts are attached to the engine and to the yoke of the pylon.
Developed for Training Purposes Only
Components
FRONT MOUNTS
REAR MOUNT
The rear mount is an elastomeric soft mount, which attaches to the engine
outer bypass duct flange and is designed to react vertical and lateral forces.
The rear mount consists of two links, end fitting, bearings, and bolts.
EFFECTIVITY: ALL
MOUNTS 71-20
ENGINE FORWARD
MOUNT
Developed for Training Purposes Only
PYLON
(REF.)
A
TYPICAL
AFT MOUNT
BRACKET ENGINE AFT
MOUNT
EM500ENSDS710001A.DGN
B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FIRESEAL 71-30
Introduction
General Description
The air inlet module rear wall and the exhaust module front wall have fireseals
that isolate the engine fire zone. It does not include the pylon firewall, which
is described in AMM SDS 54-52-00/1.
Developed for Training Purposes Only
Drainage and ventilation are provided for the nacelle engine compartment.
Electrically controlled shutoff means are available for fuel, hydraulic, and
bleed air lines crossing the nacelle to the pylon firewall. Full segregation
between flammable fluid carrying lines and bleed ducts/electrical harnesses
is ensured inside the pylon region.
EFFECTIVITY: ALL
FIRESEAL 71-30
EXHAUST
(REF.)
Developed for Training Purposes Only
FIRE SEAL
B
EM500ENSDS710014A.DGN
AIR INLET
(REF.)
FIRE SEAL
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL HARNESS 71-50
General Description
Developed for Training Purposes Only
Components
HARNESS
BONDING STRAPS
All these bonding straps link the pylon firewall to the engine.
EFFECTIVITY: ALL
ELECTRICAL HARNESS 71-50
TTO HARNESS
NAI PRESSURE
Developed for Training Purposes Only
MOPT
HARNESS
EM500ENSDS710015A.DGN
FLOWMETER
HARNESS
FUEL IMPENDING
BYPASS HARNESS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL HARNESS 71-50
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ELECTRICAL HARNESS 71-50
BVA
HARNESS
IGNITER
CABLE
Developed for Training Purposes Only
EM500ENSDS710016B.DGN
STARTER
GENERATOR
POWER CABLE
STARTER GENERATOR
EXCITATION HARNESS FMU HARNESS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRICAL HARNESS 71-50
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ELECTRICAL HARNESS 71-50
B
Developed for Training Purposes Only
BONDING
STRAP
B
BONDING
EM500ENSDS710017A.DGN
C STRAPS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
AIR INLET 71-60
Introduction
The main function of the air inlet is to supply proper engine air flow, assure
minimum air temperature increase and reduce the total pressure loss as well
as decrease drag in different operating conditions.
General Description
The air inlet is installed on the forward face of the engine fan case. As it is a
Developed for Training Purposes Only
To remove or prevent ice formation around the engine inlet, the air inlet has
an engine ice protection system. The system is supplied with bleed air from
the related engine. A valve adjusts the pressure of the bleed air for the piccolo
tube. The air inlet also contains one air intake which supplies cooling air to
the starter/generator.
Components
The air inlet assembly contains: lip skin, forward bulkhead, starter/generator
air inlet, piccolo tube and a barrel with flange. The lip skin is "D" shaped in its
cross-section and manufactured from a one-piece heat-resistant aluminum
alloy. The forward bulkhead section is made of corrosion and fire resistant
material.
The air inlet must be protected with proper covers when the airplane is not
operating and parked at seaside areas or dust concentration regions.
The use of protective covers prevents any foreign objects or dust deposits
from being formed in the air inlet, which could cause damage to the engine.
The figure AIR INLET - LOCATION provides further data on the preceding
text.
EFFECTIVITY: ALL
AIR INLET 71-60
BARREL
AIR INLET
Developed for Training Purposes Only
PICCOLO
TUBE
A
STARTER/GENERATOR
B AIR INLET
FLANGE
LIP SKIN
EM500ENSDS710018A.DGN
B
A
AIR INLET - LOCATION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE DRAINS 71-70
Introduction Therefore, periodic visual inspections must be performed to make sure that
all drain points are unplugged
The drain lines collect fuel, and oil, from some points of the powerplant and
discharge the fluids overboard. The figure ENGINE DRAINS - COMPONENT LOCATION provides further
data on the preceding text.
General Description
The drain points of the BVA (Bleed Valve Actuator), FMU (Fuel Metering Unit)
and starter/generator pad are connected through of tubing lines to a drain
Developed for Training Purposes Only
The drain point of GGC (Gas Generator Case) is collected through of tubing
line. and discharged overboard. The fluid drained is discharged overboard
through an outlet on the engine lower mid cowl. In addition, the engine cowling
door, engine exhaust duct, and engine air inlet have drain holes in their lowest
areas to avoid any fluid.
In addition, the engine lower mid cowl have drain holes in their lowest areas
to avoid any fluid accumulation.
Components
The drain system consists of lines and openings that convey overboard any
waste fluids from the engine, accessories, and nacelle.
The components that are connected to the drain system are as follows:
• BVA
• FMU
• GGC
• Starter/generator pad
All drains, besides their important function during the powerplant operation,
help in the identification of possible leakage in systems and components.
EFFECTIVITY: ALL
ENGINE DRAINS 71-70
Developed for Training Purposes Only
BLEED VALVE
ACTUATOR DRAIN
EM500ENSDS710012B.DGN
FUEL METERING
UNIT DRAIN
GAS GENERATOR
CASE DRAIN
A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 72 - ENGINE
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE 72-00
• Monocase
• External Accessories
EFFECTIVITY: ALL
ENGINE 72-00
AIR COOLER
OIL COOLER
(ACOC)
BLEED VALVE
ACTUATOR
(BVA)
IGNITION
EXCITER
Developed for Training Purposes Only
T1 IGNITION
SENSOR CABLE
IGNITER
FAN SPINNER
FRONT
MOUNTS
PADS
EM500ENSDS720001A.DGN
FMU ASSEMBLY
STARTER/
GENERATOR OIL SIGHT GLASS
(LH ENGINE)
OIL FILLER
NECK
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL AND CONTROL 73-00
Introduction
The purpose of the engine fuel and control system is to deliver scheduled fuel
to the engine to provide the combustion required to generate propulsive
power. The system pressurizes, heats and filters the fuel and then delivers it
to the combustion chamber for burning.
General Description
Developed for Training Purposes Only
The PW617F engine fuel system consists of a FMU (Fuel Metering Unit) that
contains seven major elements: the fuel pump, the PMA (Permanent Magnet
Alternator), the fuel metering system, the flow divider valve, the motive flow
system, the ecology system and shaft shear protection. The centrifugal boost
pump raises the pressure of the fuel supply to a level sufficient to charge the
inlets of the engine gear pump. The centrifugal boost pump supply is routed
through an engine oil/fuel heat exchanger before charging the inlets of the
engine gear pump. The first purpose is to cool the engine oil, which prolongs
the life of the engine bearings. The second purpose is to heat up the fuel so
that, during operation with ice in the fuel, the engine oil heat helps keeping
the fuel filter temperature above freezing. Yet, the fuel flows through a fuel
filter included in this assembly in order to protect sensitive components from
possible contaminants in the fuel. Should the fuel filter blockage become too
great, a bypass valve on the unit opens to ensure the engine is never starved
of fuel.
Afterwards, the fuel flows through the fuel metering system and then is
directed to the flow divider and to the manifolds.
EFFECTIVITY: ALL
ENGINE FUEL AND CONTROL 73-00
FUEL
Developed for Training Purposes Only
FUEL FILTER
INPENDING
BYPASS
SWITCH
OIL SYSTEM
LINE
FUEL
FILTER
BYPASS
LP VALVE
INLET FLOW CENTRIFUGAL
FROM FUEL HP
AIRCRAFT PUMP FUEL GEAR
FOHE
FILTER FUEL
PUMP
EM500ENSDS730002A.DGN
ENGINE FUEL AND CONTROL - SCHEMATIC DIAGRAM
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL DISTRIBUTION 73-10
The fuel distribution system has the following functions: fuel pressurization,
filtering, injection, heat exchange, and operation of FMU (Fuel Metering Unit)
hydraulic systems.
General Description
EFFECTIVITY: ALL
ENGINE FUEL DISTRIBUTION 73-10
ENGINE
OIL
COOL
HEAT
Developed for Training Purposes Only
FUEL
FUEL SUPPLY LP
MANIFOLD/
FUEL FMU
INJECTOR
PUMP
NOZZLES
EM500ENSDS730003A.DGN
BVA
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL DISTRIBUTION 73-10
Components All nozzles have identical pressure atomizer nozzle tips, with a single fuel
passage and nozzle jet, and two rows of holes in the air swirlier, to further
FMU ASSEMBLY (73-11) assist in atomizing the fuel spray into small fuel droplets.
The FMU (Fuel Metering Unit) assembly performs the following major During start-up, the FMU delivers fuel to the primary manifold to provide
functions: pressurization of fuel supply, regulation of fuel flow to be burnt, ignition and initial spool up of the engine. A cross-flow orifice in the FMU flow
division of primary and secondary flow, engine shutdown in normal, divider shutoff valve delivers some flow to the secondary manifold to help pre-
uncontrolled thrust and shaft shear circumstances, supply of motive fuel flow fill this manifold.
for airframe usage, and prevention of fuel discharge after engine shutdown.
Developed for Training Purposes Only
FUEL-NOZZLE INJECTORS
The 14 air assisted fuel nozzle injectors are mounted equally spaced around
the gas generator case. Each fuel injector also has a check valve that closes
at engine shutdown to prevent the manifolds from draining into the
combustor. The injectors deliver atomized fuel into the combustion chamber,
where it mixes with compressor discharge air and is burned.
Operation
The FMU has two ports for the manifold, primary and secondary. The fuel is
delivered through two tubes to the bottom fairing, in the bypass duct and
interfaces with the inlet stem of the integral fuel manifold and nozzle
assembly. Independent fuel passages in the manifold inlet stem, lead to the
manifold ring. The integrated manifold and fuel nozzle assembly is protected
with last chance inlet screens at the primary and secondary inlets in the inlet
stem and in each fuel nozzle. The distribution of the nozzles is such to
maximize starting performance and to provide uniform radial temperature
distribution for the engine combustor.
EFFECTIVITY: ALL
ENGINE FUEL DISTRIBUTION 73-10
MONOCASE
Developed for Training Purposes Only
EM500ENSDS730022A.DGN
NOZZLE ASSEMBLY
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FMU ASSEMBLY 73-11
Introduction operating modes except start-up. At start-up, the PRV (Pressure Regulating
Valve) automatically cuts off the BVA and motive flow to minimize the
The FMU (Fuel Metering Unit) assembly performs the following major displacement of the pump. The FMU contains the AGB (Accessory Gearbox)
functions: pressurization of fuel supply, regulation of fuel flow to be burnt, drive gear, located on the pump drive shaft. The gear is supported by two oil
division of primary and secondary flow, engine shutdown in normal, mist lubricated ball bearings.
uncontrolled thrust and shaft shear circumstances, supply of motive fuel flow
for airframe usage, and prevention of fuel discharge after engine shutdown. HIGH PRESSURE RELIEF VALVE
General Description The high pressure relief valve is incorporated to the FMU to limit the fuel
Developed for Training Purposes Only
EFFECTIVITY: ALL
FMU ASSEMBLY 73-11
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FMU ASSEMBLY 73-11
The excess flow is determined based on the burn flow requirements. Once connects fuel drain from the manifold to the motive flow line. The residual
the burn flow requirements are satisfied, the PRV also ports high pressure combustor pressure and the gravity between the FMU and the airframe fuel
supply to the BVA and the motive flow line. tank purges the engine fuel manifold during the time the engine is spooling
down from ground idle.
WASH SCREEN
The figure FMU ASSEMBLY - COMPONENT LOCATION provides further
A wash screen filter is located upstream of the PRV and proportional module data on the preceding text.
to protect the fuel control from contamination. This screen has a wash flow
through the middle of the screen to prevent build up of contamination. The
Developed for Training Purposes Only
The flow divider splits the flow from the metering valve between the primary
and secondary manifolds. The flow divider also provides regulation of the fuel
during the engine regimes. During starting regime the flow divider regulates
more flow to the primary nozzles and also provides the equalization of the
pressures between the primary and secondary manifolds during the light-off
regime and after this.
The flow divider is driven by the pressure differential between the metered
burn flow from the proportional module and the interstage pressure, and a
internal spring.
ECOLOGY SYSTEM
The ecology system ensures that unburned fuel is removed from the fuel
manifolds after the engine has been shutdown. This system works
automatically and drains the excess of fuel back into the motive flow line
under the influence of residual engine combustor pressure (P3) and ejector
pump suction.
The manifold drain valve is fully closed at idle and above and routes motives
flow direct to the airframe, thereby, bypassing the manifold drain. When the
engine is commanded to shutdown, the manifold drain valve opens and
EFFECTIVITY: ALL
FMU ASSEMBLY 73-11
Developed for Training Purposes Only
ACCESSORY
GEAR BOX
(REF.)
EM500ENSDS730004A.DGN
A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FMU ASSEMBLY 73-11
Operation The figure FMU ASSEMBLY - SCHEMATIC DIAGRAM provides further data
on the preceding text.
Fuel is supplied to the FMU from the aircraft fuel system. It is then pressurized
in three stages: a fixed ejector pump, a regenerative low pressure centrifugal
pump and a gear positive displacement pump.
The first stage, a fixed orifice ejector pump, is powered from the second stage
element. Its purpose is to keep the pump inlet filled with wing tanks fuel. The
Developed for Training Purposes Only
The fuel is also regulated in the metering valve and then is divided for the
primary and secondary flows by the flow divider to regulate more flow to the
primary nozzles during starting. The flow divider provides regulation of the
primary and secondary flows during the light-off regime and equalization of
the primary and secondary manifold pressures after light-off, ensuring
smooth distribution of the fuel around the combustor. This is achieved through
control lands in the flow divider valve.
Motive flow is required above idle speed to power the main airframe ejector
pump in the collector tank. Motive flow is drawn from the high-pressure supply
line. The switching of motive flow is achieved through the position of the
pressure regulating valve (PRV) that opens a second port at speed above
idle to provide fuel to the motive flow port. To minimize the pump size, the
motive flow is not supplied during engine starting.
The motive flow is also used by the ecology system ejector to provide fuel
purge from the manifold during engine shutdown. During engine spool down,
excess fuel in the manifolds is drawn back into the motive flow line under the
influences of residual engine combustor pressure (P3) and the ecology
ejector pump suction. A check valve prevents backflow from motive flow to
the flow divider and engine manifold.
EFFECTIVITY: ALL
FMU ASSEMBLY 73-11
FUEL NOZZLES
(TO COMBUSTION
CHAMBER)
WASH
HP SCREEN
GEAR
PROPORTIONAL
ESOV
MODULE
FUEL
PUMP ESOV
CABLE FROM
EMERGENCY
FUEL
FOHE SHUTDOWN SHUTOFF
PRV
SOLENOID MECHANISM
LP MANIFOLD
INLET FLOW
CENTRIFUGAL DRAIN VALVE
FROM
FUEL
AIRCRAFT
PUMP
EM500ENSDS730001A.DGN
INTEGRATED
PMA/N2
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL CONTROLLING 73-20
Introduction
General Description
Components
The fuel controlling system provides a full range of engine control in response
to thrust command inputs from the aircraft under all conditions. The system
also provides information for aircraft indication, maintenance reporting, and
engine condition monitoring.
EFFECTIVITY: ALL
ENGINE FUEL CONTROLLING 73-20
BVA
Developed for Training Purposes Only
METERED FUEL
EM500ENSDS730006A.DGN
WIRING
PIPING (FUEL)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
• BVA (Bleed Valve Actuator) (AMM SDS 75-30-00/1). The figure FUEL CONTROLLING SYSTEM - BLOCK DIAGRAM provides
further data on the preceding text.
• BOV (Bleed-Off Valve) (AMM SDS 75-30-00/1).
• Engine sensors.
• Ignition system.
The CAS (Crew Alerting System) messages related to the fuel controlling
system are shown on PFD (Primary Flight Display), in the CAS messages
field. The messages are given in the table below:
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
N2 DOT ACCEL/DECEL
CONTROL
ARINC 429 BLEED VALVE DMD
ENGINE PROTECTION LOOPS BLEED VALVE
ARINC 429
BLEED VALVE CONTROL
BUILT IN TEST
AIRCRAFT TEST UART RS422
DATA SYSTEM
DAS ETHERNET IGNITOR
IGNITION
SYSTEM
CROSS ENGINE CAN
PAMB
SENSOR RS422 UART
EM500ENSDS730005A.DGN
(EDCU)
28 VDC DCU POWER
ESSENTIAL BUS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
Components assigned to each block. When the FADEC requests a data block, this unique
identifier is referenced in the transmit block command.
FADEC (FULL AUTHORITY DIGITAL ENGINE CONTROL)
FMU (FUEL METERING UNIT)
The dual channel FADEC (also found as EEC (Electronic Engine Control) in
Pratt & Whitney publications) is located in the middle electronic compartment. The FMU is attached to the accessory gearbox at approximately the 7:00
Each FADEC is a single LRU (Line Replaceable Unit) containing two o'clock position, looking aft. The FMU performs the following main functions:
channels on two separate printed circuit boards. Each channel has two pressurization of fuel supply, regulation of fuel flow to be burnt, division of
connectors, one for the interface with the engine and the other for the primary and secondary flows, engine shutdown in normal, uncontrolled thrust,
Developed for Training Purposes Only
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
running. The FADEC also derives the N2 (Core Rotor Speed) speed signal
from the frequency of the AC power provided by the PMA. The PMA is
designed as an additional source of DC (Direct Current) power in the event
of loss or interruption of the aircraft 28 V DC bus. The selection of the power
source between the aircraft 28 V DC bus and the PMA to supply the FADEC
is made considering the higher source of power available.
ENGINE SENSORS
Developed for Training Purposes Only
There is a BOV in the PW617F engine that requires a handling bleed for
satisfactory operation across the full operational range. The BVA is a single
stage, dual-wound electrohydraulic servomotor that modulates the bleed
valve position. The BVA is controlled by the FADEC throughout the engine
operating envelope. The BVA linear motion is converted into rotary action as
required by the bleed valve through a lever mechanism.
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
Developed for Training Purposes Only
ACCESSORY
GEAR BOX
(REF.)
EM500ENSDS770001A.DGN
FMU
(REF.)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
B BVA
EDCU
Developed for Training Purposes Only
EM500ENSDS730009A.DGN
FUEL FILTER
ASSEMBLY
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
Operation
FADEC
During operation with two capable FADEC channels, in-control software logic
causes the FADEC channels to alternate control on each successive engine
start. The FADEC power supply is primarily provided by the PMA during the
engine operation and by a 28 V DC airframe input during starting operation.
This 28 V DC airframe input also serves as a backup source in case the PMA
fails.
Fuel from the first-stage fuel pump passes through the FOHE and then enters
the fuel filter assembly. It filtrates from the outside through the element to the
core and then exits the assembly to feed the second-stage fuel pump.
BVA
EFFECTIVITY: ALL
FUEL CONTROLLING SYSTEM 73-21
ZONES CENTER
434 COMPARTMENT
(REF.)
ZONES 444
241
242 D
A
Developed for Training Purposes Only
PAMB
PRESSURE
SENSOR PORT
EM500ENSDS760009B.DGN
FADEC 2 ENGINE
DATA PLATE
B
ACCESSORY
PAMB GEAR BOX
FADEC 1 PRESSURE (REF.)
C
SENSOR PORT
E
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
Introduction of a poppet stem, a compression spring, a valve body and a spring pin set
with cracking point of 15 psid in the fuel filter blockage condition. The bypass
The indicating system includes the components related to the indications of valve opens to ensure the engine is never starved of fuel.
the fuel system:
FUEL FILTER BYPASS INDICATOR
• Fuel flow value indication.
The fuel filter bypass indicator is installed through a threaded interface into
• Fuel filter impending bypass indication. the fuel filter housing. The indicator is a mechanical device with a colored
button popping up to visually indicate that the filter needs to be replaced. The
General Description
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
Developed for Training Purposes Only
FUEL FILTER
A ASSEMBLY
(REF.)
FUEL FILTER
BYPASS
EM500ENSDS730008A.DGN
INDICATOR
FUEL FILTER
BYPASS
VALVE
A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
Developed for Training Purposes Only
EM500ENSDS730015A.DGN
FLOW METER
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
Operation
A flow meter installed in each engine fuel feed line sends a signal to avionics
providing indication of fuel flow for each engine and total fuel used for both
engines with its transmitter, which is shown in green digits on the CAS display,
in PPH (Pounds Per Hour) or KPH (Kilograms Per Hour). In the case of invalid
data, the fuel flow display is re-configured to a red "X".
EFFECTIVITY: ALL
ENGINE FUEL INDICATING 73-30
A
87.8 TO 87.8
ATR
OIL TEMP C
LEFT FUEL RIGHT FUEL
FUEL
FLOW FLOW
FF PPH CAS
FQ LB ENG 1 FUEL IMP BYPASS
ENG 2 FUEL IMP BYPASS
TEMP XX C
ELEC CABIN
B BATT1 0V
ALT
BATT2 0V
RATE
SPDBRK DELTA-P
LFE
OXY
LG FLAPS
DN
CAS WINDOW
TAKEOFF DATA SET
EM500ENSDS730007A.DGN
OAT -237 C B
ATR ON
EICAS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 74 - IGNITION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE IGNITION SYSTEM 74-00
Introduction Components
The purpose of the ignition system is to provide the electrical spark to initiate IGNITION ELECTRICAL POWER SUPPLY (74-10)
the combustion of the fuel/air mixture in the engine during start, auto-relight
and when continuous ignition is required. The aircraft provides power to the engine mounted ignition exciter that
supplies the igniters.
General Description
ENGINE IGNITION DISTRIBUTION (74-20)
The ENGINE IGNITION SYSTEM includes these subsystems:
The high voltage necessary for the sparking on the spark igniters during the
Developed for Training Purposes Only
For additional information about the ignition system components, refer to the
The ignition system is controlled by the FADEC (Full Authority Digital Engine
last revision of PW617F Engine Maintenance Manual PN 3072162 (EMM
Control) for automatic engine starting and auto-relight. Continuous ignition
TASK 72-00-00-800-801/91).
can be manually set through a cockpit switch (AMM SDS 74-30-00/1).
Operation
The engine is equipped with a dual ignition system that is under the control
of both channels of the FADEC. The system comprises two independent The FADEC controls the ignition system by discrete outputs from each
ignition exciters in a single housing together with leads and igniters. channel of the FADEC. The ignition exciter uses 28 V power supply from the
airframe.
An IGN A and B icon is displayed for each engine showing which of the ignition
systems are being commanded by the FADEC. Normally during ground starts The cockpit ignition interface is composed of two three-position switches: ON
only one ignition channel is used and the channel selected alternates on each – AUTO – OFF. The “OFF” position is used for a dry motoring run. When the
start. In flight starts use both ignition systems. Similarly, the auto-relight switch is in the position “ON”, the FADEC provides continuous power to the
function will command both ignition systems on if the engine is detected to ignition. The “AUTO” position is for normal operation. The “Auto” position puts
have flamed out. If the pilot moves the Ignition selector switch to override the control of the igniters under the direction of the FADEC such that ignition
position, both ignition channels will be commanded to operate. The "A" and/ can be synchronized with the start sequence and for automatic relight in flight.
or "B" indication will only illuminate if the FADEC has commanded an ignition For ground starts and temperatures below 0 °C, the FADEC automatically
channel to operate. The ignition indication presents the following: "A", "B", "A commands both exciters via auxiliary ignition command relay.
B”, “OFF” or blank. The "OFF" indication provides confirmation to the crew
that the controls are correctly set for the dry motoring procedure. Blank An IGN A and B icon is displayed on the EICAS (Engine Indication Crew Alert
indication will be provided when the FADEC is in the automatic mode to System) for each engine showing which of the ignition systems are being
command the ignition, but neither ignition is active. commanded by the FADEC.
EFFECTIVITY: ALL
ENGINE IGNITION SYSTEM 74-00
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE IGNITION SYSTEM 74-00
The "A" and/or "B" indication will only illuminate if the FADEC has
commanded an ignition channel to operate. The ignition indication presents
the following: "A", "B", "A B”, “OFF” or blank. The OFF indication provides
confirmation to the crew that the controls are correctly set for the dry motoring
procedure. Blank indication will be provided when the FADEC is in the
automatic mode to command the ignition, but neither ignition is active.
EFFECTIVITY: ALL
ENGINE IGNITION SYSTEM 74-00
B CAS
87.8 TO 87.8
A ENG NO ATR
DESPATCH
E1 / 2 SHORT
DSPTCH
A 2.5 N1% 2.5
IGNITION IGNITION
INDICATION INDICATION
Developed for Training Purposes Only
A FF KGH
FQ KG
TEMP XX C
ELEC CABIN
BATT1 0V
ALT
ENG FIRE EXTINGUISHER TRIM BATT2 0V
YAW RATE
SHUTOFF 1 BOTTLE SHUTOFF 2
SPDBRK DELTA-P
LEFT RIGHT
DISCH
LFE
ROLL
OXY
OFF LWD RWD
LG FLAPS
ENG START/STOP
RUN RUN
STOP START STOP START
PITCH BKP DN
DN
TAKEOFF DATA SET
OAT -237 C
UP
1
ENG IGNITION
2
MODE
ATR ON
EM500ENSDS740006A.DGN
+
ON BKP
AUTO
OFF OFF
EICAS DISPLAY
1 2
FIRE/ENG/TRIM
B
CONTROL PANEL
C
ENGINE IGNITION SYSTEM - CONTROLS AND INDICATIONS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
IGNITION ELECTRICAL POWER SUPPLY 74-10
IGNITION EXCITER
Operation
The system is energized from the aircraft nominal 28 V DC power supply and
operates in the 9 to 30 V range. The operating output voltage range is 14 to
17 kV.
The FADEC (Full Authority Digital Engine Control) controls the ignition by
discrete outputs from each channel of the FADEC. The ignition exciter uses
28 V power supply from the airframe and fires the sparks at a fixed interval
when commanded ON. The left channel B ignition exciter is normally
connected to DC Bus 1, whereas the right channel B ignition exciter is
EFFECTIVITY: ALL
IGNITION ELECTRICAL POWER SUPPLY 74-10
IGNITION
EXCITER
A
Developed for Training Purposes Only
A−A
A B
IGNITER
EM500ENSDS740003A.DGN
B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE IGNITION DISTRIBUTION 74-20
Introduction
The high voltage necessary for the sparking on the spark igniters during the
engine starting is supplied by the ignition exciter box and fed to the spark
igniters through ignition cables.
General Description
The distribution system comprises two ignition cables and two igniters. The
Developed for Training Purposes Only
Components
IGNITION CABLES
The two individual ignition cable assemblies carry the electrical energy output
from the ignition exciters to the spark igniters. Each lead assembly consists
of an electrical lead contained in a flexible metal braiding. One coupling nut
at each end of the assembly connects to the ignition exciter and the spark
igniters.
SPARK IGNITERS
Spark igniters are fragile components that must be handled with care. Should
a spark igniter be dropped, internal damage not detectable by a visual
inspection can occur. In this case, replace the spark igniter.
EFFECTIVITY: ALL
ENGINE IGNITION DISTRIBUTION 74-20
ENG IGNITION
ON
AUTO
B 1
OFF
2
FIRE/ENG/TRIM
Developed for Training Purposes Only
IGNITION
EXCITER
CENTER
COMPARTMENT
(REF.)
FADEC 2
EM500ENSDS740007A.DGN
C IGNITER (2x)
FADEC 1
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
SWITCHING 74-30
General Discription
The system has one ignition switch for each engine, installed on the Fire/Eng/
Trim control panel, in the cockpit.
The switch sends discrete outputs to the related FADEC (Full Authority Digital
Developed for Training Purposes Only
Components
IGNITION SWITCH
Operation
With the ignition switch in the AUTO position during a ground start, only the
FADEC in control commands ignition. At the end of the starting cycle, the
FADEC deactivates the ignition exciter.
With the ignition switch in the ON position, the two FADECs command ignition
during start. The ignition is not deactivated at the end of the starting cycle.
With the ignition switch in the OFF position, the ignition exciter is always
inhibited.
EFFECTIVITY: ALL
SWITCHING 74-30
B
A 87.8 TO
ATR
87.8
FQ KG
DISCH
LEFT RIGHT BATT1 0V
ALT
BATT2 0V
ROLL RATE
OFF LWD RWD SPDBRK DELTA-P
LFE
ENG START/STOP
RUN RUN OXY
STOP START STOP START
PITCH BKP LG FLAPS
DN
UP DN
1 2
ENG IGNITION MODE
+ TAKEOFF DATA SET
ON BKP
OAT -237 C
EM500ENSDS740001B.DGN
AUTO
OFF OFF
ATR ON
1 2
SWITCHING - CONTROLS/INDICATIONS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
SWITCHING 74-30
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
SWITCHING 74-30
EPDU FWD COMPARTMENT
A3 EXCITER 1A NACELLE
A2
EMERG BUS
A1
+28VDC
CB0225
RETURN
1 2 SP0046
B3 A1
B2 A2
B1 A3
B1
B2
B3 EXCITER 1B NACELLE
Developed for Training Purposes Only
DC BUS 1
RETURN
A3
CB0107 A2
A1
B3
B2
B1 ENG IGNITION
ON
AUTO
OFF
1 2
LH CENTER COMPARTMENT
CONTROL PEDESTAL
IGNITION COMMAND
IGNITION 1
OFF 4
IGNITION OFF INPUT 5
AUTO
IGNITION ON INPUT
6
ON
RETURN 2
PIN A−C
CHANNEL B
CHANNEL A
EM500ENSDS740005A.DGN
IGNITION COMMAND
IGNITION AUXILIAR
FADEC 1
PIN B−C
RETURN 2
1
IGNITION OFF INPUT 2
IGNITION ON INPUT
3
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
SWITCHING 74-30
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
SWITCHING 74-30
EPDU FWD COMPARTMENT
A3 EXCITER 2A NACELLE
A2
EMERG BUS
A1
+28VDC
CB0226
RETURN
1 2 SP0046
B3 A1
B2 A2
B1 A3
B1
B2
B3 EXCITER 2B NACELLE
Developed for Training Purposes Only
DC BUS 2
RETURN
A3
CB0198 A2
A1
B3
B2
B1 ENG IGNITION
ON
AUTO
OFF
1 2
RH CENTER COMPARTMENT
CONTROL PEDESTAL
IGNITION COMMAND
IGNITION 2
OFF 4
IGNITION OFF INPUT 5
AUTO
IGNITION ON INPUT
6
ON
RETURN 2
PIN A−C
CHANNEL B
CHANNEL A
EM500ENSDS740004A.DGN
IGNITION COMMAND
IGNITION AUXILIAR
FADEC 2
PIN B−C
RETURN 2
1
IGNITION OFF INPUT 2
IGNITION ON INPUT
3
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 75 - AIR
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
AIR 75-00
Introduction The compressor control is achieved through the BOV (Bleed-Off Valve),
controlled by the BVA (Bleed Valve Actuator). This system is necessary to
The engine air system provides air from and through the engine for airframe control the air flow through the engine and to maintain the compressor
services, wing deicing, engine compressor control and engine sealing and operability margins across the full range of operation of the engine. Refer to
cooling. AMM SDS 75-30-00/1 for details.
General Description Components
The AIR includes this subsystem: COMPRESSOR CONTROL (75-30)
Developed for Training Purposes Only
• Supply internal bleed air for sealing the bearing compartments and cooling
engine.
The ECS provides controlled air for cockpit and cabin pressurization and
heating as well as pneumatic supply for wing and horizontal stabilizer deicing
boots, using discharge air from the inboard engine bleed port. This air bled
from the engine passes through the ECS / Deicing bleed duct before going
to the PRSOV (Pressure Regulating and Shutoff Valve) to be distributed.
Refer to AMM SDS 36-11-00/1 for details.
The EAI system provides thermal energy to prevent ice accretion on air inlet,
using discharge air from the outboard engine bleed port. This air bled from
the engine passes through the EAI tubing with a shutoff valve and a pressure
transducer mounted on it, before going to the air inlet. Refer to AMM SDS
30-21-00/1 for details.
EFFECTIVITY: ALL
AIR 75-00
A
Developed for Training Purposes Only
ECS/DEICING
BLEED DUCT
EM500ENSDS750002A.DGN
A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
AIR 75-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
AIR 75-00
Developed for Training Purposes Only
EAI TUBING
EM500ENSDS750004A.DGN
EAI SHUTOFF VALVE
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
COMPRESSOR CONTROL 75-30
Introduction The BVA operates the BOV under FADEC (Full Authority Digital Engine
Control) direction and is hydraulically operated using the FMU (Fuel Metering
The compressor control system is used to control the air flow through the Unit) fuel. Refer to AMM SDS 73-11-00/1 for details about the FMU.
engine and to maintain the compressor operability margins across the full
range of operation of the engine. The position of the BVA is computed in the FADEC software to optimize the
compressor discharge bleed off-take from the engine as a function of the
General Description current steady-state and transient engine operating condition. During steady-
state at high core speed the valve is held closed for maximum efficiency.
The compressor control is achieved by the operation of a single BOV (Bleed-
During transient operation, combustor relights and engine starting at lower
Developed for Training Purposes Only
Components
BOV
The compressor BOV is a piston valve that has the function of regulating the
air flow between the mixed flow rotor and centrifugal impeller of HPC (High
Pressure Compressor), directing exceeding air from the mixed stage to
optimize overall engine performance and to prevent engine compressor
surges. This valve stays completely open during idle engine operation and
starts to close as thrust lever angle increases.
BVA
Operation
EFFECTIVITY: ALL
COMPRESSOR CONTROL 75-30
FADEC 1 FADEC 2
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
BVA T/M
BVA T/M
BVA T/M
BVA T/M
Developed for Training Purposes Only
LO
LO
LO
HI
HI
HI
HI
BVA T/M A BVA T/M B BVA T/M A BVA T/M B
EM500ENSDS750003A.DGN
BLEED VALVE ACTUATOR LH ENGINE BLEED VALVE ACTUATOR RH ENGINE
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80
MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE CONTROLS 76-00
Introduction
The engine control system provides means of controlling the PW617F engine
operation under all thrust requirements allowed, as well as during emergency
shutdown.
General Description
Components
The thrust control subsystem furnishes means of controlling the fuel control
system of the PW617F engine.
EFFECTIVITY: ALL
ENGINE CONTROLS 76-00
ENGINE CONTROL
Developed for Training Purposes Only
ENGINE
− THRUST − EMERGENCY
EM500ENSDS760007A.DGN
MANAGEMENT STOP
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWER CONTROL 76-10
Introduction and the air data from engine and airframe sensors (transmitted through the
ARINC (Aeronautical Radio Incorporated)). The FADEC uses these inputs
The thrust control subsystem furnishes means of controlling the fuel control that represent pilot demands, through the TLA, and ambient conditions,
system of the PW617F engine. through the sensors, also taking into account the engine operating limits to
calculate appropriate reference corrected and physical N1 (Fan Rotor Speed)
General Description and N2 (Core Rotor Speed) speeds for any given throttle position.
The POWER CONTROL includes these subsystems: The N1 and N2 control is achieved through the actuation of the FADEC,
configuring the engine to a required fuel flow demand as a function of thrust
Developed for Training Purposes Only
The aircraft provides thrust requirements and ADC (Air Data Computer) The figure POWER CONTROL - THRUST CONTROL SCHEMATIC provides
inputs to the related two-channel FADEC (Full Authority Digital Engine further data on the preceding text.
Control), which manages thrust through adjusting fuel flow.
Components
The thrust control quadrant sends TLA (Thrust Lever Angle) signal to the
FADEC (Full Authority Digital Engine Control) for thrust management
purposes, and for other aircraft systems, for control purposes.
Operation
The main thrust setting inputs for thrust management are the TLA (Thrust
Lever Angle), provided by the TCQ (Thrust Control Quadrant) (hardwired),
EFFECTIVITY: ALL
POWER CONTROL 76-10
ARINC 429
ARINC 429
Developed for Training Purposes Only
CAN BUS
(X TALK)
ARINC 429 TLA (RVDTs)
EM500ENSDS760006A.DGN
TCQ
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
Introduction
The thrust control quadrant sends TLA (Thrust Lever Angle) signal to the
FADEC (Full Authority Digital Engine Control) for thrust management
purposes, and for other aircraft systems, for control purposes.
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
Developed for Training Purposes Only
EM500ENSDS760003A.DGN
THRUST CONTROL
QUADRANT
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
General Description
The TCQ (Thrust Control Quadrant) provides lever position (TLA) to the
FADEC via a RVDT (Rotary Variable Differential Transducer). Each RVDT
has two electrically independent channels, one for each of the two FADEC
channels of a given engine. The FADEC provides excitation and
demodulation of the RVDT, providing the pilot with full and progressive
modulation of thrust in response to movements of the TLA, together with
accurate thrust setting to meet engine thrust ratings.
Developed for Training Purposes Only
The status message related to the refueling sub-subsystem The CAS (Crew
Alerting System) messages related to the mechanical control system are
shown on PFD (Primary Flight Display), in the CAS display. The messages
are given in the table below:
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
THRUST LEVERS
MICROSWITCH S1 MICROSWITCH S5
Developed for Training Purposes Only
MICROSWITCH S3 MICROSWITCH S7
MICROSWITCH S4 MICROSWITCH S8
EM500ENSDS760008A.DGN
ENGINE
AUTOMATIC SPEED ENGINE
PNEUMATIC
FLIGHT CONTROL BRAKE PNEUMATIC
BLEED
SYSTEM − AFCS (OPTIONAL) BLEED (CABIN)
(COCKPIT)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
Components
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
EDGE LIGHT
PANEL
Developed for Training Purposes Only
A THROTTLE
LEVERS (2)
EM500ENSDS760004A.DGN
THRUST CONTROL
QUADRANT
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
Operation
The lever TCQ combines two lever assemblies, one for each engine, which
may be operated independently or in unison. Each lever assembly comprises
a thrust lever for forward thrust control. The levers travel 73 degrees from Idle
to Max, sensed by the RVDT, which provides the position to the FADEC. The
full travel of the thrust levers provides RVDT output distributed as:
For redundancy, TLA is input to both channels A and B, and also cross
communicated between channels. In the very unlikely event that the TLA
signal becomes unavailable on either channels, the engine thrust is switched
to idle and the caution message ENG 1 (2) TLA FAIL is displayed on the CAS
display.
The TCQ also features TOGA disconnect lever switches to enable the pilot
to manually generate TOGA signal.
EFFECTIVITY: ALL
MECHANICAL CONTROL SYSTEM 76-11
69° − 73°
59° − 63°
49° − 5
3°
38° −
42°
MAX
MAX TO/GA MAX
CON/CLB 0°
MAX −4
°
CRZ
Developed for Training Purposes Only
EM500ENSDS760005A.DGN
B
THRUST CONTROL
QUADRANT
A B
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
Introduction Beyond thrust management, the FADEC provides engine limits protection,
controlled transient engine operation, fault detection, and messages to the
The electronic control system of the PW617F engine is a computer-based aircraft.
electronic control system (FADEC (Full Authority Digital Engine Control)
based), which provides full range of engine control under all conditions and The CAS (Crew Alerting System) messages related to the electronic control
provides information for cockpit indication, maintenance reporting and engine system are shown on PFD (Primary Flight Display), in the CAS display. The
condition monitoring. messages are given in the table below:
General Description
The take off data has
Developed for Training Purposes Only
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
An operational limit
was exceeded in at
ENG EXCEEDANCE Caution (Amber)
least one of the two
engines during flight.
Components
The electronic control system utilizes the following components for control
purposes from the aircraft:
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
ZONES CENTER
434 COMPARTMENT
(REF.)
ZONES 444
241
242 D
A
Developed for Training Purposes Only
PAMB
PRESSURE
SENSOR PORT
EM500ENSDS760009B.DGN
FADEC 2 ENGINE
DATA PLATE
B
ACCESSORY
PAMB GEAR BOX
FADEC 1 PRESSURE (REF.)
C
SENSOR PORT
E
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
The FADEC schedules fuel flow during starting based on N2. As the engine The display indicates an ATR icon when it is enabled or armed. This indication
accelerates, the FADEC monitors ITT to ensure that the engine accelerates is active in takeoff mode only. The icon is positioned below the thrust mode
to idle without exceeding defined limits. FADEC incorporates automatic icon. In case the ATR becomes enable, a white indication of ATR appears
engine cool down motoring prior to auto start. The pilot can also abort any just below the thrust mode. If the ATR is armed (TLA at TOGA (Take off / Go
start attempt at any time by moving the starter switch to STOP. The FADEC Around) position for takeoff) then the ATR indication is green. In case of an
Developed for Training Purposes Only
For takeoff procedures, the pilot is requested to enter the OAT (Outside Air During operation above idle, the N1 loop is usually in control, providing
Temperature). This method provides reliable temperature information to the governed N1 speed at the reference value. At idle, the N2 loop is in control
FADEC for thrust computation during takeoff phase. The OAT value has to providing N2 governed idle speed. During the start process, fuel flow is
be selected before takeoff. To change the OAT value, the pilot shall use the scheduled to a MAX value for a smooth engine start based on corrected N2.
soft keys OAT! and OAT", and accept it through ACCEPT button on the MFD At idle, the engine is governed to the N2 idle speed reference, as N1 is quite
(Multi-Function Display). low and slow to respond to fuel flow changes. At any condition above idle,
the engine is governed by a proportional plus loop integral to the N1 reference
ATR (AUTOMATIC THRUST RESERVE) speed as selected by the TLA position. The FADEC software provides many
separate control loops. The loop in control at any time depends on the pilot's
In addition to the OAT selection, the pilot is requested to select the ATR demand and on the engine conditions. Most of the loops provide transient or
(Automatic Thrust Reserve) for takeoff. Before takeoff, ATR is selected ON protective functions.
as default, but can be disabled via the soft keys ON and OFF on MFD takeoff
data set page. The power reserve improves aircraft performance. The ATR CRUISE SPEED CONTROL
increases thrust in case of OEI (One Engine Inoperative), only during takeoff
phase: During operation between flight idle and cruise, under certain conditions, it is
possible to set an aircraft constant speed controlled by the FADEC. The pilot
• The FADEC detects OEI based on N1 mismatch between both engines is able to set the cruise speed control to ON through the CSC switch on the
or loss of engine-to-engine communication, or; main instrument panel, when the following conditions are true:
• The FADEC detects the TLA to MAX position during TO (Takeoff) phase • CSC (Cruise Speed Control) request is received.
and ATR OFF false signal (ATR is selected ON);
• More than 5 s have elapsed since the last disengagement of the CSC
• The bleed valve for pressurization is commanded to close through the function.
FADEC in case OEI condition is detected and the aircraft is at takeoff
mode;
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
• Calibrated air speed is above 105 kts when initial CSC activation request ENGINE TRANSIENT CONTROL
is accepted. Subsequently, calibrated air speed is above 100 kts.
The FADEC software contains several features to provide satisfactory
• Mach number is below or equal to 0.78 when initial CSC activation request operation of the engine across its thrust and operating envelope. Acceleration
is accepted. Subsequently, Mach number is below 0.72. and deceleration maneuvers, in response to rapid TLA movements, are
controlled based on the rate of change of N2 and fuel flow. N2 schedules are
• WOW (Weight-on-Wheels) = false. set to ensure the avoidance of surge during normal operation. Fuel flow limits
are set to prevent surge and flameout during the initial portion of the
• Engine TLA position is above idle and below max. cruise.
acceleration. Transitions between the various controlling loops during
Developed for Training Purposes Only
• Engine data is valid. The figure ELECTRONIC CONTROL SYSTEM - SCHEMATIC DIAGRAM
provides further data on the preceding text.
• Smart probe data is valid.
When the cruise speed control is engaged, the FADEC controls N1 ensuring
that it stays as close as possible to the N1 selected. The pilot can disengage
the functionality at any time by moving the TLA more than 10 degrees. When
disengaged, the FADEC ensures a gradual transition from the N1 cruise
speed control to the N1 speed selected through the TLA.
EFFECTIVITY: ALL
ELECTRONIC CONTROL SYSTEM 76-12
EICAS
87.5 TO 87.5
ATR AIRFRAME AIR DATA REMOTE ENGINE
− WOW
(AVIONICS) FADECs
− FCV CLOSE − ENGINE POSITION
ELECTRICAL AMB. DATA
77.5 N1% 27.4 COMMAND − AIRCRAFT ID
POWER SUPPLY (MACH, P o )
− IGN A ON − MAINT. FAULT RESET
(FADEC, IGNITION,
− IGN B ON − TEST MODE ENABLE
TT0 HEATERS)
−TT0 HEATER INTERNACELLE X TALK (CAN BUS)
IGN IGN
544 ITT C 350
__ __ 28VDC
ENG START/STOP
N2%
RUN RUN
Developed for Training Purposes Only
OIL TEMP C
− N1 RED LINE
FADEC CHANNEL A START/ STOP/ IGN 1 2
ENG IGNITION
− N2 RED LINE ON
− ITT RED LINE AUTO
X TALK
INTEGRATED ARINC 429
AVIONICS UNIT − N1 TARGET
ARINC 429 − N1 REQUEST
STOP
GSD FOR CHANNELS A
GIA FOR CHANNELS B ARINC 429 − N1
− N2 TLA
− ITT RVDTs
− CMC
TT0 HEATER 28VDC
IGNITION 28 VDC
EM500ENSDS760010B.DGN
ENG SENSORS (N1, N2, T6)
TT0
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
EMERGENCY SHUTDOWN 76-20
Introduction that composes the Emergency Fuel Shutoff Valve (ESOV) Mechanism. When
the disk strikes the plunger it pulls on the mechanism and trips the valve,
The emergency shutdown subsystem furnishes means of controlling the flow causing it to move to the cutoff position. The valve is pressure loaded and will
of fluids to and from the engine during emergency procedures. remain in the cutoff position until a manual reset is performed.
Components
Operation
To stop the engine in emergencies, the pilot must push the fire system ENG
1/2 SHUTOFF switch, which commands the valves that follow to close
directly, by energizing their torque motors with DC (Direct Current) power
from the hot busses:
• Engine 1(2) PRSOV (Pressure Regulating and Shutoff Valve) (AMM SDS
36-11-00/1)
EFFECTIVITY: ALL
EMERGENCY SHUTDOWN 76-20
XFR
XXX LB XXX LB
Developed for Training Purposes Only
B USED
XXXX LB
ROLL
OFF LWD RWD MFD
(SYNOPTIC)
ENG START/STOP
RUN RUN
STOP START STOP START
PITCH BKP A
DN
UP
1 2
EM500ENSDS760012B.DGN
ENG IGNITION MODE
+
ON BKP
AUTO
OFF OFF
1 2
LEGEND:
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
EMERGENCY SHUTDOWN 76-20
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
EMERGENCY SHUTDOWN 76-20
A
Developed for Training Purposes Only
ROTATE LEVER
SHAFT
EM500ENSDS760002A.DGN
EMERGENCY FUEL
SHUT OFF MECHANISM
EMERGENCY SHUTDOWN - EMERGENCY FUEL SHUTOFF VALVE MECHANISM - LOCATION AND OPERATION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE INDICATING 77-00
The engine indicating system provides cockpit indications for the flight crew • Oil temperature
and engine operational data for the maintenance crew.
• Engine thrust rating
General Description
• ATR (Automatic Thrust Reserve) status
The ENGINE INDICATING includes these subsystems:
• Cruise speed control status
Developed for Training Purposes Only
The rotor speed is monitored and protected by the FADEC (Full Authority
The powerplant indications are displayed on the EICAS (Engine Indication Digital Engine Control) to avoid overspeed both on the ground and in flight.
Crew Alert System), on the left stripe of the center MFD (Multi-Function
The ITT is monitored and protected by the FADEC to avoid overheat during
Display) unit of the cockpit panel. The EICAS provides analog and digital
ground start. When the ITT exceeds the in-flight limits, the information shows
engine indications and icons. The powerplant indications can also be shown
on the EICAS, alerting the flight crew to take action.
on the PFD (Primary Flight Display) in reversionary mode. The CAS (Crew
Alerting System) messages are shown in the CAS window on the PFD and Under normal operating conditions, the pointer and digits are green for each
on the MFD in reversionary mode. parameter. Under abnormal conditions, the pointer and digits change color
accordingly.
The powerplant instruments are closely grouped on the instrument panel. The
location of identical powerplant instruments is so designed as to prevent The engine thrust rating indication is provided by a cyan icon at the top of the
confusion as to which engine each instrument relates. The left engine EICAS. The possible thrust modes are:
indications are shown on the left side of the engine section of the EICAS and
the right engine parameters are shown on the right side. Based on the location • TO - Takeoff
of the instruments referred to above, the powerplant instruments, which are
vital for the safe operation of the airplane, are clearly visible to the crew • GA - Go-around
members.
• CLB - Climb
The EICAS provides the following engine indications:
• CON - Continuous
• N1 (Fan Rotor Speed) (AMM SDS 77-11-00/1)
• CRZ - Cruise
• N2 (Core Rotor Speed) (AMM SDS 77-12-00/1)
The ATR display shows an ATR icon when the ATR is enabled or armed. This
• ITT (Interstage Turbine Temperature) (AMM SDS 77-20-00/1) indication is active in takeoff mode only. The ATR display is positioned below
the thrust rating indication display. When the ATR is enabled, a white
• Fuel flow indication "ATR" shows just below the thrust rating indication display. When
EFFECTIVITY: ALL
ENGINE INDICATING 77-00
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE INDICATING 77-00
the ATR is armed (TLA (Thrust Lever Angle) at TOGA (Take off / Go Around) The function of the power indicating system is to provide engine power data
position for takeoff procedure), the "ATR" indication becomes green. In case to the FADEC (Full Authority Digital Engine Control) to perform engine
of an engine failure with the ATR triggered, the ATR indication disappears electronic control and to the EICAS (Engine Indication Crew Alert System)
and the "TO-RSV" indication shows on the thrust rating indication display. for crew information.
The color scheme adopted for the propulsion system warning, caution, and TEMPERATURE (77-20)
advisory indications is shown below:
The function of the temperature indicating system is to monitor the engine
• Red for warning - conditions which require immediate crew awareness temperatures and send the values to the FADEC (Full Authority Digital Engine
Developed for Training Purposes Only
The CAS messages related to the engine indicating system are listed in the
table below:
Components
POWER (77-10)
EFFECTIVITY: ALL
ENGINE INDICATING 77-00
PARAMETER DISPLAY
DC BUS 1 CAS MESSAGES EXCEEDANCE INDICATIONS CAS MESSAGES EMERGENCY BUS DC BUS 2
N1 INPUT
CAN BUS
(X TALK)
N2 INPUT
T6 INPUT INTEGRATED
ARINC 429
FADEC CHANNEL B AVIONICS UNIT
− N1 RED LINE (GIA 2)
− N2 RED LINE
− ITT RED LINE
− N1 MAX
EM500ENSDS770003D.DGN
TT0 N1 − THRUST RATING
N2 T6
ARINC 429
− N1 TARGET
− N1 REQUEST
− N1
− N2
− ITT
− FAULT LOG
− TREND DATA
CMC − EXCEEDANCE DATA
− DISPATCH BITS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
ENGINE INDICATING 77-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
ENGINE INDICATING 77-00
B
A
AUTOMATIC THRUST RESERVE INDICATION:
ATR, TO−RSV OR NO INDICATION
THRUST RATING SELECTED INDICATION:
TO, GA, CLB, CON OR CRZ
Developed for Training Purposes Only
IGN IGN
__
544 ITT C 350 __
CAS
E1(2) OIL LO PRESS
ENG NO TO DATA 89.6 N2% 45.7
E1(2) FAIL OIL PRES PSI
E1(2) CONTROL FAULT
ENG EXCEEDANCE OIL TEMP C
E1(2) IMP BYPASS FUEL
ENG NO DISPATCH
E1(2) TT0 HTR FAIL
E1(2) TLA FAIL
EM500ENSDS770015C.DGN
ENG SHORT DSPTCH
E1(2) FADEC FAULT
EICAS
CAS WINDOW
B
A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWER 77-10
Introduction
The function of the power indicating system is to provide engine power data
to the FADEC (Full Authority Digital Engine Control) to perform engine
electronic control and to the EICAS (Engine Indication Crew Alert System)
for crew information.
General Description
Developed for Training Purposes Only
The power indicating system comprises the N1 (Fan Rotor Speed) sensor
and the N2 (Core Rotor Speed) sensor.
Components
N1 INDICATION (77-11)
N2 INDICATION (77-12)
The function of the N2 (Core Rotor Speed) indicating system is to provide the
engine core rotor speed.
EFFECTIVITY: ALL
POWER 77-10
A
Developed for Training Purposes Only
EM500ENSDS770008A.DGN
A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
POWER 77-10
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
POWER 77-10
Developed for Training Purposes Only
ACCESSORY
GEAR BOX
(REF.)
EM500ENSDS770001A.DGN
FMU
(REF.)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
N1 INDICATION 77-11
The function of the N1 (Fan Rotor Speed) indicating system is to provide • Physical N1 (Analog Indication N1 Trimmed): There is an arc and a pointer
engine thrust data. display representing mechanical N1 speed in %. The pointer is configured
as a green needle and the actual N1 value lower speed quadrant is filled
General Description with grey color. The N1 indication display shows speed values up to 101%
N1. If the FADEC detects an exceedance, the grey portion of the quadrant
The N1 indicating system provides the indication of the engine thrust. It also
will become red. The speed signal is not accurate below 10%. In the event
indicates the target thrust and the maximum thrust available in any given
of loss of the N1 signal, the EICAS removes the pointer from the display
Developed for Training Purposes Only
EFFECTIVITY: ALL
N1 INDICATION 77-11
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
N1 INDICATION 77-11
a red mark in the N1 gauge. If the limit is exceeded, this value triggers a
color change in both the dial and digital readouts.
EFFECTIVITY: ALL
N1 INDICATION 77-11
PARAMETER DISPLAY
DC BUS 1 CAS MESSAGES EXCEEDANCE INDICATIONS CAS MESSAGES EMERGENCY BUS DC BUS 2
N1 INPUT
CAN BUS
(X TALK)
N2 INPUT
T6 INPUT INTEGRATED
ARINC 429
FADEC CHANNEL B AVIONICS UNIT
− N1 RED LINE (GIA 2)
− N2 RED LINE
− ITT RED LINE
− N1 MAX
EM500ENSDS770003D.DGN
TT0 N1 − THRUST RATING
N2 T6
ARINC 429
− N1 TARGET
− N1 REQUEST
− N1
− N2
− ITT
− FAULT LOG
− TREND DATA
CMC − EXCEEDANCE DATA
− DISPATCH BITS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
N1 INDICATION 77-11
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
N1 INDICATION 77-11
A B
N1 THRUST
RATING MAX SPEED
N1 CRUISE
SPEED CONTROL
N1 TRANSIENT
Developed for Training Purposes Only
N1 DIGITAL DISPLAY
IGN IGN
__
544 ITT C 350 __
CAS
E1(2) FAIL 89.6 N2% 45.7
OIL PRES PSI
OIL TEMP C
FUEL
EM500ENSDS770013C.DGN
EICAS
B
CAS WINDOW
N1 INDICATION - DISPLAYS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
N2 INDICATION 77-12
Introduction
The function of the N2 (Core Rotor Speed) indicating system is to provide the
engine core rotor speed.
General Description
The N2 indicating system provides indication of the engine core rotor speed
via digital display on the EICAS (Engine Indication Crew Alert System).
Developed for Training Purposes Only
Components
N2 SPEED SENSOR
The N2 speed signal is provided from a speed sensor installed on the PMA
(Permanent Magnet Alternator). The speed signal is generated by a
frequency output that is proportional to the rotational speed of the PMA. This
speed signal is sent to the FADEC.
Each N2 signal is shared with the other FADEC channel. Thus, each channel
receives two independent electrical core speed inputs.
Operation
EFFECTIVITY: ALL
N2 INDICATION 77-12
PARAMETER DISPLAY
DC BUS 1 CAS MESSAGES EXCEEDANCE INDICATIONS CAS MESSAGES EMERGENCY BUS DC BUS 2
N1 INPUT
CAN BUS
(X TALK)
N2 INPUT
T6 INPUT INTEGRATED
ARINC 429
FADEC CHANNEL B AVIONICS UNIT
− N1 RED LINE (GIA 2)
− N2 RED LINE
− ITT RED LINE
− N1 MAX
EM500ENSDS770003D.DGN
TT0 N1 − THRUST RATING
N2 T6
ARINC 429
− N1 TARGET
− N1 REQUEST
− N1
− N2
− ITT
− FAULT LOG
− TREND DATA
CMC − EXCEEDANCE DATA
− DISPATCH BITS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
N2 INDICATION 77-12
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
N2 INDICATION 77-12
Developed for Training Purposes Only
ACCESSORY
GEAR BOX
(REF.)
EM500ENSDS770001A.DGN
FMU
(REF.)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TEMPERATURE 77-20
Introduction to generate a reference temperature for EGT (T6) thermocouples for use in
several of the FADEC control calculations.
The function of the temperature indicating system is to monitor the engine
temperatures and send the values to the FADEC (Full Authority Digital Engine Components
Control) and the EICAS (Engine Indication Crew Alert System). TEMPERATURE INDICATION (77-21)
General Description The temperature indicating system sensors measure the temperature of
The TEMPERATURE includes this subsystem: many parts of the engine for use in several of the FADEC (Full Authority
Digital Engine Control) control calculations.
Developed for Training Purposes Only
The TT0 consists of a single total temperature probe located in the engine
inlet duct and measures the engine inlet air temperature for use in several of
the FADEC control calculations. The PW617F Engine Maintenance Manual
PN 3072162 refers to this sensor as T1 sensor.
CJC SENSOR
EFFECTIVITY: ALL
TEMPERATURE 77-20
C
Developed for Training Purposes Only
TERMINAL 2
TERMINAL 1
TTO SENSOR
EM500ENSDS770012B.DGN
TERMINAL 3
CJC SENSOR
C D
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TEMPERATURE INDICATION 77-21
Introduction The TT0 single total temperature probe is located in the engine inlet duct and
measures the engine inlet air temperature for use in several of the FADEC
The temperature indicating system sensors measure the temperature of control calculations.
many parts of the engine for use in several of the FADEC (Full Authority
Digital Engine Control) control calculations. The TT0 temperature is measured by two independent resistance
temperature devices located in a single total temperature probe mounted in
General Description the engine inlet duct. The TT0 temperature signal is input to each FADEC
channel.
The temperature indicating system sensors provide EGT (Exhaust Gas
Developed for Training Purposes Only
To ensure that both engines have the same consistent temperature uptrim CJC SENSOR
margin, the FADEC uses a ITT trimmed value for control and indication
purposes. The ITT trimmed value is loaded in the EDCU (Engine Data The CJC sensor is an RTD (Resistance Temperature Detector) mounted in
Collector Unit) and shows in the ITT field of the EICAS (Engine Indication the end of the engine bypass duct at the 6 o'clock position in order to generate
Crew Alert System) for 5 seconds, after power cycling. a reference temperature for EGT (T6) thermocouples for use in several of the
FADEC control calculations.
Components
The FADEC converts the analog electrical signals from EGT (T6)
The components of the temperature indicating system are: thermocouples and from CJC sensor into digital signals and computes the T6
value. This resulting digital signal is cross-communicated to the opposite
• TT0 sensor FADEC via internal CAN bus.
• EGT (T6) sensor Operation
• CJC (Cold Junction Compensation) sensor The ITT indication modes are shown below:
TT0 SENSOR ANALOG INDICATOR
The analog indicator consists of an arc and pointer display representing the
ITT in °C. In case of invalid ITT data, the pointer is removed from the display.
EFFECTIVITY: ALL
TEMPERATURE INDICATION 77-21
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
TEMPERATURE INDICATION 77-21
DIGITAL DISPLAY
The ITT digital display uses the same data source as the analog display and
re-configures the indication to dashes if the data is invalid.
The ITT red line is visible as a red tick mark at the exceedance limit on the
indicator arc. Exceedance of this value triggers a color change to both dial
Developed for Training Purposes Only
The ITT red line function is to protect the engine capability to achieve
maximum rated thrust.
When the engines are not running and during the restart process, the ITT
start transient limit is displayed.
The EGT (T6) probes are mounted on the turbine case and indicate the
temperature of the combustor gases at the T6 location. Six probes are
connected in parallel and provide an electronic signal that is the average of
the thermocouple probe outputs. The electrical signal is transferred from the
probes to the outside of the engine by a flexible cable.
EFFECTIVITY: ALL
TEMPERATURE INDICATION 77-21
A
Developed for Training Purposes Only
ITT ANALOG
ITT TRANSIENT 77.5 N1% 27.4 DISPLAY
RED LINE
ITT DIGITAL
DISPLAY
IGN IGN
__
544 ITT C 350 __
EM500ENSDS770016B.DGN
EICAS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 78 - EXHAUST
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
EXHAUST 78-00
Introduction
The exhaust system consists of those components which direct the exhaust
gases overboard.
General Description
The exhaust system is in the aft region of the nacelle and includes the
collector/nozzle subsystem. This subsystem has an exhaust nozzle, a
centerbody and an aft body. The exhaust nozzle and the centerbody are
located in the aft body compartment that is in the aft region of the nacelle.
Components
The collector/nozzle subsystem has the function of directing the flow of gases
overboard as efficiently as possible.
EFFECTIVITY: ALL
EXHAUST 78-00
CENTERBODY
EXHAUST NOZZLE
AFT BODY
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
EXHAUST NOZZLE 78-10
Introduction Exhaust Case). The hot air flow that comes from engine exhaust is mixed
with a cold bypassed air flow in the aft body.
The collector/nozzle subsystem has the function of directing the flow of gases
overboard as efficiently as possible. The aft body compartment is not considered a fire zone, due to the fact that
there are no flammable fluid line and components in these compartments and
General Description in the outer aft body area that can create a hazard condition. This
compartment is also ventilated to prevent points of excessively high
The exhaust nozzle primary function is to expand the exhaust gases of the temperature. However, the aft body is fire resistant, with an aft bulkhead that
engine to provide as much thrust as possible. provides segregation from fire zone.
Developed for Training Purposes Only
Components
EXHAUST NOZZLE
The exhaust nozzle, which has a chevron design, reduces the noise levels
from the engine by mixing core exhaust gases with bypass air.
CENTERBODY
AFT BODY
The aft body was developed with the inner and outer nozzle walls, the
attachment flange, L and Z sections and the aft bulkhead.
The aft body is not submitted to high air temperatures because it is not directly
subjected to the hot gases that pass through the engine TEC (Turbine
EFFECTIVITY: ALL
EXHAUST NOZZLE 78-10
CENTERBODY
EXHAUST NOZZLE
A
Developed for Training Purposes Only
ATTACHMENT
FLANGE
EM500ENSDS780002B.DGN
SECTIONS
AFT BULKHEAD A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
EXHAUST NOZZLE 78-10
The inner nozzle wall is composed by the upper and lower walls,
reinforcement, and splices. The upper and lower walls and reinforcement are
formed from ALCLAD 6061-T62 sheet. The reinforcement is attached to the
lower wall by the solid rivets. The splices are formed from ALCLAD 2024-T42
sheet. The upper and lower walls are joined by the splices with solid rivets.
The outer nozzle wall is composed of the right and left walls and splices.
These components are formed from ALCLAD 2024-T3 sheet. The right and
left walls are joined by the splices with solid rivets.
Developed for Training Purposes Only
EFFECTIVITY: ALL
EXHAUST NOZZLE 78-10
A B
Developed for Training Purposes Only
SPLICE
UPPER INNER
WALL C
D
ATTACHMENT
FLANGE
E SPLICE
EM500ENSDS780004A.DGN
LOWER INNER E LEFT OUTER
WALL
RIGHT OUTER WALL
WALL
REINFORCEMENT
SPLICE
B
C
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
EXHAUST NOZZLE 78-10
The aft bulkhead and L sections are formed from Titanium sheet. The L
sections join the upper and lower walls to the aft bulkhead by the solid rivets.
The Z sections are formed from ALCLAD 2024-T42 sheet. The Z sections
join the inner walls to the outer walls by solid rivets.
EFFECTIVITY: ALL
EXHAUST NOZZLE 78-10
A B
C
Developed for Training Purposes Only
Z SECTION
L SECTION
EM500ENSDS780005A.DGN
B C
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 79 - OIL
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL 79-00
Introduction scavenge elements to remove oil from the bearing chambers and return it to
the tank. The oil filter and electrical monitoring sensors are combined in an
The function of the engine oil system is to provide lubrication and cooling of oil filter module, mounted on the left side of the oil tank. The electrical chip
the engine turbine main shaft bearings and AGB (Accessory Gearbox) detector/collector also mounts on the bottom of the AGB. The FOHE (Fuel-
internal components and bearings. Oil Heat Exchanger) is separately mounted on its own brackets and cools the
oil from the supply pump before it is routed to the bearing chambers and AGB.
General Description
For further information about the engine, refer to the latest revision of the Pratt
The OIL includes these subsystems: & Whitney Engine Manual.
Developed for Training Purposes Only
Each PW617F engine has an independent lubrication supply system which INDICATION LEVEL (COLOR) DESCRIPTION
uses an engine-driven positive displacement vane type pump element to Indicates that low oil
supply oil to the different engine components requiring cooling and E1 OIL LO PRESS Warning (Red) pressure is detected
lubrication. The lubrication system is a self contained pressurized full flow on the engine 1.
system. There are three independent bearing chambers in the engine that
require lubrication: Indicates that low oil
E2 OIL LO PRESS Warning (Red) pressure is detected
• The number 1 and 2 LP (Low Pressure) fan thrust bearings, and the on the engine 2.
number 3 HP (High Pressure) roller bearing are located in the same
chamber that is sealed at the cold end by labyrinth seals and is externally Components
pressurized by compressor discharge air.
STORAGE (79-10)
• The number 4 HP turbine roller bearing is located in a chamber in front of
the HP turbine. The chamber is sealed by two carbon seals externally The storage system supplies the oil from the oil tank to the inlet of oil pump.
pressurized by compressor discharge air.
DISTRIBUTION (79-20)
• The number 5 LP turbine roller bearing is located in a chamber aft of the
LP turbine. It is housed within the turbine exhaust case, in the engine LP The oil distribution system supplies oil for engine bearing lubrication and
turbine module. This chamber is sealed by a single carbon seal, and is cooling. Lubricating oil is filtered, cooled and then sent to the bearing
externally pressurized by compressor discharge air. chambers for bearing lubrication. The system also removes the oil from the
bearing chambers, checks for particle contamination and removes the air
The AGB holds and provides drive pads for the engine oil pump assembly, before returning the oil to the tank.
fuel pump assembly and a starter/generator. The lubrication and scavenge
pump supplies oil to all bearings and gears as required, and includes INDICATING (79-30)
EFFECTIVITY: ALL
OIL 79-00
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL 79-00
The oil indicating system gives an indication of oil level, pressure and Basically, the system pulls oil from the oil tank, pressurized by the oil pressure
temperature, and metal debris presence in the oil. pump, and sends this oil to the filter, to the heat exchanger for cooling, and
then to the engine bearings.
The PW617F engine lubrication system has the following components: The scavenge oil is removed from the bearing chambers to the AGB by the
scavenge elements of the oil pump. Afterwards the oil flows through the chip
• Oil tank with a filler neck and a sight glass oil level indicator.
detector/collector and then it is scavenged by the AGB scavenge pump to the
• ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal bypass tank.
valves.
Developed for Training Purposes Only
Operation The oil tank fill system includes the following features:
The functions of the lubrication system are given below: • Filler port accessible through dedicated door on lower mid cowl.
• Oil storage and supply. • Oil filler and oil tank level indication accessible through the oil servicing
door.
• Pressurization and vent.
The figure OIL - COMPONENT LOCATION provides further data on the
• Heat and contamination removal. preceding text.
EFFECTIVITY: ALL
OIL 79-00
STRAINER STRAINER
STRAINER
EM500ENSDS790003B.DGN
LEGEND:
SUPPLY LINE BYPASS AIR LINE
SCAVENGE LINE FUEL LINE
SUMP VENT LINE
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL 79-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
OIL 79-00
Developed for Training Purposes Only
BREATHER
LINE
OIL FILLER
A OIL
PUMP
EM500ENSDS790024B.DGN
CHIP DETECTOR/
COLLECTOR
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL 79-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
OIL 79-00
ACOC
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
STORAGE 79-10
Introduction oil also flows through the FOHE (Fuel-Oil Heat Exchanger), which basically
is used for fuel heating and oil cooling.
The storage system supplies the oil from the oil tank to the inlet of oil pump.
The oil, including AGB lubrication oil, is then drawn by the AGB scavenge
General Description pump and returned to oil tank. The air mixed with the oil in the AGB is
separated by an air/oil separator which is vented to the engine exhaust duct,
The STORAGE includes this subsystem: through the breather tube.
• OIL TANK SYSTEM (AMM SDS 79-11-00/1) With the engine inoperative, all the oil from system returns to the oil tank,
Developed for Training Purposes Only
The oil tank is a cast housing that is an integral part of the AGB (Accessory
Gearbox), providing storage of the lubricating oil.
• Oil filler cap fitted with an oil tight seal and locked down by an over center
lever.
• Oil filler neck with a piston valve to limit oil exiting the tank.
• Drain plug.
Operation
The oil that circulates through the engine, pumped by the oil pressure pump,
is mixed with the air existing in the system, deriving from the sealing of the
bearing chambers, which are pressurized by a compressor discharge air. This
EFFECTIVITY: ALL
STORAGE 79-10
AGB SCAVENGE
PUMP
Developed for Training Purposes Only
#5 BEARING
ENGINE
EXAUST FOHE
EM500ENSDS790010A.DGN
LEGEND
SCAVENGE LINE
SUPPLY LINE
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL TANK SYSTEM 79-11
Introduction
The oil tank is a cast housing that is an integral part of the AGB (Accessory
Gearbox), providing storage of the lubricating oil.
General Description
The oil tank maximum capacity is 3.92 . The minimum usable oil quantity
allowable without adversely affecting the operation of the engine is 2.98 .
Developed for Training Purposes Only
The tank has sufficient oil to provide operation during a 10 h mission at the
maximum oil consumption of 0.068 /h. For the oil level at the minimum
servicing level, the oil is sufficient for a 5 h mission, considering the maximum
oil consumption.
The oil tank also incorporates a drain plug located in the bottom of the oil tank
to provide the oil drainage. The drain plug is accessible with standard tools
and incorporates a safety cable. The oil tank draining is also provided through
the removal of the chip detector/collector self-closing valve (AMM SDS
79-35-00/1), located in the bottom of the AGB.
EFFECTIVITY: ALL
OIL TANK SYSTEM 79-11
B
Developed for Training Purposes Only
EM500ENSDS790007B.DGN
AGB
DRAIN
PLUG
OIL TANK
C
B−B
OIL TANK SYSTEM - COMPONENT LOCATION
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
DISTRIBUTION 79-20
The oil distribution system supplies oil for engine bearing lubrication and The oil breather system includes the air/oil separator and the breather line
cooling. Lubricating oil is filtered, cooled and then sent to the bearing and its function is to prevent excessive air pressure in the bearing
chambers for bearing lubrication. The system also removes the oil from the compartment so that the flow of oil to the bearings and the operation of the
bearing chambers, checks for particle contamination and removes the air scavenge system is not impaired. The air/oil separator is a centrifugal type
before returning the oil to the tank. breather that has the function of separating the air from the aerated scavenge
oil. It is located in the AGB. The breather line is a tube that vents to the bypass
General Description duct just upstream of the mixer. It is arranged so that condensed water vapor
Developed for Training Purposes Only
EFFECTIVITY: ALL
DISTRIBUTION 79-20
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
DISTRIBUTION 79-20
• FOHE. The FOHE is a heat transfer matrix mounted on the front of the AGB used for
fuel heating and oil cooling. The fuel side of the FOHE is positioned in the
• ACOC. fuel system between low and high pressure pumps, upstream the fuel filter
and the oil side is in the oil feed line of the lubrication system, downstream
For more information about oil tank, refer to AMM SDS 79-11-00/1.
the oil filter.
For more information about MOPT sensor, refer to AMM SDS 79-31-00/1.
The FOHE is equipped with a fuel filter housing, so designed that the fuel
For more information about oil filter module, bypass valve and impending flows from the outer to the inner diameter of the filter. There are also
bypass indicator, refer to AMM SDS 79-21-00/1. provisions for the mounting of an impending bypass switch and bypass
Developed for Training Purposes Only
OIL PUMP
The oil pump is mounted next to the accessory gearbox, behind the oil filter.
It is a positive displacement pump with a series of pumping elements (one
pressure and two scavenge ones) that are put in series on a common drive
shaft. The oil pressure element supplies the oil to the engine and is fed from
the oil tank. The number 5 scavenge element returns the oil to the AGB and
the AGB scavenge element returns the oil from the AGB back to the oil tank
past the chip detector.
FOHE
EFFECTIVITY: ALL
DISTRIBUTION 79-20
Developed for Training Purposes Only
BREATHER
SYSTEM
A OIL
PUMP
EM500ENSDS790008B.DGN
A CHIP DETECTOR /
COLLECTOR
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
DISTRIBUTION 79-20
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
DISTRIBUTION 79-20
ACOC
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL FILTER 79-21
Introduction The oil pressure pump has the engine lubrication supply element and two
scavenge elements. Oil from the tank enters the supply element of the oil
The oil filter module contains a filter through which all lubrication oil must pressure pump. From this pressure element, the oil passes through the filter
pass. The module is also equipped with an impending bypass valve and a module.
mechanical popup impending bypass indicator.
The oil filter has a bypass valve, which permits oil flow to the engine if the
General Description filter becomes clogged. The filter has also a mechanical popup impending
bypass indicator. For further information about the oil impending bypass
The oil filter is located in the lubrication filter module, on the side of the AGB
indicator, refer to AMM SDS 79-34-00/1.
Developed for Training Purposes Only
In the oil filter module there is also a mechanical popup impending bypass
indicator with a colored button that pops up to give a visual indication that the
filter needs to be replaced. An impending bypass indication is provided prior
to bypass activation.
Components
Operation
EFFECTIVITY: ALL
OIL FILTER 79-21
MECHANICAL
POP−UP IMPENDING
BYPASS INDICATOR
EM500ENSDS790004C.DGN
ACCESSORY
GEAR BOX
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 79-30
Introduction The mechanical oil filter impending bypass indicator is installed into the oil
filter housing. It is activated by the excessive oil filter pressure across the
The oil indicating system gives an indication of oil level, pressure and filtering element.
temperature, and metal debris presence in the oil.
CHIP DETECTOR INDICATION (79-35)
General Description
The function of the electrical chip detector/collector is to attract and trap
The INDICATING includes these subsystems: magnetic particles that are suspended in the scavenge oil because it may be
an indication of an impending failure. This is achieved with the use of a
Developed for Training Purposes Only
There is an oil level indicator for each engine mounted externally to each oil • Oil level indicator.
tank with maximum and minimum level indications. Oil temperature and
pressure indications are also provided for each engine and displayed in the • Oil filter impending bypass indicator.
cockpit on the engine indication field on the EICAS (Engine Indication Crew
• Chip detector/collector.
Alert System). A warning message is provided in the CAS (Crew Alerting
System) window on the PFD (Primary Flight Display) in case of low oil • MOPT (Main Oil Pressure and Temperature) sensor.
pressure. An electric master chip detector and a self-closing valve are located
in the scavenge return line in both oil tanks, where ferromagnetic particles Operation
are most likely to be deposited.
The operation of the sensors is described below:
Components
OIL LEVEL INDICATOR
OIL TEMPERATURE/PRESSURE INDICATION (79-31)
The oil tank level indicator is a vertical sight glass that enables to see the
The oil temperature and pressure indications in the cockpit are provided by amount of oil in the tank. The indicator also shows the maximum and
the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the minimum acceptable levels for oil. It is mounted externally to the oil tank to
two functions. This sensor is mounted on the AGB (Accessory Gearbox), make it possible to view the oil level.
downstream the FOHE (Fuel-Oil Heat Exchanger).
OIL FILTER IMPENDING BYPASS INDICATOR
OIL FILTER BYPASS WARNING INDICATION (79-34)
The oil filter impending bypass indicator is installed on the oil filter and is
equipped with a button that pops up to indicate that the oil filter must be
replaced.
EFFECTIVITY: ALL
INDICATING 79-30
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 79-30
For more information about the oil filter impending bypass indicator, refer to
AMM SDS 79-34-00/1.
CHIP DETECTOR/COLLECTOR
The chip detector/collector is installed on the aft face of the AGB (Accessory
Gearbox) and its function is to trap magnetic particles that are suspended in
the scavenge oil. This is accomplished with the use of a permanent magnet
immersed in the scavenge oil flowing from the oil pressure pump, returning
Developed for Training Purposes Only
For more information about the oil filter impending bypass indicator, refer to
AMM SDS 79-35-00/1.
MOPT SENSOR
The pressure measured by the MOPT sensor is the differential between the
oil filter output and the AGB. This pressure differential deflects a silicon
diaphragm that has resistors on its surface, changing the resistance
proportionally and sending an electrical signal to the aircraft.
The sensor sends a signal to the cockpit that displays the current oil pressure
and temperature status in the engine indication field on the EICAS.
EFFECTIVITY: ALL
INDICATING 79-30
Developed for Training Purposes Only
ACESSORY
EM500ENSDS790009A.DGN
GEAR BOX
(REF.)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 79-30
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
INDICATING 79-30
HI
ENG 1 CHIP DET
INPUT CHIP
LO
SIGNAL GROUND
Developed for Training Purposes Only
HI
OIL PRESS SIG
INPUT
LO
HI
EM500ENSDS790005A.DGN
ENG 1 OIL TEMP
INPUT OIL TEMP SENSOR
LO
SIGNAL GROUND
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
INDICATING 79-30
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
INDICATING 79-30
HI
ENG 2 CHIP DET
INPUT CHIP
LO
Developed for Training Purposes Only
MOPT SENSOR 2
HI
OIL PRESS SIG
INPUT
LO
EM500ENSDS790006A.DGN
HI
ENG 2 OIL TEMP
INPUT OIL TEMP SENSOR
LO
SIGNAL GROUND
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL TEMPERATURE/PRESSURE INDICATION 79-31
Introduction The oil pressure is indicated in psig and the oil temperature in Celsius degrees
on the EICAS, both via a digital display.
The oil temperature and pressure indications in the cockpit are provided by
the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the In normal conditions, the oil temperature and oil pressure will be displayed in
two functions. This sensor is mounted on the AGB (Accessory Gearbox), green. When the oil pressure is out of the normal range but within the steady
downstream the FOHE (Fuel-Oil Heat Exchanger). state limit, the oil indication on EICAS will be displayed in amber inverse
video. If the oil pressure exceeds the transient limit, the oil indication on
General Description EICAS will be displayed in red inverse video.
Developed for Training Purposes Only
For low pressure condition, warning messages are shown in the CAS (Crew
Alerting System) window on the PFD (Primary Flight Display).
Operation
The MOPT sensor is fed by an oil tapping on the AGB. The oil pressure and
temperature signals from the sensor are sent directly to the airframe avionics
system that supplies this data to the FADEC (Full Authority Digital Engine
Control). The FADEC is responsible for monitoring and comparing the engine
oil temperature and pressure with the transient and steady state limits,
commanding display color changes in case of an exceedance occurrence.
EFFECTIVITY: ALL
OIL TEMPERATURE/PRESSURE INDICATION 79-31
Developed for Training Purposes Only
ACESSORY
EM500ENSDS790009A.DGN
GEAR BOX
(REF.)
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL TEMPERATURE/PRESSURE INDICATION 79-31
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
OIL TEMPERATURE/PRESSURE INDICATION 79-31
A
Developed for Training Purposes Only
IGN IGN
__
544 ITT C 350 __
N2%
EM500ENSDS790023C.DGN
EICAS
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
OIL FILTER BYPASS WARNING INDICATION 79-34
Introduction
The mechanical oil filter impending bypass indicator is installed into the oil
filter housing. It is activated by the excessive oil filter pressure across the
filtering element.
General Description
The oil filter impending bypass indicator is a mechanical device that has a
Developed for Training Purposes Only
When the filter becomes clogged, the differential pressure between the filter
inlet and the filter outlet starts to increase. When this pressure reaches 22 ±
2 psid (151 ± 13 kPa), the button pops up. After actuation, the indicator has
to be manually reset.
When the differential pressure reaches 38 ± 2 psid (262 ± 13 kPa), the oil
bypass valve opens and the oil stops passing through the filter.
The indicator incorporates a bimetallic strip that will shrink at oil temperatures
below 100 °F (38 °C), thus preventing inadvertent actuation when the oil is
cold and viscous. At oil temperatures equal to or greater than 140 °F (60 °C),
the bimetallic strip becomes large enough to allow free movement of the
indicator.
The maximum operational temperature limit for oil filter impending bypass
indicator is 149 °C (300 °F).
EFFECTIVITY: ALL
OIL FILTER BYPASS WARNING INDICATION 79-34
MECHANICAL
POP−UP IMPENDING
BYPASS INDICATOR
EM500ENSDS790004C.DGN
ACCESSORY
GEAR BOX
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
CHIP DETECTOR INDICATION 79-35
Introduction
The chip detector/collector is located in the bottom of the AGB. It can be easily
removed for inspection or to drain the oil without any other disassembly. A
self-closing valve seals the scavenge return line when the chip detector/
collector is removed to prevent oil losses and low oil pressure.
Operation
EFFECTIVITY: ALL
CHIP DETECTOR INDICATION 79-35
Developed for Training Purposes Only
EM500ENSDS790002A.DGN
CHIP DETECTOR/COLLECTOR ACCESSORY GEARBOX
B A
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
CHAPTER 80 - STARTING
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
STARTING 80-00
The starting system function is to initiate the engine operation. In a flameout situation, both igniters are automatically sequenced ON by the
FADEC when the N2 speed drops and the requested fuel flow increases. If
General Description the engine does not relight, then the igniters and fuel flow remain ON until the
pilot sets the ENG START/STOP switch to the STOP position.
The STARTING includes this subsystem:
WET and DRY MOTORING
• CRANKING (AMM SDS 80-10-00/1)
Developed for Training Purposes Only
EFFECTIVITY: ALL
STARTING 80-00
NOTES: NOTES:
Developed for Training Purposes Only
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
STARTING 80-00
EFFECTIVITY: ALL
STARTING 80-00
CONTROL PEDESTAL GEA 1 GCU 1 GCU 2
ENG / START / STOP
RUN
STOP START
1
Developed for Training Purposes Only
START IN TO QSC
SHUTDOWN
SC1
AUX
START CMD
TO ELECTRICAL
SC1 GENERATION
LPDU
CHANNEL B
EM500ENSDS800002A.DGN
START IN
SHUTDOWN
START CMD
GCU 1
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
STARTING 80-00
NOTES: NOTES:
Developed for Training Purposes Only
EFFECTIVITY: ALL
STARTING 80-00
CONTROL PEDESTAL GEA 2 GCU 1 GCU 2
ENG / START / STOP
RUN
STOP START
2
Developed for Training Purposes Only
START IN TO QSC
SHUTDOWN
SC1
AUX
START CMD
TO ELECTRICAL
SC1 GENERATION
RPDU
CHANNEL B
EM500ENSDS800003A.DGN
START IN
SHUTDOWN
START CMD
GCU 2
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MAINTENANCE TRAINING MANUAL VOL. 3 TM
EFFECTIVITY: ALL
CRANKING 80-10
Introduction percent to function as a starter motor. The starting cycle can also be
interrupted when the switch is set to the STOP position.
Cranking is the system function utilized to perform the starting operation,
basically consisting of starter-generator, SC (Start Contactor) and ENG Information Training Points
START/STOP switch. The starter-generator must be visually checked whenever the engine lower
General Description mid cowl is opened. It must be checked for general condition, signs of oil
leakage on its installation mount, security, and condition of the cooling
The engine starting is a semiautomatic process, referred to as starting cycle, system.
Developed for Training Purposes Only
START
Starts the starting cycle that is interrupted when the N2 (Core Rotor Speed)
value is reachead.
STOP
This position allows the interruption of the starting cycle by cutting off the
electrical power supply to the starter-generator.
Components
Operation
EFFECTIVITY: ALL
CRANKING 80-10
ROLL
A OFF LWD RWD
ENG START/STOP
RUN RUN
STOP START STOP START
PITCH BKP
DN
Developed for Training Purposes Only
AUTO
OFF OFF
1 2
FIRE/ENG/TRIM
CONTROL PANEL
A
ZONES
434
444
B GCU 1
GCU 2
RPDU
EM500ENSDS800001A.DGN
C
B
ZONES
241
C LPDU
242 STARTER/GENERATOR
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 44 45 50 51 52 53 54 55 56 57 71 72 73 74 75 76 77 78 79 80