Book 1 Short Emb 190

170/190
MAINTENANCE TRAINING MANUAL

This document is to be used for training purposes only. Under no circumstances it supercedes or replaces any official information published by the manufacturer.
The information contained herein is proprietary to GE Commercial Finance Aviation Training (GECAT) and is disclosed in confidence. It is the property of GECAT, and shall not be reproduced or disclosed in whole or in part, or used for any purpose whatsoever without the express written consent of GECAT.
Issue: Jan07
Issue: Jan07 Issue: Feb02 Revision: 00
FOR TRAINING ONLY GE Capital Aviation Training. Reproduction Prohibited
Chapter 27-00
Page 2
190
Abbreviations and parts locations
190
A
ABC ABS AC ACC ACE ACMP ACOC ACARS ADA ADC ADF ADG ADS ADSP AEO AETC AFCS AFM AGB AGCU AGT AH AICC A/I A/I AIP AIOP ALC ALF ALT AMS
Issue: June06 Revision: 00
Av. Bus Control Absolute Value Alternating Current Aft Core Cowl/ Active Clearance Control Actuator Control Electronics AC Motor Pump control Air Cooled Oil Cooler Airborne Communication Adressing & Recording System Air Data Application Module Air Data Computer Automatic Direction Finder Air Driven Generator Air Data System Air Data Smart Probe All Engines Operating AC Essential Transfer Contactor Automatic Flight Control System Airplane Flight Manual Accessory Gearbox Auxiliary Generator Control Unit Agent Amp Hour Auxiliary Integrated Control Centre Anti-Ice Approach Idle Autonomous Input Processor Actuated Input Output Processor Auxiliary Generator Line Contactor Aft Looking Forward Altitude Air Management System
AMJ AMLCD AMM AMS AN A/O AOA APM APR APU ARINC ARP AS ASC ASCB ASV A/T ATA ATC ATE ATS ATTCS ATTD ATOA AUX AUX GEN AWC
Advisory Material Joint Active Matrix Liquid Crystal Display Aircraft Maintenance Manual Air Management System Aerospace Force-Navy Air/ Oil Angle of Attack Air Pressure Module Automatic Power Reserve Auxiliary power unit Aeronautical Radio Incorporated Aerospace Recommended Practice Aerospace Standard APU Start Contactor Avionics Standard Communication Bus Anti-Surge Valve Auto Throttle Air Transport Association Air Traffic Control Automatic Test Equipment Air Turbine Starter Automatic Takeoff Thrust Control System Attendant Above Take-off Altitude Auxiliary Auxiliary Generator Aural Warning Computer
B
B BARO Ball Barometric Setting
Chapter 0-00 Page 1
FOR TRAINING ONLY Reproduction Prohibited
BARO-ALT BATT BC BCD BCM BCS BCV BFE BIC BIC BIT BITE BLWR BNR BPT BRG BRK BTC BTL BTMS
Barometric Altitude Battery Battery Contactor Binary Coded Decimal Brake Control Module Brake Control System Brake Control Valve Buyer Furnished Equipment Backplane Interface Controller Bus Interface Controller Built-In Test Built-in Test Equipment Blower Binary Numeric Representation Break Power Transfer Bearing Brake Bus Tie Contactor Bottle Brake Temperature Monitoring System
C
C CAN CAS CAWS CB CBM CBP CCA CCD CCD
Centigrade/ Celsius Control Area Network Crew Alerting System Central Aural Warning System Circuit Breaker Circuit Breaker Module Circuit Breaker Panel Control Card Assembly Cursor Control Device Compliance Check Database
CCDL cc/h CCP CCPS CCS CCT CCW CDP CDU CF CFC CFE CFR CFSP CG CH CLB CLB-1 CLB-2 CMC CMF CMM COM CON CONFIG CPCI CPCS CPU CRC CRES CRG CRI CRT
Chross Channel Datalink cubic centimeter per hour Cockpit Control Panel Cockpit Control Position Semsors Cabin Communications System Cockpit Control Transducer Counter clockwise Compressor Discharge Pressure Control Display Unit Commercial Fan Carbon Fiber Composite Customer Furnished Equipment Code of Federal Regulations (USA) Cargo Fire Suppression Panel Centre of Gravity Channel Climb Climb 1 rating Climb 2 rating Central Maintenance Computer Communications Management Function Component Maintenance Manual Communications Maximum Continuous rating Configuration Computer Program Configuration Item Cabin Pressure Control System Central Processing Unit Cyclic Redundancy Check Corrosion Resisting Steel Cargo Certification Review Item Cathode Ray Tube
Chapter 0-00 Page 2
190
CRZ CSD CT CTA CTA CTR CVFC CVR CW Cruise rating Constant Speed Drive Current Transformer Current Transformer Assembly Centro Tecnico Aerospacial Centre Cargo Vent Fan Contactor Cockpit Voice Recorder Clockwise DMU DMU DOC DP DP3(190) DPDT DRH DRL DU DVDR DWLK Drier/Metering Unit Data loader Management Unit Document Differential Current Bleed Bias Sensor Dole Pole Double Throw Dual responder Heritage Dual Responders (revision L) Display Unit Digital Voice and Data Recorder Downlock
D
Da DADC DAU dB DB DC DCU DCPC DCTC DDG DEOS DET DFDAU D/I DISAG DISC D/LNA DMC DME DMM
Double amplitude Digital Air Data Computer Data Acquisition Unit decibel Database Direct Current, electrical Direction Control Unit DC Power Centre DC Tie Contactor Dispatch Deviation Guide Digital Engine Operating System Detector Digital Flight Data Acquisition Unit Descent Idle Disagree Disconnected Diplexer/Low Noise Amplifier Direct Maintenance Cost Distance Measuring Equipment Data Memory Module
E
E1 E2 EBAY EBU EC ECS ECU ECP EDP EDS EED EEPROM EGPWS EGT EHCL EHSV EICAS EICC
Engine 1 Engine 2 Electronic Bay Engine Built Unit / Engine Built-up Essential Contactor Environmental Control System Electronic Control Unit Engine Configuration Plug Engine Driven Pump Electronic Display Systems Electro-explosive Device Electronically Erasable Programmable Read Only Memory Enhanced Ground Proximity Warning System Exhaust Gas Temperature Electro Hydraulic Cowl Lock Electro Hydraulic Servo Valve Engine Indicating and Crew Alerting System Essential (Emergency) Integrated Control Centre
Chapter 0-00 Page 3
EICD ELEB EMB EMC EMER EMI ENG EPAC EPBS EPBV EPDC EPGDS EPLD EPM EPROM ERJ ESC ESS ETC ETC ETTS EVM EVCS EXT PWR
Essential Integrated Control Document Embraer Liebherr Equipamentos do Brasil Empresa Brasileira de Aeronautica Electromagnetic Compability Emergency Electro-Magnetic Interference Engine External Power AC Contactor Emergency Parking Brake System Emergency Parking Brake Valve External Power DC Contactor Electrical Power Generating and Distribution System Erasable Programmable Logic Device External Power Mode Erasable Programmable Read Only Memory Embraer Regional Jet Electronic Starter Control Essential (Power bus) Essential Transfer Contactor Engine Thrust Compensation Electronic Thrust Trim system Engine Vibration Monitor Engine Vibration Control System External Power
F
F FAA FADEC FAN FAP FAR
Fahrenheit Federal Aviation Administration Full Authority Digital Engine Control (Electronic Controller) Fan Flight Attendant Panel Federal Aviation Regulations (U.S.A.)
FBW FCM FCS FCU FCU FCV FCOC FDR FFAP FH FHA F/I FIFO FIREX FLT FLEX FMC FMS FMU FMV F/O FOD FOP FOS FPGA FQGS FQP FS FSD FSO ft FTA FTP
Fly By Wire Flight Control Module Flight Control System (primary and secondary) Fuel Conditioning Unit Flush Control Unit Flow Control Valve Fuel Cooled Oil Cooler Flight Data Recorder Forward Flight Attendant Panel Flight Hour Functional Hazard Assessment Flight Idle First In First Out Fire Extinguisher Flight Flexible take-off Flight Management Computer Flight Management System Fuel Metering Unit Fuel Metering Valve Fuel/Oil Foreign Object Damage Fuel Overhead Panel Forward Outer Seal Field Programmable Gate Array Fuel Quantity Gauging System Fuel Quantity Processor Fuselage Station Full Scale Deflection Full Scale Output Feet Fault Tree Analysis File Transfer Protocol
Chapter 0-00 Page 4
190
FWD FWSOV Forward Fire-wall Shut-off Valve HIRF HOR HP HP HP HPA HPC HPC (190) HPRSOV HPSOV HPT HPTCC (190) HPX Hr HRD HSI HSP HTR HTS HW HX/ Hex HYD Hz High Intensity Radiated Fields Hold Open Rod Horsepower High Pressure High Pass High Power Amplifier Hydraulic Pump Contactor High Pressure Compressor High Pressure Regulation Valve High Pressure Shut-Off Valve High Pressure Turbine High Pressure Turbine Clearance Control Valve Horsepower Extraction Hour High Rate Discharge Horizontal Situation Indicator Hydraulic Synoptic Page Heater High Thermal Stability Hardware Heat Exchanger Hydraulic Hertz (Cycles per second)
G
GA GA RSV GCR GCS GCU GE GE/ GEAE GEN G/I GLC GMAP GMO GND GP GPM GPS GPU GS GS GSE GSTC Go-around rating Go-around reserve Generator Control Relay Generator Control Switch Generator Control Unit General Electric Company General Electric Aircraft Engines Generator Ground Idle Generator Line Contactor Ground Mapping Ground Maintenance Override Ground Guidance/Display Control Panel US Gallons per Minute Global Positioning System Ground Power Unit Glideslope Ground Spoilers Ground Support Equipment Ground Service Transfer Contactor
I
IAC IAS ICC ICD ICU ID
H
HDLC HEPA HF
High Definition Data Link Control High Efficiency Particulate High Frequency
Integrated Avionics Computer Indicated Air Speed Integrated Control Circuit Interface Control Document Isolation Control Unit Identification Key
Chapter 0-00 Page 5
IDG IEVM IFS IFSD IGA IGB (190) IGV ILS IM IMP INBD Inco inHG I/O IOM I/P IPSA IPT IPV (190) IRS ISA ISO ITT
Integrated Drive Generator Integrated Engine Vibration Monitor Inner Fixed Structure (Forward Core Cowl) Inflight Shutdown Intermediate Gain Antenna Inlet Gearbox Inlet Guide Vane Instrument Landing System Inner Marker Impending Inboard Inconel Inches of Mercury Input/Output Input/Output Module Input Integrated Pitot Static Angle of Attack Probe Inadvertent Parallel Trip Inlet Pressurizing Valve Inertial Reference System International Standard Atmosphere International Standards Organization Inter-Turbine Temperature
kHz km kohm KPa KPad KPag kph KVA kW
Kilo Hertz Kilometers kilo-ohm Kilo-Pascal Kilo-Pascal delta Kilo-Pascal gage kilograms per hour Kilo Volt Amp Kilowatt
L
L LAN LAV LB/ lbs/hr Lbs/Min Lbs/sec lbf LCD LDG LG ECU LGS LHE L/I LICC LLP LLS LLV LMS LOC LOP
J
JAA JAR JTSO Joint Aviation Authorities Joint Aviation Regulations (Europe) JAA Technical Standard Order
K
KG
Kilogram
Liter Local Area Network Lavatory Lbs Pound pounds per hour pounds per minute pounds per second Pounds-force Liquid Crystal Display Landing (Gear) Landing Gear Electronic Control Unit Landing Gear System Left Hand Engine Lamding Idle Left Integrated Control Centre Life Limited Part Liquid Level Sensor Low Limit Valve Load Management System Localizer Low Oil Pressure
Chapter 0-00 Page 6
190
LOTC LP LPT LRD (190) LRM LRU LSB LSS LVDT Loss of Thrust Control Low Pressure Low Pressure Turbine Low Rate Discharge Line Replaceable Module Line Replaceable Unit Low Significant Bit Lightning Sensor System Linear Variable Differential Transducer MLG MLI MLW MM MMF mm Mn MON MPD MPR MPU MRC MS ms msec MSR mV Main Landing Gear Magnetic Level Indicators Maximum Landing Weight Middle Marker Monitor Warning Function Millimeter Mach Number Monitor Material and Processes Directives Manual Power Reserve Magnetic Pickup Unit Modular Radio Cabinet Military Specification millisecond millisecond Motor Starting Relay Millivolt
M
m mA MAU Max mB MCDU MCOEI MCU MCU MEL MES MF MFD MFP MFS Mhz MIC Mils MIN MKR BCN
Meter milli-amperes Modular Avionics Unit Maximum milli Bar Multi-Function Control Display Unit Max Continuous One Engine Inoperative Modular Concept Unit Motor Controller Unit Minimum Equipment List Main Engine Start Multi-Function Multi-Function Display Multi-Function Probe Multi-Function Spoiler Megahertz Microphone Measuring unit. equivalent to 1/1000 inch Minutes Marker Beacon
N
N Rotation Speed N/A Not Applicable NACA National Advisory Committee for Aeronautics NAI Nacelle Anti Ice NAPRSOV Nacelle Pressure Regulating and Shut off Valve NAS National Aerospace Standard NAV Navigation NB Narrow Band NBPT No Break Power Transfer NC No Change NCD No Computed Data NDOT Core SpeedAcceleration Rate
Chapter 0-00
Page 7
NIC NIM NLG No. NTO NVM N/W NWS NWSCM N1 N2 N2S
Network Interface Controller/ Computer Network Interface Module Nose Landing Gear Number Normal Takeoff Non Volatile Memory Nose Wheel Nose Wheel Steering Nose Wheel Steering Control Module Engine Low Pressure Rotor Speed/ Physical Fan Speed Engine High Pressure Rotor Speed/ Physical Core Speed Corrected High Pressure Rotor Speed
O
OAT OBV OC OD ODS OEI OF OFV OGV OM O/P OTC OUTBD OV OVHT Outside Air Temperature Operational (Operability) Bleed Valve Overcurrent Outside Diameter Overheat Detection System One Engine Inoperative Overfrequency Outflow Valve Outlet Guide Vane Outer Marker Output Outer Torque Coupling Outboard Overvoltage Overheat
P
P
Pressure Port
P0 P-ACE PACIC PAL PAST PAX PBA PBA P-BIT PBVA PCA Pcd PCU PDCSM pC/g PDD PDU 1PDT PFD PFTO PGE PI-BIT PLA PLD PM PMA PMG PMP PMS P/N PO POR POS
Ambient Pressure Power Actuator Control Electronic Passenger Adress & Cabin Interphone System Programmable Array Logic Pilot Activated Self Test Passenger Push Button Annunciated Push Button Actuator Periodic Built In Test Parking Brake Valve Applied Power COntrol Actuator Pressure compressor discharge Power Control Unit Parameter Dispenser& Collector State machine pico Coulombs per unit acceleration Periodic Device Driver Power Drive Unit One Pole Double Throw Primary Flight Display Power For Take Off Page Key Pilot Initiated Built In Test Power Lever Angle (TLA) Programmable Logic Device Processing Module Permanent Magnet Alternator Permanent Magnet Generator Pump Permanent Magnet Starter Part number Ambient Pressure Point of Regulation Position
Chapter 0-00 Page 8
190
POST pph PR PROC PROT PRSOV PS Ps PS3 PSEM PSM PSIA psid PSIG PSS Pt PTFE PTO PTU PU PU-BIT PWM PWR Power-on Self Test pounds per hour Power ready Processor Protection Pressure Regulating and Shutt off Valve Phase Sequence Static Pressure Compressor Discharge Pressure Proximity Sensor Evaluation Module Power Supply Module Pounds per square inch, absolute Pounds per Spuare inch (psi) Pounds per square inch, gauge Proximity Sensing System Total Pressure Polytetrafluoroethylene Power Takeoff Assembly Power Transfer Unit Per Unit Power-up Built In Test Pulse-Width Modulated Power RDP RDS REV 1/ REV RF RGCU RHE R/I RICC RLC Rload RMU Rout ROM RPM RSB RSS Rsource RSV RTCA RTD RTL RTO RVDT RVSM RWD Refuel Defuel Panel REFReference Radial Drive Shaft Reverser / Reverse Thrust 1 per Revolution Radio Frequency RAT Generator Control Unit Right Hand Engine Reverse Idle Right Integrated Control Centre RAT Line Contactor Load Resistance Radio Management Unit Output Resistance Read Only Memory Revolution Per Minute Radio System Bus Root Sum Square Source Resistance Reserve Radio Technical Commission for Aeronautics Resistive Thermal Device Ready to Load Rejected Take Off Rotary Variable Differential Transformer Reduced Vertical Separation Rearward
R
R RAM RAT RCB RBHA RDI
Return Port/ Roller Random Access Memory Ram Air Turbine Radio Control Bus Regulamentos Brasileiros de Homologao Aeronutica Refuel Defuel Indicator
S
S1, S2 S-ACE SAC Solenoid1, 2 Secondary Actuator Control Electronics Single Annular Combuster
Chapter 0-00 Page 9
SAE SATCOM SAV (190) SCL SCU SCV SD SD SDI SDD SDFS SDN SDU Sec SERV SFA SFC SHP SLA SLS SM SMK SOV SOV SPDA SPDT SPKR SQ SRAM SRD SRM SRS SSA
Society of Automotive Engineers Satellite Communications Starter Air Valve Software Critical Level Signal Control Unit Starter Control Valve Set Delay System Description Source Destination Identifier System Definition Drawing Smoke Detection and Fire Suppression System Description Note Satellite Data Unit Second Service Synchronized Feedback Actuator Specific Fuel Consumption Shaft Horsepower Synchronized Locking Actuators Sea Level Static Status Matrix Smoke Shut Off Valve Solenoid Operated Valve Secondary Power Distribution Assembly Single Pole Double Throw Speaker Squelch Static Random Access Memory System Requirements Document Structural Repair Manual System Requirement Specifications System Safety Assessment
SSEC SSM SSPC STBY STBYC STD STO STS SVC SVS SW SW SWA SWB SWPS SYNC SYS
Static Source Error Correction Sign Status Matrix Solid State Power Controller Stand-by Stand-by Contactor Standard Day Store Key System Test Specification Service Servo Valve Switch Switch Software Switch, Pole A Switch, Pole B Stall Warning Protection SystemSYNCSynchronous Synchronous SystemTACThrust Asymmetry Compensation
T
T2 TAC TACAN TAMB TAT TBC TBD TBV (190) TC TCAS TCPS TCQ TCS
Inlet Temperature Thrust Asymmetry Compensation Tactical Air Navigation Static Air Temperature Total Air Temperature To Be Calculated/Confirmed To be defined Transient Bleed Valve Thermocouple Traffic Alert and Collision Avoidance System Temperature Compensated Pressure Switch Thrust Control Quadrant Touch Control Stearing
Chapter 0-00 Page 10
190
TDC TDS TGB(190) Ti TLA TLD TMS TO TO-1 TO-2 TO-3 TO/GA T/R T2 T3 T22 T25 (190) T45 TQA T/R TRAS TRF (190) TRS TRU TRUEC TRX TS TSO TST TVP Top Dead Centre Takeoff Data Set Transfer Gearbox Titanium Throttle Lever Angle / Thrust Lever Angle Time Limited Dispatch Thrust Lever Angle Take-off Takeoff Mode 1 Takeoff Mode 2 Takeoff Mode 3 Take Off and Go Around Thrust Reverser Fan Total Inlet Temperature Compressor Discharge Temperature Compressor Inlet Temperature Compressor Inlet Temperature Inter-Turbine Temperature Throttle Quadrant Assembly Thrust Reverser Thrust Reverser Actuation System Turbine Rear Frame Thrust Rating Selector Transformer Rectifier Unit Transformer Rectifier Unit Essential Contactor Thrust Reverser Position Technical Specification Technical Standard Order Test Key True Vapor Pressure
U
UF US G UTC UV Underfrequency US Gallon Universal Time Coordination Undervoltage
V
V V1 VAC VBPCI VBV (190) VDC VDR VDT VG VGV VGX VHF Vibe VIDL VNAV VOL VOR VREF VRMS VSCF VSCV VSV Volts the minimum speed in the takeoff Volts Alternating Current Virtual Backplane Peripheral Component Variable Bleed Valve Volts Direct Current VHF Data Radio Varialble Differential Transducer Variable Geometry Variable Guide Vane Variable Geometry Actuator Position Feedback Very High Frequency Vibration VOR/ILS Datalink Vertical Navigation Volume Very High Frequency Omnidirectional Radio Voltage Reference Volts Root Mean Square Variable Speed Constant Frequency Variable Speed Constant Frequency Variable Stator Vane
Chapter 0-00
Page 11
W
WAI WF WF/P3 WFX WKA WOFW WOW WOWA WOWB WRN WS WSD WWSC WX Wing Anti-Ice Fuel Flow Ratio Units: ratio of fuel flow to PS3 HMU Metering Valve Position Feedback Walter Kidde Aerospace Weight Off Wheels Weight On Wheels Weight On Wheels PSEM1 Weight On Wheels PSEM2 Warning Wheel Spin Wheel Spin Discrete Water Waste System Controller Weather
C F > < +/-
Degrees Degrees Celsius Degrees Fahrenheit is greater than is less than plus or minus Ohm Differential
Percent
X
XDCR XFER XFEED XPDR Transducer Transfer Cross feed Transponder
Y
YD Yaw Damper
Z
ZID Zone Isolation Device
Chapter 0-00
Page 12
190
Intentionally Left Blank
Chapter 0-00
Page 13
Figure 1: Cockpit Instruments Location
GP Audio panel
PFD
MCDU
MFD EICAS
CCD
Provision for future MCDU
Chapter 0-00
Page 14
190
Figure 2 : Fwd E-Bay Equipment
L WS WIPER ICE-DETECTOR R WSWIPER ICE-DETECTOR
MRC 1
SPDA 1 PA
ALTITUDE SENSOR TAT
LSS
TAT SMARTPROBE 1 SMARTPROBE 2 IRU 1 IRU 2 P-ACE 2 P-ACE 1 TCAS BATT 1 Forward E-Bay DVDR
Chapter 0-00
Page 15
Figure 3: Fwd E-Bay back
RH
LH
SMART-PROBE
GCU (RAT)
DIMMER
PRESSURE CONTROLLER
INVERTER MAU 2 MAU 1
EICC
Forward E-Bay
Chapter 0-00
Page 16
190
Figure 4 : Center E-Bay
SF-ACE
MRC 2
SPDA 2
SF-ACE
MAU 3
FCU
MS
FIREX BOTTLES
LICC RICC
Center E-BAY
Chapter 0-00
Page 17
Figure 5 : Aft E-Bay
ELT LIGHT
DVDR
HF ANT COUPLER
ELT- NAV
HF SATCOM VHF VOR 3 DVDR HS ACE WATER CTL AICC BATT 2 APU-FADEC P-ACE 3
AFT E-BAY
Chapter 0-00
Page 18
190
Intentionally left blank
Chapter 0-00
Page 19
190
ATA 00 Documentation
190
Table of Content
00-00 Documentation Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AMM PART I - SYSTEM DESCRIPTION SYSTEM (SDS) . . . . . . . 3 AMM PART II - MAINTENANCE PRACTICES AND PROCEDURES (MPP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 MAINTENANCE PRACTICES AND PROCEDURES (MPP), Aircraft Maintenance Task Oriented Support System (AMTOSS), Function Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 AIRCRAFT MAINTENANCE MANUAL. . . . . . . . . . . . . . . . . . . . . . 9 FAULT ISOLATION MANUAL (FIM) . . . . . . . . . . . . . . . . . . . . . . . 11 RAMP MAINTENANCE MANUAL (RMM), COMPONENT MAINTENANCE MANUAL (CMM) . . . . . . . . . . . . 13 WIRING MANUAL (WM), SYSTEM SCHEMATIC MANUAL (SSM) . . . . . . . . . . . . . . . . . . . . 15 AIRCRAFT ILLUSTRATED PARTS CATALOGUE (AIPC) . . . . . . 17 OTHER DOCUMENTATION, AIRCRAFT RECOVERY MANUAL (ARM), AIRPORT PLANNING MANUAL (APM), CONSUMABLE PRODUCTS CATALOGUE (CPC), CORROSION PREVENTION MANUAL (CPM), ILLUSTRATED TOOL AND EQUIPMENT MANUAL (ITEM), INSTRUCTIONS FOR GROUND FIRE EXTINGUISHING AND RESCUE MANUAL (IGFER). . . . . . . . . . 19 MAINTENANCE FACILITY AND EQUIPMENT PLANNING (MFEP), NONDESTRUCTIVE TESTING MANUAL (NDT), SERVICE BULLETIN (SB), INFORMATION BULLETIN (IB) . . . . . . . . . . . . . . . . . . . . . . . . . . .21 STRUCTURAL REPAIR MANUAL (SRM), Available links: MPP, NDT, CPM, SM, ITEM, CPC., STANDARD WIRING PRACTICES MANUAL (SWPM), TASK CARD SYSTEM (TCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Chapter 0-0
Page I
190
Chapter 0-0
Page II
190
0-00 Documentation
Introduction
All maintenance checks, inspections, repairs, replacements and troubleshooting must be performed in accordance with valid documentation. The related documentation necessary to maintain the aircraft includes:
Chapter 0-00
Page 1
Figure 1: Documentation
TECHNICAL PUBLICATION AIPC AMM ARM APM CMM CPC CPM FIM ITEM IGFER MFEP MPD Aircraft Illustrated Parts Catalog Aircraft Maintenance Manual Aircraft Recovery Manual Aircraft Planning Manual Component Maintenance Manual Consumable Products Catalog Corrosion Prevention Manual Fault Isolation Manual Illustrated Tool and Equipment Manual Instruction for Ground Fire Extinguishing and Rescue Maintenance Facility&Equipment Planning Maintenance Planning Document
REVISION Monthly Quarterly Semiannually Semiannually Semiannually Semiannually Annually Quarterly Quarterly Semiannually Semiannually Annually
CUSTOMIZATION Always Always On request On request Not Applicable Not Applicable Always Always On request On request On request On request
NDT PIL PPBM RMM SB / IB SNL SWPM SM SRM SSM TCS WM

TECHNICAL PUBLICATION Nondestructive Testing Manual Parts Information Letter Power Plant Buildup Manual Ramp Maintenance Manual Service / Information Bulletin Service News Letter (SNL) Standard Wiring Practices Manual Standards Manual Structural Repair Manual System Schematic Manual Task Card System Wiring Manual
REVISION Annually As required Quarterly Quarterly As required As required Semiannually Semiannually Quarterly Semiannually Quarterly
CUSTOMIZATION Always Not Applicable Not Applicable Always Not Applicable Not Applicable On request Not Applicable Always Always Always Always
Chapter 0-00
Page 2
190
AMM PART I - SYSTEM DESCRIPTION SYSTEM (SDS)
Purpose: - Detailed description and explanation of the location, configuration, function, operation and control of the complete system (chapter), and its subsystems. - Enable the operator / mechanic / trainee to understand the three levels of overall construction, operation and function to the extent necessary to perform adequate maintenance and fault isolation of the system. Available links: FIM, AIPC, ITEM, MPP, SM, SSM, WM. Arrangement:
INTRODUCTION GENERAL DESCRIPTION
SDS Sections
COMPONENTS OPERATION TRAINING INFORMATION POINTS
Chapter 0-00
Page 3
Figure 2: AMM Part 1 - SDS Example
AIRCRAFT MAINTENANCE MANUAL
AMM Part 1 - System Description Section (SDS) Example:

Components GENERATOR DRIVE SYSTEM (24-21) The generator drive system is the usual source of aircraft electrical AC (Alternating Current) power in flight and on the ground during taxi and takeoff procedures. APU AC GENERATION (24-22) The APU (Auxiliary Power Unit) generation system is used primarily when the aircraft is on the ground for aircraft maintenance or flight preparation. This system can also be used to let the aircraft be dispatched with an altitude restriction or as a backup source of electric power in flight. EMERGENCY AC POWER GENERATION (24-23) The EPGDS (Electrical-Power Generation-and-Distribution System) is capable of generating electrical power in an emergency condition. This ensures that the essential loads will be supplied with power for an unlimited time if the main AC (Alternating Current) generators are lost. STATIC INVERTER (24-24) The Static Inverter converts aircraft 28 VDC (Volt Direct Current ) to single phase 115 VAC. The figure AC GENERATION - BLOCK DIAGRAM provides further data on the preceding text.
IDG 2
RAT RAT GCU EICC STATIC INVERTER
RICC APU GEN
LICC
IDG 1
AC GENERATION - BLOCK DIAGRAM

EFFECTIVITY: ALL
24-20-00
Page 7 Dec 08/03
Chapter 0-00
EM170SDS240043.DGN
Page 4
190
AMM PART II - MAINTENANCE PRACTICES AND PROCEDURES (MPP)
Purpose: - Contains all necessary maintenance practice and procedure data to enable the mechanic to maintain the aircraft properly, at the level of line, hangar / service centre maintenance actions, or line ramp level. Available links: - WM, AIPC, CMM, SWPM, CPM, FIM, MPP, SDS, SM, SRM, SSM, ITEM.
Arrangement:
PAGEBLOCKS
COMPONENT MAINTENANCE LOCATION PRACTICES
SERVICING
REMOVAL INSTALLATION
ADJUSTMENT TEST
INSPECTION CHECK
CLEANING PAINTING
REPAIRS
(100)
(200)
(300)
(400)
(500)
(600)
(700)
(800)
Chapter 0-00
Page 5
Figure 3: AMM Part II - MPP Example
INTEGRATED DRIVE GENERATOR (IDG) - REMOVAL/INSTALLATION

1. General A. This section gives the procedures to remove/install the IDGs. B. The IDG 1 is installed on the left engine gearbox and the IDG 2 is installed on the right engine gearbox. C. The procedures in this section are given in the sequence below.
TASK NUMBER
24-21-01-000-801-A 24-21-01-400-801-A
1 2 3 4 5 6
TORQUE: 27.2 - 33.8 N.m (240 - 300 lb.in.) TORQUE: 53.7 - 59.3 N.m (475 - 525 lb.in.) TORQUE: 77.3 - 85.4 N.m (684 - 756 lb.in.) TORQUE: 33.9 - 47.4 N.m (300 - 420 lb.in.) TORQUE: 2.3 - 2.4 N.m (20 - 22 lb.in.) TORQUE: 3.7 - 4.2 N.m (32 - 38 lb.in.)
DESCRIPTION
Integrated Drive Generator (IDG) Removal Integrated Drive Generator (IDG) Installation
EFFECTIVITY
ALL ALL
A
ZONES 416 426
1. ELECTRICAL CONNECTOR (IDG J1) 2. ELECTRICAL CONNECTOR J1
E
4. O-RING 1 3. OIL-OUT PORT 5. OIL-OUT FITTING 2 6. OIL-OUT LINE
D. The abbreviations and acronyms used in this section are given in the sequence below:
ABBREVIATION
AC IDG lb.in MCDU N.m SSPC
DESCRIPTION
Alternating Current Integrated Drive Generator Pound Inch Multifunction Control Display Unit Newton Meter Solid State Power Controller
17. HARNESS SUPPORT 16. HEXAGONAL SOCKET SCREW (2x) 6
14. ELECTRICAL CONNECTOR J2
12. HEXAGONAL SOCKET SCREW (2x) 5
11. TERMINAL BLOCK COVER
9. O-RING 10. OIL-IN PORT 8. OIL-IN FITTING 4 7. OIL-IN LINE 3
A
Integrated Drive Generator (IDG) - Removal/Installation Figure 401 Sheet 1
EFFECTIVITY: ALL
24-21-01
000-801-A Page 408 Dec 08/03
Chapter 0-00
EM170MPP240009.DGN
15. ELECTRICAL CONNECTOR (IDG J2)
13. WASHER (2x)
Page 6
190
MAINTENANCE PRACTICES AND PROCEDURES (MPP)
The AMM provides sufficient information to enable a mechanic to service troubleshoot, test, adjust and repair systems and to remove and install any component on the line or in the hangar. This AMM is written in accordance with the ATA 100 Revision 28 recommendations. Revision 28 has, among other things, these two recommendations Simplified English Prepared for AMTOSS (Aircraft Maintenance Task Oriented Support System) Tasks/sub tasks that are special to the operator, or which are written by sub contractors are identified in the seventh element.
Function Codes
The function codes used in AMTOSS are from 000 thru 900. Each code represents the following function: 000 Removal 100 Cleaning 200 Inspection/Check 300 Repair 400 Installation 500 Material Handling 600 Servicing, preserving, lubrication 700 Testing 800 Miscellaneous,e.g.rigging, fault isolation 900 Change - Removal and installation
Aircraft Maintenance Task Oriented Support System (AMTOSS)

AMTOSS eases maintenance procedures by giving the specific procedure (task) and the primary steps of procedures (sub tasks) a different number identification code. The identification code numbers have a minimum of five elements and a maximum of seven. The elements are: An extension to the three ATA 100 Chapter, section and subject numbering. After the first three elements a function code will follow. This code identifies the type of work that has to be done. The fifth element shows the task or sub task identification number. This number is applicable to the task/sub task only and is counting the sequence of the task or sub task. Numbers 801 thru 999 are for tasks and 001 thru 800 for sub tasks. The sixth element identifies the differences in configuration and the related procedures and techniques.
Each of the codes represents the task. The codes are subdivided to identify the tasks or sub tasks following. The page below shows the application of the function codes 400. Further information is found in the AMM Introduction section.
Chapter 0-00
Page 7
Figure 4: AMTOSS Codes and Subdivision
FUNCTION CODE
(INSTALLATION)
ASSIGNED BY ATA (REF. 1-3-1)
ASSIGNED BY MANUFACTURER
SEQUENTIAL ORDER
(INSTALLATION NO. 1)
EQUIPMENT IDENTIFIER
(ENG. FIRE EXTING. BOTTLES)
CONFIGURATION
INSTALLATION No. 1 ON N0001-N9999
PRIMARY TASK NUMBERS ELEMENT NUMBERS SUBTASK NUMBER (SEE NOTE) 1
26 - 22 - 03 - 400 - 801 - B
2 3 5 4 6 7
26 - 22 - 03 - 42X - XXX - A01 - CC1

ASSIGNED BY OPERATOR
SYSTEM/CHAPTER
(FIRE PROTECTION)
SUBSYSTEM/SECTION
( EXTINGUISHING.) NECESSARY TO IDENTIFY:
SUB-SUBSYSTEM
(ENGINE FIRE EXTING.)
UNIT/SUBJECT
(BOTTLES)
DIFFERENCES IN CONFIGURATIONS (SB) SHOWN AS AN ALPHA CHARACTER IN THE FIRST DIGIT DIFFERENCES IN METHODS/TECHNIQUES OF TASK ACCOMPLISHMENT SEQUENCE VARIATIONS OF STANDARD PRACTICES AT HARDWARE LEVEL MULTIPLE SHEETS OF AN ILLUSTRATION OR TABLE
FUNCTION CODE
(INSTALL UNIT)
NOTE: SUBTASK ARE THE MAINTENANCE ACTIONS REQUIRED TO ACCOMPLISH A TASK. UNIQUE IDENTIFIERS FOR SUBTASK FUNCTIONS SHALL COMMENCE AT 001 AND TERMINATE AT 800.
EM170MPP000007.DGN
RESERVED FOR MANUFACTURER'S DISCRETIONARY USE, FOR FURTHER DEFINITION OF THE FUNCTION
CREATION OF SEQUENTIAL ORDER WITH THE SAME FUNCTION CODE WITHIN THE SUBJECT (TASK-801 TO 999 SUBTASK-001 TO 800)
Chapter 0-00
Page 8
190
Division of Subject Matter: The first section of the AMM is the Introduction. This section provides an introduction to the manual and instructions how to use the manual correctly. It is strongly recommended to read this section of the manual. The introduction section also includes a list of the chapters that are included in the manual. Each chapter has the following items filed at the front: Effectivity Code Cross Reference List Highlights page(s) for each revision List of Effective Pages List of Effective Temporary Revisions Service Bulletins Table of Content Effectivity: Effectivity Codes are used in the AMM to allow many operators with different configuration aircraft to correctly apply the manual to their aircraft. The effectivity is shown in the lower left hand corner of each page in the AMM. The following are the effectivities used: MASTER ALL OPERATORS An operators prefix e.g. LX (Swiss) An E Code (E + a number, e.g. E26-018 If a chapter has one or more pages with an E code, there will be a green Effectivity code cross reference list in the beginning of the chapter. This list identifies the aircraft serial numbers that are affected by the E-code. An Effectivity box may have more information, e.g. Collins, to point out an item that differs in configuration. MASTER: Always means a master manual. It is possible for an operator to have a master manual. ALL: All is always shown together with an operator prefix or ALL OPERATORS in the box. Example: EFFECTIVITY: ALL LX In this case, it means that the page applies to all LX aircraft. EFFECTIVITY: ALL OPERATORS This page applies to all aircraft. E Codes: The E code is shown together with MASTER or an operator prefix. Example: EFFECTIVITY: E26-018 MASTER If a chapter has one or more pages with an E code, there will be a green Effectivity code cross reference list in the beginning of the chapter. This list identifies the aircraft serial numbers that are affected by the E code.
Chapter 0-00
Page 9
Figure 5: Aircraft Maintenance Manual
OPERATORS
LX
E 26- - 018
Chapter 0-00
Page 10
190
FAULT ISOLATION MANUAL (FIM)
Purpose: - Provides all information needed to report and correct aircraft faults to avoid or reduce dispatch delays and fix defective items or systems. Available links : AMM, WM, AIPC. Arrangement:
INTRODUCTION
FIM
FIM USAGE FAULT REPORT SECTION FAULT ISOLATION SECTION
CAS MESSAGES LIST OBSERVED FAULTS LIST CABIN FAULTS LIST MAINTENANCE MESSAGES LIST CAS MESSAGES LIST OBSERVED FAULTS
CHAPTERS
CABIN FAULTS FAULT CODE INDEX MAINTENANCE MESSAGES INDEX FAULT ISOLATION PROCEDURES TASK SUPPORT DATA
Chapter 0-00
Page 11
Figure 6: Fault Isolation Manual used with aircraft CMC (Central Maintenance Computer)
Chapter 0-00
Page 12
190
RAMP MAINTENANCE MANUAL (RMM)
Purpose: - Provides information which can improve the ground handling and avoid delays when difficulties are encountered for the dispatchability, at ramp level.
COMPONENT MAINTENANCE MANUAL (CMM)

Purpose : - Provides information and procedures applicable to a workshop environment for the return of a component to a serviceable condition. Arrangement:
Arrangement :
DESCRIPTION AND OPERATION
SPECIAL TOOLS, FIXTURES AND EQUIPMENT ILLUSTRATED PARTS LIST
REFERENCE TABLES (RT) INTRODUCTION ADJUSTMENT ALLOWANCES (AA) COMPONENT LOCATION (CL) PART I CHAPTERS SERVICING (SE) CHAPTERS AMM TASKS DEACTIVATION PROCEDURES (DP) AIRCRAFT OPERATION PROCEDURES (OP)
TESTING AND FAULT ISOLATION SCHEMATICS AND WIRING DIAGRAMS DISASSEMBLY
CMM Sections
SPECIAL PROCEDURES REMOVAL INSTALLATION SERVICING STORAGE REWORK APPENDICES
RMM
CLEANING INSPECTION/CHECK REPAIR ASSEMBLY FITS AND CLEARANCES
PART II
Chapter 0-00
Page 13
Figure 7: Ramp Maintenance Manual Example
RAMP MAINTENANCE MANUAL
ZONE 252
A
ZONES 123 124
BATTERY 1
BATTERY 2
A B
C
TYPICAL
Main Batteries (24-36-00) Figure 2 COMPONENT LOCATION
EFFECTIVITY: ALL
24-30-00
Part 1
Page 8 Dec 08/03
Chapter 0-00
Page 14
190
WIRING MANUAL (WM)
Purpose: - Provides the necessary information concerning the wiring diagrams to enable fault isolation and maintenance.
SYSTEM SCHEMATIC MANUAL (SSM)

Purpose: - Provides technical information to aid the maintenance personnel in understanding the aircraft systems and performing the fault isolation procedures at the LRU (Line Replaceable Unit) level. - The information is presented through diagrams, with indication of component location, system interface, and references to other manuals (SSM, SDS, MPP and WM).
Arrangement :
INTRODUCTION WM CHAPTERS 21 TO 80 WIRING DIAGRAMS
Available links : SSM-Internal link, SDS MPP, WM.
Arrangement:
CHAPTER 91 ELECTRICAL AND ELECTRONIC CHARTS AND LISTS

INTRODUCTION
SSM
SECTIONS
FIRST LEVEL - SYSTEM BLOCK DIAGRAMS SECOND LEVEL - SYSTEM SCHEMATIC DIAGRAMS THIRD LEVEL - SYSTEM LOGIC DIAGRAMS
Chapter 0-00
Page 15
Figure 8: Wiring Manual and System Schematic Manual

AIRCRAFT WIRING MANUAL
(24-61-56)
- 123
EICC
FORWARD AVIONICS COMPARTMENT
(24-61-50)
- 123/124
SPDA 1
DC ESS BUS 1
STANDBY AC BUS
AC ESS BUS
STBY AC PHB SEN COM INV RMT ON/OFF CMD
STBY AC PHB SEN
STBYC RLY STAT
ENG2 EXCITER 2A
ENG1 EXCITER 1A
INVERTER PWR
J17
J5
J9
F2
B-D2
J2 P0041
B-13
A-D10
X1
ENG 2 EXCTR 1A
X1
ENG 1 EXCTR 2A
P0047
A-C10
A2
A2
A1
A3
A3
A1
P0069
X2
X2
W101-01060
F3
P0055
K2
K3
J3
J8
A-D2
A-D1
A-5
A-4
B-C
B-B
J5
P0135
P0128
W101-01061
P0126
B-B10
W101-01055-16
SP1625
SP1627
W101-01059-18WH
W101-01059-18BL
W101-03633-14
W101-03632-14
W101-03631-20
24 - 24 - 50
P0311
J1
AC COMMON
DC GROUND
115 VAC
28 VDC
REMOTE ON/OFF
01
PS0001
- 123
STATIC INVERTER
FAULT MONITOR
W101-03630-20
WIRING DIAGRAM
SP1626
SP1628
SYSTEM SCHEMATIC MANUAL
W101-01054-16
W101-01053-24
W101-01058-24WH
W101-01058-24BL
STBY AC BUS PWR
X1
74-10-51
74-10-50
A1
A3
B3
B1
X2
W101-01056-22
W101-01057-22
A2
B2
K1
B-9
INV FAULT STAT
CB22
CB21
1 2 5
CB17
15
01
170-11787 (E 1421610 )
00008-99999
STATIC INVERTER SYSTEM
24-24-50
Page 1 Dec 01/03
FWD AVIONICS COMPARTMENT
AC STATIC INVERTER (SDS 24-24) (MPP 24-24-01)
DC ESS BUS 1
AC ESS BUS (PH B)
A
INVERTER PWR 15 EF 2 1
28 VDC 115 VAC STBYC (SSM 24-51-80)
SEN
DC POWER (SLOT 2) DC POWER (SLOT 5) STBY AC PHB SEN COM INV RMT ON/OFF CMD STBYC RLY STAT INV FAULT STAT ANALOG I/O (SLOT 17) DISCRET I/O (SLOT 9) STBY AC PHB SEN
STBY AC BUS
EICC (SSM 24-51-80)
SPDA 1 (SSM 24-61-80) FORWARD AVIONICS COMPARTMENT
EFFECTIVITY: ALL
w-ssm1799
STATIC INVERTER - SCHEMATIC DIAGRAM
24-24-80
Page 101 Dec 16/03
SK170SSM240005.DGN
Chapter 0-00
Page 16
190
AIRCRAFT ILLUSTRATED PARTS CATALOGUE (AIPC)
General The AIPC is provided by the manufacturer for use in provisioning, requisitioning, storing and issuing replaceable parts and units, and for identifying parts. The AIPC is a companion document to the AMM and includes all parts for which maintenance practice has been provided. Section Numbering The section numbering is made of three elements, whereby the first and second element represents the chapter/section breakdown according ATA 100. To enable quick location of installation figures and to simplify the task of locating items within the IPC, the third element in the Chapter numbering is designated to aircraft major zones as follos: 00 Electrical installations in all applicable zones 01 Forward fuselage and cockpit 02 Center fuselage and cabin 03 Aft fuselage and cargo compartment 04 Wings 05 Engine and nacelles
Chapter 0-00
Page 17
Figure 9: Aircraft Illustrated Parts Catalogue (AIPC)

AIRCRAFT ILLUSTRATED PARTS CATALOG
AIRLINE STOCK NUMBER UNITS PER ASSY REF REF 1
AIRCRAFT ILLUSTRATED PARTS CATALOG

USAGE RANGE
FIG. ITEM 01
1 5
PART NUMBER 170-48011-501 170-48011-501 1701317A
NOMENCLATURE 1234567 ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VENDOR CODE
10
. GENERATOR
FOR FOR FOR FOR
INTEGRATED DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . DETAILS SEE FIGURE 24-21-01-03 DETAILS SEE FIGURE 24-21-11-01 DETAILS SEE FIGURE 24-21-15-01 DETAILS SEE FIGURE 24-21-17-01 ...................................
ZONE 426
A
1
20
15E0420003
. BRACKET ASSEMBLY W8
ATTACHING PARTS
A
3 REF
30 40
J644P06A 5911541
. BOLT MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COUPLING CLAMP V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A
ZONE 416
TYPICAL
50
* * * . HARNESS W8 AND W9 INSTL

SEE FIGURE 71-50-01-01
ENGINE LH/RH . . . . . . . . . . . . .
REF
40
10
50
20
50 30
Figure 01 - INTEGRATED DRIVE GENERATORS 1/2 (IDG) INSTL, AC GENERATION 1/2, LH/RH NACELLE
INTEGRATED DRIVE GENERATORS 1/2 (IDG) INSTL, AC GENERATION 1/2, LH/RH NACELLE
ITEM NOT ILLUSTRATED
24-21-01
Fig. 01 Page 1 Mar 29/04
24-21-01
Fig. 01 Page 0 Mar 29/04
Chapter 0-00
EM170AIPC240147 B
Page 18
190
OTHER DOCUMENTATION AIRCRAFT RECOVERY MANUAL (ARM)
Purpose: - Contains information in sufficient detail to effect recovery in the most expeditious manner while maintaining consideration of recovery personnel safety and prevention of additional damage to the aircraft.
CORROSION PREVENTION MANUAL (CPM)

Purpose: - Provides information on materials and procedures for prevention and removal of corrosion damage to aircraft as well as to display EMBRAERs recommendations about frequent corrosion troubles.
ILLUSTRATED TOOL AND EQUIPMENT MANUAL (ITEM)

Purpose: - Provides all information about GSE (Ground Support Equipment) to support the operation and maintenance of the aircraft and all its onboard equipment.
AIRPORT PLANNING MANUAL (APM)

Purpose: - Provides necessary information to enable a proper planning of the airports for the aircraft operation.
INSTRUCTIONS FOR GROUND FIRE EXTINGUISHING AND RESCUE MANUAL (IGFER) CONSUMABLE PRODUCTS CATALOGUE (CPC)
Purpose: - Provides the information about the consumable materials used to overhaul and repair the aircraft. Purpose: - To provide the necessary information to guide ground rescue teams while rescuing passengers in case of aircraft accidents.
- Available links: APUBM, CPM, FIM, MPP, PPBM, SDS, SM, SRM, ITM, NDT, WM, SWPM.
Chapter 0-00
Page 19
Figure 10: Example of Aircraft Recovery Manual
AIRCRAFT RECOVERY MANUAL
SOFT MATERIAL (RUBBER, FELT, ETC.)
HARD WOOD BEAM 200 mm (20 in.)
A
JACK ADAPTER (2x)
IF170ARM030005.DGN
Lifting the Aircraft with Jacks Figure 3-30-05-1 Sheet 1
EFFECTIVITY: ALL
3-30-05
Page 4 Feb 10/04
Chapter 0-00
Page 20
190
MAINTENANCE FACILITY AND EQUIPMENT PLANNING (MFEP)
Purpose: - Provides aircraft characteristics to assist airline personnel responsible for service, line maintenance, overhaul facilities and equipment planning. - It identifies and describes aircraft maintenance and operational facility requirements.
SERVICE BULLETIN (SB)

Purpose: - Presents modifications or special inspections to be carried out on in-service aircraft. Arrangement: - Planning information: involves those aspects related to plan the aircraft maintenance opportunity/necessity for the SB incorporation. - Material: information to assist the operator in obtaining the material necessary for the SB incorporation. - Accomplishment instructions: presents the step-by-step instruc tions and illustrations for accomplishing the work.
NONDESTRUCTIVE TESTING MANUAL (NDT)

Purpose:
INFORMATION BULLETIN (IB)

Purpose: - It is used to transmit information, which are not related to actions requiring a record of accomplishment. Arrangement: - Purpose - Effectivity (applicability) - Description - Approval - References - Affected Publications
- Provides all general procedures of nondestructive tests acceptable by Embraer for investigating the quality and integrity of materials and components.
SERVICE BULLETIN (SB)

Purpose: - Presents modifications or special inspections to be carried out on in-service aircraft. Arrangement:
Chapter 0-00
Page 21
Figure 11: Example of Nondestructive Testing Manual

NONDESTRUCTIVE TESTING MANUAL
ZONES 221 222
A B
A
SSI 56-10-005 ROLLER D
SSI 56-10-005 UPPER TRACK SSI 56-10-005 UPPER ROLLER
SSI 56-10-005 STOP M
SSI 56-10-005 STOP N
SSI 56-10-005 ROLLER SSI 56-10-005 SSI 56-10-005 STOP O

EM170NDT560003.DGN
FWD LOWER ROLLERS
SSI 56-10-005 AFT LOWER TRACK SSI 56-10-005 FWD LOWER TRACK SSI 56-10-005 AFT LOWER ROLLER
Internal Detailed Visual-Inspection of the Direct Vision Stops, Tracks, Roller Studs and Bellcrancks Figure 1
EFFECTIVITY: ALL
Part 5
Dec 08/03
w-ndt1803
56-10-00
213-802 Page 4
Chapter 0-00
Page 22
190
STRUCTURAL REPAIR MANUAL (SRM)
Purpose: - To permit the operators to identify and evaluate the damage and restore the structural integrity of the aircraft by means of a repair or by replacing the damage part.
Available links: MPP, NDT, CPM, SM, ITEM, CPC.
STANDARD WIRING PRACTICES MANUAL (SWPM)

Purpose: - Allows the operator to repair, manufacture and handle all harness-related components.
TASK CARD SYSTEM (TCS)

Purpose: - Provides a reliable tasks list that can be customized by operators to support the MPD and suit the operators needs.
Chapter 0-00
Page 23
Figure 12: Example of Structural Repair Manual

STRUCTURAL REPAIR MANUAL
DENT
A
Dent on Forward Passenger Door Skin - Location Figure 101
EFFECTIVITY: ALL
52-11-01
Allowable Damage 2 Page 103 Oct 10/03
EM170SRM520058.DGN
Chapter 0-00
Page 24
190
Intentionally left balnk
Chapter 0-00
Page 25
190
ATA 04 Aircraft General
190
Table of Content
04-00 Aircraft General Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The fuselage and conditioning packs . . . . . . . . . . . . . . . . . . . . . . . 3 Cockpit and cabin sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The landing gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ERJ 190 turning radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 CF34-10E high bypass turbofan engines . . . . . . . . . . . . . . . . . . . 13 The Embraer ERJ 190 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ERJ 190 composite structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 04-01 Differences EMB 190-100/ 190-200 Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
TOC 04
Page I
190
TOC 04
Page II
190
04-00 Aircraft General
Introduction
The following short introduction will give you a general overview of the Embraer 190-100 and 190-200.The Emb 190 is a low wing, twin engine jet airplane of conventional structure, designed for medium to short range operations. The Emb 190-100 has a total length of 36.15 meters (118 ft 7 in.), a wing span of 28.56 meters (93 ft 8 in.) and an approximate height of 10.48 meters (34 ft 5 in.). The EMB 190-200 has a total length of 38-67 (126 ft 10 in), a wing span of 28.72 m (94 ft 3 in) and an approximate height of 10.55 m (34 ft 7 in). It also features a pressurized cabin. The fuselage has a so-called double bubble design.
Chapter 04-00
Page 1
Figure 1: The Embraer 190-100(Emb 190)
Embraer 190-100 Emb 190

118 ft 7 in (36.15 m)
34 ft 5 in (10.48 m)
93 ft 8 in (28.56 m) 32 ft 10 in (10.00 m)
Chapter 04-00
Page 2
190
The fuselage and conditioning packs
The fuselage is pressurized between the forward pressure bulkhead, located forward of the cockpit, and the aft pressure bulkhead, which is located behind the aft electronics bay. Normal pressurization control is automatic, and the conditioned air is provided by two air conditioning packs located in the unpressurized area forward of the wing root.
Chapter 04-00
Page 3
Figure 2: The fuselage and conditioning packs
Fwd pressure bulk head
Aft pressure bulk head
The conditioned air is provided by two air conditioning packs located in the unpressurized area forward of the wing root.
Normal pressurization control is automatic
Conditioning packs
Chapter 04-00
Page 4
190
Cockpit and cabin sections
The cockpit can accommodate 2 crew members in the pilot seats and one observer on the jump seat. Two flight attendants. The Embraer 190-100 is designed for 98 passengers and the Embraer 190-200 is designed for 108 passengers. There are 2 Galleys and 2 toilets - one of each in the front and the aft sections of the cabin. The cabin also features a wardrobe, built next to the front passenger entrance. There are 2 cargo compartments below the passenger cabin - one in front and one behind the wing fairing.
Chapter 04-00
Page 5
Figure 3: Cockpit and cabin sections
One jump seat
Two galleys and two toilets
Two pilots seats Wardrobe 98 passenger seats
Cargo compartments Two flight attendants seats

Issue: June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
Chapter 04-00
Page 6
190
The landing gear
The Emb 190 has a forward retracting twin-wheel nose landing gear (NLG). The NLG has a normal steering angle of about 76, making the aircraft highly manoeuvrable. The shock absorbers are of oleo-pneumatic type. The steering motor, taxi light and one landing light are mounted on the NLG. When the NLG is extended, the rear doors remain open while the front doors reclose after extension or retraction. The main landing gears (MLG) also have oleo-pneumatic shock absorbers and twin wheels retract sideways.
Chapter 04-00
Page 7
Figure 4: The landing gear
EMBRAER 190
The NLG has a normal steering angle of about 76, making the aircraft highly manuverable.
The main landing gears (MLG) retract sideways.
Chapter 04-00
Page 8
190
Emb 190 turning radius
With a full deflection of the nose wheel, the Emb190-100 can theoretically turn on taxiways as narrow as 21.40 m (70 ft 3 in.). The Emb 190-200 can turn on taxiways as narrow as 22.68 m (74 ft 5 in). Note that the largest clearance is required by the tail, which is not visible. In a maximum turn, either the left or the right MLG remains stationary, marking the centre of the turn.
Chapter 04-00
Page 9
Figure 5: Emb 190-100 turning radius
Nosewheel 14.07 m (46 ft 2 in.) Nosetip 18.12 m (59 ft 5 in.)
Wingtip 18.39 m (60 ft 4 in.)
Tail 20.51 m (67 ft 4 in.)
With a full deflection of the nose wheel, the Emb190-100 can theoretically turn on taxiways as narrow as 21.40 m (70 ft 3 in.).
Chapter 04-00
Page 10
Notes:
Chapter 04-00
Page 11
Figure 6: Emb 190-200 turning radius
Nosewheel 15.10 m (49 ft 7 in.) Nosetip 19.13 m (62 ft 9 in.)
Wingtip 18.61 m (61 ft 1 in.)
Tail 21.9 m (71 ft 10 in.)
With a full deflection of the nose wheel, the Emb190-200 can theoretically turn on taxiways as narrow as 22.68 m (74 ft 5 in.).
Chapter 04-00
Page 12
190
CF34-10E high bypass turbofan engines
The two wing-mounted CF34-10E high bypass turbofan engines are based on the CF34 engine family, which is widely used in aviation. Engine controls and fuel scheduling are provided by a full-authority digital engine control (FADEC) with fully modular design. The CF34-10E incorporates the aerodynamic efficiency of wide cord fan, which produces most of the engine's 18,500 Lbs maximum thrust. To enhance aircraft braking capability, the fan by-pass air is reversed not the engine.
Chapter 04-00
Page 13
Figure 6: CF34-10E high bypass turbofan engines
CF34-10E high bypass turbofan engine
To enhance aircraft braking capability, the fan by-pass air is reversed.

Side View
Top View
FADEC
Vent to Compartment RHS Cooling Scoop
FADEC
Chapter 04-00
Page 14
190
The Embraer Emb 190-100
The Emb 190-100 can climb to 30,000 ft within 15 minutes, and has a certified ceiling of 41,000 ft. The Emb 190-100 has a maximum cruising speed of mach.80 Depending on the long or normal range version, it can reach destinations upwards of 2,000 nautical miles with standard reserves left in the tanks.
The Embraer Emb 190-200

The Emb 190-200 can climb to 30,000 ft within 17 minutes and has a certified ceiling of 41,000 ft. The Emb 190-200 has a maximum cruising speed of mach.80 Depending on the long or normal range version, it can reach destinations upwards of 2,000 nautical miles with standard reserves left in the tanks.
Chapter 04-00
Page 15
Figure 7: The Embraer Emb 190
The Emb 190:

Can climb to 30,000ft within 15 minutes Certified ceiling of 41,000 ft Maximum cruising speed of mach .80 Range up to 2,000 nautical miles
Chapter 04-00
Page 16
190
Emb 190 composite structure
To maximize performance, a variety of modern composites like fiberglass and carbon have been used. These materials are lighter in weight and more durable than conventional aluminium, improving aircraft performance. Besides the conventional flight controls, the aircraft is equipped with an adjustable stabilizer and multi functional spoilers. Aerodynamic characteristics are enhanced by leading edge slats and ground spoilers.
Chapter 04-00
Page 17
Figure 8: ERJ 190 composite structure
Multi function spoilers
Ground spoilers
Chapter 04-00
Page 18
190
04-01 Differences EMB 190-100 /190-200
The Embraer 190-100 has a seat capacity of 98 seats. The Embraer 190-200 has a seat capacity of 108 seats.
Chapter 04-01
Page 1
Figure 1: Seat capacity
Embra e r 190-100 98 Seats
EMBRAER 190-100 98 seats MTOW : 47790 kg / 105357 lbs MLW : 43000 kg / 94797 lbs MZFW : 40800 kg / 89947 lbs
Embra e r 190-200 108 Seats
EMBRAER 190-200 108 seats MTOW : 48790 kg / 107562 lbs MLW : 45000 kg / 99206 lbs MZFW : 42500 kg / 93695 lbs
Chapter 04-01
Page 2
190
Chapter 04-01
Page 3
190
ATA 05 Time Limits and Maintenance checks
190
Table of Content
Time Limits and Maintenance checks Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Unscheduled maintenance checks . . . . . . . . . . . . . . . . . . . . . . . .3
Chapter 5-TOC
Page I
Chapter 5-TOC
Page II
190
5-00 Time Limits and Maintenance checks
Introduction
Chapter 05, time limits and maintenance checks of the aircraft maintenance manual, provides inspection procedures for various scheduled and unscheduled checks. The data concerning detailed time limits and scheduled maintenance checks can be found in the "Maintenance Planning Guide".
Chapter 5-00
Page 1
Figure 1: Chapter 05
Chapter 5:
States inspection procedures for various scheduled and unscheduled checks

Chapter 5-00
Page 2
190
Unscheduled maintenance checks
Unscheduled maintenance checks have to be performed after the following occurrences: Lightning strike Hard landing or overweight landing High drag/side-load landing conditions Strong turbulence or buffeting conditions High-load-factor flight Landing-gear-down overspeed Exceeding flap/down speed condition Bird strike Engine fire warning or overheat indication Ice or snow condition APU fire warning or overheat indication Toilet overservicing Landing gear free-fall condition Overheated wheels Landing-gear tire tread failure
Chapter 5-00
Page 3
190
ATA 06 Aircraft areas and dimensions
190
Table of Content
06-00 Aircraft areas and dimensions Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The aircraft measurement Embraer 190. . . . . . . . . . . . . . . . . . . . . 3 The aircraft measurement Embraer 195. . . . . . . . . . . . . . . . . . . . . 5 The aircraft measurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The aircraft stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Wing station diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 The vertical stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 The horizontal stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 The power plant and the engine pylons . . . . . . . . . . . . . . . . . . . . 15 The aircraft zoning system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 The major aircraft zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Sub zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Access panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
TOC 06
Page 1
190
TOC 06
Page 2
190
06-00 Aircraft areas and dimensions
Introduction
This chapter describes the aircrafts general external dimensions, aircraft zoning and station identification. The fuselage stations show the length measurements along the longitudinal axis. All horizontal measurements are taken from the datum line FS 0 which is located at the nose tip. The forward pressure bulkhead is located at station 610 and the fuselage is pressurized between the forward pressure bulkhead and the rear pressure bulkhead, which is located at station 29427.
Chapter 06-00
Page 1
Figure 1: Horizontal measurements
FS 0 FS 610 FS 29427
Longitudinal axis
Forward pressure bulkhead
Rear pressure bulkhead
Chapter 06-00
Page 2
190
The aircraft measurement Embraer 190-100
The aircraft has a total length from the nose to the tail of 36.24m, the height from the ground to the top of the vertical tail is 10.55m and a vertical tail area of 16.20 m. The distance from the nose gear to the main gear is 10.60 meters. The aircraft has a total wing span of 28.72m with a total wing area of 92.50 m, a horizontal tail span of 12.01 m, with a horizontal tail area of 26.00 m and a fuselage external diameter of 3.01 m. The distance from the left to right main gear is 5.94 meters.
Chapter 06-00
Page 3
Figure 2: Aircraft measurements Embraer 190 - 100
Total wingspan: 28.72 m
Total wing area: 92.50 m2
Horizontal tail area:26.00 m
Horizontal tail span: 12.01 m
10.55 m
Vertical tail area: 16.20 m 2
Distance from nose gear to main gear: 13.83 m
36.24 m
Chapter 06-00
Page 4
190
The aircraft measurement Embraer 190 - 200
The aircraft has a total length from the nose to the tail of 38.67m, the height from the ground to the top of the vertical tail is 10.55m and a vertical tail area of 16.20m. The distance from the nose gear to the main gear is 13.83 meters. The aircraft has a total wing span of 28.72 meters with a total wing area of 92.05 m, a horizontal tail span of 12.08 meters, with a horizontal tail area of 26m and a fuselage external diameter of 3.01 m. The distance from the left to the right main gear is 5.94 meters.
Chapter 06-00
Page 5
Figure 3: The aircraft measurement Embraer 190 - 200
13.83 m
38.67 m
12.08 m
5.94 m
28.72 m
Chapter 06-00
Page 6
190
The aircraft measurement
Located on the left side of the fuselage are two main doors, which qualifies as type 1 emergency exits. Located on the right side of the fuselage are two service doors, which qualify as type 1 exits, and two baggage compartment doors.
Chapter 06-00
Page 7
Figure 4: The aircraft measurement
OVERWING EXITS
Type 1 emergency exits
Type 1 exits
OVERWING EXITS
Chapter 06-00
Page 8
190
The aircraft stations
The aircraft stations are defined by a coordinate system using three main reference axes. The point of origin for the longitudinal axis X, laterall axis Y and vertical axis Z is in front of the aircraft. The ordinates are identified by the letter for the major axes, followed by the dimension in inches from the point of origin. There are additional points of origin selected for locating major assemblies. These points are identified with a suffix letter indicating the assembly. These assemblies are the wings, the vertical stabilizer, the horizontal stabilizer, the power plant and the engine pylons.
Chapter 06-00
Page 9
Figure 5: Fuselage dimension
EMBRAER 190
FWD Fuselage X=0 X=610
Center Fuselage 1 X=6232.5
FWD Central Fuselage II
Center Fuselage 2
AFT Central Fuselage II
Center Fuselage 3
Rear Fuselage
Tail Cone X=33427 X=36237
X=11035 X=13442
X=19429 X=23146
X=29632
Chapter 06-00
Page 10
190
Figure 6: Wing station diagram
RIB 1 Y= -1380.00
DRY BAY ENGINE

RIB 10 YA= -4617.57
SLAT 1 WING REF. POINT YA = 00.00
SLAT 2
SLAT 3 WING SPAR 1 SLAT 4

RIB 26 YA= -12196.00
WING SPAR 3 OUTBOARD FLAP AILERON WING TRAILING EDGE INBOARD FLAP WING SPAR 2 Y = 00.00 YA = 00.00
Chapter 06-00
Page 11
Figure 7: Vertical stabilizer

ZV 7020,10
ZV 4269,00
ZV 1069,00
ZV 622,98
Z= 00,00 ZV= 00,00
XV= 00,00
Chapter 06-00
Page 12
190
Chapter 06-00
Page 13
Figure 8: Horizontal stabilizer

Y = 00.00
YH -6100.00
Chapter 06-00
Page 14
190
Figure 9: Power plant and engine pylons
X ENG 3877.60
X ENG 5589.90
CANT XP 3256.97 XP 4722.0 XP 6340.0 XP 7201.0 XP 8191.0
Chapter 06-00
Page 15
The aircraft zoning system

The aircraft zoning system provides identification of areas in the aircraft according to 8 major zones, major sub-zones and zones. The major aircraft zones are: The lower fuselage, zone 100 The upper fuselage, zone 200 The tail cone and horizontal and vertical tail, zone 300 The power plants and pylons, zone 400 The left wing, zone 500 The right wing, zone 600 The landing gear and landing gear wheel well doors, zone 700 The aircraft doors, zone 800
Chapter 06-00
Page 16
190
Figure 10: The major aircraft zones
HORIZONTAL/ VERTICAL TAIL 300
RIGHT WING 600 UPPER FUSELAGE 200 DOORS 800 DOORS 800 DOORS 800 LEFT WING 500
TAIL CONE 300
MAIN LANDING GEAR AND WHELLWELL 700 LOWER FUSELAGE 100 NOSE LANDING GEAR AND WHEELWELL DOOR 700 POWERPLANT AND PYLONS 400
Chapter 06-00
Page 17
Sub zones
The major zones are divided into major sub-zones, which are shown by the second digit of the major zone number.The major sub-zones are further divided into zones using the third digit of the major zone number.
Chapter 06-00
Page 18
190
Figure 11: Sub-zones
ZONE 116
ZONE 114
ZONE 115
Zone number ZONE 113 ZONE 111
SUBZONE 170 SUBZONE 160 SUBZONE 150 SUBZONE 140 SUBZONE 130 SUBZONE 120 SUBZONE 110
Subzone number
Chapter 06-00
Page 19
Access panels
To carry out maintenance on aircraft systems and their components, or to perform inspection of the aircraft structure, adequate access panels and doors are provided in the aircraft surface. Each access panel has an identification number which consists of a three digit zone number followed by two or three letters.The first letter shows the number of the panel within the zone in a logical in a logical sequence and the second letter indicates the location of the panel in relation to the aircraft.An optional third letter is used to identify a floor, wall or ceiling panel. Each panel has a fastener identification code, which identifies the type and the quantity of the fasteners for each panel.
Chapter 06-00
Page 20
190
Figure 12: Access panels identification letters
191 DL 191 EL
192 CL 192 BL 192 AL 195 HL 195 FL 195 JL 191 AL 195 KL
195 GL
191 BL
Shows the number of the panel within the zone
191 CL 195 EL
Indicates the location of the panel in relation to the aircraft
195 AL 195 BL 195 CL

19 S
195 DL
An optional third letter is used to identify a floor(F), wall(W) or ceiling(C) panel.
19 S
Each panel has a fastener identification code: L = Latch S = Screw C = Camloc
Chapter 06-00
Page 21
190
ATA 07 Lifting and Shoring
190
Table of Content
Lifting and Shoring Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Complete aircraft jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Before complete aircraft jacking . . . . . . . . . . . . . . . . . . . . . . . . . .5 Jacking points location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Nose and main gear jacking points . . . . . . . . . . . . . . . . . . . . . . . .9
Chapter 7-TOC
Page I
Chapter 7-TOC
Page II
190
7-00 Aircraft jacking
Introduction
To replace components, the aircraft can be lifted either by using individual landing gear jacking, which permits replacement of wheels and brakes or by completely lifting the aircraft via the jacking points. There are two main jacking points on the wing lower side and one jack point on the rear fuselage lower side. Procedures for lifting a damaged aircraft are described in the Instructions for Ground Fire Extinguishing and Rescue manual.
Chapter 7-00
Page 1
Figure 1: Landing gear jacking, jacking points
Jacking points NLG
Chapter 7-00
Page 2
190
Complete aircraft jacking
Complete aircraft jacking, also called three point fuselage jacking, is necessary to perform maintenance such as replacement, repair or functional checks to the landing gear and its components. It can also be used for aircraft weighing.
Chapter 7-00
Page 3
Figure 2: Complete aircraft jacking
Complete aircraft jacking

(three point fuselage jacking)
Landing gear:
replacement pair nctional checks rcraft weighing
Chapter 7-00
Page 4
190
Before complete aircraft jacking
Complete aircraft jacking must be performed in accordance with chapter 7 of the aircraft maintenance manual. Before complete jacking of the aircraft several conditions have to be fulfilled: All unnecessary equipment below and around the aircraft must be removed. The aircraft should only be jacked on level ground with the nose pointing into the wind, but preferably in a hangar with closed doors. Both main landing gears and the nose gear have to be safety locked to prevent inadvertent landing gear retraction. Install the GSE 070 on all landing gear wheels to prevent the airplane forward and aft movement before the jacks are set. The emergency/parking brake must be released before jacking. No one is allowed to enter the aircraft during jacking operation. The aircraft must be lifted to achieve a minimum clearance between the ground and the aircraft tires to assure sufficient clearance for main gear retraction. Note: Before aircraft jacking, refer to the table mentioned in the AMM for weight limitations to ensure that the centre of gravity is within the jacking envelope.
Chapter 7-00
Page 5
Figure 3: CG position
CG position
26982
32 54
27900
Chapter 7-00
Page 6
190
Jacking points location
The aircraft is fully lifted by the use of fuselage jacking points located behind panel 515CB for the LH inboard wing leading edge, and 615CB for the RH inboard wing leading edge. The jacking point for the rear fuselage is located behind panel 313BL. After installing the jack pins and the jacks, the jacks should be operated simultaneously to ensure that jacking is symmetrical and that the aircraft remains level at all time during lifting. When the desired height is reached the jacks have to be locked to prevent inadvertent lowering. To lower the aircraft, the surrounding area has to be cleared of obstructions, the emergency/parking brake must be released and the jacks have to be unlocked. All jacks should then be lowered slowly and symmetrically to ensure that the aircraft maintains a level attitude. As soon as the aircraft weight is off the jacks, wheel chocks should be installed and the emergency/parking brake set.
Chapter 7-00
Page 7
Figure 4: Jacking points location
615CB for the RH inboard wing leading edge
behind panel 515CB for the LH inboard wing leading edge
jacking point for the rear fuselage is located behind panel 313BL
Chapter 7-00
Page 8
190
Nose and main gear jacking points
The nose and main gear jacking points permit individual wheel and brake replacement without weight limitations, and can even be performed with one flat tire at any gear leg. The landing gear safety lock pins have to be put into position, the emergency/parking brake released, and the jack has to be installed below the applicable landing gear leg jacking point. The jack then is raised until the landing gear tire is clear of the ground. After completion of the required maintenance the aircraft can then smoothly be lowered to the ground. When the weight of the aircraft is off the jack it can be removed, the wheels chocked and the emergency/parking brake set.
Chapter 7-00
Page 9
Figure 5: Nose and main gear jacking points
B R A K E
Chapter 7-00
Page 10
190
Chapter 7-00
Page 11
190
ATA 08 Leveling and Weighing
190
Table of Content
Leveling and Weighting Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Weighing the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Aircraft leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Chapter 8-TOC
Page I
Chapter 8-TOC
Page II
190
8-00 Leveling and Weighing
Introduction
Chapter Eight of the Maintenance Manual describes the applicable procedures for leveling and weighing of the aircraft. Only the equipment as specified in the applicable manuals is to be used to perform these tasks. Please note that weighing the aircraft is accomplished using an electronic weighing kit and jacks. Preparation of the aircraft and the weighing procedures are described in the Weight and Balance Manual. Further note that only approved personnel may perform an aircraft weighing.
Chapter 8-00
Page 1
Figure 1: Weighing procedures
Chapter Eight of the Maintenance Manual and The Weight and Balance Manual describes the applicable procedures for leveling and weighing of the aircraft
Note that only approved personnel may perform an aircraft weighing
Weighing the aircraft is accomplished using an electronic weighing kit and jacks
Chapter 8-00
Page 2
190
Weighing the aircraft
To weigh the aircraft, first install the adapters and the load cells of the electronic weighing kit on the jacks, below the three jacking points on the fuselage. Lift the aircraft until the tires are off the ground, as specified in chapter 07. To determine the weight of the aircraft, refer to the procedures given in the Weight and Balance Manual. After weighing, lower the aircraft as explained in chapter 07 and remove the load cells and the adapters of the electronic weighing kit from the jacks.
Chapter 8-00
Page 3
Figure 2: Weighing the aircraft
Chapter 8-00
Page 4
190
Aircraft leveling
Aircraft leveling is necessary before performing weighing operations, since it permits you to find the accurate centre of gravity of the aircraft. Aircraft leveling is done by lifting the aircraft until the tires are off the ground, as described in chapter 07, and installation of the PLUMB - AIRCRAFT RIGGING kit in the LH main landing gear wheel well.
Chapter 8-00
Page 5
Figure 3: Aircraft leveling
A
ZONE 1431
WING STUB (REF.)
A B
PLUMB BOB CORD ATTACHMENT POINT
GSE039 PLUMB-AIRCRAFT RIGGING (REF.)
AIRCRAFT LEVELING SCALE
C
Aircraft Leveling - Maintenance Practices Figure 201
Chapter 8-00
Page 6
190
Chapter 8-00
Page 7
190
ATA 09 Towing and taxiing
190
Table of Content
Towing and Taxiing Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Towing the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Towing operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Aircraft towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Towing regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Taxi regulartions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Chapter 9-TOC
Page I
Chapter 9-TOC
Page II
190
9-00 Towing and Taxiing
Introduction
Chapter nine of the aircraft maintenance manual provides information regarding towing and taxiing of the aircraft. Please note that only approved personnel familiar with the required procedures may tow or taxi the aircraft.
Chapter 9-00
Page 1
Figure 1: Chapter 9 Towing and Taxiing
NOTE: Only approved personnel familiar with the required procedures may tow or taxi the aircraft.
Chapter 9-00
Page 2
190
Towing the aircraft
Towing of the aircraft is performed when it must be moved without using the power of its own engines. To tow the aircraft an approved tow bar with a shear section that breaks at a tension compression shear load is used to prevent damage to the landing gear or the aircraft structure if an excessive load occurs. The aircraft maintenance manual provides a table for the ground towing factors that are most important in various conditions. On this table you can find the necessary drawbar pull and the total wheel-traction load for various aircraft weights, pavement slopes, friction coefficients and engine idle thrust.
Chapter 9-00
Page 3
Figure 2: Tow bar and Ground towing requirements table
Tow bar with a shear section
Chapter 9-00
Page 4
190
Towing operation
Before and during aircraft towing the following safety precautions must be observed. Towing without an approved towbar is prohibited. Alternative devices can cause damage to the aircraft. Before towing: make sure that down lock safety pins are correctly installed and that all engine cowls are closed and latched. Disengage the steering system with the switch installed on the control yoke or set the external steering disengagement switch to the "DISENGAGED" position and make sure that the green towing indication light illuminates. During the towing operation, a technician must stay in the cockpit to set the emergency/parking brake, if necessary. When all towing precautions are preformed which are described in the AMM, you can start the towing operation by the release of the emergency/ parking brake. Tow the aircraft slowly straight ahead before making a turn, and obey the towing speed limitations which are described in the AMM. After completing of the towing operation, tow the aircraft in a straight line for a minimum of 3 meters (10 feet) or until the nose wheel steering system is in its active range of 76.
Chapter 9-00
Page 5
Figure 3: Before towing
Down lock safety pins installed Engine cowls are closed and latched Disengage the steering system on the control yoke or on the external steering disengagement panel.
Green towing indication light
Chapter 9-00
Page 6
190
Aircraft towing
Aircraft towing is performed as follows: Push the lock pin and put the towbar lever in released position. Install the towbar assembly on the towing attachment on the nose landing gear and push the lock pin and put the towbar lever in towing position. Attach the other side of the tow bar assembly to the towing vehicle, remove the wheel chocks, and release the emergency/parking brake. When towing is complete: set the emergency/parking brake, install the wheel chocks and remove the tow bar assembly from the towing vehicle. Push the lock pin and put the towbar lever in released position. Finally, remove the tow bar assembly from the nose landing gear.
Chapter 9-00
Page 7
Figure 4: Towbar assembly
TOWING
Chapter 9-00
Page 8
190
Towing regulations
Only approved persons who are fully familiar with the engine start and shutdown procedures, aircraft limitations, and taxiing techniques are allowed to perform taxiing. In addition, the applicable company procedures and regulations of local authorities must be obeyed. Before aircraft taxiing, clear the area to be used. Install the landing gear safety pins, and make sure that the brakes and the nose wheel steering system are in serviceable condition.
Chapter 9-00
Page 9
Figure 5: Towing with towbar
A
ZONE 711
TOWING LEVER
LOCKPIN
SHEAR PIN
Chapter 9-00
Page 10
190
Taxi regulations
The following cautions have to be observed: The areas for taxiing must be free of obstacles and have the necessary space for the manoeuvres. Always obey the instructions in the operations manual. Further note that you should not use differential braking during the taxiing. For the most satisfactory operation, use minimum engine power or, when necessary, slight asymmetric power and the steering control of the nose wheels. The aircraft requires a minimal pavement width for a 180 turn. However, during taxiing you should always perform turns with the largest radius possible given by the available space. Taxi the aircraft at a speed applicable to ramp operations. Also, do not perform turns at a speed greater than 25 kilometers per hour (15 miles per hour). After aircraft taxiing, install the wheel chocks and set the emergency/parking brake.
Chapter 9-00
Page 11
Figure 6: Taxi regulations
During taxiing you should always perform turns with the largest radius possible given by the available space.
Chapter 9-00
Page 12
190
Chapter 9-00
Page 13
190
ATA 10 Parking and mooring
190
Table of Content
Parking and Mooring Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Minimum distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 For normal aircraft parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 For normal aircraft parking in ice or snow conditions . . . . . . . . . .7 Long term parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Mooring the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Chapter 10-0
Page I
Chapter 10-0
Page II
190
10-00 Parking and Mooring
Introduction
Chapter 10 of the Maintenance Manual describes the applicable procedures for parking and mooring the aircraft. In general, there are two types of parking: First, aircraft normal parking, which describes procedures for parking an aircraft for less than 7 days, including parking between flights and overnight. Or, Aircraft prolonged parking, which describes procedures for parking an aircraft for more than 7 days.
Chapter 10-00
Page 1
Figure 1: Types of parking
Two types of parking:
Prolonged parking > 7 days
Chapter 10-00
Page 2
190
Minimum distances
Please note that the area where the aircraft is parked and moored should be paved and level, with ground tiedown anchors available. Also make sure that there is a minimum distance between the parked aircraft to permit their movement, and that there is a distance of at least 4.5 meters (15 ft) between an operating APU exhaust port and an adjacent aircraft fuel tank vent.
Chapter 10-00
Page 3
Figure 2: Minimum distances
Parkingplace must be paved and level, with ground tiedown anchors available.
4.5 m 15 ft
Operating APU exhaust port
Chapter 10-00
Page 4
190
For normal aircraft parking
For normal aircraft parking make sure that the control handle of the landing gear is in the down position. Make sure that the safety pins are installed on each landing gear. Tow or taxi the aircraft into the position designated for parking. NOTE: Before you park the aircraft, move it in a straight line for approximatel y 3 meters (10 ft), complete the aircraft towing in a straight line for a minimum of 3 m (10 ft) or until the nose wheel steering system is in the range of +/- 76 degrees.. This will remove all torsional stresses applied to the landing gear components and tires during a turn. Ground the aircraft.
Chapter 10-00
Page 5
Figure 3: For normal aircraft parking
NOTE: Before you park the aircraft, move it in a straight line for approximately 3 meters (10 ft)
UP
DN LOCK REL
DN
Chapter 10-00
Page 6
190
For normal aircraft parking in ice or snow conditions
If the parking area has ice or snow on the surface, put one of the following items under the tires: a mat a layer of thick sand or other applicable material. This will prevent the tires from freezing to the ground. Set the emergency/parking brake. Retract the flaps if they are extended. Put the chocks against the landing gear wheels and install the covers on the externally mounted aircraft components according to the AMM, using the same procedure as for the air data smart probe covers, the engine inlet covers, the tat sensor covers and the ice detector covers.
Chapter 10-00
Page 7
Figure 4: For normal aircraft parking in ice or snow conditions
UP
0
1
B R A K E
SLAT/ FLAP
0
1
2
3
4
Parking brake set and flaps retracted
2
3
4
FULL
FULL
DOWN
Ice detector
Engine inlet covers
TAT sensor
Chapter 10-00
Page 8
190
Long term parking
Long term parking procedures apply to aircraft that must stay parked for more than seven days. When followed, these procedures will prevent the deterioration of aircraft components exposed to the elements. These components include: aircraft structure, airborne equipment/furnishings and system components. There are different preservation procedures for the different times during which the aircraft must stay out of operation. These times are specified as follows: Short out-of-operation time - applicable to times from 7 to 60 days and Long out-of-operation time - applicable to times longer than 60 days. For details regarding these procedures, refer to the appropriate manuals.
Chapter 10-00
Page 9
Figure 5: Long term parking
Short out-of-operation time:

applicable to times from 7 to 60 days
Long out-of-operation time:

applicable to times longer than 60 days
Chapter 10-00
Page 10
190
Mooring the aircraft
The procedures for mooring the aircraft are used when the weather conditions are bad or unknown, and/or high wind speeds are expected. For this procedure, tie down rings are installed in each primary brace strut of the main landing gear. Ropes are then used to tie the aircraft to tie down anchors installed in the floor.
Chapter 10-00
Page 11
Figure 6: Mooring the aircraft
Tie down rings
Chapter 10-00
Page 12
190
Chapter 10-00
Page 13
190
ATA 11 Placards and markings
190
Table of Content
Placards and Markings 1
Introduction 1
Chapter 11-TOC
Page I
190
Chapter 11-TOC
Page II
190
11-00 Placards and Markings
Introduction
Exterior and interior placards, labels and markings are screen-printed selfadhesive transfer type matte polyester or aluminum metal, attached to the aircraft. Only exterior screen-printed markings, directly on the exterior of the aircraft are protected against contamination by weather, fuel and/or hydraulic fluid by a protective sealer. Some of the labels have there part number printed on them for easier identification and reordering.
Chapter 11-00
Page 1
Figure 1: Exterior screen-printed markings
FUEL
weather fuel hydraulic fluid
protective sealer
Only exterior screen-printed markings, directly on the exterior of th aircraft are protected against contamination by a protective sealer.
Chapter 11-00
Page 2
190
Chapter 11-00
Page 3
190
ATA 12 Servicing
190
Table of Content
12-00 Servicing Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Replenishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Fuel tank servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Hydraulic and landing gear system servicing . . . . . . . . . . . . . . . . . 7 Engine and auxiliary power unit servicing . . . . . . . . . . . . . . . . . . . . 9 Servicing Water/Waste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Gaseous servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Scheduled servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Unscheduled servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Chapter 12-TOC
Page I
190
Chapter 12-TOC
Page II
190
12-00 Servicing
introduction
Chapter 12 of the aircraft maintenance manual provides information about scheduled and unscheduled aircraft servicing, and is divided into the following sub chapters: Replenishing, which provides information about the procedures to fill or charge the aircraft systems with fuel, oil, gas, and other fluids as required. Servicing, which provides information about procedures such as landing gear lubrication and aircraft cleaning. Unscheduled servicing, which provides information about aircraft cold weather maintenance. Please note that you must always refer to the procedures outlined in the applicable manuals to perform these tasks.
Chapter 12-00
Page 1
Figure 1: Chapter 12
CHAPTER 12
REPLENISHING SERVICING
UNSCHEDULED
SERVICING
F ill/c h a rg e
P ro c e d u re s
A irc ra ft
Fuel Oil Gas Other fluids
Landing gear lubrication Aircraft cleaning
Cold weather maintenance
NOTE:
Refer to procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 2
190
Replenishing
Replenishing details the procedures to fill or charge the aircraft systems with fuel, oil, gas, and other fluids as needed. This section contains the following subsections: Fuel tank servicing, Engine and APU servicing, Hydraulic and landing gear system servicing, Oxygen system servicing and water servicing.
Chapter 12-00
Page 3
Figure 2: Replenishing
REPLENISHING
fill/charge
FUEL OIL GAS OTHER FLUIDS

SUBCHAPTERS:
FUEL TANK SERVICING
ENGINE AND APU SERVICING
HYDRAULIC AND LANDING GEAR SYSTEM SERVICING
OXYGEN SYSTEM SERVICING
WATER SERVICING
Chapter 12-00
Page 4
190
Fuel tank servicing
Fuel tank servicing can be performed using the following methods: The fuel tanks can be refuelled/defueled by the use of the pressure refuelling/defueling system, which automatically controls the entire process and stops the refuelling/defueling process at the correct quantity. Pressure refuelling/defueling is performed by the use of the pressure fuelling/defueling adapter and the fuel control panel. The fuel tanks can be refuelled/defueled by the use of gravity refuelling/defueling. To accomplish this the aircraft has two filler caps on top of the wings. Fuel tank draining for removal of water or other contamination can be carried out by using the drain valves installed at the lowest part of the inboard tanks. The fuel measuring stick assemblies located on each wing lower surface provide a visual indication of the total fuel quantity on each wing. They are used if no electrical power is available to the aircraft or if there is a malfunction of the fuel quantity indicating system. Please note that you must refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 5
Figure 3: Fuel tank servicing
PRESSURE Refueling/defueling
REFUEL SELECTION
MANUAL AUTO
DO NOT INITIATE THE REFUELING BEFORE CONFIRMING THAT THE REFUELING VALVE LIGHTS ARE INITIALLY ON
POWER SELECTION
NORMAL BATTERY
CLOSED
CLOSED
FUEL QTY REMAINING OPEN
automatically controls entire process

OPEN CLOSED
LH TANK
RH TANK
OPEN SELECTED
INCR TKSEL
CLOSED
DECRT
TEST
REFUELING
DEFUELING
stops at the correct quantity
Pressure fueling/defueling adapter Fuel control panel
Refueling/defueling Use of gravity Two filler caps (on top of the wings)
GRAVITY
MEASURE STICK
Assemblies
Visual indication
Total fuel quantity
Used
if no electr. power is available if in case of a malfunction of indication system
FUEL TANK DRAINING

Removal of water/ other contamination
Drain valves
Lowest part ot the inboard tanks
Chapter 12-00
Page 6
190
Hydraulic and landing gear system servicing
The section "hydraulic and landing gear system servicing" provides information about the servicing procedure on the accumulators of the No. 1, No. 2, and No. 3 hydraulic systems, and also the procedures used to pressurize the landing gear shock struts. Detailed procedures about landing gear servicing can be found in Chapter 32 of the aircraft maintenance manual. Always refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 7
Figure 4:
ACCUMULATORS
LANDING GEAR SHOCK STRUT

MAIN LANDING GEAR NOSE LANDING GEAR
Hydr. system #1
Hydr. system #2
Hydr. system #3
Chapter 12-00
Page 8
190
Engine and auxiliary power unit servicing
The section "engine and auxiliary power unit servicing" provides all required information to refill the engine and auxiliary power unit oil system. Engine oil servicing is performed through the applicable service panels on the engine nacelles, and auxiliary power unit oil servicing is performed through a service panel on the aircraft rear fuselage. Please note that the oil used to service the engine and APU must be listed on the table of approved oils. Also note that you must refer to the procedures outlined in the applicable manuals to perform these tasks.
Chapter 12-00
Page 9
Figure 5: Engine and APU servicing
ENGINE OIL SERVICING Service panels Engine nacells
APU OIL SERVICING Service panels Aircraft rear fuselage
! NOTE !
Oil must be listed on the table of approved oils!
Chapter 12-00
Page 10
190
Servicing Water/Waste
The section "water/waste" provides information on how to service the water and waste systems. The waste system is serviced through a door installed on the lower right side of the fuselage aft section, while the potable water system is serviced through a door installed on the lower left side of the fuselage aft section. It is recommended that water be removed from the water tank after the last flight of each day if the temperature is expected to fall below freezing. Again, always refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 11
Figure 6: Water Waste servicing
NORMAL
DRAIN
1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION
MAX FILLING PRESSURE SHALL BE 55 psi 3,8 hpa
FULL
FILL
1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION 1. INSTRUCTION
DRAIN
1. INSTRUCTION 1. INSTRUCTION
Waste system service door
Potable water system service door
Water must be removed each day after last flight if temperature go below freezing.
Chapter 12-00
Page 12
190
Gaseous servicing
The section gaseous servicing provides information regarding filling procedures for the cockpit oxygen cylinder, the main and nose gear tire pressure and the hydraulic system accumulator. Attention: Please note that all applicable safety precautions must be obeyed! In addition, you must refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 13
Figure 7: Gaseous servicing
Hydr. system #1
Hydr. system #2
Hydr. system #3
Chapter 12-00
Page 14
190
Scheduled servicing
The section scheduled servicing provides information regarding lubricating of the flight controls and landing gear mechanical system, cleaning servicing, like aircraft cleaning, and aircraft disinfect servicing. Refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 15
Figure 8: Scheduled servicing
SCHEDULED
SERVICING
Flight controls H/S jackscrew A-P servo Slat track
LG mechanical system
Main landing gear
Nose landing gear
Main landing gear shockstrut
Cleaning servicing Cleaning-outside Chemical cleaning
Chapter 12-00
Page 16
190
Unscheduled servicing
The section unscheduled servicing provides information regarding how to service an aircraft in cold weather conditions or how to perform a cold weather anti-icing and de-icing treatment. Refer to the procedures outlined in the applicable manuals to perform these tasks!
Chapter 12-00
Page 17
Figure 9: Unscheduled servicing
UNSCHEDULED
SERVICING
Chapter 12-00
Page 18
190
Chapter 12-00
Page 19
170/190
ATA 24-64-01 Electrical System Indication
170/190
Table of Content
24-64-01 Electrical System Indication
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EPGDS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 MFD Electrical System Synoptic Page . . . . . . . . . . . . . . . . . . . . . . 5 MFD Electrical Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EPGDS Synoptic Page Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EPGDS Communications Architecture . . . . . . . . . . . . . . . . . . . . . 13 Main Avionics Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Cross-Channel Communications . . . . . . . . . . . . . . . . . . . . . . . . . . 13 CAS Messages List (From FIM 24-00-00) . . . . . . . . . . . . . . . . . . . 15 Maintenance Message FIM Reference . . . . . . . . . . . . . . . . . . . . . 17 Electrical System Diagnostic Tests . . . . . . . . . . . . . . . . . . . . . . . . 19 Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
24-MEL (Example)
Chapter 24-TOC
Page I
170/190
Chapter 24-TOC
Page II
170/190
24-64-01 Electrical System Indication

Introduction
The Electrical Power Generation and Distribution System (EPGDS) communications scheme provides an interface with the Avionics Standard Communications Bus (ASCB), enabling the EPGDS to provide system information via the Modular Avionic Units (MAUs) to the Cockpit Indicating and Crew Alerting system. On the interactive EPGDS communications schematic, you can view the different components, their locations and their functions within the Electrical Power Generation and Distribution System.
Figure 1: Cursor Control Device
Cursor Control Device
Chapter 24-64-
Page 2
170/190
EPGDS Synoptic Page

To display the Electrical synoptic page select ELECTRICAL on the MFD using the CCD.
Figure 2: MFD
MFD
Chapter 24-64-
Page 4
170/190
MFD Electrical System Synoptic Page

Operation of the electrical system can be monitored by the flight crew on the MFD Electrical System Synoptic Page, which consists of both analog and discrete data. Analog data is used to display actual values like voltage, current and generator frequencies, while discrete data is used to indicate electrical flow paths, conditions of batteries and generators. The CAS field on the EICAS panel informs the crew in case of a system failure by generating a WARNING or CAUTION message and an ADVISORY message to indicate system status. You can now select all warning, caution or advisory messages for display on the EICAS, or you can select the type of information you wish to be displayed on the MFD. By clicking on the messages on the EICAS you will receive additional information regarding their meaning and the system logic behind the message. By clicking on the highlighted symbols on the electrical synoptic page you will receive the related EICAS messages and additional information regarding their meaning.
Figure 3: MFD Electrical Synoptic Page
MFD Electrical Synoptic Page
Chapter 24-64-
Page 6
170/190
MFD Electrical Synoptic Page

Engine AC generators The engine generator icon outline is displayed in green when it is producing power and voltage is above 90 VAC Normal voltage, frequency and load readouts are green Generator is white when not producing power Generator has failed, data invalid, or condition is undetermined.
Driven Voltage
Chapter 24-64-
Page 8
170/190
AC External Power
- AC GPU is displayed in green if conditions for AC GPU AVAIL have been satisfied. - AC GPU is not displayed if conditions for AC GPU AVAIL have not been satisfied. - AC GPU voltage (V), frequency (Hz), and load (KVA) are displayed in green if conditions for AC GPU AVAIL have been satisfied. - AC GPU voltage (V), frequency (Hz), and load (KVA) are not displayed if conditions for AC GPU AVAIL have not been satisfied.
AC External Power
External power cart not producing power
External power cart is producing power
External power has failed or generator status is undetermined
Chapter 24-64-
Page 10
170/190
EPGDS Synoptic Page Batteries

- BATT 1 temperature (oC) is red if BATT 1 temp is greater than or equal to 70 C (over temp condition). - BATT 1 temperature (oC) is green if BATT 1 temp is less than 70 C (normal condition). - HOT BATT BUS 1 voltage (V) is always green reflecting values transmitted over ASCB. - BATT 2 temperature (oC) is red if BATT 2 temp is greater than or equal to 70 C (over temp condition). - BATT 2 temperature (oC) is green if BATT 2 temp is less than 70 C (normal condition). - HOT BATT BUS 2 voltage (V) is always green reflecting values transmitted over ASCB. - BATT 2 is green if HOT BATT BUS 2 voltage is greater than 18 VDC. - BATT 2 is white if HOT BATT BUS 2 voltage is less than 10 VDC. - BATT 1 is green if HOT BATT BUS 1 voltage is greater than 18 VDC. - BATT 1 is white if HOT BATT BUS 1 voltage is less than 10 VDC.
Batteries
If battery status is invalid the BATT icon is changed to an amber dashed BATT icon If voltage or temperature is invalid the associated digits change to amber dashes
If the battery temperature is hot, 70 degrees C or higher, the readout changes to red inverse video
Chapter 24-64-
Page 12
170/190
EPGDS Communications Architecture

The Electrical Power Generation and Distribution System (EPGDS) communications scheme provides an interface with the Avionics Standard Communications Bus (ASCB). This interface enables the EPGDS to acquire system information (such as weight on wheels status) from the Modular Avionic Units (MAUs). In addition, it enables the EPGDS to provide maintenance related information to the Central Maintenance Computer (CMC) and crew alert messages to the Engine Indication and Crew Alerting System (EICAS). The GCUs and EPM transmit and receive data as needed for EPGDS coordination via a dedicated 1553 communication bus. An independent Controller Area Network (CAN) communication bus (1553) is provided to allow data to be transferred between the Secondary Power Distribution Assemblies (SPDAs). An ARINC 429 communication scheme is utilized to allow data to be transmitted between the GCUs and SPDAs, and between the SPDAs and Multipurpose Control and Display Units (MCDUs). An additional ARINC 429 bus scheme is implemented to enable communication with the Air Management System (AMS). The GCUs, EPM, and SPDAs have a RS-485 communication interface for their interrogation in a repair shop. Another ARINC 429 interface is utilized to coordinate APU start activity with the APU FADEC. The RS485 communication interface is provided on the GCUs and EPM, and the RS232 communication interface is provided on the SPDAs for interrogation of the controllers during repair shop visit.
Main Avionics Interface

The main avionics communications interface used on the ERJ170 is the Avionics Standard Communications Bus (ASCB). The SPDA architecture characterizes ASCB as a high bandwidth interface. As such, the ASCB communication module will connect to the processor modules via the Peripheral Component Interconnect (PCI) bus. Only the active processor will transmit data. Both the active and stand-by processors will read data from the ASCB module. High bandwidth communications protocols such as ASCB cannot be supported adequately on the IEEE-1394 buses. These interfaces are connected to the processors using a 33 MHz, 32 bit, Peripheral Component Interconnect (PCI) bus back plane. The two SPDA processors share the PCI bus segment with the ASCB module.
Cross-Channel Communications
The cross-channels communications bus is used to coordinate the utility and load management systems between the SPDAs and as a backup to ASCB. If one SPDA loses its aircraft interface, necessary data will be relayed via the other SPDA to and from the avionics. Only the active processors in each SPDA communicate on the bidirectional cross-channel bus. The cross channel communications between SPDAs is implemented using the Controller Area Network (CAN) bus operating at 500K bits/second. The cross-channel communications is a dual channel system for redundancy. The total wire length for each of the redundant buses is 262 feet (80 meters) maximum.
Figure 7: Electrical Power Generation and Distribution System (EPGDS) schematic
LICC EPM INTERLRM (1553) TX INTER-LRM (1553) AGCU TX RX GCU 2 RX TX
RICC RX
MAU 3 TX WIRE SPLICE ARINC 429
GCU 1 RX MCDU 1 ARINC 429 TX RX ARINC 429 RX ARINC 429 RX TX CAN BUS (1553) ARINC 429 ASCB MCDU 2 TX
RX APU TX FADEC RX
ARINC 429
WIRE SPLICE
ARINC 429 TX RX TX RX TX
PCI
TX
RX
RX TX
RX
TX RX RX PCI IEEE-1394
IEE-1394 RX TX
RS422 SPDA 2 RX TX AMS
SPDA 1
MAU 1
MAU 2
MAU 3
Chapter 24-64-
Page 14
170/190
CAS Messages List (From FIM 24-00-00)

CAS MESSAGE
AC BUS 1 OFF AC BUS 2 OFF AC ESS BUS OFF AC STBY BUS OFF APU GEN OFF BUS BATT 1 DISCHARGING BATT 1 OFF BATT 1 OVERTEMP BATT 1-2 OFF BATT 2 DISCHARGING BATT 2 OFF BATT 2 OVERTEMP BATT DISCHARGING
TYPE
CAUTION CAUTION CAUTION CAUTION CAUTION CAUTION CAUTION WARNING WARNING CAUTION CAUTION WARNING WARNING
DESCRIPTION
The AC bus 1 is De-energized. The AC bus 2 is De-energized. The AC bus essential is de-energized. The AC standby bus is de-energized.
FAULT CODE
24500100 24500200 24500300 24500400
The APU is running, but APU generator is not connected to the AC tie bus. 24200100 The battery 1 is discharging. The battery 1 is not connected to DC essential bus 1. The battery 1 has an overtemperature. The battery 1 and 2 are off. The battery 2 is discharging. The battery 2 is not connected to DC essential bus 2. The battery 2 has an overtemperature. The battery is discharging. There is a disagreement between the battery 1 temperature sensors. There is a disagreement between the battery 2 temperature sensors. The DC bus 1 is de-energized. The DC bus 2 is de-energized. The DC essential bus 1 is de-energized. The DC essential bus 2 is de-energized. The DC essential bus 3 is de-energized. The electrical system is under electrical emergency. The IDG 1 is not connected to the AC bus 1. The IDG 1 oil temp is high or its pressure is low. The IDG 2 is not connected to the AC bus 2. The IDG 2 oil temp is high or its pressure is low. The AC inverter is defective. The loas shed was comanded. There is a failure in the RAT system. There is a thermal circuit breaker tripped. There is a defective module in the SPDA. There is a failure in the TRU 1 system. There is a failure in the TRU 2 system There is a failure in the TRU essential system. 24300101 24300301 24300401 24300200 24300102 24300302 24300402 24300300 24300501 24300502 24600100 24600200 24600300 24600400 24600500 24000300 24200151 24200251 24200152 24200252 24200200 24000200 24200300 24000100 24600600 24300201 24300202 24300100
BATT 1 TEMP SENS FAULT CAUTION BATT 2 TEMP SENS FAULT CAUTION DC BUS 1 OFF DC BUS 2 OFF DC ESS BUS 1 OFF DC ESS BUS 2 OFF DC ESS BUS 3 OFF ELEC EMERGENCY IDG 1 OFF BUS IDG 1 OIL IDG 2 OFF BUS IDG 2 OIL INVERTER FAIL LOAD SHED RAT FAIL REMOTE CB TRIP SPDA FAIL TRU 1 FAIL TRU 2 FAIL TRU ESS FAIL CAUTION CAUTION CAUTION CAUTION CAUTION WARNING CAUTION CAUTION CAUTION CAUTION CAUTION ADVISORY CAUTION ADVISORY ADVISORY CAUTION CAUTION CAUTION
Figure 8: Fault code index (In FIM)

Maintenance Message (IN CMC)
GO TO FIM TASK 24-21-00-810-803-A 24-21-00-810-803-A 24-21-00-810-805-A 24-21-00-810-806-A 24-21-00-810-855-A 24-21-00-810-856-A 24-22-00-810-801-A 24-22-00-810-802-A 24-22-00-810-811-A 24-22-00-810-812-A 24-22-00-810-825-A 24-22-00-810-827-A 24-22-00-810-828-A 24-22-00-810-829-A 24-22-00-810-830-A 24-22-00-810-831-A 24-22-00-810-831-A 24-22-00-810-832-A 24-22-00-810-833-A 24-22-00-810-834-A 24-22-00-810-835-A 24-22-00-810-836-A 24-22-00-810-837-A 24-42-00-810-805-A 24-42-00-810-806-A 24-42-00-810-814-A 24-51-00-810-826-A 24-51-00-810-827-A 24-51-00-810-828-A
CAS Message
FAULT CODE 24200100 FAULT DESCRIPTION APU GEN OFF BUS (CAUTION) MAINTENANCE MESSAGE 24210002GU2 24210002GU1 24210011GU1 24210011GU2 24210014AGC 24210015AGC 24220001AGC 24220002AGC 24220011AGC 24220012AGC 24220052AGC 24220054AGC 24220059AGC 24220060AGC 24220061AGC 24220073AGC 24220062AGC 24220064AGC 24220065AGC 24220072AGC 24220074AGC 24220077AGC 24220083AGC 24420001EPM 24420002EPM 24420016EPM 24510003AGC 24510006AGC 24510067AGC
Chapter 24-64-
Page 16
170/190
Maintenance Message FIM Reference

TASK 24-21-00-810-855-A Different GLC 1 Status Sensed by AGCU and GCU 1 A. General (1) This task is for fault code 2421001AGC (GLC1/AGCU/WRG FAULT) (2) The GCU 1 controls the GLC1. B. Fault Description (1) There is a disagreement between the AGCU and the GCU 1 as they sense the GLC 1 status. C. Probable causes (1) Failure of the GLC 1 (AMM MPP 24-21-21/401) (AIPC 24-21-21) (2) Failure of the AGCU (AMM MPP 24-22-03/401) (AIPC 24-22-03) (3) Defective harness (WM 24-61-53) (4) Defective harness in the LICC (AMM MPP 24-51-01/401) (AIPC 24-51-01) (5) Defective harness in the RICC (AMM MPP 24-51-03/401) (AIPC 24-51-03)
Figure 9: MFD CMC Access (Co-Pilot Only)
CCD CURSOR CONTROL DEVICE
MFD 2
Maintenance
System Config
Chapter 24-64-
Page 18
170/190
Electrical System Diagnostic Tests

SYSTEM DIAGNOSTICS MENU Select System Diagnostics in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the System Diagnostics Soft Key. Select the System diagnostics Soft Key by pushing one of the enter keys on CCD no.2 The System diagnostics menu is displayed and a list of member systems organized by ATA chapter that have system diagnostic pages associated with them are presented.
Figure 10: Electrical System Diagnostic Tests
MAINTENANCE M ESSA GES
SYSTEM DIA GNOSTICS
EXTENDED MAINTENA NCE
DATA LOADER
FILE TRANSFER
Chapter 24-64-
Page 20
170/190
Notes:
Figure 11: Electrical System Diagnostic Tests
Chapter 24-64-
Page 22
170/190
24-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 24-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 24 ELECTRICAL POWER
00-00 Electrical Synoptic Display (MFD Electrical Page) 00-01 IDG Disconnect LED (Overhead Panel)
C 2 C 2
0 1 2 0 0 2 0 0
NOTE:
Any indication on MFD Electrical Page may be inoperative.
| | |
42-00 AC External Power C 1 System 1) AC GPU AVAIL/IN USE Pushbutton Lights C 4
0 0 0 0 0
(O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided IFE RACK Power Switch is verified to operate normally before each departure. | | | |
00-05 Batteries 1 and 2 C 4 Voltage Indication on MFD Status Page 22-01 APU Generator C 4 C 1
One indication per battery may be inoperative. May be inoperative provided affected battery voltage is available on MFD Electrical Page. May be inoperative provided APU generator remains selected off. (O)May be inoperative provided alternate procedures are established and used. One sensor per battery may be inoperative provided at least one temperature of associated battery on Electrical Synoptic Display (MFD Electrical Page) is verified to operate normally before each flight.
2) AC GPU C 1 AVAILABLE Light on Flight Attendant Ground Service Panel 3) AC GPU IN USE C 1 Light on Flight Attendant Ground Service Panel
36-10 Batteries 1 and 2 C 4 Temperature Sensors 41-00 DC External Power D 1 *** System 1) DC GPU AVAIL/IN USE Pushbutton Lights D 2
52-03 In-Flight C 1 *** Entertainment System (IFE) Auto Shutdown
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 1
MEL (Example)
54-00 Electrical *** Outlets 1) Cockpit AC Electrical Outlet 2) Avionics Compartment Electrical Outlet 3) Galley/ Wardrobe Electrical Outlet
D D D
0 0 0
| | | | | | | | | | | | |
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 2
170/190
Chapter 24-MEL
Page 3
170/190
ATA 24 Electrical System Operation
170/190
Figure 1: Unpowered A/C

F
AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 LICC
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A
IDG 1 GLC 1 120A
APU GEN ALC 120A
IDG 2 GLC 2 120A RICC
BTC 2 120A AC BUS 2 CB1 CB29 35A 50A
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A

TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A ETC 2 120A RF1 150A
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 200A

DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
ISOLATED RICC AF2 ASC 300A 400A
BC 1 200A
CB17 15A
EF4 225A HOTBATT BUS 1 BATT 1
TO APU START DC EXT PWR
EPDC 400A
AC INVERTER 250VA DC
Chapter 24-64
Page 1
Figure 2: Batteries only

RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 LICC APU GEN ALC 120A BTC 2 120A AC BUS 2 CB29 CB1 35A 50A IDG 2 GLC 2 120A RICC
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
ISOLATED RICC AF2 ASC 300A 400A TO APU START DC EXT PWR
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 2
170/190
Figure 3: Battery 2 supplying APU start function

CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 3
Figure 4: DC EXT power supplying APU function

CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 4
170/190
Figure 5: APU generator supplying A/C

RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A
CB26 25 A
IDG 1 GLC 1 120A AETC 60A
AC EXT PWR EPAC 120A BTC 1 120A LICC
APU GEN ALC 120A
BTC 2 120A AC BUS 2

CB29 CB1
AC BUS 1
CB3
50A
AC GND SVC
GSTC 60A 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A ETC 2 120A RF1 150A
CB4
35A
50A
DC GND SVC

DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2 2
BC 1 200A 15A
CB17
EF4 225A HOTBATT BUS 1 BATT 1 1
EPDC 400A
AC INVERTER 250VA DC VA DC 250
Chapter 24-64
Page 5
170/190
Figure 6: APU GEN Supplying Airplane ALC Close Command
APU GEN Switch ON Protective trip of APU Gen channel AND Tie Bus dead APU Gen power ready conditions satisfied AGCU granted tie bus access Power transfer control logic (autoparallel) AGCU AND OR ALC Close Command
Chapter 24-64
Page 6
170/190
Figure 7: A/C EXT power supplying aircraft

RAT GEN EICC RLC 60A
IN USE
APU GEN ALC 120A
AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A
CB26 25A
AC BUS 1 CB3 50A AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 7
Figure 8: AC EXT PWR Supplying Airplane BTC Close Command _ Primary control
AC BUS TIES Switch AUTO Associated BTC trip command Associated BTC inhibit signal Associated AC Main Bus is dead Another power source available to supply associated AC Main Bus Associated GCU allows BTC1 closure Associated GCU is granted tie bus access Power transfer control logic (autoparallel) Is commanding associated BTC to close Associated GCU is granted tie bus access GCU1 or GCU2 AND OR AND AND BTC Close Command
AND
Chapter 24-64
Page 8
170/190
Figure 9: AC EXT PWR Supplying Airplane BTC Close Command- Secondary control
GCU1/2 loss of power GCU1/2 failsafe
OR
Hardware discrete inhibit from GCU1/2 1553 software discrete inhibit from GCU1/2 AC BUS TIES Switch AUTO Associated BTC trip command Associated BTC inhibit signal Associated AC Main Bus is dead Another power source available to supply associated AC Main Bus AGCU allows BTC1 closure AGCU is granted tie bus access
AND
BTC Close Command
AND OR AND AGCU

Chapter 24-64
Page 9
170/190
Figure 10: A/C EXT power supplying ground SVC buses
RAT GEN EICC RLC 60A AC ESS BUS

CB26
APU GEN ALC 120A
BTC 2 120A AC BUS 2 GSTC 60A
AVAIL
AC BUS 1
STBYC 10A STANDBY AC BUS
25A
CB3 50A
AC GND SVC
CB29 35A
CB1 50A
TRU ESS 300A TRU EC 400A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
EF1 150A
DC ESS BUS 3
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 10
170/190
Figure 11: IDGs supplying aircraft (Ground Mode)
IDG 1 GLC 1 120A
APU GEN ALC 120A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 11
Figure 12: IDGs Supplying Airplane (ground mode) GLC Close Command
GEN CONTROL Switch ON Protective trip of associated IDG channel Associated IDG power ready conditions satisfied Associated AC Main Bus dead Tie Bus dead No other power source available to power tie bus AND OR AND GLC Close Command
Power transfer control logic (autoparallel)
Associated BTC commanded open OR Associated GCU granted tie bus access GCU1 or GCU2
Chapter 24-64
Page 12
170/190
Figure 13: IDGs Supplying Airplane (ground mode) Ground Mode Determination
SPDA1 EEC1
ARINC 429
Weight On Wheels (WOW) = Ground Mode Engine 1 speed < 12,750 RPM (75% N2) Inter-LRM (1553)
AND
30 sec
Ground Mode GCU1
SPDA2 EEC2
Weight On Wheels (WOW) = Ground Mode Engine 2 speed < 12,750 RPM (75% N2) Inter-LRM (1553)
AND
30 sec
Ground Mode GCU2
ASCB Engine 2 speed < 12,750 RPM (75% N2) Engine 1 speed < 12,750 RPM (75% N2) SPDA2 Weight On Wheels (WOW) = Ground Mode AGCU AND 30 sec Ground Mode
Chapter 24-64
Page 13
Figure 14: IDGs supplying aircraft (air Mode)
IDG 1 GLC 1 120A
APU GEN ALC 120A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 14
170/190
Figure 15: IDGs Supplying Airplane (air mode) Air Mode Determination
SPDA1 EEC1
ARINC 429
Weight On Wheels (WOW) = Air Mode Engine 1 speed > 12,750 RPM (75% N2) Inter-LRM (1553) OR
1 sec
Air Mode GCU1
SPDA2 EEC2
Weight On Wheels (WOW) = Air Mode Engine 2 speed > 12,750 RPM (75% N2) Inter-LRM (1553) OR
1 sec
Air Mode GCU2
ASCB Weight On Wheels (WOW) = Air Mode Engine 2 speed > 12,750 RPM (75% N2) SPDA2 Engine 1 speed > 12,750 RPM (75% N2) AGCU OR 1 sec Air Mode
Chapter 24-64
Page 15
Figure 16: IDG 1 and APU GEN supplying aircraft
IDG 1 GLC 1 120A
APU GEN ALC 120A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A


DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 16
170/190
Figure 17: IDG 1 supplying aircraft
IDG 1 GLC 1 120A
APU GEN ALC 120A
AC BUS 1
CB26 25A
CB3 50A
AC GND SVC
GSTC 60A 3PH 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A ETC 2 120A RF1 150A
DC GND SVC

DC ESS BUS 2
DC ESS BUS 3
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A
DC ESS BUS 1
BC 1 200A
CB17 15A
EPDC 400A
Chapter 24-64
Page 17
Figure 18: IDG 1 Supplying Airplane BTC Close Command
AC BUS TIES Switch AUTO Associated BTC trip command Associated BTC inhibit signal Associated AC Main Bus is dead Another power source available to supply associated AC Main Bus Associated GCU allows BTC1 closure Associated GCU is granted tie bus access Power transfer control logic (autoparallel) Is commanding associated BTC to close Associated GCU is granted tie bus access GCU1 or GCU2 AND OR AND AND BTC Close Command
AND
Chapter 24-64
Page 18
170/190
Figure 19: RAT and batteries supplying the airplane (Air Mode)
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A
DC ESS BUS 3
APU GEN LICC ALC 120A
DC GND SVC
TRU2 300A RF1 150A TRU 2C 400A DC BUS 2 EC 2 120A RF2 200A
DC ESS BUS 2
DCTC 120A ETC 2 120A
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 AICC
BC2 200A AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
CB17 15A
EPDC 400A
Chapter 24-64
Page 19
Figure 20: IDGs supplying airplane (Air Mode), TRU 2 failed
IDG 1 GLC 1 120A
APU GEN ALC 120A
AC BUS 1
CB26 25 A
CB3 50A
AC GND SVC
GSTC 60A
DC GND SVC
CB4 35A TRU 1 300A

TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A
Failure
RF1 150A
TRU2 300A
DC ESS BUS 3
ETC 2 120A
TRU 2C 400A DC BUS 2 EC 2 120A RF2 200A

DC ESS BUS 2
EF1 150A
EF2 150A
ETC1 120 A
CB17 15A
EPDC 400A
Chapter 24-64
Page 20
170/190
Figure 21: TRU1C or TRU2C Close Command Primary control
TRU Switch latched in (ON) AC Main Bus powered TRU overcurrent condition TRU output current no longer present TRU voltage ripple excessive GCU1 or GCU2 AND TRU1C or TRU2C Close Command
Chapter 24-64
Page 21
Figure 22:TRU1C or TRU2C Close Command Secondary control
GCU (1 or 2) loss of power GCU (1 or 2) failsafe
OR
Hardware discrete inhibit from GCU (1 or 2) 1553 software discrete inhibit from GCU (1 or 2) TRU Switch (1 or 2) ON AC Main Bus (1 or 2) powered TRU (1 or 2) overcurrent condition TRU (1 or 2) output current no longer present TRU (1 or 2) voltage ripple excessive AGCU AND TRU (1C or 2C) Close Command
Chapter 24-64
Page 22
170/190
Figure 23: IDGs supplying airplane (Air Mode), AC bus 1 short

AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A
DC ESS BUS 3
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A
3 -trip
IDG 1 GLC 1 120A
2 - lock out
LICC
APU GEN ALC 120A
AETC 60A
1 - short to ground
TRU ESS 300A TRU EC 400A DC GND SVC
DC ESS BUS 2
EF1 150A
EF2 150A
ETC1 120 A
CB17 15A
EPDC 400A
Chapter 24-64
Page 23
Figure 24: IDGs supplying airplane (Air Mode), DC bus 2 short

AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC TRU ESS 300A TRU EC 400A GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A
DC ESS BUS 3
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A AETC 60A
IDG 1 GLC 1 120A
3 - Lockout
RF1 150A
DC GND SVC
TRU2 300A
DCTC 120A
TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A

DC ESS BUS 2
4 - Open 1 - Short to ground 4 - Open

EF1 150A
EF2 150A
ETC1 120 A
EF3 200A ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
2 - Blows open
AICC
BC2 200A AF1 225A
CB17 15A
HOTBATT BUS 2 ABC 400A BATT 2
EPDC 400A
Chapter 24-64
Page 24
170/190
Figure 25: IDGs supplying airplane (Air Mode), DC ESS bus 3 short
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A
DC ESS BUS 3
2 - Trips
DC GND SVC
DC ESS BUS 2
EF1 150A
EF2 150A
ETC1 120 A
EF3 200A ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
3 - Open
AICC
3 - Open
CB17 15A
EPDC 400A
Chapter 24-64
Page 25
Chapter 24-64
Page 26
170/190
24-MEL (Example)
C 2 C 2
0 1 2 0 0 2 0 0
NOTE:
| | |
0 0 0 0 0
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 1
MEL (Example)
D D D
0 0 0
| | | | | | | | | | | | |
-------------------------------------------------------------------------------
Chapter 24-MEL
Page 2
170/190
Chapter 24-MEL
Page 3
170/190
ATA 24 Electrics
190
Table of Content
24-00 Electrical power general
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EPGDS Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Integrated Control Centres (ICCs) . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The ICC cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 LICC (GCU 1, EPM, and TRU 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 LICC (Circuit Breakers and Fuses) . . . . . . . . . . . . . . . . . . . . . . . . . 9 RICC (GCU 2, AGCU, and TRU 2) . . . . . . . . . . . . . . . . . . . . . . . . 11 RICC (Circuit Breakers and Fuse) . . . . . . . . . . . . . . . . . . . . . . . . . 13 The Essential Integrated Control Centre (EICC) . . . . . . . . . . . . . . 15 EICC (Circuit Breakers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 EICC (TRU ESS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 The Auxiliary Integrated Control centre (AICC) . . . . . . . . . . . . . . . 19 AICC Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
24-21 Intergrated Drive Generators (IDGs)

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The Constant Speed Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 The hydraulic log unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 A Differential Pressure Indicator (DPI) . . . . . . . . . . . . . . . . . . . . . . .5 The scavenge relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Rotating deaerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 IDG 1 and 2 Selector Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 IDG disconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 IDG cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Crew actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Thermal disconnect mechanism . . . . . . . . . . . . . . . . . . . . . . . . . .11 The disconnect solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 IDG resetting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 GCU and PMG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
24-22 APU AC generation

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The AUX generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 The APU generator switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 The Auxiliary Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . .5 GCUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 The Auxiliuary Generator Line Contactor (ALC) . . . . . . . . . . . . . . .7 The Auxiliary Generator Line Current Transformer . . . . . . . . . . . . .9
24-20-00 AC Generation general

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AC BUS TIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Load Shed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 NBPT - No break Power Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . 9
FOR TRAINING ONLY - Reproduction Prohibited
Chapter 24-TOC
Page I
190
The EICAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Battery location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Maintenance checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Avionics Battery (BATT 1) Functional Interface . . . . . . . . . . . . . . . .9 APU Start Battery (BATT 2) Functional Interface . . . . . . . . . . . . . .9
24-23 AC Emergency Generation

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The Ram Air Turbine (RAT) system . . . . . . . . . . . . . . . . . . . . . . . . 1 RAT GCU (RGCU) Installation Location . . . . . . . . . . . . . . . . . . . . . 3 RAT deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 RAT system Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 RAT System functional Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
24-40 External Power

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 GPU Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 EPM Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 EPM (Block Diagram) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
24-24 Static inverting

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
24-41 DC External power

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 CAS Caution Message GPU CONNECTED . . . . . . . . . . . . . . . . . .3
24-30 DC Generation System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
24-31 DC Generation
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DC power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
24-42 AC-External Power

Cockpit Electrical Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 AC External Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
24-51 AC Power Generation

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The AC power distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
24-36 Main Batteries

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Battery case container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
24-52 AC Circuit Breakers

Chapter 24-TOC Page II
190
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The LICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The RICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The EICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
24-60 DC Power Distribution System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Intergrated Control Centers and SPDAs . . . . . . . . . . . . . . . . . . . . . 3
24-61 Secondary Power Distribution Assemblies

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SPDA Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 No moving parts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SPDA 1 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 SPDA Modular Composition and Power Sources . . . . . . . . . . . . . . 9 SPDA 2 Line replaceable Modules (LRMs) . . . . . . . . . . . . . . . . . . 13 SSPCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 CAS Advisory Message REMOTE CB TRIP . . . . . . . . . . . . . . . . . 19 MCDU CB Control Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
24-MEL (Example)
Chapter 24-TOC
Page III
190
Chapter 24-TOC
Page IV
170/190
24-00 Electrical power general

Introduction
The Electrical Power Generating and Distribution System (EPGDS) is comprised of AC and DC power sources. The AC system consists of two engine-driven Integrated Drive AC Generators (IDGs), one Auxiliary Power Unit driven AC-Generator (APU GEN); one Ram Air Turbine driven AC-Generator (RAT) and one AC external power input.
The DC system consists of: one DC external power input and two nickel cadmium accumulators. Normal operation of the EPGDS is in automatic mode, whereby selection of the power source for each bus is accomplished automatically.
Chapter 24-00
Page 1
Figure 1: Electrical Power Generating and Distribution System (EPGDS) schematic

AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 3PH 50A AC GND SVC TRU ESS 300A TRU EC 400A GSTC 60A 3PH 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A ESS BUS 3 EF1 EF2 150A 150A ETC1 120 A EF3 200A ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 BATT 2 DCTC 120A RF1 150A LICC
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS 3PH 35A AETC 60A
IDG 1 GLC 1 120A
APU GEN ALC 120A
BTC 2 120A AC BUS 2 3PH 3PH 50A 35A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A ESS BUS 2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
ISOLATED AF2 ASC 300A 400A
1PH 15A
EPDC 400A
Chapter 24-00
Page 2
170/190
EPGDS Component Locations

Each IDG is installed on its respective engine gearbox. The APU Generator is installed on the APU gearbox. The following EPGDS equipment is installed in the pressurized forward avionics bay: - Essential Integrated Control Centre (EICC) - Transformer Rectifier Unit Essential (TRU ESS) - Secondary Power Distribution Assembly # 1 (SPDA 1) - Battery #1 (BATT1) - Static Inverter The following EPGDS equipment is installed in the pressurized mid avionics bay: - Left Integrated Control Centre (LICC) - Restow Pump - Generator Control Unit # 1 (GCU 1) - Uplock - External Power Module (EPM) - Manual Release Cable Assembly - Transformer Rectifier Unit # 1 (TRU 1) The RAT GCU is installed in the forward pressurized avionics bay. - Right Integrated Control Centre (RICC) - Generator control Unit # 2 (GCU 2) - Auxiliary Generator Control Unit (AGCU) - Transformer Rectifier Unit # 2 (TRU 2) - Secondary Power Distribution Assembly # 2 (SPDA 2) The following EPGDS equipment is installed in the pressurized rear avionics bay: - Auxiliary Integrated Control Centre (AICC) - Battery # 2 (BATT 2) The Ram Air Turbine (RAT) system is installed adjacent to the nose wheel bay on the right side of the aircraft outside of the forward Ebay just below the co-pilot position. The following LRUs are accessible from the nose wheel bay: - RAT Actuator
Chapter 24-00
Page 3
Figure 2: Electrical system
LICC TR U SPDA 2
IDG 1
Static Inverter
SPDA 1
EICC
APU Generator
Battery 1
Battery 2 RAT System
AICC
RICC
IDG 2
Chapter 24-00
Page 4
170/190
Integrated Control Centres (ICCs)

The Left and Right Integrated Control Centres are located in the temperature and pressure controlled Mid E-Bay. Access to this equipment can is through the Mid E-Bay floor access hatch, located on the aircraft port side behind the left wing. Both ICCs provide control, protection and distribution of primary AC / DC electrical power.
The ICC cooling

The ICCs are mounted and bonded using four bolts through the four mounting feet. Cooling air is provided from the aircraft Air Management System (AMS) and drawn through the TRU to ensure adequate heat dissipation. All other ICC components are cooled by natural convection. All normal maintenance for removal and replacement of the TRUs, GCUs, EPM, contractors, relays, fuses and circuit breakers is performed through the front of both ICCs.
Chapter 24-00
Page 5
Figure 3: LICC and RICC Locations
Both ICCs provide

ntrol tection distribution mary AC / DC electrical power Mid E-Bay floor access hatch
Chapter 24-00
Page 6
170/190
LICC (GCU 1, EPM, and TRU 1)

The ICCs share some common design features, including the use of Line Replaceable Units (LRMs). The same Generator Control Unit (GCU) is used in the LICC and RICC. There is a common Transformer Rectifier Unit (TRU) in the LICC, RICC, and EICC. The contactor base plate assembly is similar in the three ICCs. Common circuit breakers, which are LRMs, are used in all ICCs. Circuit breakers are mounted and accessible through the front panel of the ICCs. Relays are common and are socket mounted LRMs. The LICC provides control, protection, and distribution of primary AC/DC power. Scheduled maintenance of the LICC is not required. The LICC contains the following LRMs accessible from the front face without opening circuit breaker panels: GCU 1: Generator Control Unit # 1 provides control, protection and distribution of power generated by IDG 1. EPM: External Power Module provides protection and distribution of external AC power. TRU 1: Transformer Rectifier Unit # 1 provides DC power to DC BUS 1, DC ESS BUS 1, DC GND SVC Bus, backup power for DC BUS 2 and DC ESS BUS 3, and charging current for Battery 1 under normal configuration operation.
Chapter 24-00
Page 7
Figure 4: LICC
GCU 1
TRU 1
EPM
Chapter 24-00
Page 8
170/190
LICC (Circuit Breakers and Fuses)

The LICC provides AC and DC power distribution and protection for the main aircraft busses associated with the left side of the aircraft. The circuit breakers are thermal type devices with temperature compensation. When subjected to an overload current, the breaker will trip open after a predetermined time. The circuit breakers are the free tripping, push/pull, on/off, manual actuation type. The CB aux contacts are normally open polarized with a blocking diode. These CBs are accessible by opening the associated front panels. Removal and replacement can be accomplished by loosening the attaching hardware and the interface wire harness. Precautions should be taken to ensure proper maintenance for power considerations are practised while conducting maintenance on the circuit. These devices are not to be resettable or replaced in flight. The fuses are thermal type devices, which melt when subjected to an overload current. The fuse blown detector is mounted in parallel to the fuse. When the fuse melts, the fuse blown detector changes permanently the position of a form C contact. The fuse and fuse blown detector can only be used one.
Chapter 24-00
Page 9
Figure 5: LICC Internal
Chapter 24-00
Page 10
170/190
RICC (GCU 2, AGCU, and TRU 2)

The ICCs share some common design features, including the use of Line Replaceable Units (LRMs). The same Generator Control Unit (GCU) is used in the LICC and RICC. There is a common Transformer Rectifier Unit (TRU) in the LICC, RICC, and EICC. The contactor base plate assembly is similar in the three ICCs. Common circuit breakers, which are LRMs, are used in all ICCs. Circuit breakers are mounted and accessible through the front panel of the ICCs. Relays are common and are socket mounted LRMs. The RICC provides control, protection, and distribution of primary AC/DC power. Scheduled maintenance of the RICC is not required. The RICC contains the following LRMs accessible from the front face without opening circuit breaker panels: GCU 2: Generator Control Unit # 2 provides control, protection, and distribution of power generated by IDG2. AGCU: Auxiliary Generator Control Unit provides control, protection, and distribution of power generated by the APU Generator. TRU 2: Transformer Rectifier Unit # 2 provides DC power to DC BUS 2, DC ESS BUS 2, backup power for DC BUS 1 and DC ESS BUS 3, and charging current for Battery 2 under normal configuration operation.
Chapter 24-00
Page 11
Figure 6: RICC
GCU 2
TRU 2
AGCU
Chapter 24-00
Page 12
170/190
RICC (Circuit Breakers and Fuse)

CAUTION: All power sources to the ICC need to be disconnected prior to performing any maintenance on the ICC (such as opening the panels or removing any LRMs). The circuit breakers are thermal type devices with temperature compensation. When subjected to an overload current, the breaker will trip open after a predetermined time. The circuit breakers are the free tripping, push/pull, on/off, manual actuation type. The CB aux contacts are normally open polarized with a blocking diode. These CBs are accessible by opening the associated front panels. Removal and replacement can be accomplished by loosening the attaching hardware and the interface wire harness. Precautions should be taken to ensure proper maintenance for power considerations are practised while conducting maintenance on the circuit. These devices are not to be resettable or replaced in flight. The fuse is a thermal type devices, which melts when subjected to an overload current. The fuse blown detector is mounted in parallel to the fuse. When the fuse melts, the fuse blown detector changes permanently the position of a form C contact. The fuse and fuse blown detector can only be used one.
Chapter 24-00
Page 13
Figure 7: RICC Internal
DC Contactor & Relay Cavity AC Contactor Cavity
AC Relays
DC Circuit Breakers
AC Circuit Breakers
Chapter 24-00
Page 14
170/190
The Essential Integrated Control Centre (EICC)

The Essential Integrated Control Centre (EICC) is located in the temperature and pressure controlled Forward E-Bay. Access to this equipment is through the forward E-Bay floor access hatch, which is located in front of the nose gear. The EICC provides control, protection and distribution of primary AC/ DC electrical power. The EICCs are mounted and bonded using four bolts trough the four mounting feet. Cooling air is provided by the Air Management System (AMS) and drawn through the TRU to ensure adequate heat dissipation. All other EICC components are cooled through natural convection. All normal maintenance for removal and replacement of the Essential TRU (TRU ESS), contractors, relays, fuses and circuit breakers is performed through the front of the EICC. Precautions should be taken to ensure proper power safety procedures are practised while conducting maintenance on the EICC.
Chapter 24-00
Page 15
Figure 8: EICC
Forward E-bay
EICC
EICC
EICC provides
trol, tection distribution ry AC / DC electrical power.
Chapter 24-00
Page 16
170/190
EICC (Circuit Breakers)

All loads is sourced from AC ESS BUS, DC ESS BUS 1, DC ESS BUS 3, HOT BATT BUS 1, or STANDBY AC BUS are protected by a circuit breaker on the EICC. The status of these circuit breakers is monitored by SPDA 1 and annunciated in the cockpit by means of a CAS message (REMOTE CB TRIP) and by means of the Multi functional Functional Display Unit (MCDU). The circuit breakers are thermal type devices with temperature compensation. When subjected to an overload current, the breaker will trip open after a predetermined time. The circuit breakers are the free tripping, pull/push, on/off, manual actuation type. The CB aux contacts are normally open polarized with a blocking diode. These CBs are accessible by opening the associated front panels. Removal and replacement can be accomplished by loosening the attaching hardware and the interface wire harness. Precautions should be taken to ensure proper maintenance for power considerations are practised while conducting maintenance on the circuit. These devices are not to be resettable or replaced in flight. CAUTION: All power sources to the ICC need to be disconnected prior to performing any maintenance on the ICC (such as opening the panels or removing any LRMs)
EICC (TRU ESS)

The ICCs share some common design features, including the use of Line Replaceable Units (LRMs). There is a common Transformer Rectifier Unit (TRU) in the LICC, RICC and EICC. The contactor base plate assembly is similar in the three ICCs. Common circuit breakers, which are LRMs, are used in all ICCs. Circuit breakers are mounted and accessible through the front panel of the ICCs. Relays are common and are socket mounted LRMs. The EICC provides control, protection, and distribution of primary AC/DC power. Scheduled maintenance of the EICC is not required. The following LRM is accessible from the front face of the EICC without opening circuit breaker panels: TRU ESS: The Essential Transformer Rectifier Unit provides DC power to DC ESS BUS 3. The TRU ESS can be replaced after removing the 4 captive screws. CAUTION: All power sources to the ICC need to be disconnected prior to performing any maintenance on the ICC (such as opening the panels or removing any LRMs).
Chapter 24-00
Page 17
Figure 9: EICC Internals
DC Contactor & Relay Cavity
DC Circuit Breakers
TRU ESS Cavity
AC Monitor Sensor K4 Cavity
AC Contactor & Relay Cavity
AC Circuit Breakers
Chapter 24-00
Page 18
170/190
The Auxiliary Integrated Control centre (AICC)

The Auxiliary Integrated Control Centre (AICC) is located in the temperature and pressure controlled Aft E-Bay. Access to this equipment is through an airplane panel located in the rear of the cabin. The AICC provides control, protection and distribution of primary AC/DC electrical power. The AICCs are mounted and bonded using four fasteners through the four mounting feet. All AICC components are cooled using natural convection. All normal maintenance for removal and replacement of the contactors, relays, fuses and circuit breakers is performed through the front of the AICC. Precautions should be taken to ensure proper power safety procedures are practised while conducting maintenance on the AICC.
Chapter 24-00
Page 19
Figure 10: AICC
AFT E-Bay
AICC Battery 2
Chapter 24-00
Page 20
170/190
AICC Electrical Components

The AICC contains the following LRMs depicted in the electrical schematic: EPDC: The External Power DC Contactor provides an interface between DC EXT PWR and the APU START BUS. It is controlled automatically through DC external power relay logic. The EPDC closes when the following conditions exist: - Acceptable external DC power quality exists - DC GPU PWR switch AVAIL lamp illuminates - DC GPU PWR switch is latched ON The EPDC opens when the DC GPU PWR switch is unlatched OFF. ASC: The APU Start Contactor allows BATT 2 or DC EXT PWR to be routed to the APU for starting. It is controlled by SPDA 2. ABC: The APU Start Bus Contactor allows BATT 2 power to be routed to the APU START BUS. It is controlled by SPDA 2. The HOT BATT BUS 2 provides a point of distribution for BATT 2 power. The APU Start Bus provides an interface to the APU and is powered by DC EXT PWR or BATT 2 during the APU start cycle.
Chapter 24-00
Page 21
Figure 11: AICC Components
APU Start Contactor (ASC) Fuse (AF2)
External Power DC Contactor (EPDC)
Voltage Sense Relay (K1 )
Circuit Breakers (15)
APU Bus Contactor (ABC)

Fuse & Detector (AF1)

Chapter 24-00
Page 22
170/190
24-20-00 AC Generation general

Introduction
The AC system of the airplane operates on 115 Volts AC, at 400Hz frequency stabilized. There are three main AC power sources: two Integrated Drive Generators (IDGs), installed on their respective engine gearboxes, and one APU Generator installed on the APU gearbox. There is also an AC external power source interface for ground operation, a Ram Air Turbine (RAT) for emergency purposes in flight, and a Static Inverter which goes into operation when only one main AC power source is available.
Chapter 24-20-
Page 1
Figure 1: AC Power Generation
Chapter 24-20-
Page 2
170/190
AC BUS TIES
The AC BUS TIES switch provides control of Bus Tie Contactor 1/2 (BTC 1 and BTC 2). With the switch in the AUTO position, the EPGDS will operate the BTC 1 and BTC 2 automatically. With the switch in the 1 OPEN position, BTC 1 will open and BTC 2 will operate automatically. With the switch in the 2 OPEN position, BTC 1 will operate automatically. For some system protections a BTC1 and / or BTC2 lockout system is operative. To reset a lockout, the AC BUS TIES switch must be rotated from the AUTO position to the respective BTC position and back to AUTO position.
Chapter 24-20-
Page 3
Figure 2: AC Bus tie contactors
RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A
IDG 1 GLC 1 120A
APU GEN ALC 120A
open
GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A RF1 150A
BTC 2 120A
operate automatically
AC BUS 1 CB3 50A AC GND SVC
AC BUS 2 CB1 CB29 50A 35A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
DC BUS 1 EC 1 120A DCTC 120A
DC ESS BUS3 EF1 EF2 150A 150A
ETC1 120 A
EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1
CB17 15A
EPDC 400A
Chapter 24-20-
Page 4
170/190
NOTES:
Chapter 24-20-
Page 5
Figure 3: AC Bus Tie Contactors
IDG 1 GLC 1 120A
APU GEN ALC 120A
operate automatically
BTC 2 120A
open
AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A RF1 150A
AC BUS 2 CB1 CB29 50A 35A
DC GND SVC
ETC1 120 A
CB17 15A
EPDC 400A
Chapter 24-20-
Page 6
170/190
Load Shed
The load shed/restoration function (logic) is automatically implemented and controlled in the SPDA(s) utilizing information sent over the ARINC 429 and ASCB communication buses to identify and initiate the shed/restoration function. The SPDA utilizes the following EPGS status information: - ARINC 429 information from the GCUs and EPM - To determine system configuration (number of AC power sources on-line based on contactor information) - ASCB information from the MAUs - To determine Weight On Wheels status (air/ground mode) - ARINC 429 information - To determine individual generator load information When a single generator (IDG or APU GEN) is operating while the aircraft is in air mode, the load shed function shall simultaneously shed all the non-essential loads as shown. Additionally, independent of air/ground mode configuration, the SPDA(s) shall interpret load information being provided by the associated GCUs. If generator phase current load information indicates: 116A = generator single phase current < 130A for 2.5 minutes OR 130A = generator single phase current < 174 A for 2.5 seconds then the load shed function shall simultaneously shed all the nonessential loads as shown.
Chapter 24-20-
Page 7
Figure 4: Single Generator Operation
Chapter 24-20-
Page 8
170/190
NBPT - No break Power Transfer

COORDINATION OF POWER TRANSFERS ON GROUND SYSTEM ALLOWS TWO AC SOURCES TO BE CONNECTED TO THE SAME BUS FOR A LIMITED PERIOD DURING POWER SOURCE CHANGE OVER. TO PREVENT SYSTEM INTERRUPTION (EG BLANKING SCREENS) - IDG RELATED NBPT - TIME ALLOWED - 5 SECS - APU GEN OR EXT POWER NBPT - TIME ALLOWED - 15 SECS. During normal operation, the two IDGs operate as the primary AC power sources in a split bus configuration supplying their respective AC BUSes. IGD 1 supplies AC BUS 1 when the Generator Line Contactor #1 (GLC1) is commanded closed by Generator Control Unit#1 (GCU1). IDG2 supplies AC BUS 2 when GLC2 is commanded closed by GCU2. The AC Tie Bus connects AC BUS 1 and AC BUS 2 enabling the opposite IDG, the APU GEN, or an AC EXT PWR source to supply an AC BUS. It is powered when AC EXT PWR is connected to the aircraft, and the External Power Contactor (EPAC) is commanded closed by the External Power Module (EPM). It is also powered during No Break Power Transfers (NBPTs), which occur during APU and engine start on the ground. During flight it is powered only when an IDG fails or if an engine is shut down. The APU GEN can deliver sufficient power to serve as an alternate source of power in flight if one or both IDGs fail. The EPGDS is designed to coordinate NBPTs on the ground between IDGs, AC EXT PWR, and the APU GEN. Power transfers in the air are break power transfers (BPTs). Positioning the cockpit control panel switches to the auto position enables the associated AC power source for transfer of power according to availability and bus priority rules. Manually selecting a system control switch to the OFF position either initiates a power transfer or trips the
associated contactor without any time delay depending on whether a power transfer is feasible at the time. The time allowed for IDG related NBPTs is 5 seconds. The time allowed for NBPTs between the APU GEN and an IDG is 15 seconds. The time allowed for NBPTs between the AC EXT PWR source and an IDG or the APU GEN is 15 seconds. IF an NBPT does not occur within the allowed time delay, the transfer shall be accomplished by means of a BPT with a minimum power interruption.
Chapter 24-20-
Page 9
Figure 5: NBPT No Break Power Transfer

IDG 1 MIDDLE AVIONICS COMPT (SDS 24-21) (MPP 24-21-01) AC EXTERNAL POWER (SSM 24-42-80) RAT GEN (SDS 24-23) (MPP 24-23-01) MIDDLE AVIONICS COMPT APU GEN (SDS 24-22) (MPP 24-22-01) (SDS 24-21) (MPP 24-21-01) IDG 2
GCU 1 GLC 1 AC BUS 1 BTC 1
EPM EPAC
FORWARD AVIONICS COMPT
RAT GCU ALC
APU GCU GLC2 BTC2 AC BUS 2
GCU 2
3 PH AETC
3 PH
3 PH
GSTC
AC GND SVC
RLC
3 PH
TRU 1
AC ESS BUS 3 PH DC GND SVC STBYC TRU ESS APU GEN (SDS 24-23) STBY AC BUS (MPP 24-23-01) MIDDLE AVIONICS COMPT (SDS 24-22) (MPP 24-22-01) TRU 2C
TRU 2
IDG 1 MIDDLE AVIONICS COMPT (SDS 24-21) (MPP 24-21-01) TRU 1C DCTC DC BUS 1 LICC GCU 1 (SDS 24-51) (MPP 24-51-01) AC BUS 1 EICC (SDS 24-51) (MPP 24-51-05) EF 3 DC ESS BUS 1 GLC 1 EC 1 BTC 1 EPM
AC EXTERNAL POWER (SSM 24-42-80)
RAT GEN
IDG 2 (SDS 24-21) (MPP 24-21-01) DC BUS 2
FORWARD AVIONICS COMPT EPAC
RAT GCU ALC
APU GCU EC 2 BTC2 RF 2 AC BUS 2 GLC2
GCU 2
3 PH
ETC 1 DC ESS BUS 3 EF 2 AETC EF 1
ETC 2 DC ESS BUS 2 BC2
3 PH
3 PH
BC 1
GSTC
RICC (SDS 24-51) (MPP 24-51-03)
AC GND SVC
RLC
3 PH
TRU 1
AC ESS BUS 3 PH DC GND SVC STBYC TRU ESS TRU 2C
TRU 2
TRU 1C DCTC DC BUS 1 LICC (SDS 24-51) (MPP 24-51-01) EC 1 STBY AC BUS DC BUS 2
EC 2
EICC (SDS 24-51) (MPP 24-51-05)
RF 2 EF 3 DC ESS BUS 1 EF 2 BC 1 ETC 1 DC ESS BUS 3 EF 1 BC2 ETC 2 DC ESS BUS 2 RICC (SDS 24-51) (MPP 24-51-03)
Chapter 24-20-
Page 10
170/190
24-21 Intergrated Drive Generators (IDGs)

Introduction
Two Integrated Drive Generators normally provide the source of aircraft electrical AC power on ground during taxi, during takeoff and during in-flight operation. Each mechanically-driven IDG is mounted on an engine gearbox. The IDG supplies 30/40 kilovolt-amps at 115/200 volts AC, using a three-phase, brushless type, four output wire system which is stabilized at 400Hz frequency. Stabilized operation frequency is accomplished by the Constant Speed Drive, CSD, which is part of the IDG unit. The purpose of the CSD is to ensure constant rpm by converting variable input speed into a constant output speed by means of a hydro-mechanical mechanism. The constant speed of the generator is necessary to produce the required stabilized 400Hz operation frequency of the AC electrical power supply system. Control and monitoring is provided by the associated Generator Control Unit (GCU), linked to the Secondary Power Distribution Assembly (SPDA) by digital interface (ARINC 429).
Issue:June06 Revision: 00
Chapter 24-21
Page 1
Figure 1: IDG Integrated Drive Generator

IDG 1 IDG 2
TAXI IN FLIGHT
TAKE OFF/LANDING
CSD
variable input speed constant output speed
stabilized 400Hz operation frequency of the AC electrical power supply system
GCU
Chapter 24-21
Page 2
170/190
The Constant Speed Drive

The Constant Speed Drive enables the generator to operate at a constant speed of 12,000 rpm, regardless of the variable engine speed and generator load. The input shaft of the CSD drives the generator through a 1:2 ratio gearing and a planetary differential gear. As long as the input drive shaft is at 6000 rpm, the generator operates at 12,000 rpm and produces 400Hz. When the input shaft rotation speed varies, the generator frequency also varies. The IDG is able to achieve this constant Generator drive speed if the input speed is between 4618 rpm,which is the minimum idle speed, and 8130 rpm. This varying speed deviation from 400Hz generates, via the Permanent Magnet Generator (PMG), associated electrical data to the Generator Control Unit (GCU). The GCU supplies an electrical signal to a servo valve inside the CSD. This servo valve then controls - through a control cylinder - the hydraulic log unit, which operates in a clockwise or counter-clockwise direction. Because the hydraulic log unit is connected to another input of the planetary differential gear, the generator rpm increases or decreases less than the input shaft rpm. As a result, the generator frequency stays constant.
Chapter 24-21
Page 3
Figure 2: IDG Internal

GCU
PRESSURIZATION VENT VALVE
TO SUMP
HOLDING TANK ECTRONIC NTROLLED DRAULIC RVO VALVE
ROTATING DEAERATOR
OIL-IN BOSS FROM COOLER
CYLINDER
TO SUMP
TO SUMP CHARGE PUMP
CHARGE PRESSURE MONITORING BOSS
CSD
HYDRAULIC LOG
CHARGE PRESSURE SWITCH
CHARGE RELIEF VALVE
TO SUMP
GENERAL COOLING AND LUBE OIL GENERATOR ACCESSORY DRIVE GEAR VARIABLE DISPLACEMENT HYDRAULIC UNIT FIXED DISPLACEMENT HYDRAULIC UNIT
STATOR ROTOR
DISCONNECT SOLENOID
PLANETARY DIFFERENTIAL
ROTOR STATOR
IMPUT SHAFT CCW ROTATION
constant speed of 12,000 rpm

PMG GENERATOR SCAVENGE PUMP SUMP SCAVENGE PUMP INVERSION SCAVENGE PUMP SCAVENGE FILTER OIL-OUT BOSS TO COOLER
OVERFLOW DRAIN
TEMP SENSOR
CASE DRAIN
PRESSURE FILL
DPI
Chapter 24-21
Page 4
170/190
The hydraulic log unit

The hydraulic log unit operates at 240-280 psi pressure. This oil pressure is maintained by a charge pump and charge relief valve. The charge oil is also used to cool and lubricate the generator and the other CSD components. It is not part of the engine oil circuit. The oil flow is between 7 and 12 gal / min. Drain oil from the generator and sump is supplied through a scavenge filter to an external oil cooler by three pumps, which are driven by the accessory drive gear on the planetary differential gear at a constant speed. These pumps are the generator scavenge pump, sump scavenge pump and the inversion scavenge pump. The generator scavenge pump collects lubricating oil from the generator and returns it to the CSD scavenge system to supply the sump scavenge pump. The sump scavenge pump collects the lubricating oil that returns to the bottom of the CSD (sump). These pumps press the oil through the scavenge filter, out of the IDG through the external oil cooler and back into the IDG. The inversion scavenge pump acts as a sump pump during negative-G operation to ensure a continuous flow to the oil cooler and to supply the charge pump.
The scavenge relief valve

A scavenge relief valve is provided for filter bypass and external circuit when the filter or external circuit remains plugged. In this case the bypass oil flows directly from the scavenge pump to the deaerator inlet. The oil is still circulating within the IDG; therefore the moving mechanism still receives adequate lubrication. However, the oil is not cooled when the IDG is in the bypass mode. The bypassing, uncooled oil will cause the IDG oil temperature to increase, and may cause the amber "FAULT" light in the IDG control panel switch to illuminate. The scavenge relief valve also opens during cold start conditions, because of the high pressure created by high oil viscosity in the external circuit.
Rotating deaerator
The entering oil passes through a rotating deaerator. This device extracts air from the oil with centrifugal force. The deaerated oil exits the deaerator discharge and enters the charge pump. The overflow oil leaving the deaerator that does not feed the charge pump fills a holding tank inside the CSD housing. The holding tank is an all-attitude reservoir designed to assure a continuous supply of oil charge and lubrication oil through all flight attitudes, including negative-G conditions.
A Differential Pressure Indicator (DPI)

A scavenge oil filter is provided between the scavenge pumps and the external oil cooler. This filter cleans the oil before it exits the IDG to prevent contamination of the external oil circuit. A Differential Pressure Indicator (DPI) detects a plugged filter, which means it monitors the oil pressure before and after the scavenge oil filter. In this case the red DPI button will extend as a visual indication.
Chapter 24-21
Page 5
Figure 3: A Differential Pressure Indicator (DPI)

PRESSURIZATION VENT VALVE
TO SUMP
HOLDING TANK ELECTRONIC CONTROLLED HYDRAULIC SERVO VALVE
ROTATING DEAERATOR
OIL-IN BOSS FROM COOLER
CONTROL CYLINDER
TO SUMP
TO SUMP CHARGE PUMP
CHARGE PRESSURE MONITORING BOSS
HYDRAULIC LOG GENERAL COOLING AND LUBE OIL GENERATOR ACCESSORY DRIVE GEAR VARIABLE DISPLACEMENT HYDRAULIC UNIT
CHARGE PRESSURE SWITCH
CHARGE RELIEF VALVE
TO SUMP
STATOR ROTOR
FIXED DISPLACEMENT HYDRAULIC UNIT
DISCONNECT SOLENOID
PLANETARY DIFFERENTIAL
ROTOR STATOR
PMG
GENERATOR SCAVENGE PUMP
SUMP SCAVENGE PUMP INVERSION SCAVENGE PUMP SCAVENGE FILTER OIL-OUT BOSS
RELIEF VALVE
OVERFLOW DRAIN
TEMP SENSOR
CASE DRAIN
PRESSU FILL
Chapter 24-21
Page 6
170/190
IDG 1 and 2 Selector Knobs

AUTO: allows automatic operation of the electrical system. This position closes the IDG contactor, connecting the IDG to the respective AC BUS. OFF: opens the IDG contactor isolating the IDG from the respective AC BUS. DISC: must be held in this position for one second to mechanically disconnect the IDG.
NOTE: an amber LED illuminates indicating to the pilot which IDG must be disconnected.
Chapter 24-21
Page 7
Figure 4: IDG Control
Chapter 24-21
Page 8
170/190
IDG disconnection
In case of malfunction, the IDG can be manually disconnected through a switch located on the cockpit control panel (CCP), controlling the electricmechanical disconnect mechanism, which is part of the IDG input shaft. This mechanism consists of a solenoid-operated, spring loaded disconnect plunger, camshaft and reset ring. The manual disconnect should be performed if the associated cockpit - (IDG DISC) amber indicator light and/or the (IDG OIL) CAS message is displayed. These indicate low oil pressure or high oil temperature in the IDG.
Chapter 24-21
Page 9
Figure 5: IDG Disconnect
ELEC AC SYSTEM
IDG 2 CONTROL
DISCONNECT SOLENOID
SC

AC BUS 2 GPU
AVAIL IN USE
1 OPEN
AUTO
2 OPEN
APU GEN
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
DC BUS 1 BATT 1 ON OFF
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
The manual disconnect should be performed if the associated cockpit -(IDG DISC) amber indicator light and/or the (IDG OIL) CAS message is displayed.
Chapter 24-21
Page 10
170/190
IDG cautions
In case the operational oil pressure in the IDG drops below 140 +/-25psi, the charge pressure switch inside the CSD closes. The GCU interprets this as a low oil pressure condition. In case oil temperature in the IDG sump, sensed by the temperature bulb reaches 335 degrees F (168 degrees C) an IDG over temperature condition is interpreted by the GCU. In this case the GCU will send a corresponding signal over ARINC 429 to the associated SPDA. The SPDA illuminates an AMBER lamp at the IDG DISC switch. This lamp illuminates if the following SPDA input signals are active: IDG over temperature signal or low oil pressure signal, and IDG not already disconnected, and IDG input speed greater than 4500 RPM, which senses that the engine is running. If the IDG oil temperature at the thermal disconnect assembly reaches 366 degrees F, 185 degrees C, the solder pellet melts, and the thermal disconnect pin retracts. The same chain of events occurs during a manual disconnect. However, if the IDG thermally disconnects, pulling on the reset ring will not reset the IDG. The IDG must be returned to the repair shop.
Crew actions
When the lamp illuminates, the flight crew should take action to hold the IDG selector knob in the DISC position for one second. The disconnect mechanism inside the CSD provides a means of separating the transmission and generator shaft from the IDG input shaft.
Thermal disconnect mechanism

For safety reasons automatic disconnection is also possible by a thermal disconnect mechanism, part of the IDG input shaft. This mechanism consists of a eutectic solder pellet in combination with a spring loaded retraction pin system.
Issue:June06 Revision: 00 FOR TRAINING ONLY Reproduction Prohibited
Chapter 24-21
Page 11
Figure 6: IDG Disconnect
ELEC AC SYSTEM
IDG 1 CONTROL DISC IDG 2 CONTROL
DISC
DISCONNECT SOLENOID
AC BUS 1 GPU
AVAIL IN USE
AC BUS 2 1 OPEN AC BUS TIES AUTO 2 OPEN APU GEN
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
Chapter 24-21
Page 12
170/190
The disconnect solenoid

Actuating the disconnect solenoid by turning the cockpit knob results in the solenoid pin retracting. This action releases a plunger, which engages the cam on the transmission shafts. As the shaft rotates, the plunger rides along the cam, moving the shaft axially away from the input shaft. The IDG input shaft part remains engaged with the drive spline of the gearbox. When the IDG DISC knob is turned, a signal is also passed over ARINC 429 to the respective GCU to trip the Generator Control Relay (GCR) and the Generator Line Contactor (GLC).
IDG resetting
The disconnect mechanism can be reset by pulling the reset ring on the outside of the IDG. This can only be done when the input shaft is not spinning. The mechanism should only be reset for a disconnect test and not for the reset of an anomaly condition. If the IDG is disconnected for reason, it should be replaced and returned to the repair shop.
Chapter 24-21
Page 13
Figure 7: The Disconnect Reset Ring
Chapter 24-21
Page 14
170/190
GCU and PMG

For control and regulation, there are inter link circuits between the brushless IDG and the Generator Control Unit. These systems are used to stabilize the IDG output voltage and frequency, and protect the AC generation and supply. A Permanent Magnet Generator, PMG, which is part of the Planetary Differential inside the CSD, rotates with the stabilized IDG speed. The PMG induces three phase 100V / 1200 Hz AC inside the PMG stator, which is sent to the Generator Control Unit. The Power Unit of the GCU rectifies the AC from the PMG into DC (Direct Current) for the Voltage Regulator of the GCU. This regulated DC voltage supplies the ten pole stator windings of the generator`s exciter field. A three phase AC voltage is generated in the exciter rotor by induction. This AC voltage needs to be converted to DC voltage by a rectifier unit which is installed on the generator's common rotor shaft. This DC voltage is supplied to the windings of the four pole main field rotor in which the DC current flow creates a magnet field. This rotating magnetic field induces the output AC voltage in the windings of the generator's main stator. This generator output is connected to the terminal block on the IDG housing. In summary, stabilization of the IDG is accomplished when the generator output AC voltage is stabilized by varying the exciter input DC voltage by the GCU, according to the generator output frequency. The generator output frequency is stabilized by the Constant Speed Drive using the AC voltage and frequency data provided by the Permanent Magnet Generator.
Chapter 24-21
Page 15
Figure 8: Generator Schematic
Chapter 24-21
Page 16
170/190
NOTES:
Chapter 24-21
Page 17
Figure 9: Generator Schematic
Chapter 24-21
Page 18
170/190
24-22 APU AC generation

Introduction
The APU system is used primarily when the airplane is on ground for maintenance and flight preparation. The APU generation of AC power can also be used to dispatch the airplane with an altitude restriction or as a backup source of electric power in flight. The APU AC generation system consist of the following main components: The Generator Unit (AUX GEN), the Generator Control Unit (AUX GCU), the Line Contactor (ALC), the Current Transformer (AUX GEN CT), the APU GEN switch, the crew alerting system (CAS) which is part of the EICAS indication.
All these rotor parts are installed on a common shaft, and driven by the APU gearbox. The stator side of the AUX GEN consist of: a permanent magnet generator stator, an exiter stator, a main stator. All stator coils are of the three phase concept and are installed in the generator housing. Also the three Control Transformers (CT) are installed in these generator housing. The coils of the Control Transformers are connected on the neutral side of the main stator windings. The transformer signals are used by the Auxiliary Generator Control Unit to monitor current for the differential fault detection and protection.
The APU Auxiliary Generator is a four pole, three-phase, brushless type, spray oil cooled and lubricated, rotating rectifier machine. It is rated at 30/40 kVA, 115/200 VAC, 400 Hz. Constant 400 Hz frequency AC power is obtained by rotating the generator with a constant APU engine speed of 12000 RPM. The AUX GEN rotor unit consist of: a permanent magnet generator, an exiter field rotor, a diode rectifier assembly, and a main field rotor.
Chapter 24-22
Page 1
Figure 1: The APU auxiliary generator
Chapter 24-22
Page 2
170/190
The AUX generator

The AUX generator is installed on the gearbox of the Auxiliary Power Unit, which is located in the tailcone of the airplane. The generator unit and a seal plate are mounted to the gearbox via threaded studs with washers and nuts. Two alignment pins are installed for ease of installation and for preventing torque motion of the generator housing. The three feeder cables and the neutral cable are attached to the main terminal block of the generator. The terminal blocks of IDG and AUX Gen are the same type. The external connector is used for Permanent Magnet Generator (PMG) stator AC output to the Generator Control Unit (GCU), for Exiter Field DC input from the GCU and for Control Transformer AC signal output to the GCU. For safety purposes, the generator is protected by an input shaft shear section and a thermal disconnect operation. The Auxiliary generator spray lubrication system shares the oil cooling system with APU engine.
The APU generator switch

The APU GEN switch is located on the ELEC Control panel, part of the overhead panel. The switch has a latched IN-, and an unlatched OUT-position. A status lamp is part of the swich-button. Latched IN is the usual position, which operates the Auxiliary Generator automatically, and provides power to the aircraft AC distribution system. The status lamp of the switch is OFF in this position. The unlatched OUT position gives the flightcrew the option to manually de-energize the AUX Generator. In this case it opens the Generator Control Relay (GCR)and the Auxiliary Line Contactor (ALC).The switch status lamp is ON in this position.
Chapter 24-22
Page 3
Figure 2: The APU generator control
Chapter 24-22
Page 4
170/190
The Auxiliary Generator Control Unit

The Auxiliary Generator Control Unit is a Line Replaceable Module (LRM), it is located in the Right Integrated Control Center (RICC). The AUX GCU is a microprocessor controlled assembly that gives: control, protection, voltage regulation, Generator frequency control and Built-In Test functions.
GCUs
The following are maon functions performed by each GCU depending on its location on the aircraft : GCU1 (installed in the LICC) - Voltage Regulation and Frequency Control for IDG1 - Protection for IDG1 and its feeders - Control and Protection for AC BUS 1 - No Break Power Transfer (NBPT) for AC System GCU2 (installed in the RICC) - Voltage Regulation and Frequency Control for IDG2 - Protection for IDG2 and its feeders - Control and Protection for AC Bus 2 - NBPT for AC System AGCU (installed in the RICC) - Voltage regulation for the APU GEN - Protection for the APU GEN and its feeders - Send speed command signal to the APU FADEC for NBPT between the APU GEN and AC EXT PWR - NBPT for AC sytem on the ground - Bus controller for the Inter-LRM communication link between the GCUs and the EPM.
It will command the Auxiliary Line Contactor (ALC) to open and stop AC power supply to the AC system if a system fault occurs. The AUX Generator Control Unit gives protection to the APU AC-generation system as follows: overvoltage; undervoltage; overfrequency; underfrequency; overcurrent; phase sequence; differential fault; shorted internal wiring; shorted rotating diode system; inadvertant paralleling trip; open phase; failure of the Central Processing Unit (CPU) of the GCU.
Chapter 24-22
Page 5
Figure 3: The Auxiliary Generator Control Unit
vervoltage ndervoltage verfrequency nderfrequency vercurrent hase sequence ifferential fault horted internal wiring horted rotating diode system advertent paralleling trip pen phase and failure of the Central Processing Unit (CPU) of the GCU
CU
The AUX GCU is a microprocessor-controlled assembly that provides the following generator control, protection, regulation and built-in test functions:
RICC
Chapter 24-22
Page 6
170/190
The Auxiliuary Generator Line Contactor (ALC)

The Auxiliuary Generator Line Contactor (ALC) is a Line Replaceable Module (LRM) located in the Right Integrated Control Center (RICC). The ALC is a normal open, electrically held contactor that is controlled by the Auxiliary Generator Control Unit. When the AUX GCU has determined that the Aux GEN power quality is good, it sends a signal to close the ALC, then the Auxiliary Generator AC power is supplied to AC BUS 1 and AC BUS 2. The ALC has six usually open and six usually closed auxiliary contacts. The ALC contacts are rated at a minimum continous 150 Amps current per phase. The contactor coil is operated by +28 VDC controlled by the GCU. The pull in current of the coil is less than 2 Amps and a hold current of less than 0.4 Amps.
Chapter 24-22
Page 7
Figure 4: Auxiliary Generator Control Unit (AUX GCU)

AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC TRU ESS 300A TRU EC 400A GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DC ESS BUS3 EF1 EF2 150A 150A ETC1 120 A EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 BATT 2 DCTC 120A RF1 150A LICC
RAT GEN EICC
IDG 1 GLC 1 120A
APU GEN ALC 120A
GCU
Auxiliary generator power 115/200 VAC 400 Hz
RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS CB26 25A
AETC 60A
DC GND SVC
TRU2 300A TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A
Auxiliary Generator Control Unit (AUX GCU)
CB17 15A
EPDC 400A
Chapter 24-22
Page 8
170/190
The Auxiliary Generator Line Current Transformer

The Auxiliary Generator Line Current Transformer (AUX GEN Line CT) is a Line Replaceable Module (LRM) and is located in the Right Integrated Control Center (RICC). There is one CT for each AC phase. The purpose of each current transformer is to provide differential protection for the phase output leads of the Auxiliary Generator. The Current Transformer (CT) has a transformation ratio of 500:1,used to detect differential fault currents.
Chapter 24-22
Page 9
Figure 5: APU Generator Block Diagram
Chapter 24-22
Page 10
170/190
APU GEN Electrical

The APU GEN is a single-bearing, three-stage, brushless, oil cooled machine. The generator rotor assembly has an exciter rotor, permanent magnet generator (PMG), main generator rotor, and diode rectifier assembly all mounted on a common shaft. The exciter stator, PMG stator and main generator stator are mounted in the APU GEN housing. The generator is spray-oil cooled with oil provided and scavenged by the APU. The APU provides the mechanical power to drive the APU GEN rotor at a nominal speed of 12,000 rpm. The rotation of the PMG induces an alternating current (AC) voltage in the three-phase windings of the PMG stator armature. This AC voltage is supplied to the generator control unit (GCU) where it is conditioned and rectified into DC voltage. The rectified DC voltage is used by the GCUs voltage regulator to control the current supplied to the windings of the exciter generator field, also called the exciter stator. The stationary magnetic field created by the DC voltage in the exciter stator induces a three-phase AC voltage in the rotating windings of the exciter generator armature (exciter rotor). The rotating diode assembly in the APU GEN rotor assembly then rectifies the AC voltage of the exciter rotor to DC voltage. This DC voltage is applied to the field windings of the main generator rotor. Current flow in the main generator field windings causes a rotating magnetic field, which induces an AC voltage in the main generator stator armature. The power output of the main generator stator is fed through the terminal block on the APU GEN housing, out to the point of regulation. If system conditions are acceptable, the GCU will close the ALC to distribute the APU GEN power to the aircraft loads. Current transformers are mounted on the APU GEN output and monitored by the GCU in combination with the line current transformers at the input side of the ALC for differential protection purposes. To ensure isolation of the APU GEN from the APU gearbox during a high torque generation failure (typically a bearing failure), the drive shaft of the APU gearbox incorporates a tapered section engineered to fail at 533 +/ - 48 inch pounds (this is equivalent to 2100 +/ - 187 inch pounds at the APU GEN shaft).
Chapter 24-22
Page 11
Figure 6: APU Generator Electrical Schematic
Chapter 24-22
Page 12
170/190
The EICAS
The Engine Indication and Crew Alerting System (EICAS) display screen is located in the center instrument panel. The Crew Alerting System (CAS) provides the pilots with displayed alerts. The CAS display is integrated as a upper right window on the EICAS display. The APU GEN icon is shown in green if the Auxiliary Generator output is greater than 90 VAC, and the APU GEN switch is latched to the IN position. The APU GEN icon is shown in white if the output voltage is less than 70 VAC or the APU GEN switch is unlatched in the OUT position. The APU GEN voltage-number indication shows the output voltage in VAC measured at the Point Of Regulation (POR). The APU GEN frequency-number indication shows the output frequency in Hertz (Hz). The kVA number indication shows the electrical output load in kilo-Volt-Ampre (kVA) always measured at the same point of regulation. AC BUS 1 and AC BUS 2 icons are shown in green if the output voltage is higher than 90VAC, the APU GEN is switched to the IN position, the Aux Line Contactor (ALC) is closed and both Bus Tie Contactors (BTC) are also closed. These AC BUS 1 and 2 icons appears in white, in case output voltage is below 70VAC,the APU GEN switch is in the OUT position,or either Bus Tie Contactor 1 or 2 are open.
Chapter 24-22
Page 13
Figure 7: Indications
Chapter 24-22
Page 14
170/190
24-23 AC Emergency Generation

Introduction
The Emergency AC Generation System provides emergency electrical power for the airplane in the event of a loss of all other sources of AC electrical power. These AC emergency system supplies the AC ESS BUS. It consist of the following main components: The Ram Air Turbine, the the Integrated Control Center and the associated Generator Control Unit. In case of loss of AC electricity in flight, the Ram Air Turbine AC power will provide the following airplane systems: The AC driven hydraulic pump for the primary flight controls and the landing gear, the operation of the essential lighting system, the operation of the essential avionics and communication equipment. The turbine assembly consist of two turbine blades connected to a mechanical governor, installed inside a hub housing assembly which is connected to the generator shaft. The outside diameter of the turbine blades is 24 inches (483 mm). The mechanical governor maintains the rotating speed of the turbine within 7200 and 8800 rpm by the automatic-mechanical regulated variable pitchangle of the the turbine blades. This rotation speed depends upon the the airplane airspeed, altitude and electrical load. The Air Driven Generator assembly is a three-phase,air cooled, brushless AC machine. It produces 15 kVA continous electrical power at 115/200 Volts, and 360 and 440 Hz.
The Ram Air Turbine (RAT) system

The Ram Air Turbine (RAT) system, also called the Air Driven Generator (ADG) is installed in a bay in the aircraft nose-right side section. It provides emergency electrical power for the airplane in the event of a loss of all other sources of AC electric power. In the event of an in-flight loss of electrical power, the RAT is deployed automatically into the airstream surrounding the aircraft. The kinetic energy of airflow across the turbine is converted into mechanical power to drive the integral AC-generator.
last update: Dec06 FOR TRAINING ONLY - Reproduction Prohibited
Chapter 24-23
Page 1
Figure 1: The Emergency AC Generation System
RAT Ejection Jack
RAT with Gen (deployed)
RAT with Gen (retracted)
RAT Uplock
RAT GCU
last update: Dec06
Chapter 24-23
Page 2
170/190
RAT GCU (RGCU) Installation Location

The RAT Generator Control Unit (RGCU) is installed in the Forward Fuselage in a temperature controlled and pressurized region on the right side in the Forward E-Bay of the aircraft. The RAT PMG powers the RAT GCU. No aircraft power is required. The RAT GCU has the following functions: - Provides RAT Generator Voltage Regulation - controls RAT Line Contactor (RLC) allowing RAT GEN power to supply AC ESS BUS - Provides Overvoltage protection (sensed at POR) - Trips RLC - Automatic reset if voltage subsequently OK - Provides Under Frequency protection (PMG sensing) - Trips RLC - Automatic reset if frequency subsequently OK - Provides BITE function - Tests Overvoltage circuit$ - cycles RLC to test drive circuit - BIT Pass indicated by LED illumination - BIT Fail indicated by LED not illuminates - RLC will not close - Provides HIRF / Lightning protective wire shielding
last update: Dec06
Chapter 24-23
Page 3
Figure 2: RAT GCU Location
GCU Ac c e s s Do o r
last update: Dec06
Chapter 24-23
Page 4
170/190
RAT deployment
The Ram Air Turbine (RAT) deployment occurs automatically in case of an airborne loss of AC power from both Integrated Drive Generators (IDG1 and IDG2). The Ram Air Turbine can also be deployed manually by a flight crew member using a deployment lever located in a console between the flight crew seats. The distribution of emergency AC power is controlled and monitored through contactors, circuit breakers, relays and protections which is provided by the RAT-Generator Control Unit (RATGCU) and the Emergency Integrated Control Center (EICC). The main stator in the generator of the RAT has an electrical heater installed to prevent moisture from freezing in the air gap between the stators and rotor during cold temperatures and icing conditions. This feature helps assure smooth startup at deployment. The RAT will remain deployed and operational during the entire flight and the landing phase. After a RAT system inspection procedure, maintenance technicians can restow the RAT with the restow pump.
last update: Dec06
Chapter 24-23
Page 5
Figure 3: RAT deployment
last update: Dec06
Chapter 24-23
Page 6
170/190
RAT system Components

The RAT System is comprised of the following components : - RAT with Generator - Mechanically governed turbine assembly, which direct drives a 3-phase brushless generator to produce 115 volts/400 Hz power at the Point of Regulation (POR) - RAT Actuator - Spring-loaded, hydraulic actuator, which provides the initial forces required to deploy the RAT - Also provides hydraulic damping to limit impact loads at the end of deployment - RAT Restow Pump - Utilized to manually retract the RAT to the stowed position by providing hydraulic pressure to the Ejection Jack - RAT Uplock - Holds RAT in stowed position until release is commanded - RAT GCU - Provides excitation control for the RAT electrical output - Monitors power quality of RAT electrical output for system protection purposes - Coordinates closure of RLC, allowing RAT GEN to power AC ESS BUS
last update: Dec06
Chapter 24-23
Page 7
Figure 4: RAT System
The three-phase AC generator produces 5 kVA 15/200 V 00 Hz stabilized. 400 Hz stabilization is regulated by the automatic-mechanical variable pitch angle of the turbine blades.
RAT
last update: Dec06
Chapter 24-23
Page 8
170/190
RAT System functional Interface

If both IDG1 and IDG2 fail with the APU GEN not available, each GCU commands its respective GLC/ALC tripped open. Under these conditions, SPDA logic recognizes, via system configuration contactor command status over ARINC 429, that no generator is operating. If in air mode with appropriate air speed, the SPDA automatically commands the RAT to be deployed. As a backup, there is a mechanical lever available in the cockpit to manually deploy the RAT is necessary. During this emergency mode operation, AC ESS BUS load logic is implemented to ensure RAT loading is properly coordinated. After the RAT GCU senses that the RAT has enough governing speed to power loads, the RAT GCU closes the RLC, allowing the RAT to power the AC Motor Pump 3A. DC ESS BUSes remain powered via Batteries during this transition. The timing of the DC ESS BUS loads and the AC ESS BUS Motor Pump 3A does not overload the RAT. The 1-second delay coordinates control of the TRUEC contactor to delay RAT power being applied to the DC ESS BUSes. After the RLC closes, DC ESS BUS 1 power from BATT 1 is routed to 1-second delay relay. After the time delay has been met, the 1-second delay relay closes. This allows the TRUEC to close. During landing, the MAU removes a ground for the TRUEC enable relay as air speed is sensed below 160 knots. This causes the TRUEC to open and allow the RAT to supply the AC ESS BUS (AC Motor Pump 3A) independent of the DC ESS BUSes, which are then powered by the batteries. With the BATT 1 switch in the ON position and the BATT 2 switch in the AUTO position, BC1 and BC2 are closed. With the TRU ESS and DC BUS TIES switches latched IN position, TRUEC, ETC1, ETC2 are commanded closed to ensure that battery charging takes place during RAT deployment. The TRU ESS converts the three phase AC input power from the RAT into a + 28 VDC output to supply the DC ESS Bus 1, DC ESS Bus 2, and DC ESS Bus 3. BATT 1 and BATT 2 receive a charging current through the associated BC1 and BC2 contactors if the BATT1 switch is in the ON position and the BATT 2 switch is in the AUTO position.
last update: Dec06
Chapter 24-23
Page 9
RAT GEN
IDG 1
AC EXT PWR
APU GEN
IDG 2
EICC
F1 50A 0
TC 2 20A 0
CC
225A 5 HOT O BA BATT BUS 2 ABC 400A 0 BA B ATT 2
AF2 AS A C 300A 0 400A 0
TO APU T STA T RT R DC EXT PWR
EPDC 400A 0
last update: Dec06
Chapter 24-23
Page 10
170/190
NOTES:
last update: Dec06
Chapter 24-23
Page 11
Figure 6: RAT System Schematic
MIDDLE AVIONICS COMPT AC BUS 1 A
MIDDLE AVIONICS COMPT AC BUS 2 A
B C LICC (SSM 24-51-80)
B C RICC (SSM 24-51-80)
FORWARD FUSELAGE
RAM AIR TURBINE GENERATOR FORWARD FUSELAGE (SDS 24-23) (MPP 24-23-01) RAT DEPLOY SOLENOID (SDS 24-23) (MPP 24-23-05)
AETC
H
(SDS 24-51) (MPP 24-51-11)
C
PHASE C PHASE B PHASE A
B
HEATER PWR EXCITER FIELD
PMG
POR
RLC
RAT HEATER RLC CMD MONITOR RAT GCU TEST HEATER PWR FWD AV COMPT FWD FUSELAGE
(SDS 24-23) (MPP 24-23-13)
AC ESS BUS A SPDA 1 (SSM 24-61-80) RAT GENERATOR CONTROL UNIT (SDS 24-23) (MPP 24-23-09) B
EICC (SSM 24-51-80)
last update: Dec06
Chapter 24-23
Page 12
170/190
NOTES:
last update: Dec06
Chapter 24-23
Page 13
last update: Dec06
Chapter 24-23
Page 14
170/190
24-24 Static inverting

Introduction
The Static Inverter is located in the temperature and pressure controlled Forward E-Bay. Access to the Static Inverter can be accomplished through the Forward E-Bay floor access hatch which is located in front of the nose gear. The static inverter is a Line replaceable Unit (LRU). The purpose of the unit is to convert 28 volts DC into AC,in order to provide the Standby AC Bus with single-phase, 115 volts RMS (Root Mean Square), 400 Hz AC stabilized power output. The capability to convert DC into AC is 250 VA (Volt-Amps) of electrical power.
Chapter 24-24
Page 1
Figure 1: The Static Inverter
FWD E-bay Static inverter
STANDBY AC BUS
AC
28 VDC
Chapter 24-24
Page 2
170/190
Operation
During operation input of the static inverter ist powered by DC Essential Bus 1 (ESS BUS 1), this happens in case power is not available to the AC Essential Bus (AC ESS BUS). Then the Standby Contactor (STBYC) inside the EICC will be de-energized, connecting and suppling the AC output of the inverter to the Standby AC Bus. The operation of the inverter is controlled by Secondary Power Distribution Assembly 1 (SPDA1). These unit controls the ON or OFF logic of the static inverter based upon the inverter internal fault monitor and the number of AC sources available during in flight operation. The SPDA1 will set the inverter to the OFF status during normal operation of the Electrical-Power Generation-and-Distribution System (EPGDS). The SPDA1 will set the inverter to the ON status in case only one main AC source is available (IDG 1 or IDG 2 or the APU generator). If the internal fault monitor of the inverter detects a problem, a discrete status signal will inform the SPDA 1 to cause a shutdown of the inverter.
Chapter 24-24
Page 3
Figure 2: Operation
AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC TRU ESS 300A GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DC ESS BUS3 EF1 EF2 150A 150A ETC1 120 A EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 DCTC 120A RF1 150A LICC
IDG 1 GLC 1 120A
APU GEN ALC 120A
SPDA 1
TRU EC 400A
DC GND SVC
CB17 15A
Static inverter
EPDC 400A
BATT 1
Chapter 24-24
Page 4
170/190
24-30 DC Generation System

Introduction
DC power will be generated by: three Transformer Rectifier Units, two accumulator batteries, or an external DC power connection. For operation of DC-powered airplane equipment, the conversion from AC power to DC power is provided by three Transformer Rectifier Units ( TRU`s). Batteries 1 and 2 are used to backup all DC buses to ensure a continous supply for DC loads. Battery 2 also provides energy necessary for an APU start. DC external power is provided via a Ground Power Unit (GPU) and is only used to perform an APU start.
Chapter 24-30
Page 1
Figure 1: DC power sources
DC power will be generated by:
3 TRUs
Two accumulator batteries
Ground Connector
Chapter 24-30
Page 2
170/190
24-31 DC Generation
Introduction
The DC system of the airplane operates by 28 Volts DC stabilized. There are three Transformer Rectifier Units (TRUs) as main DC power sources. The TRUs are located inside the associated Intergrated Control Centers (ICCs). There are also two Nickel-Cadmium batteries and one External DC power plug.
Chapter 24-31
Page 1
Figure 1: DC Power
DC power will be generated by:
3 TRUs
Two accumulator batteries
Ground Connector
Chapter 24-31
Page 2
170/190
DC power
DC power is generated by conversion of AC to DC by the TRUs to supply the associated DC bus. The input of each TRU is 115VAC, 400Hz frequency stabilized, and the output is 28VDC regulated up to 300 Amps of current. Both Nickel Cadmium batteries have 19 accumulator cells. Battery 1 is located in Forward E-Bay, Battery 2 is located in the Aft E-Bay.
Chapter 24-31
Page 3
Figure 2: Transformer Rectifier Unit
input
TRU
output
Chapter 24-31
Page 4
170/190
Normal operation
In normal operation any available power source will provide charging current for batteries 1 and 2. Both batteries are in operation to backup all DC buses ensuring a break free environment for DC loads. Battery 2 also provides electrical power for an APU start through the APU start bus, when the electrical system is automatically isolated from battery 2. DC external power is routed through the airplane DC power receptacle to the External DC Power Contactor (EPDC) and is used for powering the APU Start Bus upon an APU start attempt. External DC power is controlled by dedicated system relay logic.
Chapter 24-31
Page 5
Figure 3: APU start
OT SWITCH2 OT SWITCH2 RTN
TRU VOLT SENSE1 TRU VOLT SENSE2
+
RECTIFIER BRIDGE 1
AC PHASE A AC PHASE B AC PHASE C
EMI INPUT FILTER POWER TRANSFORMER
INTERPHASE TRANSFORMER OUTPUT FILTER / BLEEDER
PWR 28V
+
RECTIFIER BRIDGE 2
SHUNT
PWR GND TRU VOLT SENSE1,2 RTN TRU SHUNT1(+) TRU SHUNT2(+) TRU SHUNT1(-) TRU SHUNT2(-) OT SWITCH1 OT SWITCH1 RTN
Chapter 24-31
Page 6
170/190
24-36 Main Batteries

Introduction
Two Nickel-Cadmium (NiCd) Accumulator-Batteries are provided for powering essential loads if Transformer-Rectifier-Unit (TRU) power is not available. Battery 1 and battery 2 are be used to backup all DC buses to ensure a break free environment for DC loads.
Chapter 24-36
Page 1
Figure 1: Nickel-Cadmium (NiCd) Accumulator-Batteries
Chapter 24-36
Page 2
170/190
Battery case container

Each battery consists of a steel case containing 19 semi-open NiCd-cells. The cells are connected to each other in series by copper bus bars. The nominal battery voltage is 22,8 VDC, with a capacity of 27 Ah (Amp-hours, at a 1 hour discharge rate). Adequate battery ventilation is provided through a tube interconnecting the battery-venting nozzle to the fuselage surface. A caliber orifice close to the fuselage and a check valve on the battery vent inlet assure that gases emitted by the batteries, under normal or abnormal conditions, will not accumulate hazardous quantities.
Chapter 24-36
Page 3
Figure 2: EICC Battery 1 Contactor (BC1)
TRU EC
EF1
EF2
EF4
ETC1
BC1
K5
K8
K6
K7
EF3
Chapter 24-36
Page 4
170/190
Battery location
Battery 1 is located in the forward E-bay directly below the SPDA 1 unit. Battery 1 provides stored energy to selected equipment during normal operations and during flight in the absence of all other airplane electrical power. Battery 2 is located in the aft E-bay directly below AICC. Battery 2 also provides the power used for an APU start through the APU start bus during ground or flight operations, when the electrical system is automatically isolated from the battery 2.
Chapter 24-36
Page 5
Figure 3: Battery 2
AFT E-Bay
AICC Battery 2
Chapter 24-36
Page 6
170/190
Temperature sensors
Two temperature sensors, fitted in each battery, are continiously monitored by the Modular Avionics Units (MAU`s). Both sensors are used to provide continuous indication of the battery temperature on the Multfunction Display (MFD) and to display an EICAS warning message "BATT OVERTEMP" if battery limits are exeeded. The higher of the two temperature values sensed is the one utilized for indication and alarm. Whenever a battery overtemperature condition is sensed, the battery should be isolated by the pilot from the charging source. The chemical nickel cadmium cells are protected by the battery case. Battery overtemperature will never generate sufficient heat to damage the battery`s surroundings, including those caused by a short circuit at it terminals or at any of it cells. Any mechanical deformation of the battery will be contained within its steel case.
Chapter 24-36
Page 7
Figure 4: RICC Battery 2 Contactor (BC2).
Relay K17
Relay K10
Relay K11 Relay K12
Relay K13
Relay K14
Relay K15 Relay K16 Relay K18 Contactor EC 2 Fuse & Blown Detector RF2
Contactor TRU 2C
Contactor BC 2
Contactor ETC 2
Fuse & Blown Detector RF1
Chapter 24-36
Page 8
170/190
Maintenance checks
Maintenance requirements for the battery include a regular check every 600 flight hours and a general overhaul every 12 month. The battery must be removed from the airplane for both the regular check and the general overhaul. The regular check consists of the following: exterior cleaning, voltage check, nut tightness check, discharge and shorting of all cells, insulation check, recharge, adjustment of electrolyte level, capacity check, cleaning of battery vents.
Avionics Battery (BATT 1) Functional Interface

Battery contactor BC 1 (mounted on the EICC) connects the avionics battery (BATT1) to DC ESS BUS 1 when the BATT 1 switch is in the ON position. This enables BATT 1 to provide DC power to the following when there is no other power source available : - DC ESS BUS 1 - DC ESS BUS 3 when ETC 1 is closed - DC ESS BUS 2 when ETC 1 and ETC 2 are closed - Static Inverter
APU Start Battery (BATT 2) Functional Interface

Battery contactor BC 2 (mounted in the RICC) connects the APU start battery (BATT 2) to DC ESS BUS 2 when the BATT 2 switch is in the AUTO position. This enables BATT 2 to provide DC power to the following when there is no other power source available : - DC ESS BUS 2 - DC ESS BUS 3 when ETC 2 is closed - DC ESS BUS 1 when ETC 1 and ETC 2 are closed - Static Inverter
The general overhaul consists of the following: voltage check, nut tightness check, discharge disassembly and shorting of all cells, thorough cleaning and inspection of all components, check of the thermal sensors, replacement of fault components, assembly of all battery components, insulation check, recharge and adjust the electrolyte level of all cells, capacity check of battery, cleaning of battery vents.
Chapter 24-36
Page 9
Figure 5: Battery Schematic
E B
ELEC AC SYSTEM
IDG 1 CONTROL DISC DISC IDG 2 CONTROL
TRUEC
K J L
AC BUS 1 GPU AC BUS TIES 1 OPEN AUTO 2 OPEN
AC BUS 2 APU GEN
D
TRU 2
G F H
ELEC DC SYSTEM
TRU 1 TRU ESS
D
RLC
DC ESS BUS
DC BUS 2 BATT 2
J G
DC BUS TIES
AUTO OFF
E
OVERHEAD PANEL
K
M
K 11 K 12 K 10 K 13 K 15 K 14 K 16
K 16 HPC 1B HPC 3B
K 17
RF 2
EC 2
ELECTRICAL DC SYSTEM
TRU 2C BTC 2
GLC 2
ALC 2 BC 2 RF 1 ETC 2
B L
FORWARD AVIONICS COMPARTMENT BATT 1 BATT 1 SW CMD SPDA 1 (SSM 24-61-80) BATT 2 (SDS 24-00) (MPP 24-00-01) BATT 2 SW CMD
MIDDLE AVIONICS COMPARTMENT
SPDA 2 (SSM 24-61-80)
FORWARD AVIONICS COMPARTMENT DC ESS BUS 2 DC ESS BUS 1
MIDDLE AVIONICS COMPARTMENT RICC (SSM 24-61-80)
(SDS 24-36) (MPP 24-36-01)
RLY STATUS RLY CMD BC2
BC1
F
(SDS 24-36) (MPP24-36-03)
M
AFT AVIONICS COMPARTMENT AFT AVIONICS COMPARTMENT
BC 2 CNT RLY
MIDDLE AVIONICS COMPARTMENT
BATT 1 TEMP 1 MAU 1 (SSM 31-41-80) BATT 1 TEMP 2
BATTERY 1 (SDS 24-36) (MPP 24-36-01) HOT BATT BUS 1 HOT BATT BUS 2
BATTERY 2 (SDS 24-36) (MPP 24-36-01)
BATT 2 TEMP 1 MAU 3 BATT 2 TEMP 2 (SSM 31-41-80)
EICC (SSM 24-61-80)
AICC (SSM 24-61-80)
Chapter 24-36
Page 10
170/190
24-40 External Power

Introduction
The airplane gets its external AC power from the Ground Power Unit (GPU). The three-phase, 115 Volt, 400 Hz external AC power is used for ground maintenance and flight preparation. External DC can be used for APU start. External 3-phase, 115 Volts AC, 400 Hz may be connected to the aircraft via a receptacle on the LH side of the fuselage. The external AC is used to power the AC ground service bus and the DC ground service bus without powering any other busses on the airplane. The operation of the system is controlled by the External Power Module (EPM).
Chapter 24-40
Page 1
Figure 1: External Power
IN USE
Chapter 24-40
Page 2
170/190
GPU Power Panel

The plugged-in six-pin external power plug activates the External Power Module in order to monitor the quality of the supplied AC. The E-F interlock monitors the proper plug set. The AVAIL lamp on the AC GPU Power Panel will illuminate if power quality is acceptable and system pin E-F interlock is achieved. At the same time, the GPU AVAIL lamp on the Cockpit Control Panel will illuminate. The Ground Service switch on the AC external power panel allows activation of the GSTC from outside the airplane. When the AVAIL indication inside the switch changes into IN USE, the ground service buses will be powered. The Ground Power Unit (GPU) switch in the cockpit provides the ability to activate the system from inside the airplane. When the AVAIL indication inside the switch changes into IN USE, the main Aircraft AC buses will be powered, plus the ground service buses, via AC bus 1.
Chapter 24-40
Page 3
Figure 2: GPU Power Panel
AC GPU
MIC
AVAIL
N E
C F
B A
Chapter 24-40
Page 4
170/190
EPM Installation
One EPM is utilized in the EMB 170/190 EPGDS design. It is installed in the LICC to provide control and protection for the AC EXT PWR channel. Access to the EPM is accomplished through the Mid E-Bay floor access hatch, which is located on the aircraft left side behind the left wing. The EPM is mounted in a pressurized location with no forced air cooling. All cooling of the EPM is through natural convection. The following are the main functions performed by the EPM : EPM (installed in the LICC) - Control and Protection for AC EXT PWR channel - Control of EPAC and GSTC - Control for Pins E/F Interlock
Chapter 24-40
Page 5
Figure 3: External Power Module
EPM
Floor Access Hatch
LICC
Mid E-Bay
Chapter 24-40
Page 6
170/190
EPM (Block Diagram)

The EPM primary function is to provide AC external power protection. There is one EPM LRM integrated in the EPGDS and this component is physically located within the Left ICC. This EPM consists of a two Printed Wiring Board (PWB) assembly mounted in a board stack Line Replaceable Module (LRM). The A1 PWB performs the processing functions for the EPM and the A2 PWB is the Input/Output interface with the A1 processing PWB as well as the power supply and power drive for system functions. The A1 PWB contains the digital hardware and related peripherals of the EPM, including the microprocessor which is an 80C186 supplied with a 40MHz clock (instructions run at half this speed, 20 MHz). The memory consists of a 512k x 16 Flash for program (flight code), 32k x 8 Non-Volatile Memory (NVM) for Bite Storage and retrieval and a 128k x 16 RAM for data transfer. A Watchdog Timer (WDT) is also resident to monitor for proper microprocessor operation. If an errant operation is detected, a fail-safe is initiated. Support hardware includes the Application Specific Integrated Circuit (ASIC), the Digital Signal Processor (DSP) and the Analog to Digital Converter (A/ D). The ASIC device assists the microprocessor by performing repetitive tasks such as serial communications (1553 and RS485) control, frequency and phase angle measurements, A/D control, phase sequence protection, chip select and address latching. The DSP provides the ASIC with processed External Power voltage and current data. The A/D converter converts raw analog data to a digital equivalent. Input/ Output buffers provide and receive discrete information to and from the A2 hardware sensing/driver circuits. The A2 PWB interfaces directly with the 3-phase AC External Power and +28VDC power (from DC BUS 1) to power the EPM. The A2 PWB uses an Internal Power Supply (IPS) to regulate the input power to needed +15 volt, - 15 volt, + 5 volt and filtered + 28 volt power for various A2 PWB and A1 PWB circuits. The switching and filtered power supplies are monitored and if their performance is out of specification, a control unit fail-safe shall be initiated. To allow closure of the BTCs when only external AC Power is con
nected (DC BUS 1 unpowered), the EPM routes +28 VDC through a driver to the AGCU. The AGCU has BTC control with the respective GCU1 and GCU2 unpowered. Beyond the power supply function, the A2 PWB performs many input/output functions to receive various discrete signals (switches, auxiliary contacts etc.) from the system and provides filtering prior to passing the information to the A1 microprocessor board for processing. An interface for discrete outputs (lamp driver commands etc.) to the external environment and an interface for contactor driver Solid State Relays (SSRs) is provided on the A2 PWB to provide contactor control to energize/de-energize system contactors including the EPAC and GSTC. Analog signals (External Power voltages and currents) are also received through the A2 PWB and filtered prior being processed on the A1 PWB. Additionally, this A2 PWB contains the serial communications bus drivers for the 1553 inter-LRU bus and RS485 test link. All A2 PWB signals are isolated and filtrered in order to provide HIRF and lightning protection. Another function provided through the A2 PWB relates to the Pin E/F interlock circuitry. During operation with an AC external power source connected to the aircraft, the EPM routes a nominal 28Vdc from pin F through an external AC Ground power source and back to pin E to verify appropriate interlock of the external power receptacle. A 28 Vdc nominal voltage is provided on pin F when enabled by the microprocessor. An indication that 28Vdc is present at Pin E is monitored by the microprocessor (A1) to determine if the External Ground Power Plug is properly mated to the aircraft (proper interlock).
Chapter 24-40
Page 7
Figure 4: EPM Schematic
Chapter 24-40
Page 8
170/190
24-41 DC External power

Introduction
DC EXTERNAL POWER switch is located on the DC External Power Panel. It is a push-button latching switch. This switch provides control of the External-Power-DC-Contactor (EPDC). This is controlled by a power relay logic of the External Power Module (EPM) inside the Auxiliary Integrated Control Center (AICC). If acceptable external DC power quality exists with the DC EXTERNAL POWER-switch in the OFF position, the DC EXTERNAL POWER AVAILABLE lamp, located on the DC External Power Panel, will illuminate via aircraft wiring, and the EXTERNAL POWER IN USE lamp will be OFF. When the External DC Power Source is plugged in, power quality is acceptable and the DC EXTERNAL POWER switch is closed, the External Power DC Contactor (EPDC) will close. With the EPDC closed, the DC EXTERNAL POWER IN USE lamp, located on the DC External Power Panel, will illuminate via aircraft wiring, and the AVAIL lamp will be OFF. An additional indication of DC GPU IN USE will be provided as a Crew Alert System Advisory message. With the DC EXTERNAL POWER switch in the OFF position, the EPDC will open.
Chapter 24-41
Page 1
Figure 1: DC External Power
(AC GPU) external AC power
EPM
The three-phase, 115 Volt, 400Hz external AC power is used for ground maintenance and flight preparation
The operation of the system is controlled by the External Power Module (EPM)
Chapter 24-41
Page 2
170/190
CAS Caution Message GPU CONNECTED

SPDA2 generates CAS Caution Message GPU CONNECTED when the parking brake has been released while the AC ground power unit (AC GPU) is still connected to the AC EXT PWR receptacle or the DC groung power unit (DC GPU) is still connected to the DC EXT PWR panel. CAS (MAU) inhibits the message during takeoff, landing, and in flight.
Chapter 24-41
Page 3
Figure 2: CAS Caution Message
GPU CONNECTED
Chapter 24-41
Page 4
170/190
24-42 AC-External Power

Cockpit Electrical Panel.
The cockpit control panel's Ground Power Unit (GPU ) switch provides control of the external AC power. Once the GPU is connected and power quality requirements are satisfied, a GPU AVAIL indication will illuminate on the GPU switch in the cockpit.. Pressing the GPU switch in the cockpit will allow operation of the EPAC, connecting the external AC power to the main AC buses, and a GPU IN USE indication will illuminate.
Chapter 24-42
Page 1
Figure 1: The cockpit control panel
AVAIL IN USE
AVAIL IN USE
(AC GPU) external AC power
Chapter 24-42
Page 2
170/190
AC External Power Panel

A momentary action type Ground Service switch is located on the AC External Power Panel. It is marked as AC GPU, and includes the AVAIL and IN USE indicator lights. This Ground Service switch provides control of the Ground Service Transfer Contactor (GSTC) through the External Power Module ( EPM ) inside the Left Integrated Control Center ( LICC ). The GPU AVAIL lamps on the Cockpit Control Panel and on the External Power Panel will illuminate if power quality is acceptable and the interlock system (pin E/F on the Ext.-Power-Plug) is in order. When the External AC Power Unit (GPU) is plugged in, power quality is acceptable, AC BUS 1 is unpowered, and the momentary GroundService switch is toggled, the Ground Service Transfer Contactor (GSTC) will close. The GPU IN USE lamp on the External Power Panel will illuminate with the Ground Service Transfer Contactor (GSTC) closed. This closure of the GSTC results in only the AC Ground Service Bus and the DC Ground Service Bus being powered. If the AC BUS 1 is powered, then the Ground Service Transfer Contactor will open. If the GSTC is energized and the Ground-Service-switch is again toggled, the GSTC will move to the rest position.
Chapter 24-42
Page 3
Figure 2: AC External Power Panel
AC GPU
MIC
AVAIL
N E
C F
B A
Chapter 24-42
Page 4
170/190
24-51 AC Power Generation

Introduction
AC power distribution is performed by subassemblies located in the: Left Integrated Control Center (LICC), Right Integrated Control Center (RICC), Emergency Integrated Control Center (EICC) and by Secondary Power Distribution Assemblies (SPDA 1 and SPDA 2).
The AC power distribution

The AC power distribution supplies AC power to various airplane loads through several AC buses. The AC buses are physically and electrically segregated to be sure that the loss of one AC bus not affect the other. The two main AC buses are the left main AC bus 1 which is located in the Left Integrated Control Center (LICC), and the right main AC bus 2, located in the Right Integrated Control Center (RICC). The main buses supply AC power to various switched airplane loads such as: the galley feeds, galley heaters, AC fuel pumps, windshield heater control units, airplane lights, AC fans and lavatory heaters.
AC power for the airplane is received from: two main AC-channels, one auxiliary channel, one external power channel and a Ram Air Turbine channel.
Each main AC channel receives power from associated Integrated Drive Generators (IDG 1 and IDG 2) through a Generator Line Contactor (GLC 1 and GLC 2), and distributes AC power via AC bus 1 and AC bus 2. The auxiliary channel receives power from the Auxiliary Power Unit (APU) through an Auxiliary Line Contactor (ALC) and distributes AC power through a Bus Tie Contactor (BTC1 / BTC2) and via AC Bus 1 / AC bus 2. External AC ground power can also be supplied to the airplane through the Alternating Current Contactor (EPAC). The Ram Air Turbine channel receives power from the RAT generator through the Ram Air Turbine Line Contactor (RLC), and distributes AC power via AC essential bus.
They also supply AC power to other loads through the Secondary Power Distribution Assembly (SPDA 1 or SPDA 2). The AC Ground Service bus (AC GND SVC) is supplied out of AC bus 1 or external AC source through the Ground Service Tie Contactor (GSTC). The AC Essential bus, located in the Essential Integrated Control Center (EICC), is supplied through Alternating Current Essential Tie Contactor (AETC). The Standby AC Bus is supplied out of the AC Essential bus through the Standby Contactor (STBYC). AC bus 1 or the AC Ground Service bus supplies Transformer Rectifier Unit 1 (TRU 1); AC Bus 2 supplies TRU 2, and the AC Essential Bus supplies Essential TRU (TRU ESS).
Chapter 24-51
Page 1
Figure 1: AC power distribution

IDG 1 GLC 1 120A
APU GEN ALC 120A
DC GND SVC
CB17 15A
EPDC 400A
Chapter 24-51
Page 2
170/190
24-52 AC Circuit Breakers

Introduction
The circuit breakers are thermal type devices with temperature compensation. When subjected to an overload current, the breakers will trip open after a predetermined time. The circuit breakers are the free tripping, push/pull, on/off, manual actuation type. The CB aux contacts are normally open, polarized with a blocking diode. The AC circuit breakers (CB) provide protection of supply lines and cabeling for all loads whose power is sourced from the AC supply system of the airplane. The AC and DC circuit breakers are located in the LICC, RICC and in the EICC. On the AICC, only DC CBs are installed. Some fuses are also installed on the front panel of the LICC, RICC and EICC. Additional circuit breakers are located in the flight deck as left and right circuit breaker side panels. Caution! All power sources to the ICCs need to be disconnected prior to performing maintenance on the ICC, such as opening the panels or removing any Line Replaceable Modules (LRMs).
Chapter 24-52
Page 1
Figure 1: AC circuit breakers

AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC TRU ESS GSTC 60A CB4 35A TRU 1 LICC
IDG 1 GLC 1 120A
APU GEN ALC 120A
TRU2
The main buses supply AC power to various switched airplane loads such as
galley feeds lley heaters fuel pumps ndshield heater control units plane lights fans atory heaters
They also supply AC power to other loads through the Secondary Power Distribution Assembly (SPDA 1 or SPDA 2).
DC
Chapter 24-52
Page 2
170/190
The LICC
The Left Integrated Control Center provides AC and DC power distribution and protection for the main airplane busses associated with the left side of the airplane. This list shows all AC circuit breakers and their ratings, installed on the front panel of the LICC. The upper AC BUS 1 CB panel can be released by unscrewing the four captive screws and pulling the panel away from the LICC. The wires are long enough to enable replacement of any of the three CBs or two fuses. The lower front access panel of the LICC can be opened after releasing the eleven captive screws, allowing easy access to the circuit breakers and other components inside. Don`t forget to disconnect electrical power from the LICC prior to performing maintenance!
Chapter 24-52
Page 3
Figure 2: The LICC
IDG 1 GLC 1 120A
AC EXT PWR EPAC 120A LICC
APU GEN ALC 120A
CIRCUIT BREAKER CB01 CB02 CB03
NAME HYD (Hydraulic) MOTOR PUMP 2B CBP AC BUS 1 FEED AETC (Alternating-Current Essential Tie-Contactor) POWER FEED
SOURCE AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1
CB RATING TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD
BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DCTC 120A RF1 150A
CB12 CB13 CB14 CB15 CB16

TRU2 300A
FWD (Forward) GALLEY HEATER AC FUEL PUMP 1 AC FEED LEFT FAN SPDA (Secondary Power Distribution Assembly)2 AC 1 FEED WHCU (Windshield Heating Control Unit) 2 MODULE FEED GALLEY 2 FEED 1 GALLEY 3 FEED 4 TRU (Transformer Rectifier Unit)1 PWR (Power) SPARE FAN 1 FWD BAY FAN 1 MID BAY CEILING LIGHTS SIDEWALL LIGHTS SPDA1 FEED WATER/WASTE HEATER VACUUM MOTOR GEN (Generator) FEED AC OUTLET PWR SPARE SPARE SLAT 1
AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC BUS 1 AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS AC GROUND SERVICE BUS
DC GND SVC
CB17 CB18 CB19 CB04 CB05

ETC1 120 A
TRU 2C 400A DC BUS 2 EC 2 120A RF2 ETC 2 200A 120A DC ESS BUS2 BC2 200A AICC AF1 225A HOTBATT BUS 2 ABC 400A BATT 2
CB20 CB21
CB22 CB23 CB24 CB25 CB26 CB27 CB28 CB29
CB17 15A
EPDC 400A
LICC
Chapter 24-52
Page 4
170/190
The RICC
The Right Integrated Control Center provides AC and DC power distribution and protection for the main airplane busses associated with the right side of the airplane. This list shows all AC circuit breakers and their ratings, installed on the front panel of the RICC. Removal and replacement is done by loosening the attached hardware and the interface wire harness. These devices are not to be reset or replaced in flight.
Chapter 24-52
Page 5
Figure 3: The RICC

RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DC ESS BUS3 EF1 EF2 150A 150A ETC1 120 A EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 BATT 2 DCTC 120A RF1 150A LICC APU GEN ALC 120A BTC 2 120A AC BUS 2 CB1 CB29 50A 35A IDG 2 GLC 2 120A RICC
AC CIRCUIT BREAKERS CB02 CB15 CB16 CB17

NAME HYD MOTOR PUMP 1B
SOURCE AC BUS 2
CB RATING 35 A AC 3 PHASE 5 A AC 3 PHASE 15 A AC 3 PHASE 25 A AC 3 PHASE 5 A AC 3 PHASE 15 A AC 3 PHASE 25 A AC 3 PHASE 25 A AC 3 PHASE 25 A AC 3 PHASE 25 A AC 3 PHASE 5 A AC 3 PHASE 5 A AC 3-PHASE 7.5 A AC 3-PHASE 35 A AC 3-PHASE 35 A AC 3-PHASE 35 A AC 3-PHASE 35 A AC 3-PHASE
DC GND SVC
FAN 2 MMID BAY AC BUS 2 FLAP 2 AC FEED AC BUS 2 SPDA 2 AC 2 FEED FAN 2 FWD BAY RIGHT FAN GALLEY 3 FEED 1/5 WHCU 1 MODULE FEED SPARE RLY (RELAY) FEED GALLEY 2 FEED 3 AFT GALLEY HEATER VIBRATION SYSTEM DOOR SILL HEATER CBP AC B S 2 FEED HYD MOTOR PUMP 3B TR 2 PWR LOAD BANK FEED AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2 AC BUS 2
CB18 CB19
CB17 15A
CB20 CB21 CB22 CB23 CB24 CB25 CB26 CB27 CB28 CB29
EPDC 400A
Right Integrated Control Center RICC

CB35
Chapter 24-52
Page 6
170/190
The EICC
The Essential Integrated Control Center provides AC and DC power distribution and protection for the airplane essential, standby, and hot battery buses. This list shows all AC circuit breakers and their ratings, installed on the front panel of the EICC. The first list shows seven CBs and 2 spares, associated with the AC Essential Bus (AC ESS BUS). The second list shows two CBs associated with the STANDBY AC BUS. This shows the AC Essential Bus CBs, and the Standby AC bus CBs. There is one front panel on the EICC. Releasing eleven captive screws provides easy access to the rear of the CB installation. Reminder: Take precautions to ensure proper power and Electro Static Discharge (ESD) safety considerations while performing maintenance on the open ICCs. Electrical power must be disconnected an ESD wrist strap must be worn since there are static sensitive modules installed in the ICCs.
Chapter 24-52
Page 7
Figure 4: The EICC

RAT GEN EICC RLC 60A AC ESS BUS STBYC 10A STANDBY AC BUS TRU ESS 300A TRU EC 400A CB26 25A AETC 60A IDG 1 GLC 1 120A AC EXT PWR EPAC 120A BTC 1 120A AC BUS 1 CB3 50A AC GND SVC GSTC 60A CB4 35A TRU 1 300A TRU 1C 400A DC BUS 1 EC 1 120A DC ESS BUS3 EF1 EF2 150A 150A ETC1 120 A EF3 200A DC ESS BUS 1 BC 1 200A EF4 225A HOTBATT BUS 1 BATT 1 BATT 2 DCTC 120A RF1 150A LICC APU GEN ALC 120A BTC 2 120A AC BUS 2 CB1 CB29 50A 35A IDG 2 GLC 2 120A RICC
AC CIRCUIT BREAKERS CB23 CB24 CB25 CB26 CB27
NAME SPARE FLAP 1 AC FEED FWD FAN FEED TRU ESS FEED SPARE AC FUEL PUMP 2A SLAT 2 AC FEED FAN FEED
SOURCE
CB RATING
AC ESS BUS NONE 15 A AC 3 PHASE AC ESS BUS 5 A AC 3 PHASE AC ESS BUS 25 A AC 3 PHASE AC ESS BUS NONE AC ESS BUS 7.5 A AC 3 PHASE AC ESS BUS 15 A AC 3 PHASE AC ESS BUS 5 A AC 3 PHASE
DC GND SVC
CB28
CB17 15A
CB29 CB30
EPDC 400A
AC CIRCUIT BREAKERS CB21 CB22
NAME EXCITER 1A EXCITER 2A
SOURCE STANDBY AC BUS STANDBY AC BUS
CB RATING 5 A AC 1 PHASE 5 A AC 1 PHASE
Essential Integrated Control Center EICC Take precautions to ensure proper power and Electro Static Discharge (ESD) safety considerations while performing maintenance on the open ICCs. Electrical power must be disconnected an ESD wrist strap must be worn since there are static sensitive modules installed in the ICCs.
Chapter 24-52
Page 8
170/190
24-60 DC Power Distribution System

Introduction
Direct Current (DC) power distribution routes primary DC power to the aircraft through subassemblies located in the Left Integrated Control Center (LICC), Right Integrated Control Center (RICC), Emergency Integrated Control Center (EICC) and Auxiliary Integrated Control Center (AICC). The two main DC buses (DC BUS 1; DC BUS 2) can receive primary DC power from two main DC channels coming from Transformer Rectifier Units (TRU 1) or 2. The three Essential DC buses (DC ESS BUS 1, DC ESS BUS 2, DC ESS BUS 3) receive power from either of the main DC buses, the ESS DC channel out of the ESS TRU, the external DC power channel or either of the two battery channels. Both main DC buses and the three ESS DC buses supply power to batteries 1 and 2 via the battery buses. These buses also supply the AC inverter. The left main DC bus supplies power to the DC Ground Service Bus (DC GND SVC).
Chapter 24-60
Page 1
Figure 1: Schematic
IDG 1 GLC 1 120A
APU GEN ALC 120A
DC GND SVC
CB17 15A
EPDC 400A
Chapter 24-60
Page 2
170/190
Intergrated Control Centers and SPDAs

All four Integrated Control Centers have circuit breakers that provide DC power control and protection to a selection of aircraft electrical loads. The two SPDAs are an integral part of the Electrical Power Generation and Distribution System (EPGDS). The SPDAs provide control and monitoring of the primary DC distribution and of DC secondary loads. Other DC system control is accessible using manual switches on the electric system cockpit control panel. The two main DC buses, three essential DC buses and one ground service bus distribute power to various aircraft electrical loads either through DC circuit breakers or through Secondary Power Distribution Assembly One or Two.
Chapter 24-60
Page 3
Figure 2: Intergrated Control Centers and SPDAs
SPDA 1
SPDA 2 RICC
EIC EICC
ELEC AC SYSTEM
DISC
AC BUS 1 GPU
AVAIL IN USE
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
LICC AICC
Chapter 24-60
Page 4
170/190
24-61 Secondary Power Distribution Assemblies

Introduction
Secondary DC power is distributed by LRUs located in the Secondary Power Distribution Assembly (SPDA 1 and SPDA 2). Secondary Power Distribution Assembly, (SPDA 1) is located in the forward avionics bay and SPDA 2 is located in the mid avionics bay. In the DC distribution system, SPDA 1 provides secondary power control and monitoring of three Integrated Control Centres (LICC, RICC and EICC) and SPDA 2 provides secondary power control and monitoring of all four ICCs. SPDA 1 consists of twenty slots for modules; SPDA 2 has twenty-six modules that are individually replaceable. Some of these modules assist in DC power distribution. An EICAS message "SPDA FAIL" indicates a total failure of any module in SPDA 1 or SPDA 2, or a loss of communication with the other SPDA. This indication is shown as an advisory message.
Chapter 24-61
Page 1
Figure 1: SPDA Locations
SPDA 1
SPDA 2 RICC
EI EICC
ELEC AC SYSTEM
DISC
AC BUS 1 GPU
AVAIL IN USE
ELEC DC SYSTEM
TRU 1 TRU ESS TRU 2
ESS DC BUS
DC BUS 1 BATT 2
DC BUS TIES
AUTO OFF
LICC AICC
Chapter 24-61
Page 2
170/190
SPDA Function
Integrate electric power distribution/control with aircraft utility system control Electrical power received from four independent DC buses SPDA 2 SPDA 1 DC BUS 1 DC BUS 2 DC ESS BUS 1 DC ESS BUS 1 DC ESS BUS 2 DC ESS BUS 2 DC GND SVC DC GND SVC
Monitoring and distribution control of aircraft utility system Air Management Oxygen Electrical Power Engine Ignition Fuel Engine Starting Hydraulics APU Anti Ice Fire Extinguishing Lighting Water
Distribution control via Solid State Power Controllers (SSPCs) Trip characteristics match traditional circuit breakers No moving parts.
Chapter 24-61
Page 3
Figure 2: SPDA 1 Power Supplies
EMBRAER 170 / 190

LICC EICC RICC
FOR REFERENCE ONLY
CB04 1
7,5
POWER SUPPLY DC POWER DC POWER DC POWER DC POWER DC POWER DC POWER MICRO/COMMS DISCRETE I/O ASCB COMMS DISCRETE I/O MICRO/COMMS DC POWER FILLER CB06
25
CB51 CB30 CB09 CB10 CB06 CB07

25
7,5 25 25 25
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
CB05
25
25
CB14
5
DC BUS 1
CB49
5
DC GND SVC
SPDA 1
FILLER
DC ESS 1 DC ESS 3
DC ESS 2
DC BUS 2
CB24 AC POWER ANALOG ARINC 429 DISCRETE I/O POWER SUPPLY CB01
5 15
AC GND SVC
CB48
7,5
CB33
7,5
CB13
5
CB41
5
CB42
7,5
GPU
CB44
5
MCDU 1
SPDA 2 AMS Ch B
EPM
GCU 1
LICC
EICC
RICC
APU FADEC
MAU 3

FOR REFERENCE ONLY
CB10
7,5
CB40
7,5
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
POWER SUPPLY DC POWER DC POWER DC POWER DC POWER DC POWER DC POWER MICRO/COMMS DISCRETE I/O ASCB COMMS DISCRETE I/O MICRO/COMMS AC POWER AC POWER FILLER FILLER ARINC 429 AMS PROCESSOR AMS LOW LEVEL I/O AMS - MTR DRIVE AMS LOW LEVEL I/O
CB50 CB08 CB11

25 25 25
CB14 CB12
25 25
DC ESS 3
CB31
25
CB07
5
DC ESS 1
DC BUS 2
CB50
5
CB16 CB17
25 25
AC BUS 1
SPDA 2
DC BUS 1
AC BUS 2
DC ESS 2
5
DC GND SVC
CB34
AMS LOW LEVEL I/O AMS - MTR DRIVE AMS LOW LEVEL I/O
5
CB54
AMS PROCESSOR POWER SUPPLY
CB45
7,5
CB34
7,5
CB32
5
CB38
5
CB39
5
EPM
GCU 2
AGCU
MCDU 2
SPDA 1 ARINC 429
170/190
SPDA 1 Location
SPDA 1 is located in the temperature and pressure controlled forward EBay. Access to this equipment can be accomplished through the forward EBay floor access hatch, which is located in front of the nose gear. SPDA 1 mounts to the aircraft rack using 8 screws (size 10-32). The screws are installed from inside the chassis into captive fasteners in the aircraft rack. The electrical connectors for SPDA 1 are on the back panel. Cooling air is provided from the aircraft Air Management System (AMS) and drawn through SPDA 1 to ensure adequate heat dissipation for the SPDA 1 modules (20). A Cooling Plenum with two ports is located near the top of SPDA 1. Air inlet holes are on the bottom and on the top. SPDA 1 requires 150 cubic feet per minute of cooling airflow, requiring 1.28 inches of water pressure (under normal conditions of two fans operating at sea level and 40oC). The position of the Identification Plate for each LRM is on the Insert/Extractor and Stiffener. SPDA 1 has 20 modules. SPDA1 is not considered a line replaceable unit (LRU), but each of the 20 modules is considered to be a line replaceable module (LRM). SPDA 1 and its LRMs should be handled using static discharge prevention equipment and practices. Dimensions and weight for SPDA 1 (excluding Cooling Plenum) are as follows: Height = 8.7 in (222 mm) Depth = 11.8 in (299 mm) Width = 22.2 in (565 mm) Weight = 58.7 lbs (26.6 kg) The weight of the Cooling Plenum for SPDA 1 is 3.7 lbs (1.7 kg).
Chapter 24-61
Page 5
Figure 2: SPDA 1 Location
Fwd
SPDA 1 EICC
Forward E-bay RAT GCU
SPDA1 Battery 1 Static Inverter Forward E-Bay EICC
Chapter 24-61
Page 6
170/190
SPDA 2 Location SPDA 2 is located in the temperature and pressure controlled Mid EBay. Access to this equipment can be accomplished through the Mid E-Bay floor access hatch, which is located on the aircraft port side, behind the left wing. SPDA 2 mounts to the aircraft rack using 8 screws (size 10-32). The screws are installed from inside the chassis into captive fasteners in the aircraft rack. The electrical connectors for SPDA 2 are on the back panel. Cooling air is provided from the aircraft AMS to ensure adequate heat dissipation for the SPDA 2 modules (26). A Cooling Plenum with two ports is located above and near the front of SPDA 2. Air inlet holes are on the bottom and on top. SPDA 2 requires 200 cubic feet per minute of cooling airflow, requiring 1.16 inches of water pressure (under normal conditions of two fans operating at sea level and 40oC). The position of the Identification Plate for the chassis is on the left side. The position of the Identification Plate for each LRM is on the Insert/Extractor and Stiffener. SPDA 2 has 26 modules (including eight for the AMS). SPDA 2 is not considered a line replaceable unit (LRU), but each of the 26 modules is considered to be a line replaceable module (LRM). SPDA 2 and its LRMs should be handled using static discharge prevention equipment and practices. Dimensions and weight for SPDA 2 (excluding Cooling Plenum) are as follows: Height = 8.7 in (222 mm) Depth = 11.8 in (299 mm) Width = 28.5 in (724 mm) Weight = 66.1 lbs (30.0 kg) The weight of the Cooling Plenum for SPDA 2 is 4.6 lbs (2.1 kg).
Chapter 24-61
Page 7
Figure 3: SPDA 2 Location
SPDA 2
AMS Cooling Ducts
Mid E-bay
Fwd Mid E-bay
Chapter 24-61
Page 8
170/190
SPDA Modular Composition and Power Sources

DC Power I/O Modules provide the following: - Four 2.5 to 15 Amp Outputs - Eight 2.5 to 7.5 Amp Outputs - One 7.5 Amp Isolated FET - Four Ground/Open Inputs - Four 28V/Open Inputs All outputs are individually programmable with respect to current rating and default state. AC Power I/O Modules provide the following: - Nine 2.5 to 7.5 Amp Outputs - Four Ground/Open Inputs - Four 28V/Open Inputs All outputs are individually programmable with respect to current rating and default state. Power outputs can be used separately or configured in groups of three with the same current rating and default state for three phase loads. Discrete I/O Modules provide the following: - Twelve 250mA 28V/Open Outputs - Twelve 250mA Ground/Open Outputs - Twelve 28V/Open Inputs - Twelve Ground/Open Inputs All outputs above are individually programmable with respect to default states. Analog I/O Module provides the following: - Six 115 VAC voltage monitors - One 500A high side current monitor - Two 500A low side current monitors - One RTD temperature monitor - Four 28VDC voltage monitors - One combined 28VDC voltage and ripple monitor - Two voltage ripple monitors for 28VDC supplies - Two counter inputs for speed/frequency measurements ARINC 429 Communication Modules provide the following: - Eight ARINC-429 Receivers - Four ARINC-429 Transmitters Receiver channels can be independently programmed to receive 12.5kHz or 100kHz ARINC data. Label filtering is provided to ignore data not intended for use by SPDAs. Transmitter channels are independently programmable for 12.5kHz or 100kHz operation. ASCB Modules provide the following: - Transmit function on two ASCB-D busses - Receive function on three ASCB-D busses - Transmit and Receive on one LAN - Discrete inputs for module ID assignment Microprocessor Modules provide the following: - Cross-channel SPDA communication interface (CAN) - Master chassis Identification - Application identification pin strapping Power Supply Modules provide the following: - Dedicated Power Supply for each Microprocessor Module - Distributed power supply for other modules - Redundant 28VDC inputs Filler Modules are utilized where provision for another module type has been made but is not utilized. They protect the back plane connector and installation guides from FOD. A cover plate is used to cover the aircraft side of the EPXB connector to satisfy EMI and environmental requirements.
Chapter 24-61
Page 9
Figure 4: SPDA 1 Modules
Power Micro & Supply Comms
ASCB Comms
Spares Micro & Comms Analog Power I/O Supply
ESD Jack
Slot 1
Slot 20
DC Power
Discrete I/O
DC Power
ARINC 429 AC Power
Discrete I/O
170/190
Figure 4: Block Diagram

FIGURE 5.2.7-4 SPDA1 SIMPLIFIED BLOCK DIAGRAM ASCB 1B
ASCB 1P ARINC I/Os DC BUS 1
PWR SOURCE 1
ESS DC 1
PWR SOURCE 2
PROCESSOR 1
PROCESSOR 2
DC 1
COMM ARINC
COMM ASCB
SPDA USER OUT
ESS DC 2
DC GND SVC
ASCB 2P
ASCB 2B
PWR COMM
UTILITY X1
UTILITY X2
Chapter 24-61
Page 11
Figure 5: SPDA 1 (front cover removed)
Height 8.7 in (222 mm) Depth 11.8 in (299 mm) Width 22.2 in (565 mm) Weight 58.7 lbs (26.6 kg)
SPDA Power Supply Module
Wedge Lock
Chapter 24-61
Page 12
170/190
SPDA 2 Line replaceable Modules (LRMs)

SPDA 2 contains twenty-four LRMs and two filler modules for the two spare slots. SPDA 2 utilizes a 26 slot chassis, which houses not only the SPDA components but also the Air Management System (AMS) control modules. Ducted AMS cooling air is utilized for SPDA cooling. The SPDA LRMs fall within 3 categories: - Power supply - Microprocessor - Input/Output (I/O) Power Supply LRMs are utilized in pairs to provide redundant control power for all of the other LRMs in a SPDA chassis. They are located on each end of the chassis for the best thermal environment. Microprocessor LRMs are also utilized in pairs for redundancy. They implement all of the control laws of the utility management system coordinating SPDA operation and interface to the aircraft avionics system (flight deck. Since they are the second highest power dissipating LRMs after the power supply LRMs, they are also placed where they can obtain the best thermal environment. They are not adjacent to the power supply LRMs. There are three slots between the two microprocessor LRMs. The ASCB LRM is located between the two microprocessor LRMs since it must share the common PCI bus. Since the ASCB LRM is also high power dissipating, it is installed in the middle of these three slots so that it is not directly next to either microprocessor LRM. The Input/Output (I/O) LRMs fall within the following five categories: - Communication (ASCB and ARINC 429) - Discrete I/O - Analog I/O - DC Power I/O - AC Power I/O Communication LRMs are used to communicate with the avionics computers and can be used as sub system interfaces to display units, local control panels or other sub system controllers. Discrete I/O LRMs interface with aircraft switches, sensors and low current loads such as indicator lights. Analog I/O LRMs interface with aircraft sensors and control elements. DC and AC Power I/O LRMs provide the dual function of providing a circuit breaker function and output control.
Chapter 24-61
Page 13
Figure 6: SPDA 2 (module location)
ASCB Comms Micro & Comms
Spares Micro & Comms AMS AMS Motor Power Micro Drive Supply
ESD Jack
Slot 1
Slot 26
Power Supply
DC Power
Discrete I/O
AC Power ARINC 429
AMS I/O AMS Micro

170/190
Notes:
Chapter 24-61
Page 15
Figure 7: SPDA Power Supply Module
Chapter 24-61
Page 16
170/190
SSPCs
SSPC Functional Separation SSPC circuit breaker and switch functions utilize independent control logic. After CB ratings are programmed at initial power up, the CB command function operates independently of the switch command function. Three Phase AC SSPCs Unless otherwise specified, all three phase AC SSPCs turn ON, OFF, and trip on over current within 10 ms of each other. DC SSPCs used in Parallel DC SSPCs within the same SPDA, which are used as Diode ord sources controlled by common logic, turn OFF within 10 ms of each unless staggered for BIT, but they trip independently in the event of over current. SSPC Initialization When power is first applied to an SPDA, all SSPCs initially have the CB and switch functions set to OFF and verified to be OFF. SSPC switch ON are independent of the state of the associated power bus unless dictated otherwise by control logic such that when the power feed or bus subsequently becomes available, all on outputs on that module simultaneously become live. SSPCs do not turn ON unless the following requirements are satisfied: - The switch state is ON - The CB function is IN - Programmed CB rating has been verified SSPCs Used as Power Feeds SSPCs used as power distribution feeds only and which have no associated control logic, are switched ON once the defined current rating has been programmed and verified. SSPCs Not Used All unused SSPCs are configured as follows: - Circuit Breaker rating is 2.5A - The default state is OFF
When the operating schedule is enabled and running, all unused SSPCs are commanded OFF. Discrete Outputs Not Used All unused discrete outputs are configured with the default state OFF. Discrete Outputs are commanded OFF.
Chapter 24-61
Page 17
Figure 8: SPDA 1 (module partially removed)
Chapter 24-61
Page 18
170/190
CAS Advisory Message REMOTE CB TRIP

The EPGDS control units (GCU1, GCU2, AGCU, SPDA1, and SPDA2) generate the CAS Advisory Message REMOTE CB TRIP when one of the following circuit breakers (CBs), fuses, or Solid State Power Controllers (SSPCs) are tripped or blown: - GCU1 - LICC thermal circuit breaker (CB) detected as tripped - LICC fuse detected as blown - GCU2 - RICC thermal circuit breaker (CB) detected in tripped state - RICC fuse detected as blown - AGCU - AICC thermal circuit breaker (CB) detected as tripped - AICC fuse detected as blown - SPDA1 - EICC thermal circuit breaker (CB) detected in tripped state - EICC fuse detected as blown - SPDA1 SSPC detected as tripped - SPDA2 - SPDA2 SSPC detected as tripped The message is inhibited by CAS (MAU) during takeoff, landing, and while in flight.
Chapter 24-61
Page 19
Figure 9: MCDU CB Control
Chapter 24-61
Page 20
170/190
Notes:
Chapter 24-61
Page 21
Chapter 24-61
Page 22
170/190
MCDU CB Control Page

Select CB button on MCDU CB pages show all CBs on aircraft (virtual and mechanical CBs) Virtual CBs (inside SPDAs) can be pushed in or pulled out by selection on MCDUs Mechanical CBs have indications if in or out and location labels (LICC, RICC, EICC) MCDU 1 controls some CBs MCDU 2 controls other CBs
Chapter 24-61
Page 23
Figure 11: MCDU CB Control Page
Chapter 24-61
Page 24
170/190
24-MEL (Example)
C 2 C 2
0 1 2 0 0 2 0 0
NOTE:
| | |
0 0 0 0 0
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 24-MEL
Page 1
MEL (Example)
D D D
0 0 0
| | | | | | | | | | | | |
-------------------------------------------------------------------------------
last update: Jun06
Chapter 24-MEL
Page 2
170/190
last update: Jun06
Chapter 24-MEL
Page 3
170/190
ATA 31 Indicating and Recording
170/190
Table of Content
31-21 Clock system
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The clock display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The clock functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fuel Synoptic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Fuel Tank Quantity Scale and Pointer . . . . . . . . . . . . . . . . . . . . . .17 Environmental Control System Synoptic Display . . . . . . . . . . . . . .19 Engine Maintenance Synoptic Display . . . . . . . . . . . . . . . . . . . . . .21 Dispatch Limitations Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Engine Exceedances Display . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Engine Fault Codes Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Maintenance Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 The Engine Indicating and Crew Alert System (EICAS) . . . . . . . .25
31-60 Central Display System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EFD Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electronic Display System (EDS) . . . . . . . . . . . . . . . . . . . . . . . . . . 5 EDS Abnormal Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Guidance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
31-61 EICAS Full Panel

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Declutter (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
31-62 Cursor control System

Cursor Control Devices (CCD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 CCD Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
31-61 Displays
Primary Flight Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Multi Function Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Multi Function Display (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . 9 System Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Doors and Access Panels Status . . . . . . . . . . . . . . . . . . . . . . . . . 13 Airplane Graphic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Hydraulic Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
31-30 -01 Recorders identification, location and Interface

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 DVDR Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 The DVDR Audio Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Chapter 31-TOC
Page I
170/190
31-30-02 Recorders Component Description and Operation

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The Digital Voice Data Recorder Control Panel . . . . . . . . . . . . . . . 3 System architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 System Architecture (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The Tri-axial Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Start Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Hand Held Download Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 PCMCIA Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
31-51 Aural Warning Function

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
31-51-01 Take-Off Config Warning

Takeoff Configuration Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Emergency/Park Brake Takeoff Configuration . . . . . . . . . . . . . . . . .1 Spoilers Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Pitch Trim Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Slat/Flap Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Take-Off configuration Check Button . . . . . . . . . . . . . . . . . . . . . . . .3
31-32 Quick Access Recorder System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Training Information Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
31-52 Central Warning System (CWS)

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
31-MEL (Example)
31-41 MAU Modular Avionics Unit

Modular Avionics Unit (MAU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Module Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ASCB Bus System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Chapter 31-TOC
Page II
170/190
31-21 Clock system

General
The Clock is located in the cockpit instrument panel. It is used to display the Universal Time Coordination (UTC), elapsed time, and chronograph functions.
Chapter 31-21
Page 1
Figure 1: Clock system
RST
CHR
CHR
MIN
SEC
UTC
SET
GPS INT SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET
MIN
RST
CHR
CHR
MIN
SEC
UTC
SET DATE
HR/MO MIN/DY SEC/Y
GPS INT SET AUTO RST
HR
ET
MIN
Chapter 31-21
Page 2
170/190
The clock display

The Clock interfaces with the Generic Input/Output Module 2 in MAU 2 via an ARINC 429 Bus. The Clock receives GPS data and a Weight On Wheels signal, but provides UTC and date. Power is supplied from the 28 VDC Essential Bus 1. The front panel consist of high contrast transflective LCDs with blue-white segments on black background and control buttons. There are four digits for the chronograph functions, six digits for Universal Time Coordination, and four digits for elapsed time. The LCDs are back lighted and automatically dimmed using a photo cell. Two push buttons control the chronometer: Chronometer (CHR) and Reset (RST). A three-position knob selects Global Positioning System time (GPS), internal time (INT) or sets Universal Time Coordination and date functions (SET) for the UTC display. The DATE/SET push and turn button allows you to set the date. A two-position mode selector for the elapsed time is used to select the automatic mode (AUTO), or reset function (RST).
Chapter 31-21
Page 3
Figure 2: Clock Display

High contrast transflective LCDs Control buttons: Photo cell
Reset (RST)
UTC and Date
RST
CHR
CHR
Chronometer (CHR)
MIN
SEC
Generic Input/Output Module 2 MAU #2
UTC
ARINC 429
GPS INT SET
Global Positioning System time (GPS) Internal Time (INT)
SET
DATE
GPS data Weight On Wheels signal
HR/MO
MIN/DY
SEC/Y
Set for UTC display (SET)
AUTO RST
Automatic mode (AUTO) Reset (RST)

HR
ET
MIN
DATE/SET push and turn button 28 VDC Essential Bus 1
Chapter 31-21
Page 4
170/190
The clock functions

UTC is indicated from 0 to 23 hours 59 Minutes and 59 Seconds. A fixed colon separates the hours from the minutes and comes on only when the function is initialized. With the three-position selector set to INT, the clock displays its internally computed time. When set to GPS, the clock synchronizes and displays GPS time. Note: During initialization and set to GPS the clock displays its internal time. When the clock is synchronizing with the GPS, when no signal is present or when false or invalid data is received, the clock displays its internal time. It displays all dashes if the internal time is not set. Pressing the DATE button displays the DAY/MONTH and YEAR in place of the UTC, but the colon is not displayed. Leap years are taken into account. Elapsed time counting is possible from 0 to 99 hours and 59 Minutes. A fixed colon separates the hours from the minutes and comes on only in the RUN mode. The display is blanked in the non operative mode. In the AUTO mode, the elapsed time counter starts only if there is no Weight On Wheels (WOW is false). With Weight On Wheels (WOW is true) and selected to the RESET mode, the counter is zeroed and blanked. Chronometer time is displayed from 0 to 99 Minutes and 59 Seconds. Pushing the RST push button blanks the display. Pushing the CHR push button enables the display and starts the chronometer from zero. Pushing it a second time stops it. The display is blanked in the non-operative mode.
Chapter 31-21
Page 5
Figure 3: The clock functions

UTC time
Displays all dashes if the internal time is not set
RST
CHR
CHR
The clock synchronizes and displays GPS time
RST
CHR
CHR
MIN
SEC
MIN
SEC
UTC
SET
GPS INT SET
UTC
GPS INT SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
The clock displays its internally computed time
SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET
MIN
HR
ET
MIN
Note: During initialization and set to GPS the clock displays its internal time. When the clock is synchronizing with the GPS, when no signal is present or when false or invalid data is received, the clock displays its internal time. When Date button is pressed: Date is displayed instead of UTC Elapsed time counting: From 00:00 to 99:59 Starts when: No Weight On Wheels
RST CHR CHR RST CHR CHR
Chronometer time from: 0 to 99 Minutes and 59 Seconds Blanks the display Starts the chronometer from zero
(WOW is false)
RST
CHR
CHR
MIN
SEC
MIN
SEC
UTC
SET
GPS INT SET
UTC
SET
GPS INT SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
DATE
HR/MO
MIN/DY
SEC/Y
Stops when: Weight On Wheels (WOW is true)
MIN
SEC
UTC
SET
GPS INT SET
AUTO
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET
MIN
HR
ET
MIN
HR
ET
MIN
Chapter 31-21
Page 6
170/190
31-60 Central Display System

Introduction
The Electronic Display System (EDS) presents primary flight, navigation, and system information to the flight crew. The EDS consists of: 5 display units, a guidance panel, 2 Cursor Control Devices (CCD), 2 Multi Function Control Display Units (MCDU), EICAS declutter panel, 2 reversionary panels, MAU hardware including Control input/output modules, and an EDS application software on dedicated processor modules.
The five display units are located on the main instrument panel. There are two Primary Flight Displays (PFD), two Multi function Displays (MFD), and an Engine Instrument and Crew Alerting System (EICAS) display. The display units are identical. In case of failure of one display, an automatic logic transfer will allow its information to be presented in the remaining units. The Multi Function Control Display Units (MCDU) may be used as a back up for the main panel displays.
Figure 1: Electronic Display System (EDS)
Electronic Display System (EDS)
5 display units Guidance panel 2 Cursor Control Devices (CCD) 2 Multi Function Control Display Units (MCDU) EICAS declutter panel reversionary panels MAU hardware including Control input/output modules EDS application software on dedicated processor modules
last update: Nov06
Chapter 31-60
Page 2
170/190
EFD Power Supply

All of the components require 28 VDC power. The pilot's PFD, the copilot's MFD, the copilot's CCD, the pilot MCDU and copilot's display controller are powered by DC Bus 1. The copilot's PFD is powered by DC Bus 2. The pilot's MFD and the pilots CCD are powered by the DC Ess Bus 2. The EICAS is powered by the DC Ess Bus 1. The pilot's display controller is powered by DC Ess Bus 2 via SPDA 2.
Figure 2: EDS Power Supply
V DC)
DC Bus 1
lot's lot s PFD opilot's MFD opilot's CCD lot's MCDU opilot's Disply Contoler
us 2
opilot s PFD opilot's
Ess Bus 2
ot's ot s MFD ot's CCD ot's Display Controller (via SPDA 2)
Ess Bus 1
CAS
last update: Nov06
Chapter 31-60
Page 4
170/190
Electronic Display System (EDS)

The Electronic Display System (EDS) has four basic functions: graphics generation, monitor warning, control abstraction layer, and utility. The graphics generation function generates flight information such as primary flight displays, navigation displays, crew alerting messages, engine systems and weather information, cockpit annunciation, radio tuning information and terrain awareness and warning information. The monitor warning function integrates the aural warning and crew alerting functions. The monitor warning receives warning, caution, advisory and status signals from various systems in the aircraft and will perform the same computations on the identical signals independently. The control abstract layer function resides in the control I/O modules, processor modules and display units in order to perform radio tuning pages, avionics setup page, avionics test pages and thrust management pages for the Multi Function Control Display Units (MCDUs). It also provides centralized control for on screen cursor and knob data from the CCD. The utility function is a software that provides ASCB command data to the I/O modules for control of the aircraft systems.
Figure 3: Table EDS Functions
Graphics generation
Primary flight displays Navigation displays Crew alerting messages Engine systems and weather information Cockpit annunciation Radio tuning information
Monitor warning
Warning signals
Control abstraction layer

Radio tuning pages Avionics setup page Avionics test pages Thrust management pages Centralized control for on-screen cursor and knob data from the CCD
Utility
Software that provides ASCB command data to the I/O modules for control of the aircraft systems.
Caution signals Advisory signals Status signals
Terrain awareness and warning information
last update: Nov06
Chapter 31-60
Page 6
170/190
EDS Abnormal Function

The Electronic Display System (EDS) abnormal operation is the automatic and forced Display Units (DU) reversion. The five display units are numbered 1 to 5 from left to right. Only DU 2 and DU 4 can be reverted. DU 1 and DU 5 are always operated as PFDs, and DU 3 is always an EICAS. Each pilot can manually select the desired display on the MFD screen via the display reversionary panel. The four switch positions are PFD, AUTO, MFD, and EICAS. Setting the switch to a position other than AUTO forces that selection onto the MFD. In this case the failed/ reverted from display unit is shutdown and the display will be blank. When the switch is set to the AUTO position, the system is in automatic reversion (with manual override capability) and it will detect many types of display unit failures. The reversion system will reconfigure the remaining DUs to the configurations shown.
Figure 4: EDS Abnormal Function
EDS Abnormal Operation
2
40 400 30 380 37 9 ILS 36 8 360 35 1013hPa 7 20 34 6 340 33 5 32 4 320 3 10 31 2 30 1 280 29 0 28 9 280 10 27 8 26 7 260 6 25 5 M. 2445 20 240 23 4 22 3CAGE 220 2 21 30 1 20 200 40 14500
3
S T136 D14000
135 3907M 134 13500 133 132 00 80 131 13 130 60 40 129 20 500 12 128 00 127 20 126 40 12 000 125 60 124 80 20 00 123 11 122 121 BARO
500 000
4
RST CHR CHR
MIN SEC
UTC
SET
GPS INT SET
DATE
HR/MO
MIN/DY
SEC/Y
AUTO RST
HR
ET MIN
11 000 10500
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
AUTOBRAKE OFF RTO LOW MED HI
UP
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
NA V1
NA V2
NA V3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
DN LOCK REL
ON
NA V1
ARTEX ELT
NA V2
NA V3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
SPKR MIC
INPH
HDPH
RAMP
SPKR MIC
INPH
HDPH
RAMP
ARM
BKUP VOL
VOL
VHF1: 47
NORM BKUP AUTO MASK
DN
Honeywell
TEST/RESET PRESS ON WAIT 1 SECOND PRESS ARM
BKUP VOL
VOL
VHF1: 47
NORM BKUP AUTO MASK
Honeywell
REVERSIONARYPANEL
DISPLA YS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS GND PROX TERR INHIB EMERG/ PRKGBRAKE GND PROX G/S INHIB LG WRN INHB
REVERSIONARYPANEL
DISPLA YS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS
DU 2 and DU 4 can be reverted. s. .
REVERSIONARYPANEL
DISPLAYS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS
last update: Nov06
Chapter 31-60
Page 8
170/190
Guidance Panel
The guidance panel houses two display controllers and a flight guidance panel. The display controller enables the selection of primary flight display HSI formats, navigation sources, weather display and bearing pointer selection. The flight guidance portion allows selection of autopilot and yaw damper engagement functions, flight director mode engagement and selection of display data source for the flight director.
Figure 5: Guidance Panel
Guidance panel
IN
BARO SET
FPR
HPa
PREV
FMS
RA
MINIMUMS
FD
BARO
NAV
HDG
AP
YD
FLCH
SPEED
VNAV
ALT
DN
VS
FD
IN
BARO SET
FPR
HPa
PREV
FMS
RA
MINIMUMS
BARO
O
BRG PUSH STD
WX
V/L
CRS
APP
HDG
SRC
AUTO
MAN
ALT SEL
FPA SEL
CRS
O
BRG PUSH STD
WX
V/L
HSI
PUSH TEST
BANK
PUSH DIR PUSH SYNC
A/T
PUSH CHG
UP
PUSH FT/M PUSH DIR
HSI
PUSH TEST
Display controller Weather display PFD HSI formats Navigation sources Bearing pointer selection
Flight guidance panel Autopilot and yaw damper engagement Flight director mode engagement Display data source for the flight director
last update: Nov06
Chapter 31-60
Page 10
170/190
The Display Controller

The display controller has following controls: The combined BARO SET/ STANDARD/UNITS knob has three functions: Turning the BARO knob sets barometric altimeter correction, pushing the PUSH STD button sets baro correction to standard, and selecting the IN/HPA switch selects baro correction format to inches of mercury or to Hecto Pascals. The combined RA/BARO-MINIMUM/MODE knob has three functions: The outer knob selects the source, either barometric or from the radar altimeter system. The inner knob when turned clockwise increases the Decision Height (DH). The HSI button toggles between full HSI and partial compass (arc) displays. The WX button selects weather data for display. The FMS button selects FMS as the primary navigation source and toggles between FMS sources. The BRG buttons toggle between VOR, ADF and FMS bearing sources; the upper button - circle - is for system 1, and the lower button - diamond - is for system 2. The PREV button selects navigation preview. When FMS is the selected navigation source, it is used to display VOR/LOC lateral and vertical deviation and distance on the HSI. The V/L button toggles between available short-range navigation sources. The FPR button turns the flight path reference line on the ADI on and off.
Figure 6: The Display Controller
last update: Nov06
Chapter 31-60
Page 12
170/190
31-61 Displays
Primary Flight Display
The Primary Flight Display (PFD) is the flight crews primary instrument. It provides display of aviation and navigation information, as well as backup radio tuning. The PFD is divided into sections, each one presenting one group of information such as information regarding attitude, heading, flight modes, and tuning COM and NAV. On the guidance panel the display controller portion allows the selection of primary flight display HSI formats, navigation sources, weather display, and bearing pointer selection. Certain PFD internal failures will result in a large red X covering the PFD screen. In case of mismatched information between the two PFDs, no information at all will be presented. In the event of a display failure, information may be presented in the MFD by appropriately setting the reversionary panel.
Figure 1: Primary Flight Display (PFD)
Primary Flight Display (PFD)

Mode Annunciations Display
Aviation Information
Airspeed Display ertical Speed Display
Navigation information Backup Radio tuning
ADI Display Altitude Display HSI Display Radio Data Box
Display controller portion

last update: Nov06 FOR TRAINING ONLY - Reproduction Prohibited
Chapter 31-61
Page 2
170/190
Display Units
The function of each DU is related to its position in the cockpit panel. The DU is an 8 x 10 LCD (Liquid- Crystal Display) that has an autonomous processing capability and is directly connected to the ASCB and LAN (Local Area Network). The DUs contain the components that follow: LCD NIC (Network Interface Controller) The NIC controls the data between the DU, ASCB and LAN. Processor The processor controls the I/O (Input/ Output), graphics and display functions in the DU. I/O The I/O supplies the necessary interfaces to the ARINC-429 buses and discretes. Backplane bus Cooling fan The DU positions in a normal configuration are as follows: PFD (DUs No. 1 and No. 5) MFD (DUs No. 2 and No. 4) EICAS (DU No. 3)
Figure 2: Display Units
last update: Nov06
Chapter 31-61
Page 4
170/190
Notes:
Figure 3: Displays
last update: Nov06
Chapter 31-61
Page 6
170/190
Multi Function Display

The Multi Function Display (MFD) presents navigation information, shows aircraft's system parameters and status, can provide a pilot's checklist, and enables maintenance personnel to access maintenance messages. The MFD display consists of control and information areas. The menu soft keys, on the top and bottom of the screen, are used to select formats and control various systems. The selected information is displayed on the split up screen. The Cursor Control Device (CCD) in the centre pedestal is used to control the menu soft keys. Once a soft key is pushed, a pull down menu is opened. Check boxes in the menu are used to select and deselect each function. For navigation you can choose between the map and plan format. Weather radar, FMS, TCAS, and various other information can be shown or alternatively switched on and off.
Figure 4: Multi Function Display (MFD)
Multi Function Display (MFD)

vigation information
MAP Plan
Systems
Fuel
ircraft's system parameters and status an provide a pilot's checklist nables maintenance personnel to access aintenance messages
TCAS
WX
Checklist
last update: Nov06
Chapter 31-61
Page 8
170/190
Multi Function Display (continued)

The systems menu has 8 sub pages available. 7 pages are synoptic displays for monitoring the respective aircraft system and for fault isolation. These are the pages for: Status, Flight Controls, Hydraulics, Fuel, Electrical, Environmental Control System (ECS), and Anti-Ice. Selecting the maintenance page permits to access maintenance messages. The maintenance page is available only on right MFD and on ground and is only for maintenance personnel. Pushing the TCAS soft key opens the TCAS controller. Actuating the weather button pops up the weather radar virtual controller. Via the checklist soft key you access the electronic checklist, which allows to select among normal, abnormal or emergency procedures indexes.
Figure 5: Multi Function Display cont.
MAP
Plan
Systems
Fuel
Status Ctrl Flight Ctrl Hudralics Fuel Electrical ECS Anti - Ice Maintenance
The maintenance page is available only on right MFD and on ground and is only for maintenance personnel.
TCAS
WX
Checklist
last update: Nov06
Chapter 31-61
Page 10
170/190
System Status Page

Engine Bleed Pressure Digital Readouts The Engine Bleed Pressure Digital Readouts have a label of PSI below the digital readout. The Bleed Pressure is provided by the Air Management System and indicates the current Bleed Air Pressure from the respective engine. Flight Status The Flight Status consists of the Flight Number, Flight Time, Total Air Temperature, Static Air Temperature and Gross Weight. The top left corner of the MFD Status Page shows the Flight Status. Flight Number The Flight Number display is shown in an alphanumeric digital readout with the label FLIGHT to the left. The Flight Number data is provided by the coupled - side (priority) FMS. Crew Oxygen Display Crew Oxygen Pressure display consists of the oxygen pressure information required for crew awareness. The analog scale displayed is partitioned in to three segments. The lower 50 % of the scale is represent by amber bar indication low oxygen pressure. The next 25 % of the scale represented by a cyan bar, indicates oxygen sufficient for a crew of two. The final top 25 % of the scale, represented by the white bar, indicates oxygen sufficient for a crew of three. Amber tic marks will be displayed at the scales bottom and mid - point. At 75 % of scales length, a cyan tic mark will be displayed while a white tic mark will be displayed at the top of the scale. The scales pointer color is directly tied to the color of the digital readout. Engine 1 and 2 Oil Scale and Pointers The Engine Oil Level Scale is in an analog display of the engine oil level in quarts. Each engine has its own scale. The scale is divided into two segments. The bottom segment is the amber region ranging from 0 to the minimum oil level sent by the correspondent FADEC. The upper segment is displayed in white and is the normal region for values greater than the minimum oil level. There is a tic mark at the minimum oil level to seperate the
two segments. The scale is a vertical line with tic marks at each end, a label ENG OIL LEVEL displayed at the top, and a units label QT at the bottom. Each scale has its Engine Oil Level Pointer. Each pointer is positioned in the external side of each scale. The left Scale corresponds to engine 1 and the right scale is for engine 2. In the normal range the pointers are green. In the amber region, the pointers are amber. Brakes System Emergency Accumulator Pressure Scales and Pointers The Brakes System Accumulator Pressure display has two scales, one for each brake system. The Brakes System Accumulator Pressure Scales are labeled SYS1 and SYS2, respectively. The scales are divided into two segments. The top of the scale is the normal region, with a range of 1900 psi to 4000 psi for the 170 aircrafts and 1200 psi to 4000 psi for the 190 aircrafts. The bottom portion of the scale is the amber region, ranging from 0 to 1200 psi for the 190 aircrafts, and 0 to 1900 for the 170 aircraft. there is a tic mark at 1200 psi (1900 psi) to seperate the segments, and tic marks at each end of the scale. The amber segment indicates that the accumulator pressure is below half of the total available pressure and is enough only for three brake applications. Each scale has a Brakes System Accumulator Pressure Pointer to indicate the accumulator pressure. In the normal range, the pointer is green. In the amber range, the pointer is displayed as solid amber. Brakes System Temperature Scales and Pointers The Brake System Temperature Scale and Pointers are non-linear and are divided into two segments. The bottom of the scale is the normal region, with values from < 250 C for the 170, and 0 C to < 233 C for the 190. The top of the scale is the amber region, ranging from 250 C to 420 C for the 170 and 233 C to 420 C for the 190. In the amber range the scale is amber and in the normal range the scale is white. The upper 50 % of each scale represent the anber range and the lower 50 % represent the normal range. There is an amber tic mark displayed at 250 C (233 C) Each scale has two pointers, one each to indicate inboard and outboard Brake System Temperatures. In the normal region, the pointers are green. In the amber region, pointers are displayed as solid amber. Brake Temp. data is updated once every 4 seconds and 4 seconds of the same value is displayed before another update.
Figure 6: MFD - System Status Synoptic Page
Crew Oxygen Level Status Flight Status
Engine Bleed Pressure Digital Readouts
Battery Status
Engine Oil Level Status
Brake Status
last update: Nov06
Chapter 31-61
Page 12
170/190
Doors and Access Panels Status

The Doors, Access Panels and Door Messages are shown in a plane view image of the aircraft as shown. The upper right section of the Status Synoptic reflects Doors and Access Panels status. The status of each door and access panel can be determined by the appearance of the icon. Doors and Access Panels are displayed in green when closed. If a door or panel is open, it is displayed in red or amber and a corresponding status message is displayed in the upper right corner of the Door and Access Panel window. If the state of a door cannot be determined, the icon is displayed in amber dashes.
Figure 7: MFD - System Status Synoptic Page
Electronic Bay Access Door Fwd Fuselage
Passenger Door Fwd Fuselage
Service Door Fwd Fuselage Fuselage Baggage Door Fwd Refueling Bay Access Door Service Door Rear Fuselage Baggage Door Rear Fuselage
Electronic Bay Access Door Central Fuselage
Passenger Door Rear Fuselage
Hydraulic Bay Access Door
last update: Nov06
Chapter 31-61
Page 14
170/190
Airplane Graphic
Description: The Flt Ctrl synoptic page contains an Airplane Graphic. The Airplane is a static display that shows the location of some flight control surfaces, status of the Flight Controls actuators and Flight Controls mode of operation.
Hydraulic Synoptic Page

The Hydraulics System is comprised of three active and totally independent hydraulic fluid systems. For each of the hydraulic system, a box encloses the fluid quantity readout with its vertical scale / pointer, the system pressure readout with its vertical scale / pointer, and the fluid temperature readout.
Figure 8: MFD - Flight Controls Synoptic Page / HYD (Hydraulic) Synoptic Page
Airplane Graphic Elevator Ground Spoiler 2 MF Spoiler 4 Rudder Ground Spoiler 1
MF Spoiler 3 MF Spoiler 5 Status Separation Visual Aid Line
Aileron
Hydraulic System Source
Actuator Status Annunciations Axes Mode Annunciations
Hydraulic System 3 Pressure, Temperature, Quantity Hydraulic System 1 Pressure, Temperature, Quantity Hydraulic System 2 Pressure, Temperature, Quantity
Hydraulic System Pumps Engine Firewall Shut Off Valves
UR2 User Annunciations UR1 User Annunciations
UL1 User Annunciations
Flow Lines UM1 User Annunciations UM2 User Annunciations
last update: Nov06
Chapter 31-61
Page 16
170/190
Fuel Synoptic Display

The fuel synopticpage contains symbols represent the fuel system component status keeping the basic concept of the system architecture.
The segments are divided as follows for the 190:

Segment Segment 1 SCALE POSITION
40% - 100%
Range - KG
6500 >Tank Qty > 800 800 > Tank Qty > 400 400 > Tank Qty > 0
Range - LB
14330 > Tank Qty > 1760 1760 > Tank Qty > 880 880 > Tank Qty > 0
Fuel Tank Quantity Scale and Pointer

The Fuel Tank Quantity Scales are displayed above the readouts. The Fuel Tank Quantity Pointer on each scale is displayed the same color as the segment it is indicating. The scales are divided into three segments. There are tic marks located at the 0%, 20%, 40% and 100% locations on the scales. The segments are divided as follows for the 170: Segment Segment 1 SCALE POSITION
40% - 100%
Segment 2 Segment 3
20 % - 40 % 0 % - 20 %
Range - KG
4700 >Tank Qty > 600 600 > Tank Qty > 300 300 > Tank Qty > 0
Range - LB
10361 > Tank Qty > 1320 1320 > Tank Qty > 600 660 > Tank Qty > 0
Electrical Synoptic Display

There are two Engine Driven Generators displayed on the Electrical synoptic page in the top left and right corners of the display. For each Engine Driven Generator an icon will be displayed indicating wether the generator is or is not functioning. The Electrical synoptic page also displays the Engine Generator Voltage, Frequency, and Load information.
Segment 2 Segment 3
20 % - 40 % 0 % - 20 %
Figure 9: MFD Fuel Synoptic Page / Electrical Synoptic Page
Engine Driven Genertor 1 Engine Driven Generator 1 Digital Readout
AC Ground Power Unit (GPU)
AC GPU Digital Readout
Power Unit (APU) Driven Generator Engine Driven Generator 2
Apu Digital Readout
Engine Driven Generator 2 Digital Readout RAT Voltage Display Transformer Rectifier Unit (TRU) 2 Transformer Rectifier Unit (TRU) 2 Digital Readout RAT Frequency Display Electrical DC Battery 2 Electrical DC Battery 2 Digital Readout
RAT Icon Transformer Rectifier Unit (TRU) 1 Digital Readout Transformer Rectifier Unit (TRU) 1
TRU ESS Digital Readout Transformer Rectifier Unit (TRU) Essential (ESS)
Electrical DC Battery 1 Digital Readout Electrical DC Battery 1
DC Ground Power Unit (GPU)
last update: Nov06
Chapter 31-61
Page 18
170/190
Environmental Control System Synoptic Display

The ECS synoptic page contains some static objects that help to organize the presentation of various ECS status displays.
Anti - Ice Synoptic Display

The Anti - Ice synoptic page contains some static objects that help to organize the presentation of various anti - ice status displays.The Bleed Air System valves are displayed on the Anti - Ice synoptic page as graphical valve icons. The status of the valves can be determined by the appearance of the icons.
Cockpit / Cabin Temperatures

The Cockpit / Cabin Temperatures Display shows the settable and actual temperatures for the cockpit, the forward cabin, and the aft cabin. The Cockpit / cabin Temperatures are located on the ECS synoptic page inside the Aircraft Icon. Centered at the top of the display is the label TEMP C. Below the TEMP C label are the numerical temperature readouts. The set temperatures are arranged vertically on the left, under a label SET. The actual temperatures are arranged vertically on the right, under a label ACTAL. A cutout box surrounds each readout. Centered between the Set and Actual temperature readouts are labels denoting temperature zone: CKPT for cockpit temperature, FWD CAB for forward cabin temperature, and AFT CAB for aft cabin temperature. The Set Temperature readouts provide selected temperature information to the crew. The Actual Temperature readouts provide actual temperature information to the crew.
Bleed Air System Valves

The Bleed Air System valves displayed on the Anti - Ice synoptic page include the Engine Inlet Anti - Ice SOVs, HPSOVs, Manifold PRSOVs, Slat Anti - Ice SOVs, a Bleed Isolation Valve, and an APU SOV. Under The Bleed Isolation Valve, the label XBLD is displayed.
Figure 10: MFD - ECS (Environmental Control System page) / Anti - Ice Synoptic Page
last update: Nov06
Chapter 31-61
Page 20
170/190
Engine Maintenance Synoptic Display

The Engine Maintenance Synoptic page displays dispatch level limitations for each engine. In addition, the engine exceedance information and FADEC channel faults will be displayed. The synoptic page utilizes the entire display. At the top of the Engine Maintenance Synoptic is displayed the title ENGINE MAINTENANCE.
Engine Fault Codes Display

Description: The Engine Maintenance page will be displayed a maximum of 14 fault codes per FADEC channel. If more than 14 faults are active, the additional fault codes will be displayed only when actively displayed fault codes are cleared (removed). The fault code data will be displayed in the following format: < FADEC < channel designation >> < fault code> <fault code> <..>
Dispatch Limitations Display

Description: The status of the dispatch limiting faults will be displayed on the Engine Maintenance synoptic page to provide maintenance the engine dispatch limitation status. The left engine dispatch limitations are displayed on the left side of the window while the right engine dispatch limitations are display on the right side.
Engine Exceedances Display

Description: When an exceedance is indicated for a specific engine, the Engine Maintenance Synoptic displays the data for seven (7) engine related parameters (N1, N2, ITT, N1 Vibration, N2 Vibration, Oil Temperature and Oil Pressure). The left engine exceedance information is displayed on the left side of the window while the right engine exceedance information is displayed on the right side. For each engine, the exceedance information is displayed in the following format: < exceedance condition > < peak value > < duration >
Figure 11: MFD - Engine Maintenance Synoptic Page
last update: Nov06
Chapter 31-61
Page 22
170/190
Maintenance Synoptic Page

The Maintenance Synoptic Page is only accessable through the right hand MFD. This page gives the possibility to access Maintenance Messages, System Diagnostic, Tests and other maintenance pages.
Figure 12: MFD - Maintenance Synoptic Page
last update: Nov06
Chapter 31-61
Page 24
170/190
The Engine Indicating and Crew Alert System (EICAS)

The Engine Indicating and Crew Alert System (EICAS) display presents engine indications, system parameters and Crew Alerting System (CAS) messages. The engine instrument display consists of N1 display, ITT display, N2 display and fuel flow display. Separated but appendant to engine indicating there is the fuel quantity display, the oil display, and the engine vibration display. There is the slat/flap/speed brake display, the trim display, the cabin display, the Auxiliary Power Unit (APU) display, and the landing gear display. The Crew Alerting System (CAS) message window provides the pilots with displayed alerts. Remark: In case of failure in the EICAS display, its information may be presented in the MFD by appropriately setting the reversionary panel.
Figure 13: EICAS
Engine Indicating and Crew Alerting System (EICAS)
Engine Indications System Parameters
Crew Alerting System (CAS) Messages
Remark: In case of failure in the EICAS display, its information may be presented in the MFD by appropriately setting the reversionary panel.
last update: Nov06
Chapter 31-61
Page 26
170/190
31-61 EICAS Full Panel

Introduction
FULL PANEL:Pushing the declutter override button displays all of the decluttered items. During an abnormal condition of a system, the affected decluttered item is displayed.
Figure 1: Full Panel
EICAS FULL PANEL
EICAS FULL
Honeywell
DISPLAY
SPLAY
MAX THRUST SET CLB

CLOSE
TOW
D E P L O Y
FULL
D E P L O Y
FULL
IDLE
RAT MANUAL DEPLOY
MAX REV
Chapter 31-61
Page 2
170/190
Declutter (continued)
The following items are decluttered during cruise: Oil pressure, Oil temperature, Low pressure vibration, High pressure vibration, Gear position, Flap position, Slat position, Speed brake position
Figure 2: Declutter (continued)
The following items are decluttered during cruise:
Oil pressure Oil temperature Low pressure vibration High pressure vibration Gear position Flap position Slat position Speed brake position
Chapter 31-61
Page 4
170/190
31-62 Cursor control System

Cursor Control Devices (CCD)
The Cursor Control Devices (CCD) are instruments installed on both sides of the control pedestal panel. They allow the flight crew to quickly select the displays and position the cursor within the different selectable menus. The CCDs are primarily used on the MFD for selections of formats and functions. They also provide radio tuning on the PFD and EICAS message scrolling on the EICAS display.
Cursor Control Devices (CCD) Cursor Control Devices (CCD)

Honeywell
DISPLAY
125
16O 15O 14O
R
APB ATB
LOC
GS
M ap
35OO 1OOO
4OOO4
2 1
Pl an
Sys t em s
Fuel
1O
1O
125
11O 1OO 9O
M 5OO
AP -3.O
35OO
RA
1 2
1O
1O
5OO MIN
RA 5OO
3OOO4
29.92 IN
GSPD 3OOKT
HDG
CSR
CHR
33O
36O
36O S
O8:12
ILS1
5.3
NM
VOR1 VOR2 VHF1 118 O25 119 O25 NAV1 118 O3 119 O3
TCA S
W X
Checkl i s t
T/O CONFIG
Honeywell Honeywell
DISPLAY
STEEP APPROACH
EICAS DECLUTTER
DISPLAY
MAX THRUST SET CLB

CLOSE
TOW
D E P L O Y
FULL
D E P L O Y
FULL
IDLE
RAT MANUAL DEPLOY
MAX REV
Chapter 31-62
Page 2
170/190
CCD Details
The Cursor Control Device (CCD) controls in detail are: The tuning knobs select the value or mode in the data field enclosed by the cursor. Three format locating buttons; the left button places the cursor on the associated PFD, the centre button places the cursor on the associated MFD, the right button places the cursor on the EICAS. The TOUCH PAD is used to direct cursor. The ENTER KEYS are used to select the soft keys.
Cursor Control Device (CCD) Details

(Valid for pilot's side only)
Tuning knobs
Honeywell
DISPLAY
Format locating buttons

1 Pilot's PFD 2 Pilot's MFD 3 EICAS
Touchpad
Enter keys
Chapter 31-62
Page 4
170/190
31-30 -01 Recorders identification, location and Interface

General
The Digital Voice Data Recorder (DVDR) system is capable of receiving, recording, and preserving all required flight data parameters and voice recordings on board the aircraft. It combines the function of a Flight Data Recorder with the function of a Cockpit Voice Recorder in a single solid-state recording unit. The Digital Voice Data Recorder Unit is capable of recording the most recent: 120 minutes (2 hours) of Audio information from 4 analog input channels; 25 hours of Flight Data information received via an ARINC 717 Bus; 120 minutes (2 hours) of Digital Communication Messages, and Greenwich Mean Time (GMT) from an ARINC 429 source.
Figure 1: DVDR
The Digital Voice Data Recorder (DVDR) System

iving rding serving DVDR
Cockpit Voice Recorder
Flight Data Recorder
4x analog input channels ARINC 717 Bus
-120 min (2 hours) of audio information -25 hours of Flight Data information
ARINC 429 Bus
last update: Dec06
Chapter 31-30
Page 2
170/190
DVDR Components
The Digital Voice Data Recorder System has the following components: Two identical Digital Voice Data Recorder units; DVDR 1 is installed in the forward E Bay, DVDR 2 is installed in the aft E Bay. Two Impact Switches, one each mounted next to its respective Digital Voice Data Recorder. One Tri-axial Accelerometer, installed in the left hand side wingstub area. One DVDR Control Panel, located in the cockpit on the overhead panel. One Cockpit Area Microphone, mounted on the frame between both windshields. Ten Load Cells (force sensors), four of which are mounted directly in the interconnection rods for the Rudder Pedal Systems, two in the interconnection rods for the Elevator Control Columns, and four installed in the command cables for the Aileron Control Wheels.
Figure 2: DVDR Components

ELEVATOR
LOAD CELL
AILERON
DVDR 1
LOAD CELL
RUDDER - LOAD CELL
Impact Switch
C
LOAD CELL
last update: Dec06
Chapter 31-30
Page 4
170/190
The DVDR Audio Section

The audio section of the Digital Voice Data Recorder has two parts. The primary crew audio input signals are transmitted by three narrow band voice channels, delivered from the three Audio Panels. The Cockpit Area Microphone (CAM) picks up the acoustical environment of the flight deck, and through a pre-amplifier in the Cockpit Control Panel, the signal is delivered using a single wide band channel to the recorder. Thus, there is a total of 4 analog Audio channels. Audio Monitor signals from the DVDRs are sent to the DVDR Control Panel. A standard phone jack on the Cockpit Control Panel allows audio monitoring using headphones.
Figure 3: The DVDR Audio Section
TEST
DVDR CONTROL PANEL D F FT DVDR TEST CVR ERASE HEADPHONE
FDR
STATUS
Overhead panel
last update: Dec06
Chapter 31-30
Page 6
170/190
31-30-02 Recorders Component Description and Operation

Introduction
Each Digital Voice Data Recorder includes three Shop Replaceable Units (SRU) and an Underwater Locating Beacon (ULB). First there is an Interface and Control Board (ICB), with PCMCIA Interface for Flight Data Down load. Second there is a Crash Survivable Memory Unit (CSMU). The CSMU is a solid state, non-volatile, mass storage device enclosed in a protective case. It provides storage for all input data and also ancillary system data. Third there is a Power Supply (PS) Assembly, which converts +28 VDC aircraft power to secondary power for the SRUs and provides power-on reset, power failure monitoring, and significant power hold-up capability. The DVDR unit is cooled by convection and radiation to ambient air. No forced-air cooling is required. The Underwater Locator Beacon (ULB), is an aid to underwater retrieval. The ULB is mounted directly in front of the CSMU to minimize the likelihood of detachment in case of an incident. This mounting position allows the ULB to double as a handle for the unit, and provides easy access to the battery. The battery replacement date is written on a label on the outside of the ULB. The lifetime of the internal battery is six years.
last update: Dec06
Chapter 31-30-02
Page 1
Figure 1: Digital Voice Data Recorder components
Underwater Locating Beacon (ULB)

Crash Survivable Memory Unit (CSMU)
- solid state - non-volatile - mass storage - storage for all input data - storage for ancillary system data
- Power Supply (PS) Assembly

Interface and Control Board (ICB)
power-on reset power failure monitoring power hold-up capability
The life time of the internal battery is six years.
last update: Dec06
Chapter 31-30-02
Page 2
170/190
The Digital Voice Data Recorder Control Panel

The Digital Voice Data Recorder Control Panel uses standard input/output interfaces for a Cockpit Voice Recorder and a Flight Data Recorder. The Recorder Test button (DVDR TEST) is used to initiate a Cockpit Voice Recorder and Flight Data Recorder test within both DVDRs simultaneously. You can switch the FWD/AFT Switch position to check the test status for either DVDR 1 switched to FWD, or DVDR 2 switched to AFT. The CVR ERASE button initiates the Cockpit Voice Recorder Erase Function. A HEADPHONE jack is available for audio monitoring. The position of the FWD/AFT Switch also determines the CVR audio monitor source - forward or aft DVDR. The Cockpit Area Microphone (CAM) picks up area audio and delivers it to the preamplifier of the DVDR Control Panel.
last update: Dec06
Chapter 31-30-02
Page 3
Figure 2: The Digital Voice Data Recorder Control Panel
COCKPIT AREA MICROPHONE
last update: Dec06
Chapter 31-30-02
Page 4
170/190
System architecture
Flight data is received from the Modular Avionics Unit (MAU) via an ARINC 717 interface: the Custom input/output Module. The Custom I/O Module accepts data via the Avionics Standard Communications Bus (ASCB) from a multitude of sources, and converts it to the ARINC 717 format. Important: Both ARINC 717 buses send the same data to both recorders. A source selection logic software within the Custom I/O Module determines what data to pull from the ASCB. The function is common to both the DVDR 1 and DVDR 2. However, the Custom I/O Module for Recorder 1 is in Modular Avionics Unit 1, and the Custom I/O Module for Recorder 2 is in Modular Avionics Unit 3. Other data transmitted via the Custom I/O Module includes: A discrete "Flight Data Recorder FDR enable" to the Recorder; The Greenwich Mean Time (GMT) via an ARINC?429 Bus to the Recorder, and Central Maintenance Computer Data via an ARINC?429 Bus to and from the Recorder.
last update: Dec06
Chapter 31-30-02
Page 5
Figure 3: System Architecture
last update: Dec06
Chapter 31-30-02
Page 6
170/190
System Architecture (continued)

A Cockpit Voice Recorder Erase, discrete from MAU 1, is supplied to the DVDR Control Panel. The CVR erase switch on the DVDR Control Panel is used for manual CVR erasure. Note: Analog audio is erased simultaneously on both Digital Voice Data Recorders. The Flight Data Recorder and the Cockpit Voice Recorder sections can be tested at the same time, as well as both DVDRs. The Processor Modules in MAU 1 and MAU 2 host the Monitor Warning Function (MWF). The MWF monitors the status of the DVDR System and puts relevant Crew Alerting System (CAS) messages on the Avionics Standard Communications Bus. CAS messages will be displayed on the Engine Indication and Crew Alerting System Display. The Communication Management Function (CMF) is hosted in the Processor Module of the MAU. The CMF pulls Digital Audio Communication Messages from the ASCB and makes them available for the DVDR via an ARINC 429 bus. For DVDR System 1 the Processor Module of MAU 1 sends the Digital Audio Communication Messages to DVDR 1, and for System 2 the MAU 3 sends the messages to the DVDR 2 via the ARINC 429 bus.
last update: Dec06
Chapter 31-30-02
Page 7
Figure 4: System Architecture (continued)

MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
Power Supply 3 DC 1 AGM 1 CMC GPS 1 Power Supply 2 ESS 1 FCM 1
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
Power Supply 2 ESS 2/DC 2 BRAKES (INBD) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2
B U S
C H
2 B 2 B 2 B
A 1 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DATABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
Power Supply 2 DC 2 ENGINE VIBE GPS 2 PSEM 2 FCM 3
C H
B U S
A 2 2 A A 2
GENERIC I/O 3 A 2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 NIC 5 (A) (ID = 33) CUSTOM I/O 2 AIOPB2 SPARE SPARE FCM 4 A 2 Power Supply 1 ESS 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
PROC 1 = ADA 1, MW 1, UTIL 1, CAL/MCDU 1, CMS 1 PROC 2 = CMF 2 PROC 3 = FMS 1, TOLD 1 PROC 4 = ADA 2, MW 2, UTIL 2, CAL/MCDU 2, CMS 2 PROC 5 = FMS 2, ADA 3, TOLD 2 PROC 6 = CMF 1, ECL
BUS 1 = ASCB Left BUS 2 = ASCB Right
B U S
C H
Power Supply 1 ESS 1
Rev. XL
MWF - Monitor Warning Function Tri - Axial Accelerometer - Pilots load cells - Copilot load cells Custom I/O 1 - Data to DVDR 1
last update: Dec06
Custom I/O 2 - Data to DVDR 2

Chapter 31-30-02 Page 8
170/190
The Tri-axial Accelerometer

The Tri-axial Accelerometer is a hermetically sealed instrument that simultaneously measures acceleration along three axes: longitudinal, lateral and vertical. The accelerometer consists of three separate seismic sensors that respond to the force along these three axes. The Impact Switches removes electrical power to both mounted DVDR units when the aircraft is impacted. Load Cells are force sensors that collect flight data cockpit control forces. They measure pilots' and copilots' forces on the airplane control stick, wheel and pedals, and provide required flight data parameters via the MAUs to the DVDRs.
last update: Dec06
Chapter 31-30-02
Page 9
Figure 5: The Tri- Axial Accelerometer

ZONES 143 144
SPAR II SPAR III
A B
TRIAXIAL ACCELEROMETER
RIB 1 (REF.)
B
C
Chapter 31-30-02 Page 10
last update: Dec06
170/190
Start Logic
The DVDR will automatically start recording CVR data as soon as power is applied to the unit, and will continue until power is removed from the unit. The unit will automatically begin recording FDR information when the engines are turned on, or the aircraft is in the air (WOnW false). The FDR can also start recording for maintenance purposes by selecting the FDR recording selection on the MCDU. This logic is depicted in the following start logic diagram. To perform a test of the DVDR operation, the pilot can press and hold the DVDR Test button on the Control Panel. This test may be performed both on the ground and in flight. The system will perform a self-test and respond with an aural indication if the test is successful.
last update: Dec06
Chapter 31-30-02
Page 11
Figure 6: Start logic
MCDU recording selection
FDR Start/Stop
last update: Dec06
Chapter 31-30-02
Page 12
170/190
MCDU
The pilot input to the DVDR is done through the DVDR control panel and MCDU (Multifunction Control Display Unit). In the MCDU MISC MENU page, a DVDR menu selection is supplied. This menu selection is available only when WOW is true, both engines are powered off (engine running not indicated) and both engines starter valve is closed. If any of these conditions are false, the DVDR is assumed to be recording and the DVDR selection is not shown on the MISC MENU page. The DVDR page contains the menu selection that starts the FDR recording function (used for maintenance purposes). The LSK (Line Select Key) 1L is pushed to select the FDR recording to ON or OFF. This selection affects both the DVDRs identically. The record function is on or off for both the FDRs.
last update: Dec06
Chapter 31-30-02
Page 13
Figure 7: Digital Voice - Data Recorder (DVDR) System
DVDR
LSK 1L
F D R R E COR D I NG O F F
1 / 1
ON
R E T U R N
A
PERF NAV PREV FPL PROG DIR CB BRT DIM MENU DLK NEXT TRS RADIO
A G M
B H N S X
C I O T Y
D J P U Z
E K Q V
DEL
F L R W
CLR
1 4 7
SP
2 5 8 0
3 6 9
+/ /
MCDU
A
Chapter 31-30-02
Page 14
170/190
Hand Held Download Unit

FDR data may be downloaded while still installed in the aircraft via the download connector interface using the Hand-Held Download Unit (HHDLU) or other suitable FDR download equipment. The HHDLU also provides a DSDU (Data Signal Display Unit: real time data display) function where the FDR data may be displayed concurrently as it is being recorded. The FDR Download (and DSDU) function is activated when the GBE Present discrete from the 28-pin download connector is grounded. This interface also provides power to the HHDLU. When the HHDLU is hooked up to the DVDR, the FDR data can be downloaded with the FDR not enabled. The HHDLU is connected to the download connector of the DVDR, allowing the unit to remain installed in the aircraft and connected to aircraft data sources via the main aircraft connector. In DOWNLOAD mode, the flight data from the DVDR unit is copied from the crash survivable memory module onto the cartridge memory installed in the HHDLU. Once the DOWNLOAD is complete, the cartridge can be removed from the HHDLU and installed into a ground-based personal computer for further processing and data distribution.
last update: Dec06
Chapter 31-30-02
Page 15
Figure 8: Hand Held Down Unit
last update: Dec06
Chapter 31-30-02
Page 16
170/190
PCMCIA Interface
To allow rapid flight data download with minimal operator interface, the integral PCMCIA Interface will allow a rapid data transfer of the complete flight data memory contents to an extractable ATA-Type PCMCIA card. This will allow the complete 25 hours of encrypted flight data contents of a 256 wps (36 megabytes) to be transferred quickly. The PCMCIA Interface provides a Memory Cartridge slot that accepts removable PC Cards for the down loading of the DVDR unit encrypted Flight Data. Cartridge access is provided with a simple door cover that prevents debris from inadvertently entering the cartridge slot. The cartridge insertion and removal is assisted by an ejection mechanism, which provides a simple pushto-release fingertip actuation. The cartridge is ejected a sufficient distance to allow the operator to grasp when released. The process to download flight data via the ATA-Type PCMCIA card is as follows: With the recorder powered ON, the PCMCIA card is inserted into the PCMCIA slot, which is accessed from the front panel via a protective cover. The PCMCIA card is verified to contain sufficient available memory to perform the transfer of the entire flight data contents of the DVDR unit. If not enough physical memory exists on the card (i.e capacity is less than the DVDR unit memory content or the card cannot be accessed, a failure indication will be noted (simultaneous flashing of both the BUSY (Transfer in Progress) and DONE (Transfer Complete) LEDs on the DVDR front panel). If sufficient free memory space is available, a new file is automatically created. Once the flight data transfer from the crash survivable memory to the PCMCIA card begins, the BUSY (Transfer in Progress) LED will illuminate and all recording operations (both cockpit voice and flight data) will be suspended. The BUSY LED will remain illuminated until all of the flight data has been transferred to the PCMCIA card. If the BUSY LED does not illuminate, then either the recorder does not recognize that the PCMCIA card has been inserted, or power has not been applied to the recorder. Once the transfer process is completed, the BUSY LED will extinguish and the DONE (Transfer Complete) LED will illuminate for a maximum time of 30 seconds, or until the PCMCIA card is ejected. The PCMCIA card is ejected by depressing the EJECT button located immediately to the left of the PCMCIA slot.
last update: Dec06
Chapter 31-30-02
Page 17
Figure 9: PMCIA Interface
1. EJECT BUTTON
2. PCMCIA CARD SLOT
3. DVDR UNIT BUILT-IN TEST EQUIPMENT INDICATOR
BUSY DONE
BITE
GSE DOWNLOAD J2
6. RS-422 DOWNLOAD CONNECTOR
5. TRANSFER IN PROGRESS (BUSY) INDICATOR
4. DOWNLOAD COMPLETE INDICATOR
DVDR UNIT FRONT PANEL
last update: Dec06
Chapter 31-30-02
Page 18
170/190
31-32 Quick Access Recorder System

Introduction
The QAR (Quick Access Recorder) is a piece of equipment that records a large amount of data which can be ARINC (Aeronautical Radio Incorporated) - 717 data or ARINC-429 data. It allows easy access to recorded data by quick removal of the QAR card. The QAR is installed on the equipment rack in the aft avionics compartment.
last update: Jun06
Chapter 31-32
Page 1
Figure 1: Quick Access Recorder System Overview
A717 DATA
DVDR
MAU 3
A429 DATA
QAR
28VDC
DC BUS 2
last update: Jun06
Chapter 31-32
Page 2
170/190
General Description
The QAR has two main blocks: The AFDAZU (Auxiliary Flight Data Acquisition Unit), responsible for determining the incoming transmission rate and for collecting the data from the ARINC-717 and making it available for the DMU (Data Management Unit) part. The DMU, responsible for collecting the ARINC-429 data, composing it with the ARINC-717 data and recording it into the QAR card. If one of the two blocks fails, it does not implicate that the other will fail too. If the ARINC-717 acquisition function of the AFDAU fails, ARINC-717 data will be lost, but the QAR record ARINC-429 data normally. If the DMU fails in acquiring ARINC-429 data, the QAR will still record data from ARINC-717.
last update: Jun06
Chapter 31-32
Page 3
Figure 2: QAR-Block Diagram
A717 DATA
DVDR
MAU 3
GENERIC I/O 3
A429 DATA
CUSTOM I/O 2
A429 DATA DC BUS 2
AFDAU
DMU PCMCIA
28VDC
QAR
last update: Jun06
Chapter 31-32
Page 4
170/190
Components
QAR UNIT The QAR unit consists of a LRU (Line Replaceable Unit) comprising a chassis closed by two side panels. Openings on the top and lower panels ensure air cooling capability. A connector attached to the back panel allows connection with the aircraft systems. The main components of the QAR unit are: An access door to a connector, used for QAR card access. One identification label. Three indicator status red lights (DMU FAIL, FDRS FAIL and AFDAU FAIL). Two status LEDs (a green color and an amber color). QAR CARD The QAR card is a standard PCMCIA (Personal Computer Memory Card International Association) card (PC (Personal Computer) Card) capable of holding more than 70 hours of aircraft operation.
last update: Jun06
Chapter 31-32
Page 5
Figure 3: QAR - Component Location
QAR UNIT
A
ACCESS DOOR
IDENTIFICATION LABEL
QAR CARD SLOT
INDICATION STATUS LIGHTS
B
last update: Jun06
QAR CARD
A
STATUS LEDS
C
170/190
Operation
The QAR is energized as soon as the Aircraft is powered ON. The unit starts and stops recording in accordance with the START/ STOP logic programmed by the operator through the software tool named Ground Support Equipment (GSE). There are three red lights on the unit front panel indicating the system status. No provision has been made to warn the system status to the crew. Once energized, the AFDAU will recognize the aircraft type through the aircraft ident descrete pins, and then will select the data frame in accordance with the aircraft type. If the AFDAU does not recognize the aircraft installation, the AFDAU Fail light is turned ON. The QAR unit global status is displayed by the following three LEDs located on the front panel board: FDRS FAIL: lighted when no ARINC-717 input is detected and when the AFDAU fails. AFDAU FAIL: lighted when the AFDAU fails. It indicates no QAR installed or inappropriate installation, failure in detecting the transmission rate or internal failures. DMU FAIL: lighted when DMU part of the QAR fails. The fails can be in the ARINC-429 data acquisition, battery failures or internal failures. The power supply unit delivers the internal voltages required for the functioning of the equipment. The QAR will start- and stop- recording in accordance with the logic programmed by the operator at the GSE. The default logic delivered is: Left N1 (Fan Rotor Speed) > 10% or Right N1 > 10% or Left N2 (Core Rotor Speed) > 10% or Right N2 > 10% or Air/ Ground = FALSE. Basically, two kinds of data frames can be recorded at the QAR card: an exact copy of the FDR (Flight Data Recorder) data frame, at 256 WPS (Words per Second) and a programmable data frame, with parameters and rate programmable by operator. The rate of the programmable frame can be selected from 64 WPS to 2048 WPS. Both data frames can be recorded in the QAR card. The mem-
ory space dedicated for each one is programmable by GSE. Two recording modes can be selected by GSE: Continuous Mode: data is continuously recorded on the QAR card. When it is full (i.e. the allocated memory space is full), the oldest data is deleted, allowing the recording to continue; Simple Mode: data is continously recorded on the QAR card. When then it is full (i.e. the allocated memory space is full), the recording stops. The QAR is fed with +28 VDC (Volt Direct Current) from DC (Direct Current) bus 2 and is equipped with power voltages monitoring, transients and restart circuitry, maintenance, two +5 VDC segregated outputs (potentiometers) and three discrete outputs: AFDAU Bite Out, FDR System Bite Out and DMU Bite Out.
last update: Jun06
Chapter 31-32
Page 7
Figure 4: QAR - Controls/ INDICATORS
QAR UNIT FRONT PANEL
AFDAMU (AFDAU+DMU)
P/N Amdt S/N 483 Date 01/04 Weight 4,2Kg ED35E109-04-00
C
F6151 75512 PARIS CEDEX 15 FRANCE Made in France
INSP
DMU FAIL FDRS FAIL AFDAU FAIL
INDICATION STATUS RED LIGTHS
C B A
B
last update: Jun06
Chapter 31-32
Page 8
170/190
Training Information Points

STATUS LEDS INFORMATION When you insert the QAR card to the QAR card slot, the green color status led blinks at a frequency of 1 Hz approximately, as a manner of recognize the card. If the QAR card is empty, the green color status led will go out. If there is a database in the QAR card, this database will be loaded to the QAR unit and the green color status LED will blink at a higher frequency during the loading procedure. The green color led stays on after the loading procedure until the QAR is powered off. If the QAR card is not correctly formatted, the amber color status led comes on.
last update: Jun06
Chapter 31-32
Page 9
last update: Jun06
Chapter 31-32
Page 10
170/190
31-41 MAU Modular Avionics Unit

Introduction
There are three MAUs installed in the Embraer 170.The three MAUs contain a large number of avionics systems. Using various communication buses the equipment inside the MAUs can communicate with all the A/C systems.
Figure 1: Primus Epic MAU Schematic
last update: Dec06
Chapter 31-41
Page 2
170/190
Modular Avionics Unit (MAU)

Each MAU is a metal cabinet solidly grounded to the aircraft frame. Each cabinet contains slots that line replaceable modules, (LRMs) are plugged into to make contact with a virtual back plane bus for power and communication. Shielded connectors on the front of the modules provide protection against the effects of lightning strike or HIRF. As there are typically two or more modules for each function, the power source for each module is chosen to be different from the other to further ensure function availability. Cooling fans on the rear of the MAU eliminate the need for forced air cooling. There are two 16- slot MAUs and one 20- slot MAU in the ERJ 170.
Module Functions
The functions of the modules within the ERJ 170 MAU are as follows although more detailed descriptions may be found in the respective SDR for a particular function. These are descriptions only for the types of modules that are used as generic resources to other system components that perform aircraft functions.
Figure 2: MAU
last update: Dec06
Chapter 31-41
Page 4
170/190
General Description
The ASCB supplies an aircraft-wide communications path between the MAU, PFD, MFD, EICAS, SPDA, and MRC. Each unit uses a common interface, called the NIC (Network Interface Controller), to send and receive data over the ASCB. In the case of the MRC, the NIC function is done by a NIM (Network Interface Module). The NIC acts as a gateway for modules to access the ASCB. Basically, the NIC supplies the interface between the backplane bus on each unit and external ASCB. The NIC has functions that keep the traffic on the data bus synchronized. The NIC also controls data transmission to and from the LAN (Local Area Network). The LAN is an Ethernet-based LAN used for data loads, maintenance, and test purposes. The LAN connects to the same units as the ASCB. Each MAU has an in-line bus coupler connected to a NIC between the MAU and the cross-side ASCB. The bus coupler isolates the cross-side ASCB from an MAU failure.
Figure 3: Modular Architecture
General Modular Avionics

BIC BIC BIC
PWR M odule NIC M odule USER M odule USER M odule USER M odule USER M odule NIC M odule PWR M odule
A S C B L A N
Modular Avionics Unit (MAU):

Two channels per cabinet
- backplane (motherboard) - power supplies - one Network Interface Controller - various user modules
Each NIC is connected to:

- on- side primary bus - on-side backup bus - cross- side primary bus - Local Area Network (LAN)
Dua l C ha nnel MAU
BIC
BIC
BIC
Chapter 31-41
Page 6
170/190
ASCB Bus System

Introduction The ASCB (Avionics Standard-Communication Bus) is the system data bus that moves data among the avionics and (secondary) power distribution assemblies. The ASCB supplies the wiring and connections for two-way data transfer between the units at 10 Mb/s rates. The ASCB connects the MAU (Modular Avionics Unit)s in the forward and middle avionics compartments with these other major units: PFD (Primary Flight Display)s MFD (Multi-Function Display)s EICAS (Engine Indicating and Crew Alerting System) MRC (Modular Radio Cabinet)s SPDA (Secondary Power Distribution Assembly)s
The ASCB is made up of two primary and two backup buses. Each unit with the ASCB service connects to both the left and right primary buses. Each unit also connects to either its left or right back-up buses. This arrangement supplies both redundancy and fault isolation. The physical and electrical separation of the backup buses decreases the likelihood that one defective LRU (Line Replaceable Unit) will disrupt communications on the bus.
Figure 4: System Network Buses
ASCB - D
PFD
4 BUSES FOR REDUNDANCY REQUIREMENTS

LH (Backup) LH (Primary) MFD EICAS MFD PFD
MAU 1
MAU 2
Channel A Channel B
RH (Primary) (P i )P i RH (Backup) LAN
Channel A Channel B
MAU 3
Channel B Channel A
MRC 1
A (Left) A (Backup) B (Right)
MRC 2
SPDA 1
B (Backup)
SPDA 2
last update: Dec06
Chapter 31-41
Page 8
170/190
31-51 Aural Warning Function

General
Aural warnings are used when the pilots require immediate knowledge of the condition without having to look at a visual display or indicator. Aural warnings are alert tones, horns, bells, clicks, beeps and voice messages. The electronic display system has two aural warning drivers, which are responsible for generating and prioritizing aural warnings. Aural warnings sound in a sequence, and are never truncated. Aural warnings are cancelled automatically when the alerting situation no longer exists, or when they are reset manually by the pilot. In the event of multiple alerts, the highest priority alerts sound first.
Figure 1: Aural warnings
AURAL WARNINGS:
ert tones rns lls Clicks Beeps Voice Messages
Priority when multiple warnings:

1 - Stall 2 - EGPWS 3 - TCAS 4 - Fire 5 - Overspeed 6 - Landing Gear
WARN
CAUT
last update: Jun06
Chapter 31-51
Page 2
170/190
General Description
TABLE - AURAL WARNING FUNCTION - AURAL WARNINGS
The Aural Warning System has two aural warning drivers and two MWF (Monitor Warning Function)s. The aural warning drivers supply aural messages. The MWFs supply aural warning logic control. The MWF controls all avionics aurals except TCAS (Traffic Alert and Collision Avoidance System). The MWFs are present in the two processor modules on different MAU (Modular Avionics Unit)s (MAU1 and MAU2). The aural warning hardware is on the control I/O (Input/Output) module. All MWF aurals are based on a priority. The MWF sequences through the active MFW aurals, and starts with the aurals that have the highest priority. If a higher priority MWF aural becomes active while a lower priority aural is being played, the higher priority aural is played after the lower priority aural ends. Each aural warning is aurally distinct from all the other warnings. The voices are clear and they use full words (they do not use abbreviations that are used with any related visual message). There is a silent interval (pause) between different aural warnings. When only one aural warning is active, a silent period follows the repeated single warning to make sure the repeated audio warning does not distract the pilots. The aural warnings are heard in a monotone female voice.
PRIORITY
ALERT
EGPWS (Enhanced GroundProximity WarningSystem) Warning TCAS Corrective Advisory TCAS Preventive Advisory Fire Master Warning Overspeed
TONE/ VOICE MESSAGE
TYPE
CANCELABLE
[1]
[1]
3 3 3 3
[1]
Continuous Continuous Continuous
No Yes No No (with radar altitude valid) Yes (with radar altitude failed) Yes
Bell Triple Chime High Speed
Landing Gear (with radar altitude valid)
Landing Gear
Continuous
Cabin Altitude No Takeoff (slat/flap out of configuration)
Cabin No Takeoff Flap
Continuous
Continuous
No
[1] EGPWS and TCAS voice messages are not detailed in this section.
Figure 2: Aural Warning Function
TABLE - AURAL WARNING FUNCTION - AURAL WARNINGS (Continued) TONE/ VOICE MESSAGE
No Takeoff Trim
TABLE - AURAL WARNING FUNCTION - AURAL WARNINGS (Continued) TONE/ VOICE MESSAGE
Throttle Autobrake Takeoff OK Aural Warning Test A Aural Warning Test B ATC Messsage T (during 7 seconds)
PRIORITY
ALERT
No Takeoff (pitch trim out of configuration) No Takeoff (brakes out of configuration) No Takeoff (spoilers out of configuration) Autopilot (normal or abnormal) EGPWS Caution TCAS Traffic Alert Master Caution Altitude Alert (departure) Altitude Alert (capture)
TYPE
CANCELABLE
PRIORITY
ALERT
Autothrottle (normal or abnormal) Autobrake Takeoff Configuration Aural Warning A Test Aural Warning B Test CMF (Communications Management Function) Trim Malfunction
TYPE
CANCELABLE
Continuous
No
1 0
Continuous Single Single Single Single
Yes No No No No
No Takeoff Brake
Continuous
No
0 0
No Takeoff Spoiler
Continuous
No
Autopilot
[1]
Continuous
Yes
Single
No
3 2 2
Continuous
Yes
Continuous
No
[1]
Single Chime C Chord (twice) + Altitude C Chord
Single
No
Single
No
[1] EGPWS and TCAS voice messages are not detailed in this section.
last update: Jun06
Chapter 31-51
Page 4
170/190
Operation
The aurals are used to get the flight crews attention. The aurals can be tones or voices. Each aural is necessary for the flight crew to do the correct procedure. If a tone alert and a voice message occur at the same time, the volume of the tone decreases to allow the flight crew to understand the voice message and tone. The aural warning function automatically selects the aurals in order of importance. The aurals are heard in a sequence and are not truncated. The alerts are cancelled automatically when the alert condition no longer exists. If multiple alerts are requested, the alerts with the highest importance (emergency) are heard first. Once all emergency aural alerts have been cancelled or satisfied, then the abnormal alerts are annunciated. If all emergency and abnormal alerts are annunciated. If all emergency and abnormal alerts have been cancelled or satisfied, then the advisory alerts are annunciated. If there are no other alerts, the information alerts are annunciated. A special condition occurs when a windshear, TCAS, or EGPWS alert occurs. In that condition, no voice messages are supplied to prevent messages from these systems not being heard clearly. Any alert is heard completely before another alert is heard (even if the priority is higher). When two or more time-critical alerts occur at the same time, or one after the other, they are presented in chronological order. The highest number has the highest importance.
TABLE - AURAL WARNING FUNCTION - Aural Priorities PRIORITY
3 2 1 0
3 - Emergency The emergency alerts tell the flight crew of an emergency condition, such as a dangerous aircraft configuration, or a serious system failure. The master warning is repeated with three-second intervals between alerts until the master warning reset switch is pushed. 2 - Abnormal The abnormal alerts are used in conditions (such as system malfunctions) that have no immediate impact on safety. When an abnormal fault occurs, the master caution tone is heard at five-second intervals until the master caution reset switch is pushed. 1 - Advisory The advisory alerts relate to a condition such as a system malfunction leading to a loss of system redundancy, or an aircraft system not being fully operational. A single alert signal is heard and cancels automatically. 0 - Information The information alerts correspond to an information condition. A single alert signal is heard and cancels automatically.
CONDITION
Emergency Abnormal Advisory Information
Figure 3: Emergency priority
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
B U S
C H
2 B 2 B 2 B
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
B U S
C H
Rev. XL
AURAL WARNINGS DRIVERS - IN CONTROL I/O MODULES AURAL WARNING FUNCTION - IN MAU PROCESSORS
last update: Jun06
Chapter 31-51
Page 6
170/190
Figure 4: Aural Warning Function - Block Diagram
AURAL WARNING CONTROL (AWC) (PRIORITY)
AURAL WARNING CONTROL (AWC) (NOT PRIORITY)
ASCB - PRIMARY
ASCB - BACKUP
AURAL WARNING HARDWARE ON CONTROL I/O MODULE (MASTER)
AURAL WARNING MUTE
TCAS
AURAL WARNING MUTE
AURAL WARNING HARDWARE ON CONTROL I/O MODULE (SLAVE)
AUDIO AUDIO AUDIO AUDIO
MODULAR RADIO CABINET 1
AUDIO
MODULAR RADIO CABINET 2
AIRBORNE AUDIO SYSTEM
COCKPIT SPEAKERS
AURAL WARNING FUNCTION - BLOCK DIAGRAM
last update: Jun06
Chapter 31-51
Page 8
170/190
31-51-01 Take-Off Config Warning

Takeoff Configuration Monitor
The Takeoff Configuration Monitor is a function used on ground to check if the aircraft is configured for takeoff. It is designed to prevent an attempted takeoff of the aircraft without the aircraft properly configured for takeoff. It is automatically activated during the initial portion of the takeoff roll as soon as the flight crew selects takeoff power. The Takeoff configuration monitor checks the Emergency Parking Brake, Spoiler, Pitch Trim and Flap/Slat position and provides visual and aural warnings to the crew as a result of an improper configuration. It can be manually activated via the T/O Config PBA installed in the pedestal. The Takeoff Configuration Monitor indicates true if the airplane is not configured for takeoff, and indicates false if the airplane is properly configured for takeoff. Whenever the aircraft is configured for takeoff and the Takeoff Configuration Monitor is active, no indication is produced. Whenever the aircraft is not configured for take off and the Takeoff Configuration Monitor is active, the monitor is tripped and a warning CAS Message is displayed, an aural warning is sounded and the corresponding display symbology becomes red inverse video. The crew can manually activate a Takeoff Configuration check by pressing the Takeoff Configuration push button in the cockpit. When the check is completed, an aural indication is provided if the aircraft is in takeoff configuration, and a CAS message is provided if the aircraft is out of takeoff configuration.
Spoilers Takeoff Configuration

The spoilers position during takeoff factors into the Takeoff Configuration Monitor. All surface panels must be retracted for takeoff and the speed brake lever in the cockpit must be in the stowed position. If the spoilers are not stowed, or are not commanded to stowed by the speed brake lever, the aircraft is out of takeoff configuration and the Takeoff Configuration Monitor is tripped. If any spoiler panel inadvertently opens without crew command (Control Wheel) then the Takeoff Configuration Monitor will trip.
Pitch Trim Takeoff Configuration

The pitch trim setting during takeoff factors into the Takeoff Configuration Monitor. The pitch trim must be in the green band on the EICAS pitch trim scale for takeoff. If the pitch trim is outside of the green band, the aircraft is out of takeoff configuration and the Takeoff Configuration Monitor is tripped.
Slat/Flap Takeoff Configuration

The slat/flap setting during takeoff factors into the Takeoff Configuration Monitor. For the final aircraft configuration, the flaps/slats must be in position 1,2,3, or 4 for takeoff. If the flaps/slats are in position 0.5 FULL, or in motion (green dashes), the aircraft is out of takeoff configuration and the Takeoff Configuration Monitor is tripped.
Emergency/Park Brake Takeoff Configuration

The emergency/park brake setting during takeoff factors into the Takeoff Configuration Monitor. If pressure is applied to the Emergency/Park Brake, the aircraft is out of takeoff configuration and the Takeoff Configuration Monitor is tripped.
Figure 1: Take-Off Aural Warning
AURAL WARNINGS:
ert tones rns lls Clicks Beeps Voice Messages
Priority when multiple warnings:

1 - Stall 2 - EGPWS 3 - TCAS 4 - Fire 5 - Overspeed 6 - Landing Gear
last update: Jun06 FOR TRAINING ONLY - Reproduction Prohibited
WARN
CAUT
Chapter 31-51-01
Page 2
170/190
Take-Off configuration Check Button

A test button is provided to allow checking the takeoff configuration warning integrity, by simulating power levers in the advanced position. A voice message is generated after successful tests. Unsuccessful tests will generate a NO TAKEOFF CONFIG message on the EICAS display and a voice message associated with the item out of configuration.
Figure 2: Take-Off Configuration Check Button
EMERGENCY - PRIORITY 3
Order of priority:
1 - Stall 2 - EGPWS 3 - TCAS 4 - Fire
WARN
3 sec interval
last update: Jun06
5 - Overspeed 6 - Landing Gear

Chapter 31-51-01
Page 4
170/190
31-52 Central Warning System (CWS)

Operation
CREW ALERTING SYSTEM The CAS display is on the top right corner of the EICAS DU. The CAS display has a message field that shows the new messages, the out-of-view messages, and the CCD (Cursor Control Device) focus. When the CCD focus is set to EICAS, the bottom left part of the CAS window becomes cyan. The CAS shows four types of messages as follows: The warning messages show in red. These messages show an emergency condition that demands immediate action by the flight crew. The caution messages show in amber. These messages indicate that the aircraft operation or the condition of an aircraft system is not correct. The flight crew must take immediate action. Other procedures may be necessary. The advisory messages show in cyan. They indicate aircraft systemsthat need to be monitored by the flight crew. The information/status messages show in white. They supply acockpit indication on an aircraft system condition, but are not partof the warning system. CAS MESSAGE FIELD The CAS message field can show up to 15 lines of text, with a maximum of 22 characters per line. If the message has a related checklist, the left character is an asterisk. All of the CAS messages are justified on the left and start in the second character space (from left to right). The END message is centered. The warning messages show on the top of the message field, followed by the caution messages, the advisory messages, and the information/status messages. The message lines that are not used are shown as blank spaces. The alert messages show from top to bottom in chronological order for each category. A new message shows as the first message of the group
(warning, caution, advisory, information/status). When new warning, caution, and advisory messages are received, their status is unacknowledged. The warning and the caution messages continue to change from the inverse video to the regular video until the flight crew reads the alert. The advisory messages automatically change from the inverse video to the regular video after five seconds. The information and the status messages show as acknowledged when initially received, and do not change from the regular video to the inverse video. OUT-OF-VIEW MESSAGES The out-of-view message field shows the number of messages in each level. The messages show in a specific color. An arrow shows if the message is above or below the window. The out-of-view message display (digits and arrows) flashes continuously when messages that have not been read are outof-view. If there are no messages out-ofview, the message display is blank, except for the END message. The END message lets the flight crew know that there are no more messages. The messages are out-of-view either because the number of active messages exceeds the number of lines in the message field, or because the flight crew has deliberately moved the message out-of-view. The out-of-view message display on the right shows the number of messages that are out-of-view below the message field. The out-ofview message display on the left shows the number of messages that are out-of-view above the message field. The out-of-view message fields can show up to 99 messages. If there are more than 99 related messages, the out-of-view message field remains at 99.
Chapter 31-52
Page 1
Figure 1: Central Warning System (CWS)
Chapter 31-52
Page 2
170/190
MASTER WARNING/CAUTION INDICATION

The two MWFs control the master warning/caution indication. The MWFs are in the two processor modules and operate as priority and non-priority. One of them is located in the MAU (Modular Avionics Unit) 1 and the other is in MAU 2. The MWF that is powered-up first isthe priority MWF. The non-priority MWF operates as a backup. The MWF uses discrete outputs to operate the master warning and the master caution indicators. The light flashes continuously (0.5 second ON and 0.5 second OFF). The master warning or caution shows again with three-second intervals between alerts. The light goes off when the condition stops or when the pilot pushes the master warning/master caution pushbutton.
EICAS MESSAGES INHIBITION

CODE K1 K2a K2b K3 K4 K5 AFTER Electrical Power ON 1st Engine Started TLA>TO Power 80 knots 400 ft (takeoff) 200 ft (landing) BEFORE 1st Engine Started TLA> TO Power 80 knots 400 ft (takeoff) 200 ft (landing) 5 seconds after touchdown DESCRIPTION A/C parked A/C taxiing TO Roll Takeoff Climb, cruise, approach Landing
Chapter 31-52
Page 3
Figure 2: Monitor Warning Function
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
B U S
C H
2 B 2 B 2 B
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
B U S
C H
Rev. XL
PROC 1,4 - GENERATE CAS WARNINGS / MESSAGES 1 ACTIVE - 1 BACK-UP
Chapter 31-52
Page 4
170/190
General Description
The master warning red light comes on when an emergency condition occurs that requires immediate corrective flight crew action. The indicator light goes off when there is no longer a fail condition or when the master warning pushbutton annunciator is pushed. The master caution amber light comes on when an abnormal condition occurs that requires immediate crew awareness and subsequent corrective flight crew action. The indicator light goes off when there is no longer a fail condition or when the master caution pushbutton annunciator is pushed.
Chapter 31-52
Page 5
Figure 3: Central Warning System Schematic
Chapter 31-52
Page 6
170/190
Notes:
Chapter 31-52
Page 7
Figure 4: EICAS Messages
CAS MESSAGE APM FAIL APM FAULT APM MISCOMP AURAL WRN SYS FAIL AURAL WRN SYS FAULT AVNX ASCB FAULT AVNX MAU 1 FAN FAIL AVNX MAU 1 FAN FAULT AVNX MAU 1A FAIL AVNX MAU 1A FAULT
TYPE CAUTION ADVISORY CAUTION CAUTION ADVISORY CAUTION CAUTION ADVISORY CAUTION ADVISORY
DESCRIPTION Failure of three or four Aircraft Personality Modules Failure of one or two Aircraft Personality Modules One or more APMs do not match The two aural warning channels are failed or are off One aural warning channel is failed Failure of at least one ASCB bus Three or four fans in MAU 1 failed One or two fans from MAU 1 have failed All functions hosted in MAU 1 channel A are unavailable MAU 1 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 1 A Overheat All functions hosted in MAU 1 channel B are unavailable MAU 1 channel B has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 1B Overheat Two or three fans in MAU 2 failed Only one fan from MAU 2 has failed All functions hosted in MAU 2 channel A are unavailable MAU 2 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy
FAULT CODE 31400901 31401001 31401101 31500300 31500400 31400300 31400801 31401601 31400401 31400101
AVNX MAU 1A OVHT AVNX MAU 1B FAIL AVNX MAU 1B FAULT
CAUTION CAUTION ADVISORY
31400601 31400501 31400201
AVNX MAU 1B OVHT AVNX MAU 2 FAN FAIL AVNX MAU 2 FAN FAULT AVNX MAU 2A FAIL AVNX MAU 2A FAULT
CAUTION CAUTION ADVISORY CAUTION ADVISORY
31400701 31400802 31401602 31400402 31400102
Chapter 31-52
Page 8
170/190
Notes:
Chapter 31-52
Page 9
AVNX MAU 2A FAULT
ADVISORY
AVNX MAU 2A CVHT AVNX MAU 2B FAIL AVNX MAU 2B FAULT
AVNX MAU 2B OVHT AVNX MAU 3 FAN FAIL AVNX MAU 3 FAN FAULT AVNX MAU 3A FAIL AVNX MAU 3A FAULT
CAUTION CAUTION ADVISORY CAUTION ADVISORY
AVNX MAU 3A OVHT AVNX MAU 3B FAIL AVNX MAU 3B FAULT
AVNX MAU 3B OVHT CCD 1 FAULT

CAUTION ADVISORY
MAU 2 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 2A Overheat All functions hosted in MAU 2 channel B are unavailable MAU 2 channel B has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 2B Overheat Two or three fans in MAU 3 failed Only one fan from MAU 3 has failed All functions hosted in MAU 3 channel A are unavailable MAU 3 channel A has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 3A overheat All functions hosted in MAU 3 channel B are unavailable MAU 3 channel B has suffered failure conditions that does not affect the functionality, but may cause the loss of redundancy Modular Avionics Unit 3B overheat Failure of Pilot Cursor Control Device
31400102
31400602 31400502 31400202
31400702 31400803 31401603 31400403 31400103
31400603 31400503 31400203
31400703 31600131
Chapter 31-52
Page 10
170/190
Notes:
Chapter 31-52
Page 11

CAS MESSAGE CCD 2 FAULT CMS FAIL CMS FAULT CREW WRN SYS FAULT CVR AFT FAIL CVR FWD FAIL EICAS FAULT EICAS OVHT FDR AFT FAIL FDR FWD FAIL MFD 1 FAULT MFD 1 OVHT MFD 2 FAULT MFD 2 OVHT NO TAKEOFF CONFIG PFD 1 FAULT PFD 1 OVHT PFD 2 FAULT PFD 2 OVHT SYS CONFIG FAIL VALIDATE CONFIG TYPE ADVISORY CAUTION ADVISORY CAUTION ADVISORY ADVISORY CAUTION CAUTION ADVISORY ADVISORY CAUTION CAUTION CAUTION CAUTION WARNING CAUTION CAUTION CAUTION CAUTION CAUTION CAUTION DESCRIPTION Failure of Copilot CCD Failure of both instances of the Configuration Monitor System Failure of one instance of the Configuration Monitor System Failure of one or both Monitor Warning Functions Failure of the CVR Function of the Aft Digital Voice/ Data Recorder Failure of the CVR Function of the Forward Digital Voice/ Data Recorder The EICAS suffers failure conditions that may affect functionality The EICAS suffers an over temperature condition Failure of the FDR Function of the Aft Digital Voice/ Data Recorder Failure of the FDR Function of the Forward Digital Voice/ Data Recorder The MFD 1 suffers failure conditions that may affect functionality The MFD 1 suffers an over temperature conditions The MFD 2 suffers failure conditions that may affect functionality The MFD 2 suffers an over temperature condition The aircraft is not in a valid configuration for takeoff The PFD 1 suffers failure conditions that may affect functionality The PFD 1 suffers an over temperature condition The PFD 2 suffers failure conditions that may affect functionality The PFD 2 suffers an over temperature condition CMS detects a non-dispatchable configuration miscompare Miscompare of the Top Level System Part Numbers reported by the APM and the Part Numbers stored in the local non-volatile memory. Requires Part Number Configuration.
FAULT CODE 31600132 31401201 31401301 31500100 31300245 31300244 31600500 31600800 31300145 31300144 31600601 31600901 31600602 31600902 31500200 31600701 31601001 31600702 31601002 31401401 31401501
Chapter 31-52
Page 12
170/190
Indication and Recording System Diagnostic Tests

SYSTEM DIAGNOSTICS MENU Using the CCD No.2 touch pad to move the curser to the System Diagnostics Soft Key Select the System Diagnostics Soft Key by pushing one of the enter keys on CCd No.2 The System Diagnostics menu is displayed and a list of member systems organized by ATA chapter that have system diagnostic pages associated with them are presented.
Chapter 31-52
Page 13
Figure 7: CMC Main Menu
SYSTEM DIA GNOSTICS
DATA LOADER
FILE TRANSFER
Chapter 31-52
Page 14
170/190
Notes:
Chapter 31-52
Page 15
Figure 8: Indication and Recording Diagnostics
Chapter 31-52
Page 16
170/190
31-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 31-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 1 C 2 A 2 C 1 C 1 C 2 C 2 0 1 0 0 0 1 0 May be inoperative provided at least one Time Function on MFD Status Page operates normally. May be inoperative provided: a) Time Function on Digital Clock operates normally, b) At least one Cockpit Voice Recorder (CVR) operates normally, and c) Repairs are made within 3 flight days. May be inoperative provided at least one Chronometer Function on PFD operates normally. May be inoperative provided Chronometer Function on Digital Clock operates normally.
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 31-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS 1 0 May be inoperative provided: a) At least one Flight Data Recorder (FDR) Function operates normally, and b) Repairs are made within three flight days. (Continued)
21-00 Clock System 22-00 Chronometer System 1) Chronometer Function on Digital Clock 2) Elapsed Time Function on Digital Clock 3) Chronometer Function on PFD 1) Time Function on Digital Clock 2) Time Function on MFD Status Page
31-00 Digital Voice Data Recorder (DVDR) System
1) Cockpit Voice C 2 Recorder (CVR) Functions A 2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 31-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 31-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS 1 0 May be inoperative provided: a) At lease one Cockpit Voice Recorder (CVR) Function operates normally, b) Airplane is not dispatched from a designated airport as listed in the operator's MEL unless: 1 - The FDR failure occurs after pushback but prior to takeoff, or 2 - The FDR repair was attempted but was not successful. c) In those cases where repair is attempted but not successful, the aircraft may be dispatched on a flight or series of flights until the next designated airport where repair must be accomplished prior to dispatch, and d) Repairs are made within three flight days. (Continued)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 31-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS 1 0 May be inoperative provided: a) At lease one Cockpit Voice Recorder (CVR) operates normally, and b) Repairs are made within 20 calendar days. May be inoperative provided repairs are made prior to the completion of the next heavy maintenance visit.
31-00 Digital Voice Data Recorder (DVDR) System (Cont'd)
31-00 Digital Voice Data Recorder (DVDR) System (Cont'd)
2) Flight Data C 2 Recorder (FDR) Functions A 2
2) Flight Data C 2 Recorder (FDR) Functions (Cont'd) a) DFDR A Recording Parameters Required by Local Regulations b) DFDR A Recording Parameters Not Required by Local Regulations D 1
32-00 Quick Access *** Recorder (QAR)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 31-MEL
Page 2
170/190
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-5 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 4 C 4 C 3 C 3 C 2 C 2 2 3 2 2 1 1 1 1 1 1 | | | | |
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-6 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 1 D 1 C 2 D 2 C 2 0 0 0 0 0 (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require their use.
41-03 Aircraft Personality Module (APM) 41-08 Modular Avionics Unit (MAU) Fans 1) MAU 1 Fans 2) MAU 2 Fans 3) MAU 3 Fans
60-00 Electronic Checklist (ECL) 61-10 Display Controller Panels 1) Horizontal Situation Indicator (HSI) Mode Selector Buttons 2) Weather Radar (WX) Buttons 3) FMS Source Selector Buttons
| | | | |
41-30 Configuration Monitor System (CMS) 51-00 Aural Warning System 1) Channels
52-01 Master Warning/Caution Pushbuttons/ Annunciators
1) Warning Lights C 2 2) Warning Alarm Cancel Function C 2
4) RA/BARO C 2 Selector Knobs 5) Decision C 2 Height/Minimum Descent Altitude (MINIMUMS) Selector Knobs
0 0
May be inoperative provided the setting required for the intended approach is available. May be inoperative provided approach minimums do not require their use. (Continued)
3) Caution Lights C 2 4) Caution Alarm Cancel Function C 2
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 31-MEL
Page 3
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-7 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS C 2 0 0 0 0 May be inoperative provided procedures do not require their use. May be inoperative provided procedures do not require their use. May be inoperative provided required units for the intended flights are available.
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 31-8 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 31 INDICATING/RECORDING SYSTEMS B 6 B 4 B 2 B 2 5 3 1 1 One MFD or PFD button may be inoperative provided all remaining CCD buttons, knobs and touch pads operate normally on both sides. One may be inoperative provided all remaining CCD buttons, knobs and touch pads operate normally on both sides. One may be inoperative provided all remaining CCD buttons, knobs and touch pads operate normally on both sides.
61-10 Display Controller Panels (Cont'd) 6) VOR/Localizer (V/L) Source Selector Buttons
62-01 Cursor Control Device (CCD) 1) Format Location Buttons
| | | | | | | | | | | | | |
2) Enter Buttons
7) Preview (PREV) C 2 Buttons 8) Flight Path Reference (FPR) Buttons 9) ADF/VOR/FMS Bearings (Circle/ Diamond) Selector Buttons C 2 C 4
3) Inner Tuning Knobs
4) Touch Pads
One may be inoperative provided all | remaining CCD buttons and knobs | operate normally on both sides. |
10) Standard C 2 Barometric Pressure (PUSH STD) Buttons 11) IN/hPa C 2 Selector Knobs
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 31-MEL
Page 4
170/190
JOINT AVIATION AUTHORITIES MASTER MINIMUM EQUIPMENT LIST SUPPLEMENT AIRCRAFT EMBRAER 170
(1) System & Sequence Numbers Item
REVISION NO: DATE:

(2)Rectification Interval (3) Number installed
ORIGINAL 20 February 2004
PAGE S31-1
(4) Number required for dispatch (5) Remarks or Exceptions 31 Indicating / Recording Systems -21-00 Clock System 1) Time Function on Digital Clock 2) Time Function on MFD Status Page C 1 0 May be inoperative provided at least one Time Function on MFD Status Page operates normally.
C A
2 2
1 0 May be inoperative provided: (a) Time Function on Digital Clock operates normally, (b) At least one Cockpit Voice Recorder (CVR) function operates normally, (c) The aeroplane does not exceed 8 further consecutive flights, and (d) Not more than 72 hours have elapsed since the Time Function o n the MFD Status Page was found to be inoperative.
-31-00 Digital Voice Data Recorder (DVDR) System
As required by Operating Requirements.
last update: Jun06
Chapter 31-MEL
Page 5
170/190
ATA 34 Navigation
170/190
Table of Content
34-11 Integrated Electronic Stand-by System
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 IES Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
34-26 The Inertial Reference System (IRS)

The Inertial reference system . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The Inertial Reference Unit (IRU) . . . . . . . . . . . . . . . . . . . . . . . . . .1 Power supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Electronic Displays System (EDS) . . . . . . . . . . . . . . . . . . . . . . . . . .3
34-26-03 IRS Operation and Indication

Position Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 MCDU Position Initialization Page . . . . . . . . . . . . . . . . . . . . . . . . . .1 Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Micro Inertial Reference System Aircraft Personality Module (APM) . 5 Abnormal Operation / CAS messages . . . . . . . . . . . . . . . . . . . . . . .7
34-15 Air Data System (ADS)

Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Electronic Displays System (EDS) . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Air Data Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 RVSM General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Integrated Pitot/Static/AOA Sensor (ADSP) . . . . . . . . . . . . . . . . . 11 Multi function Probe (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Air Data Computer (ADC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Circuit Card Assemblies (CCA) . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 TAT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Ice Protection for Smart probe and TAT . . . . . . . . . . . . . . . . . . . . 21 Baro Set Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 CAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 ADS System Diagnostics Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
34-31 Radar Altimeter System

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 LRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Configuration Module Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 TCAS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 MAU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 EGPWS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 AMDS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Chapter 34-TOC
Page I
170/190
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 System and Component Function . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Altitude Trip Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Zero Feet Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Weather radar normal operation . . . . . . . . . . . . . . . . . . . . . . . . . .13 WX on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 A. Test Function (TEST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 RTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
34-44 Lightning Sensor System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The Lightning Sensor Processor . . . . . . . . . . . . . . . . . . . . . . . . . . .3 LSS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
34-32 Radio Navigation

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ADF Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
34-52 Transponder system

General Description/Component Location . . . . . . . . . . . . . . . . . . . .1 Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 XPDR System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Mode description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
34-41-01 EGPWS - WS location and modes

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EGPWS module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The EGPWS interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
34-43 Traffic Alert and Collision Avoidance (TCAS)

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 TCAS System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 TCAS Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 TCAS Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Radar Altimeter Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Mode S Transponder Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 ADMS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
34-42-01 WX RDR location and interface

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The Weather Radar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 PFD WX Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Chapter 34-TOC
Page II
170/190
Display Interface Bus (MAUs and EDS) . . . . . . . . . . . . . . . . . . . . . 9 MRC Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 DVDR Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Discretes Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 TCAS Displays on Multi-Function Display (MFD) . . . . . . . . . . . . . 11 TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Intentionally left blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 TCAS Displays on Primary Flight Display (PFD) . . . . . . . . . . . . . . 19 Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
34-MEL (Example)
34-56 Global Positioning System (GPS)

GPS System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
34-60 Flight management System (FMS)

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FMS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 NIC Processor Module and Database Module . . . . . . . . . . . . . . . . 5 FMS Schematic, Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Intentionally left blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Intentionally left blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Custom Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Chapter 34-TOC
Page III
170/190
Chapter 34-TOC
Page IV
170/190
34-11 Integrated Electronic Stand-by System

General Description
The IES (Integrated Electronic stand-by) System is a back-up navigation source. The IES system is a solid-state, self-contained unit, which contains attitude sensors, a high-definition AMLCD (Active Matrix Liquid-Crystal-Display) associated with a back lightning box, electronic modular PCBs and a bezel for adequate man-machine interface. The equipment provides stand-by indication of: Attitude Airspeed Altitude (standard or BARO (Barometric Setting) corrected and the associated barometric pressure adjustment) MN (Mach Number) VMO (Maximum Operating Velocity)/Mmo (maximum Mach Operation) and Vfe. Skid/slip information VS (Vertical Speed) ILS (Instrument Landing System) deviations (from aircraft radio system ILS 1) A photocell, located on the right side of the IES units, adjusts automatically the brightness according to the cockpit lighting. The DC ESS BUS 1 and DC ESS BUS 2 supplies 28 VDC (Volt Direct Current) to the IES through the INTEGRATED STBY PWR 1 and INTEGRATED STBY PWR 2 5A circuit breakers.
The dimming control bezel and screen lighting is provided by the COMP/ CLK potentiometer located on the right lighting control panel, although the screen lighting has a final adjustment through the IES bezel push button + and -.
last update: Jun06
Chapter 34-11
Page 1
Figure 1: IES Integrated Electronic Standby
Attitude
40
ILS
ILS1
Slip/Skid information
STD
1013 hPa 3907M
VMO/MMO
340 320 10 13 000 00 125 80 60 10 12 000 20
Vfe
Airspeed
1 29 0 280 260
Barometrically Corrected Altitude
Vertical Speed
Mach Number
M. 45
CAGE
last update: Jun06
EIS
BARO
170/190
Components
INTEGRATED ELECTRONIC STAND BY SYSTEM (IES) The IES is located on the cockpit main instrument panel, on the pilot side (left side). INTERFACE The IES interfaces with the generic I/O (Input/Output) #2 in MAU (Modular Avionics Unit) #2 through a discrete connection for the purpose of receiving a turn on/off altitude in meters. The IES presents the following interfaces: Two ARINC (Aeronautical Radio Incorporated) 429 buses:one low-speed bus for anemobarometric data, and one with the generic I/O # 2 in MAU # 2 for the purposes of receiving radio information (ILS) and aircraft status for VMO/Mmo computation. Five open/ground discrete inputs: four for aircraft configuration (instrument panel tilt angle, VMO/Mmo law), two for mode selection (normal operation/down loading), one for function selection (barometric pressure unit selection) and one for parity. One discrete output for maintenance purposes. One RS-422 digital bus for maintenance downloading. Power input (28 VDC).
last update: Jun06
Chapter 34-11
Page 3
Figure 2: Integrated Electronic Standby System
The aircrafts Standby System has the following main components: EIS tegrated Electronic Standby System (IES)
tificial horizon Altimeter Airspeed information
etic Standby Compass
These units can be used to navigate if the primary flight data systems are not functioning or are not available.
B C
S
B C
Magnetic compass
B
40 400
ILS
360 35 7 34 6 340 33 5 32 4 320 3 31 30 2 1 280 29 0 28 9 280 27 8 26 7 260 6 25 240 1013hPa 20
14 500
STD
000
3907M 134 13 500 133 132 00 80 131 13 130 60 40 129 500 1220 128 00 127 20 126 40 000 12 125 60 124 80 20 00 123 11
500 000
10
10
5 M. 24 45
20
CAGE
BARO
000
500
last update: Jun06
Chapter 34-11
Page 4
170/190
IES Indications
ATTITUDE After an initialization of 90 s, and converting the sensor data to digital format, the IES computes attitude, taking in account the instrument panel tilt angle modelization coefficient, and the internal inertial sensor misalignment. The CAGE push button resets the attitude function to zero when pressed for more than 2 s. ALTITUDE Using the data from the integrated pitot/static/AOA sensor, the IES computes the standard altitude. The BARO corrected altitude is also computed, as a function of the barometric pressure, adjustment (BARO, in inHg or hPa, depending on the discrete input programming). The IES uses the pulses received from the BARO rotary knob to increase or decrease the barometric pressure value. Pressing the STD push button resets the BARO to the standard pressure. VERTICAL SPEED The VS data is given at the bottom of the altitude tape by a vertical green arrow oriented up or down and four green digits for the value. The arrow and the digits are in white rectangular window drawn with a single line. AIRSPEED Using the data provided by the integrated pitot/static/AOA (Angle of Attack) sensors, the IES computes the indicated airspeed. The airspeed range is from 30 kts to 520 kts, and the maximum range is limited below 520 kts if MN is > 1. BAROMETRIC PRESSURE The barometric pressure range is 740 hPa to 1100 hPa (21.85 inHg to 32.48 inHg), with a resolution of 1 hPa (0.01 inHg) for the display and 0.25 hPa (0.01 inHg) for the display and 0.25 hPa (0.01 inHg) for the computation.
MACH NUMBER The IES computes the MN using the static and total pressure used for the altitude and airspeed processing. SKID/SLIP INDICATOR (LATERAL ACCELERATION) Using the lateral acceleration computed for the altitude processing, the IES displays the SKID/SLIP indication. The skid/slip data are given by a trapezoidal pointer moving, normally over the pitch scale, below the roll pointer. The pointer is white with a black background. The lateral acceleration (skid/ slip) symbol is a trapezoidal pointer displayed in black, surrounded in white, just below the roll pointer. VMO/MMO AND Vfe The IES computes the VMO/Mmo from the applicable VMO/Mmo law and computes the Vfe from the parameters with flap and slat extended. ABNORMAL OPERATION If the 28 VDC power is interrupted for more than 50 ms, the IES switches to low power state. During this state the computation is operational, but the display is stopped. When power returns the IES recovers the normal mode (if the interruption was less than 200 ms). In case of failure detection with a loss of information integrity, the IES enters the FAIL state and an OUT of ORDER page is displayed. The IES enters the ERROR state when a failure is detected about one or several functions, and the corresponding flag is displayed.
last update: Jun06
Chapter 34-11
Page 5
Figure 3: IES Schematic
G/S LOC Arinc 429
last update: Jun06
Chapter 34-11
Page 6
170/190
34-15 Air Data System (ADS)

Components
ADS consists of the following components: 4 Air Data Smart probes (ADSP) 2 Total Air Temperature (TAT) probes Guidance Panel - Baro Settings MAU Hardware: I/O Modules Three Air Data Application (ADA) Software on Processor Modules
Figure 1: ADS System Components
Display Controller
BARO - SETTING KNOBS
Display Controller
ADSP 4 TAT 2 ADSP 2
ADSP 3 TAT 1 ADSP 1
MAU - 1
#
B U S
C H
20 B 19 2 B 18 2 B 17 2 B 16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9 8 2 B 7 6 5 4 3 2 1
#
B U S
Power Supply 3 DC 1 AGM 1 CMC GPS 1 Power Supply 2 ESS 1 FCM 1 CUS TOM I/O 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2
C H
B U S
ADA - AIR DATA APPLICATIONS MAU - 2

#
B U S
MAU - 3
B U S
C H
A1 A1
A1 A1 A1 A1
16 15 14 13 12 11 10 9
2B 2B 2B
Power Supply 2 C H ESS 2/DC 2 BRAKES (INB D) CONTROL I/O 2 AIOPA2 SPARE SPARE GENERIC I/O 2 NIC 4 (B) (ID = 61) PROC 4 PROC 3 NIC 3 (A) (ID = 29) SPARE DA TABASE AUTOBRAKE EGPWM NOSEWHEEL STEERING AGM 2 Power Supply 1 DC 2
B U S
C H
2B 2B 2B
A1 A1 A1 A1 A1 A1 A
B U S
16 1 15 14 13 12 1 11 10 1 9 1 1
B B B B
A1 CONTROL I/O 1 A 1 BRAKES (OUTB D) A 1 PSEM 1 A1 A1 AIOPA1 Power Supply 1 ESS 1

C H
B U S
C H
8 7 2B 6 5 2B 4 3 2 1
#
B U S
8 1B 7 6 5 4 3 2 1B 1
#
B U S
Power Supply 2 C B U H S DC 2 ENGINE VIBE GPS 2 A2 2 PSEM 2 A FCM 3 A2 GENERIC I/O 3 A2 NIC 6 (B) (ID = 30) PROC 6 PROC 5 A2 NIC 5 (A) (ID = 33) A 2 CUS TOM I/O 2 A2 A2 AIOPB2 SPARE SPARE FCM 4
ADC
C H
C H
C H
A2 Power Supply 1 C B U H S ESS 2
last update: Nov06
Chapter 34-15
Page 2
170/190
Electronic Displays System (EDS)

The altitude, speed and other data are transmitted to the EDS via ASCB bus, and displayed on the Primary Flight Displays (PFD). Aircraft Altitude is displayed on the right side of the attitude display. Airspeed information is displayed on the left side of the attitude display.
Figure 2: Electronic displays System (EDS)
ADS provides data for:

- altimeter - airpeed - AOA - mach - pressure - TAT - SAT
STATIC AIR TEMP TOTAL AIR TEMP TRUE AIR SPEED
Altitude in Ft Altitude in M Vertical Speed (FPM)

Airspeed Mach
Baro Correction (InHg or HPA)
last update: Nov06
Chapter 34-15
Page 4
170/190
Air Data Systems

ADS1 is the Air Data System 1 for the Pilot and Flight Control System (FCS) source 1. Static Pressure (Ps) is corrected for beta effects by averaging the local static pressure values from ADSP1A and ADSP2A. ADSP1A then applies a Mach and AOA correction on the beta corrected Ps to achieve a True Ps value. ADS2 is the Air Data System 2 for the Co-Pilot and Flight Control System (FCS) source 2. Static Pressure (Ps) is corrected for beta effects by averaging the local static pressure values from ADSP3A and ADSP4A. ADSP4A then applies a Mach and AOA correction on the beta corrected Ps to achieve a True Ps value. ADS3 is the Air Data System 3 for the stand-by and Flight Control System (FCS) source 3. Static Pressure (Ps) is corrected for beta effects by averaging the local static pressure values from ADSP3B and ADSP4B. ADSP3B then applies a Mach correction on the beta corrected Ps to achieve a mach and beta corrected Ps value. ADS FC is the source 4 of air data pressure for Flight Control System (FCS). Static Pressure (Ps) is corrected for beta effects by averaging the local static pressure values from ADSP1B and ADSP2B. ADSP2B then applies a Mach correction on the beta corrected Ps to achieve a mach and beta corrected Ps value. Air Data System 3 and the Stand-by display are capable of utilize local Ps in the event of averaged Ps failure. A CAS messages will alert the pilot about the Loss of Side Slip Compensation.
RVSM
The ADS 1 and 2 are RVSM (Reduced Vertical Seperation Minimum) compliant. ADS 3 is RVSM compliant when operating in normal mode (not in SLIPCOMP fail mode). The surrounding area around each integrated pilot/ static/ AOA (Angel of Attack) sensor must be smooth since it can impact the RVSM performance. Procedures can be found in the aircraft maintenance manual to do the inspection/ check of the RVSM critical region, and the inspection check of the RVSM critical components (including the integrated pilot/ static/ AOA sensors and radome.
RVSM General
The purpose RVSM is to increase the number of aircraft safely occupying the same volume of air space. RVSM reduces the required vertical seperation of aircraft from 2000to 1000without diminishing or impairing flight safety. this allows more aircraft to use popular and previously congested air space and routes. This is safely accomplished by increasing the accuracy, sensitivity and reliability of aircraft instruments, most importantly the altimeter. RVSM only applies to altitudes between 29000 and 41000 (FL290 and FL410), below 29000 a vertical separation of 2000 is the standard. To fly in RVSM airspace aircraft must be approved for RVSM operations (carry special equipment and be certified). An exception from this is made for non-equipped State aircraft, e.g. military fighters.
Figure 3: Air Data Systems
AIR DATA SYSTEM 2

MAU 2 TAT 2 ADA 2
AIR DATA SYSTEM 3

MAU 3 ADA 3
4A 4B
ADSP 4
TAT 2
3A
ADSP 3
TAT 1
3B
TAT 1
4A 4B
ADSP 4
TAT 2
3A
ADSP 3
TAT 1
ADSP 2
ADSP 1
3B
2A 2B
1A 1B
ADSP 2
ADSP 1
2A
1A
AIR DATA SYSTEM 1

MAU 1
2B
AIR DATA SYSTEM FC

AIR DATA SYSTEM 4 3
1B
ADA 1
AIR DATA SYSTEM 1
ADS Displays, Normal Conditions

AIR DATA SYSTEM 2
ARINC 429
(IES) INTEGRATED ELECTRONIC STANDBY
No 1 PFD
No 2 PFD
last update: Nov06
Chapter 34-15
Page 6
170/190
Notes:
Figure 4: ADC System - Block Diagram

DC BUS 1 PROBE 1A-2A 5 DC BUS 1 PROBE 1B-2B 5
FWD FUSELAGE INTEGRATED PITOT/STATIC/ADA SENSOR NO. 1 CHANNEL A (ADS NO. 1)
FWD FUSELAGE INTEGRATED PITOT/STATIC/ADA SENSOR NO. 2 CHANNEL A (ADS NO. 1)
CHANNEL B
CHANNEL B
ARINC 429 ARINC 429 TAT NO. 1 FWD FUSELAGE FWD AVIONICS CMPT MAU NO. 1 GENERIC I/O MODULE PROC NO. 1 (ADA FUNCTION) CUSTOM I/O MODULE TO OTHER AIRCRAFT AVIONICS SYSTEMS ARINC 429 ARINC 429
NIC
ASCB
BACKPLANE
ADC SYSTEM - BLOCK DIAGRAM
last update: Nov06
Chapter 34-15
Page 8
170/190
Figure 5: Notes: Air Data System Architecture
Component ADSP ADA MAU MAU I/ O ASCB BUS AC POWER TAT
ADS 1 ADSP 1 CH A ADSP 2 CH A ADA 1 MAU 1 GEN I/ O 1 ASCB 1 DC 1/ ESS 1 TAT 1
ADS 2 ADSP 3 CH A ADSP 4 CH A ADA 2 MAU 2 GEN I/ O 2 ASCB 2 ESS 3/ DC 2 TAT 2
ADS 3 ADSP 3 CH B ADSP 4 CH B ADA 3 MAU 3 GEN I/O 3 ASCB 2 DC 1/ ESS 2 TAT 1
IES ADSP 3 CH B ADSP 4 CH B ESS 2 -
ADS FC ADSP 1 CH B ADSP 2 CH B MAU 1 CUS I/O 1 ASCB 1/2 DC 1 -
Figure 6: ADS System - Block Diagram

RH CBP COCKPIT DC ESS BUS 3 PROBE 3A 5 FWD FUSELAGE INTEGRATED PITOT/STATIC/ADA SENSOR NO. 3 CHANNEL A (ADS NO. 2) CHANNEL B (ADS NO. 3) DC ESS BUS 2 PROBE 3B 5 DC BUS 2 PROBE 4A 5 FWD FUSELAGE INTEGRATED PITOT/STATIC/ADA SENSOR NO. 4 CHANNEL A (ADS NO. 2) CHANNEL B (ADS NO. 3) DC ESS BUS 2 PROBE 4B 5
TAT NO. 2 FWD FUSELAGE ARINC 429
MAIN PANEL INTEGRATED ELECTRONIC STANDBY MID AVIONICS CMPT MAU NO. 3 GENERIC I/O MODULE PROC NO. 5 (ADA FUNCTION) NIC
ARINC 429 ARINC 429 ARINC 429 ARINC 429 FWD AVIONICS CMPT MAU NO. 2 NIC GENERIC I/O MODULE PROC NO. 4 (ADA FUNCTION)
ASCB
BACKPLANE
BACKPLANE
TO OTHER AIRCRAFT AVIONICS SYSTEMS
ADC SYSTEM - BLOCK DIAGRAM
last update: Nov06
Chapter 34-15
Page 10
170/190
Integrated Pitot/Static/AOA Sensor (ADSP)

The integrated pitot/static/AOA sensor through of the pressure transducers and differential pressure transducers sense the pressures (pitot, static and differential) and through the algorithms implemented in the software compute measured values known as the local total pressure (PtL), local static pressure (PsL), and local angle of attack (AOAL). These local air data values and TAT (Total Air Temperature) through the TAT sensor are sent to the air data application (ADA), which is located in the MAU (Modular Avionics Unit)s. The IES (Integrated Electronic Stand-by) receives the air data parameters of the integrated pitot/static/AOA sensor. The integrated pitot/static/AOA sensor combines pitot, static, angle of attack, and air data computer functions into one LRU providing air data parameters to the air data system flight controls system and stall warning and protection system. The following functions are performed by each channel A of the integrated pitot/static/AOA sensors: Pitot pressure sensing Static pressure sensing Angle of attack sensing TAT sensing (when TAT connected) Failure annunciation Current monitoring for MFP and TAT sensors (when TAT connected) MFP and TAT sensor heat control Perform SSEC on local static pressures The following functions are performed by each channel B of the integrated pitot/static/AOA: Pitot pressure sensing Static pressure sensing Failure annunciation Monitoring of MFP and channel A controller Channel A MFP heater controller bypass Perform SSEC on local static pressures
Figure 7: Multi-Function Probe (MFP)
last update: Nov06
Chapter 34-15
Page 12
170/190
Multi function Probe (continued)

Local Angle of Attack The local AOA data is received by the Generic I/O cards on ARINC 429 from the ADSPs channel A and made available on the ASCB bus to the Stall Protection Computer and Windshear Guidance Computer. Local AOA data out putted by ADSPs is not considered part of the ADS system. The AOA information is utilized on the ADS system only during the Ps SSEC correction performed internally on the ADSPs channel A. Barometric Correction The baro correction input is a two bit code read off two open ground input discretes from the baro knob. The I/O function will interface with the knob input and transmit the raw data to the ADA function. The knob has 16 discrete positions, or clicks, per revolution, broken into 4 2-bit codes transmitted by the discretes. Total Air Temperature The TAT input to the ADS will be from the ADSP. The I/O function will receive the data via an ARINC 429 interface and will communicate the information to the ADA function. The measurement of TAT is accomplished by two TAT probes projecting into the airstream. The TAT contains a resistive element that changes resistance with a change in temperature. Discrete Inputs The ADA Interfaces directly with aircraft discretes that provide information such as weight-on-wheels (WOW) indication, baro standard setting, TAT heater status (from the ADSPs),etc. Some of these interfaces are not specific to the ADS and will not be directly controlled by the ADS. Instead the discretes will be read by the I/O function and relayed to the ADA via the Virtual Back plane. The ADA will utilize data from the I/O function on an as-needed basis, based on the application.
Figure 8: ADSP Overview
P PT P
PS
PS
PS TRANSDUCER
PT TRANSDUCER
PS TRANSDUCER
P TRANSDUCER
P TRANSDUCER
ELECTRONIC CIRCUITS
CH A CH B
LEGEND : PNEUMATIC SIGNAL ELECTRICAL SIGNAL
last update: Nov06
Chapter 34-15
Page 14
170/190
Air Data Computer (ADC)

The Air Data Computer is physically and pneumatically connected to the MFP. The ADC performs air data (pressure) calculations, which are forwarded to the Honeywell Air Data Application (ADA), resident in a Modular Avionics Unit (MAU), or to the Sextant Stand-by Indicator.
Circuit Card Assemblies (CCA)

Differential Pressure CCA The differential pressure card contains the analog signal conditioning and analog to digital conversion circuitry that interfaces the differential pressure sensor to the system. This card also contains the Programmable Logic Device (PLD) that is the interface between the differential pressure circuits and Honeywell APM to the CPU CCA. Air Pressure Module (APM) CCA The Honeywell APM card contains the analog signal conditioning and analog digital conversion circuitry that interfaces the absolute pressure sensors to the system. The APM also provides the temperature of the sensors in a digital format. Central Processing Unit (CPU) CCA The micro controller card directs the data acquisition of measured pressures and temperatures, ARINC communications, the calculation of air data parameters, air data warnings, and resident BIT capabilities with NVRAM fault storage. Power Supply CCA The power supply CCA converts the 28 VDC input to useable voltages required by the internal circuitry. To protect the unit from switching transients and effects from lightning strikes, a complete transorb circuit is used. The power supply CCA also incorporates reverse polarity protection.
Figure 9: New ADSP Card
Lightning EMI Power B Power A CPU B CPU A dP and PCADS Conditioning HI APM New PCADS
last update: Nov06
Chapter 34-15
Page 16
170/190
Components
AIR DATA APPLICATION FUNCTION The ADA function is the primary component in the ADC system. The ADA function receives the air temperature, pressure, and AOA data from the sensors. The ADA function receives inputs from the other systems or applications in the aircraft that are used to calculate and correct the air data parameters. The ADA function makes the necessary corrections before it sends the air data parameters to other avionics systems. There are three ADAs found in the MAUs. They are hosted in processor modules on a DEOS (Digital Engine Operating-System) platform in the MAUs. The ADA 1 is on the PROC 1 in the MAU 1, ADA 2 is on PROC 4 in the MAU 2, and ADA 3 is on the PROC 5 in the MAU 3. The ADA function receives the air data parameters from integrated pitot/static/AOA sensor through the generic I/O (Input/output) module in the MAU. It also receives the barometric correction inputs from a baro set control on the GP (Guidance Panel). The ADA function then takes these inputs and calculates the air data parameters and correction signals. The ADA function sends the air data through the MAU backplane to the NIC. The NIC transmits the air data on the ASCB (Avionics Standard-Communication Bus) to the other avionics systems. The IES unit can shows the air data parameters even if the ADA function has a fault. The IES unit receives air data parameters directly from integrated pitot/static/AOA sensor 3. The Integrated/Pitot/Static/AOA sensor make the corrections for the probe type, probe position, and the airflow errors where the errors are aircraft type or model dependent as follow: Static source error correction (SSEC) is a set of constants used to correct the static pressure. Maximum operating airspeed/mach. The outputs of the ADA function are the air data parameters that follows: Angle of attack Corrected static pressure Corrected total pressure Impact pressure Dynamic pressure Total air temperature
The altitude parameters include: Pressure altitude Barometric correction Baro-corrected altitude Altitude rate
The airspeed parameters include: Indicated airspeed Calibrated airspeed Indicated mach Calibrated mach True airspeed Maximum operating airspeed Maximum operating mach Over speed warning discrete
Figure 10: ADSP outputs
- Local angle of attack - local static pressure (PsL)
- Local total Pressure (PtL) - Local side slip corrected static pressure (PsL,=0)
GENERIC I/O
ADA (SSEC and TSEC )
Corrected Static Pressure (Ps) Corrected Total Pressure (Pt) Impact Pressure (Qc) Dynamic Pressure (Qd) Total Air Temperature (TAT) Barometric Correction (Baro) Pressure Altitude (Hp) Baro Corrected Altitude (Hbc) Altitude Rate (HR) Indicated Airspeed (Vi)
Calibrated Airspeed (Vc)
Calibrated Mach (Mc) True Airspeed (TAS) Static Air Temperature (SAT) Angle of Attack (AOA) (Vmo/Mmo) Overspeed Warning
Chapter 34-15
Page 18
170/190
TAT Sensor
The forward fuselage of the aircraft has two TAT sensors that sense the TAT of the external air. The sensor reads the air temperature with a wire probe that projects into the airstream. Each sensor contains a 500 ohm resistor that changes the value with the changes in the temperature. The sensor housing has a hermetic seal that prevents the contamination of the sensor. The TAT sensor sends the Integrated/Pitot/Static/AOA an analog signal, which shows as degrees (C) on the cockpit displays. Each TAT sensor has a three-wire direct connection to the Integrated/Pitot/ AOA sensor. The Integrated/Pitot/AOA sensor receives the TAT data through the three-wire direct connection and then sends the data to the generic I/O module in the related MAU. The generic I/O module sends the TAT data through the backplane to the ADA processor module, which uses the TAT data to calculate the air temperature. The Integrated/Pitot/Static/AOA sensor does a TAT compensation algorithm to adjust the measured temperature for the aircraft wiring resistance, mach recovery factor, and probe heater effects. Each TAT sensor uses a 28 VDC (Volt Direct Current) heater to keep the sensor free from ice. This lets the sensor supply accurate data in all flight conditions. The Integrated/Pitot/Static/AOA sensor supplies the power to the TAT heater. The three-wire connection lets the Integrated/Pitot/Static/AOA sensor monitor the TAT sensor for the ice conditions. The Integrated/Pitot/ Static/AOA sensor adjusts the power to control the heater current as necessary to keep the TAT sensor free from ice.
Figure 11: TAT Probes
Total Air Temperature Probe
Generic I/O
ARINC 429
ADA
Chapter 34-15
Page 20
170/190
Ice Protection for Smart probe and TAT

Each of the Smart Probes and TATs include resistive heater elements to accomplish de-icing and anti-icing capabilities of the probes for continued sensor accuracy in icing environments. Each Smart Probe is capable of monitoring and controlling the power applied to its own MFP as well as a TAT probe, if a TAT probe interfaces with the Smart Probe. The probe heat control functionality significantly increases the life of the MFP and TAT by providing the necessary power required to keep the probe free of ice. Therefore, when the Smart Probes and TATs are functioning during aircraft ground operations, minimal heat is required and applied to the probes as opposed to conventional probes which will continue to have maximum power applied. In cold temperature environments, however, the MFP and TAT will be provided the additional power necessary to maintain ice-free operation. In AUTO mode the A/C electrical system will apply power to the MFP and TAT heaters if the aircraft is airborne (WOW False) or if any Engine is running.
Figure 12: Ice protection for Smart probe and TAT
SMART PROBE MONITORS AND CONTROLS THE POWER FOR HEATING IT`S OWN PROBE AS WELL AS A TAT PROBE.
ENG1 running ENG2 running Heater power ON
WOW WOW False
commands relay to OFF = Heater power ON commands relay to ON = Heater power OFF
last update: Nov06
Chapter 34-15
Page 22
170/190
Baro Set Controls

A baro set control on the GP lets the pilot and copilot select the barometric correction either in inches of mercury or hectopascals. The GP is installed on the instrument panel in the cockpit. The set barometric correction value is shown under the altitude tape on the PFD. The baro set control supplies the baro correction inputs to the ADS. There is one baro set control for each ADS for use by the pilot and copilot. The barometric correction input is a 2-bit code read from the two open/ ground discretes from the baro set control. The baro set control has 16 open/ ground discrete positions per revolution that are divided into the four 2-bit codes. The position of the baro set control sets the baro correction value that is sent to the ADS. The control I/O module in the MAU connects with the baro set control through an RS-422 bus to receive the barometric correction input discretes (A and B) from the baro set control. The control I/O module changes these input discretes into a 7-bit count value that is related to the position of the baro set control (number of clicks). The control I/O module then sends this 7-bit barometric correction code through the MAU backplane to the ADA processor module. The ADA processor module uses this barometric correction value to calculate the air data parameters. There are two independent STD push buttons on the baro set control knobs on the guidance panel. Each switch can be pushed to set a standard baro correction value for the applicable ADS. The normal barometric correction values are the 29.92 inHg and the 1013 mbarMillibar. The status of the STD switch is also sent through the RS-422 bus to the control I/O module, and then through the backplane to the ADA processor module.
Figure 13: ADS Baro-setting
Air Data System Baro - setting
Display Controller
Display Controller
BARO knob sets barometric altimeter correction. sets baro correction to standard. IN/HPA switch selects baro correction format: inches of mercury or HectoPascals. PUSH STD resets correction to standard value (29.92 inHg or 1013hPA).
Pilot Entered Baro
Chapter 34-15
Page 24
170/190
Abnormal Operation
With a triplex Air Data System installation and no failures, the Air Data readouts in normal operation on the pilots and copilots PFDs are from ADS 1 and ADS 2, respectively. Upon failure of either ADS 1 or ADS 2, only the effected side will lose the ADS readouts and a failure indication will be provided to the flight crew. The effected side will automatically revert or pilot can source select (using the Reversionary Panel) one of the remaining two ADSs for the associated PFDs air data display. The reversion operation provides the pilots with multiple ADS availability. For 1 or 2 ADS failures, the reversionary logic for the pilot and copilot PFDs are as follows: Pilot PFD - Reversionary Logic ADS 1 (Normal Operation) ADS 3 (1st Reversion) ADS 2 (2nd Reversion) Copilot PFD - Reversionary Logic ADS 2 (Normal Operation) ADS 3 (1st Reversion) ADS 1 (2nd Reversion) The automatic reversion will occur when: the currently displayed Air Data source id indicated as invalid on ASCB - OR - the currently displayed airspeed is indicated as invalid on ASCB - OR - the currently displayed altitude is indicated as invalid on ASCB. If no valid source of air data information is available the source shall return to the default for the given PFD (i.e. ADS 1 for pilot and ADS 2 for copilot). The automatic reversion shall not return to the correct source should that source become valid subsequent to the reversion. After manual or automatic reversion, the selected source flag is displayed on the reverted side and reversion button (on the reversionary panel) is illuminated.
Figure 14: Reversionary Mode
Pilot PFD - Reversionary Logic: ADS 1 (Normal Operation) ADS 3 (1st Reversion) ADS 2 (2nd Reversion) Copilot PFD - Reversionary Logic ADS 2 (Normal Operation) ADS 3 (1st Reversion) ADS 1 (2nd Reversion)
Chapter 34-15
Page 26
170/190
CAS Messages
index 1 2 3 4 5 6 7 8 9 10 11 12 mnemonic ADS 1 FAIL ADS 2 FAIL ADS 3 FAIL FLT CTRL ADS FAIL ADS 1 HTR FAIL ADS 2 HTR FAIL ADS 3 HTR FAIL ADS 4 HTR FAIL* ADS 1 HTR FAULT ADS 2 HTR FAULT TAT 1 FAIL TAT 2 FAIL Categorizati Cascade on CAUTION CAUTION CAUTION ADVISORY CAUTION CAUTION CAUTION CAUTION ADVISORY ADVISORY ADVISORY ADVISORY 5;9 6;10 7;13 9 10 Action
Revert ADS1 as necessary if AUTO reversion did not act. Reference checklist to determine dispatch or continued mission impact. Revert ADS2 as necessary if AUTO reversion did not act. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: ADS3 not available for reversion. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Dedicated ADS to Flight Control Failed. Reference checklist to determine dispatch or continued mission impact. Revert ADS1 as necessary or avoid Ice-conditions. Reference checklist to determine dispatch or continued mission impact. Revert ADS2 as necessary or avoid Ice-conditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: ADS3 not reliable for reversion or avoid Iceconditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: ADS4 not reliable for reversion or avoid Iceconditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Reduced HTR availability for ADS1. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Reduced HTR availability for ADS2. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: TAT/SAT/TAS 1and 3 failed or affected by ice conditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: TAT/SAT/TAS 2 failed or affected by ice conditions. Reference checklist to determine dispatch or continued mission impact. Crew Awareness: Possible altitude errors for ADS3 if flying in side slip conditions. Crew Awareness: Possible altitude errors for ADS4 if flying in side slip conditions.
13 ADS 3 SLIPCOMP FAIL ADVISORY 14 ADS 4 SLIPCOMP FAIL* ADVISORY
Figure 15: ADS Fault Codes - FIM Fault Code Index
last update: Nov06
Chapter 34-15
Page 28
170/190
Notes:
Figure 16: Maintenance Messages
TASK 34-15-00-810-825-A Failure of Integrated pitot/static/AOA sensor 1

A. General (1) This task is for fault code 34130001UT1 (AIR/AOA SNSR1 FAULT [UTIL]).
B. Fault Description (1) The utilities 1 senses a failure of the integrated pitot/static/AOA sensor 1 and sends a fault report to the CMC.
C. Probable Causes (1) (2) Failure of the integrated pitot/static/AOA sensor 1 (AMM MPP 34-13-01/401) (AIPC 34-13-01). Defective harness (WM 34-13-50).
D. Circuit Breaker List

TYPE CB CB CB CB CB DESIGNATION ADS 1 PROBE 1A-2A ADS FC PROBE 1B-2B MAU 1 PWR 1 MAU 1 PWR 2 MAU 1 PWR 3 LOCATION LHCBP LHCBP LHCBP LHCBP LHCBP BUS DC BUS 1 DC BUS 1 DC ESS BUS 1 DC ESS BUS 1 DC BUS 1 LOCATION TIP NAV NAV MCDU PAGE -
E. Fault Isolation Procedure
SUBTASK 34-15-00-862-045-A
CAUTION: MAKE SURE THAT THE INTEGRATED PITOT/STATIC/AOA SENSORS, TAT SENSORS, ICE DETECTORS AND STATIC PORT HAVE NO COVERS ON THEM BEFORE YOU DO THE MAINTENANCE PROCEDURE. THESE COMPONENTS CAN BECOME HOT DURING THE MAINTENANCE PROCEDURE. AS A RESULT, DAMAGE TO THEM WILL OCCUR IF YOU DO NOT REMOVE THE COVERS. (1) Open these circuit breakers and, after approximately 5 seconds, close them: NOTE: If the power is removed from the CMCM for more than 10 seconds, the CMCM will start its shutdown procedure. When the power is supplied to the CMCM again, it will start its power-up procedure. The full process takes approximately 5 minutes:
MAU 1 PWR 1-LHCBP (DC ESS BUS 1) MAU 1 PWR 2-LHCBP (DC ESS BUS 1)
last update: Nov06
Chapter 34-15
Page 30
170/190
ADS System Diagnostics Tests

SYSTEM DIAGNOSTICS MENU Select System Diagnostics in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the System Diagnostics Soft Key Select the System Diagnostics Soft Key by pushing one of the enter keys on CCD No.2. The System Diagnostics menu is displayed and a list of member systems organized by ATA chapter that have system diagnostic pages associated with them are presented.
SYSTEM DIA GNOSTICS
DATA LOADER
FILE TRANSFER
last update: Nov06
Chapter 34-15
Page 32
170/190
Notes:
Figure 18: ADS System Diagnostic Test
last update: Nov06
Chapter 34-15
Page 34
170/190
34-26 The Inertial Reference System (IRS)

The Inertial reference system
Each IRS system consists of a Micro IRU, Mounting Tray, and an Aircraft Personality Module (APM). The IRUs are installed in the forward compartment, as shown. Each Micro IRU is installed in a special mounting tray and held in position by two hold-down screws.
The Inertial Reference Unit (IRU)

The main function of the IRU is to sense and compute linear accelerations and angular turning rates about the airplane`s pitch, roll and yaw axes. This data is used for pitch and roll displays and navigational computations. The IRU contains six sensors, three ring laser gyros that measure angular motion about the longitudinal, lateral and vertical axis, and three accelerometers that measure linear motion about the longitudinal, lateral and vertical axis.
Power supplies
For the micro IRU 1, the ESS (Essential) Bus 1 supplies the primary power, and ESS Bus 2 supplies the secondary power.For the micro IRU 2 , the DC (Direct Current) Bus 2 supplies the primary power, and DC Bus 1 supplies the secondary power.This electrical configuration isolates the two micro IRUs and prevents failures across the different power buses.
Figure 1: IRU, Configuration Module, and Tray
IRU, Configuration Module, and Tray
IRS components are located in the forward electronics bay.
last update: Nov06
Chapter 34-26
Page 2
170/190
Electronic Displays System (EDS)

The attitude information is transmitted from the Generic I/O via ASCB-D bus to the EDS, and is displayed to the crew on the PFDs. Attitude Display The Attitude Display (ADI) consists of an artificial horizon, pitch tape, roll pointer/scale, and aircraft symbol. The ADI will extend from the airspeed tape to the altitude tape with a truncated sphere outline. The artificial horizon consists of a horizon stabilized sky/ground solid colour representation. A reference aircraft symbol is displayed in the ADI. Pitch Tape A linear pitch tape is displayed through the centre of the attitude display. The pitch tape is horizon stabilized. The pitch tape appears to go behind the aircraft symbol and the radio altitude digits whenever visible. Roll Scale A linear roll scale is displayed on the top of the truncated ADI sphere. Primary source for Pilot PFD is IRS1, for Copilot is IRS2. Source selection (reversion) is available pressing IRS button on the reversionary panel. Button is illuminated to indicate that no primary source is selected and the PFD indicates the selected source, other than the primary.
Figure 2: Electronic Display System (EDS)
IRS SYSTEM PROVIDES:

- Primary aircraft attitude Pitch angle Roll angle - Magnetic and true heading - Inertial velocity - Navigation position - Wind data
Chapter 34-26
Page 4
170/190
34-26-03 IRS Operation and Indication

Position Initialization
The IR component requires system initialization (entry of latitude and longitude). Initialization may take place either from a Flight Management System (FMS) from input that the crew manually enters via the Multi-Functional Control Display Unit (MCDU), or automatically from the Global Positioning System (GPS). A pilot-entered position has priority over a position from a GPS. The MCDU page allows the pilot to manually initialize the position sensors. The position entered becomes the FMS position and is the position given to the long range sensors.
MCDU Position Initialization Page

To initialize the FMS position, select the POS INIT line select switch prompt from either the NAV IDENT or POS SENSORS page. The POS INIT page will list positions that can be line-selected for initialization of the FMS using the LOAD prompt. Any of the positions listed can be used for the initialization, or the pilot may enter the appropriate Latitude/Longitude or reference way point using prompt 2L. In addition, the IR component receives Air Data information such as altitude, altitude rate and true air speed from an Air Data System (ADS). The Micro IRU gathers this information and produces the parameters for Body Frame, Local Level Frame, and Earth Frame.
Figure 1: Position Initialisation
IRU units
Position Initialization Pilot manual input GPS
last update: Dec06
Chapter 34-26-03
Page 2
170/190
Reversion
Primary source for Pilot PFD is IRS1, for Copilot is IRS2. Source selection (reversion) is available pressing IRS button on the reversionary panel. Button is illuminated to indicate that no primary source is selected and the PFD indicates the selected source, other than the primary.
Figure 2: Reversionary Mode

PILOT PFD CO - PILOT PFD
IRS2
IRS2
REVERSIONARYPANEL
DISPLAYS AUTO PFD MFD EICAS MFD MODE SENSORS ADS IRS
If reversionary mode is selected:

FD modes disengage AP modes disengage FD/AP can be re- engaged Annunciates: - IRU1 - IRU2
IRU 1 IRU 2
last update: Dec06
Chapter 34-26-03
Page 4
170/190
Micro Inertial Reference System Aircraft Personality Module (APM)

The Micro IRS APM is programmed to contain configuration and installation data. The APM facilitates Original Equipment Manufacturer selectable features using common IRU Part Numbers. It also facilitates storage of Configuration Selects and Tray Alignment Euler Angles electronically. Information contained in the APM file includes: Aircraft Type/Serial Number/SDI Program MAGVAR Select Program Dedicated IRU Battery Select Mount Misalignment Euler Angles Output Filter Characteristics Other A/C Specific Data CRC
The APMs are initially programmed as a part of the tray alignment procedure. The Configuration may be changed later without modifying the Installation Specific data.
Figure 3: Aircraft Personality Module
APM is programmed to contain configuration and installation data. APM information includes:
Aircraft Type/Serial Number Source Destination Identifier (SDI) Program MAGVAR Select Mount Misalignment Data Other A/C Specific Data
APMs are initially programmed as a part of the tray alignment procedure.
last update: Dec06
Chapter 34-26-03
Page 6
170/190
Abnormal Operation / CAS messages

The IRS has been designed such that in the event of a normal aircraft power interrupt or power transient, no degradation in performance will occur due to switching or operating from the backup power source. The two Micro IRUs receive power from different primary and different secondary power sources, so in the event of a loss of power to one Micro IRU, the other Micro IRU would not also experience a power loss at the same time. In case of mode failure, power loss or loss of one IRU, the affected station can source select the other side station by means of the IRS reversionary panel switch, and a CAS message will be displayed to alert the crew. The CAS messages, its priorities and the actions that should be taken by the crew are shown on the table below.
Figure 4: CAS Messages
FAULT CODE
FAULT DESCRIPTION
MAINTENANCE MESSAGE 34265515IR1
GO TO FIM TASK 34 - 26 - 00 - 810 - 801 - A 34 - 26 - 00 - 810 - 803 - A 34 - 26 - 00 - 810 - 807 - A 34 - 26 - 00 - 810 - 808 - A 34 - 26 - 00 - 810 - 810 - A 34 - 26 - 00 - 810 - 814 - A 34 - 26 - 00 - 810 - 801 - A 34 - 26 - 00 - 810 - 803 - A 34 - 26 - 00 - 810 - 807 - A 34 - 26 - 00 - 810 - 808 - A 34 - 26 - 00 - 810 - 810 - A 34 - 26 - 00 - 810 - 814 - A 34 - 26 - 00 - 810 - 801 - A 34 - 26 - 00 - 810 - 808 - A
34200101
IRS 1 FAIL (CAUTION)
34265519IR1 34265529IR1
34200102
IRS 2 FAIL (CAUTION)
34265515IR2 34265519IR2 34265529IR2 34265515IR1
34200201
IRS 1 NAV MODE FAIL (ADVISORY)
34265519IR1 34265529IR1 34265515IR2
34200202
IRS 2 NAV MODE FAIL (ADVISORY)
34265519IR2 34265529IR2
34200300 34200400 34200500

last update: Dec06
IRS PRES POS INVALID (ADVISORY) IRS ALIGNING (ADVISORY) IRS EXCESSIVE MOTION (CAUTION)
34265515IR1 34265515IR2
Chapter 34-26-03
Page 8
170/190
Notes:
Figure 5: Maintenance Messages
MAINTENANCE MESSAGE FAULT CODE

34265515IR1 34265515IR2 34265519IR1 34265519IR2 34265520IR1 34265520IR2 34265521IR1 34265521IR2 34265522IR1 34265522IR2 34265523IR1 34265523IR2 34265529IR1 34265529IR2 34267016IR1 34267016IR2 34267017IR1 34267017IR2
MAINTENANCE MESSAGE NAME

IRU1 APM/WRG FAULT IRU2 APM/WRG FAULT IRU1 FAULT IRU2 FAULT [IRU1] LEFT GEN INPUT BUS/WRG FAULT [IRU2] RIGT GEN INPUT BUS/WRG FAULT [IRU1] RIGT GEN INPUT BUS/WRG FAULT [IRU2] LEFT GEN INPUT BUS/WRG FAULT [IRU1] GPS2 INPUT BUS/WRG FAULT [IRU2] GPS1 INPUT BUS/WRG FAULT [IRU1] GPS1 INPUT BUS/WRG FAULT [IRU2] GPS2 INPUT BUS/WRG FAULT IRU1 PROGRAM PIN PARITY/WRG FAULT IRU2 PROGRAM PIN PARITY/WRG FAULT IRU1 SECONDARY POWER/WRG FAULT IRU2 SECONDARY POWER/WRG FAULT IRU1 PRIMARY POWER/WRG FAULT IRU2 PRIMARY POWER/WRG FAULT
GO TO FIM TASK
34 -26 - 00 - 810 - 801- A 34 - 26 - 00 - 810 - 808 - A 34 - 26 - 00 - 810 - 803 - A 34 - 26 -- 00 - 810 - 803 - A 34 - 26 - 00 - 810 - 804 - A 34 - 26 - 00 - 810 - 811 - A 34 - 26 - 00 - 810 - 815 - A 34 - 26 - 00 - 810 - 818 - A 34 - 26 - 00 - 810 - 806 - A 34 - 26 - 00 - 810 - 812 - A 34 - 26 - 00 - 810 - 805 - A 34 - 26 - 00 - 810 - 813 - A 34 - 26 - 00 - 810 - 807 - A 34 - 26 - 00 - 810 - 814 - A 34 - 26 - 00 - 810 - 816 - A 34 - 26 - 00 - 810 - 819 - A 34 - 26 - 00 - 810 - 817 - A 34 - 26 - 00 - 810 - 820 - A
last update: Dec06
Chapter 34-26-03
Page 10
170/190
Notes:
Figure 6: CMC Navigation tests
CMC Navigation tests
last update: Dec06
Chapter 34-26-03
Page 12
170/190
Notes:
Figure 7: CMC Navigation tests
CMC Navigation tests
last update: Dec06
Chapter 34-26-03
Page 14
170/190
34-31 Radar Altimeter System

General
The Radar Altimeter System is a baseline system on board the ERJ 170 aircraft. A second Radar Altimeter System is optional. The ERJ 170 Radar Altimeter System provides the pilots with dependable, accurate altitude, up to + 2,500 feet above ground level (AGL) during the approach and landing phases of aircraft operation. The radar altitude is displayed on both pilot and copilot Primary Flight Displays (PFDs).
last update: Nov06
Chapter 34-31
Page 1
Figure 1: Radar Altimeter System
The Radar Altimeter System Provides:
ABSOLUTE ALTITUDE
TRUE ALTITUDE
PRESSURE ALTITUDE
29.921 IN. HG.
last update: Nov06
Chapter 34-31
Page 2
170/190
LRU
Each ERJ 170 Radar Altimeter System consists of a Receiver/Transmitter mounted in a tray, a Configuration Module, a Receive Antenna and a Transmit Antenna.
Installation
The ERJ 170 Radar Altimeter System #1 Receiver/Transmitter (R/T) is located at the after cargo compartment beside the cargo door, on the LH side, the Configuration Module is located beside the R/T #1 and the two Antennas are located at the lower part of Centre Fuselage III. The optional ERJ 170 Radar Altimeter System #2 R/T is located at the after cargo compartment beside the cargo door, on the RH side, the second Configuration Module is located beside the R/T #2 and the second pair of Antennas are located at the lower part of Centre Fuselage III. The locations of the antennas insure acceptable operation at the normal extremes of pitch and roll.
last update: Nov06
Chapter 34-31
Page 3
Figure 2: Component location
RAT 1 RAT 3 RAR 1 RAR 3 RAR 2 RAT 2
last update: Nov06
Chapter 34-31
Page 4
170/190
Interfaces Configuration Module Interface

The R/T interfaces with the Configuration Module for storage of the zero feet offset.
EGPWS Interface
The ERJ 170 Radar Altitude System also interfaces with the Enhanced Ground Proximity Warning System (EGPWS) via the ASCB. The radar altitude and how fast the airplane sink or the ground profile change is a key parameter for the EGPWS. DVDR Interface The ERJ 170 Radar Altimeter System also interfaces with the Digital Voice Data Recorders (DVDR) via an ARINC 717 bus. Radar altitude is one of the mandatory parameters that must be recorded.
TCAS Interface
The ERJ 170 Radar Altimeter System interfaces with the Traffic Alert and Collision Avoidance System (TCAS) transmitting the Radar Altitude data via an ARINC 429 bus, the TCAS also receives a Radar Altitude Valid signal. The TCAS uses the radar altitude to inhibit descend resolution advisories.
AMDS Interface
The ERJ 170 Radar Altimeter System interfaces with the Aircraft Diagnostics and Maintenance System (ADMS) also contained in the MAU, which allows fault and troubleshooting information for the system to be displayed and retrieved by maintenance personnel.
MAU Interface
Also the MAU receives the radar altitude from the R/T via an ARINC 429 bus at the Generic I/O Module. The Generic I/O Module contains a standard interface circuit that transfers data to and from a back plane bus. The interface circuit performs functions that include data distribution, data integrity checking, and source identification. The back plane bus is a parallel high capacity general-purpose bus contained in the MAU that transfers all data between the modules and the network interface controller. The network interface controller also contained in the MAU is a dedicated module that interfaces the back plane bus to the external ASCB network. The ASCB network provides the communication between the MAU and the DU`s, where the Radar Altitude will be displayed on the PFDs
last update: Nov06
Chapter 34-31
Page 5
Figure 3: Radar Altimeter Schematic
C B
RAD ALT 1 XMIT ANTENNA
C B
MAIN INST PANEL
RAD ALT 2 RCV ANTENNA
H
RAD ALT 2 XMIT ANTENNA
RAD ALT 1 RCV ANTENNA
DISPLAY UNITS (SSM 31-61-80)
H
ASCB
A
FWD AVIONICS COMPT FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) NIC CUSTOM I/O
BACKPLANE BUS
FWD AVIONICS COMPT MAU 2 (SSM 31-41-80)

BACKPLANE BUS BACKPLANE BUS
MIDDLE AVIONICS COMPT MAU 3 (SSM 31-41-80) AFT AVIONICS COMPT
DVDR 1 (SSM 31-31-80)
ARINC 717
NIC
NIC ARINC 717 DVDR 2 (SSM 31-31-80)
CMC (SSM 45-45-80)
EGPWM (SSM 34-41-80)
CUSTOM I/O
GENERIC I/O
GENERIC I/O CENTER FUS III (DOWN) RADAR ALTIMETER 1 ANTENNAS (SDS 34-31) (MPP 34-31-02) RCV XMIT ARINC 429
GENERIC I/O
CENTER FUS III (DOWN) DISCRETE ARINC 429 RADAR ALTIMETER 2 ANTENNAS (SDS 34-31) (MPP 34-31-02) RCV CENTER FUS III XMIT
CENTER FUS III
FWD AVIONICS COMPT RADAR ALTIMETER UNIT 1 (SDS 34-31) (MPP 34-31-01) MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) DC POWER - M2 DC BUS 1 CENTER FUS III RADAR ALTIMETER 1 CONFIGURATION MODULE (SDS 34-31) (MPP 34-31-03) TCAS COMPUTER (SSM 34-43-80) RADAR ALTIMETER UNIT 2 (SDS 34-31) (MPP 34-31-01)
D
28 VDC
FWD AVIONICS COMPT SPDA 1 (SSM 24-61-80)
Rad alt 1
E
Rad alt 2
CENTER FUS III RADAR ALTIMETER 2 CONFIGURATION MODULE (SDS 34-31) (MPP 34-31-03) 28 VDC
DC bus 1
DC POWER - M5 DC BUS 2
DC bus 2
last update: Nov06
Chapter 34-31
Page 6
170/190
Normal Operation
The ERJ 170 Radar Altimeter System is a continuous service system, that provides the pilots with dependable, accurate altitude, up to +2,500 ft, above ground level (AGL) during the approach and landing phases of aircraft operation. In a single Radar Altimeter System installation the same radar altitude is displayed in both Primary Flight Displays (PFD`s) as a digital read out. In a dual Radar Altimeter System installation, the LH PFD displays the system #1 radar altitude and the RH PFD displays the system #2 radar altitude.
flight crew must rely on other sources of altitude information in the aircraft such as barometric altitude and glides lope.
The pilots are able to select a Decision Height on the Minimums RA/BARO knobs located at the Guidance Panel. The DH is displayed on both PFDs followed by a RA label. The DH indication is displayed on approach with a black box or a MIN annunciation as follows: a black box appears when the displayed radar altitude is less than or equal to DH plus 50 feet. A MIN annunciation appears when the displayed radar altitude reaches the DH.
Abnormal Operation
With a single Radar Altimeter System installed upon failure of the system, a fail indication will be provided to the flight crew. With a dual Radar Altimeter System installation upon a single failure, only the affected side will lose the radar altitude read-out and a fail indication will be provided to the flight crew. In case of a main generator failure, the operational main generator will supply both DC Buses through the Transformer Rectifier Units (TRU) not affecting the radar altitude display. The APU generator can also take over the failed main generator and feed the DC Bus and the radar altitude will be not affected. In the case of a single TRU failure, the operational TRU will supply both DC Buses and also not affecting the radar altitude display. Only in the case when both TRUs fail, the radar altitude will be not displayed, then the
last update: Nov06
Chapter 34-31
Page 7
Figure 4: Operation
Display Controller
Display Controller
Decision Height selected on the Minimums RA/BARO knobs located on Guidance Panel Decision Height (DH) range: 5 to 999 feet
Current RA Altitude Pilot Entered DH
last update: Nov06
Chapter 34-31
Page 8
170/190
System and Component Function

The ERJ 170 Radio Altimeter R/T transmits radio frequency pulses (4300 MHz) via the transmitting antenna, measures the time until the reflected signal is detected via the receiving antenna, and then determines the aircraft AGL altitude above the terrain. The R/T contains power supplies, radio frequency transmitting, and receiving circuitry, and also timing circuits to determine aircraft AGL altitude. The Radar Altimeter Receive and Transmit Antennas are designed to function between 4.2 and 4.4 GHz. In a single Radar Altimeter System installation the same radar altitude is displayed in both Primary Flight Displays (PFD`s) as a digital read-out. In a dual Radar Altimeter System installation, the LH PFD displays the system #1 radar altitude and the RH PFD displays the system #2 radar altitude.
last update: Nov06
Chapter 34-31
Page 9
Figure 5: Functional Description
Radar Altimeter absolute altitude range: -20 to +2500 feet Decision height annunciation on PFD alerts the flight crew when the RA minimum altitude is reached. Below the RA minimum set value, MIN is displayed on the PFD. Preset altitude trip points alerts the flight crew to ground potential.
last update: Nov06
Chapter 34-31
Page 10
170/190
Altitude Trip Settings Zero Feet Offset

Equipment: KPA900 Configuration Module Software KPA900 Configuration Module Programmer Cable PC Computer
last update: Nov06
Chapter 34-31
Page 11
Figure 6: Adjustment
Load Software
Alter Parameters
Write to Configuration Module
Parameter Options can be saved for future use. Once saved, parameter options can be loaded into the configuration module
Depress Calibration Switch
If the zero point was offset, the radar altitude will read a negative value which corresponds to the amount of offset.
last update: Nov06
170/190
34-32 Radio Navigation

Introduction
The VHF (Very High Frequency) NAV (Navigation) system uses airborne equipment and ground stations to supply data for in-flight navigation, approach/landing, and area guidance functions.
Figure 1: VHF NAV Overview
MCDU 1
MAU 1
MAU 2
MCDU 2
ASCB
VOR/LOC ANT
G/S ANT
MB ANT
EDS
MRC 1
VHF NAV 1 MODULE
VHF NAV 2 MODULE
MRC 2
MB ANT SPLITTER
last update: Nov06
Chapter 34-32
Page 2
170/190
General Description
The VHF NAV system is a precision ILS (Instrument Landing System) that supplies this data: VOR (VHF Omnidirectional Range) in-flight navigation, terminal navigation, and area guidance. LOC (Localizer)/G/S (Glideslope) approach and landing guidance. MB (Marker Beacon) distance-to-runway threshold. The VHF NAV system includes these components: VHF NAV Module VOR/LOC (VOR Localizer) Antenna MB Antenna MB Antenna Splitter G/S Antenna The aircraft has two VHF NAV systems.Each system has one VHF NAV module, which is an LRM (Line Replaceable Module).For the VHF NAV 1 system, the module is installed in the MRC (Modular Radio Cabinet) 1, in the forward avionics compartment.For the VHF NAV 2 system, the module is installed in the MRC 2, in the middle avionics compartment. The VHF NAV system can be tuned by the MCDU (Multifunction Control Display Unit) or by the CCD (Cursor Control Device) and PFD (Primary Flight Display).The MCDU is the primary controller and the CCD and PFD are the secondary controllers. The DC (Direct Current) ESS (Essential) Bus 1 supplies the power to the VHF NAV 1 system.The DC Bus 2 supplies the power to the VHF NAV 2 system through the SPDA (Secondary Power Distribution Assembly) 2.
Figure 2: VOR/ LOC/ GS/ Marker Beacon Schematic
D E
B
B C
J1 J2
F
DU AL N CO BEA R 39 RKE Hz . MA 75M 113 7LM INC . D SSP WI S. USA P/N .410 TEM . CA. S/N R SYS 91 SO WORTH 136 SENATS FSC CH
C A
CONTROL PEDESTAL CCD' S FWD AVIONICS COMPT (SSM 31-62-80) MAIN INST PANEL ARINC 429 DISPLAY UNITS (SSM 31-61-80)
FWD AVIONICS COMPT MAU 2 (SSM 31-41-80)
MAU 1
MAU 1 (SSM 31-41-80)
MAU 2
BACKPLANE BUS
CONTROL PEDESTAL CONTROL I/O MODULE

BACKPLANE BUS
CONTROL PEDESTAL
ARINC 429 MCDU 1 (SSM 34-61-80) MCDU 2 (SSM 34-61-80)
ARINC 429
CONTROL I/O MODULE
GENERIC I/O MODULE
GENERIC I/O MODULE
COCKPIT
ARINC 429 LH CBP
MIDDLE AVIONICS COMPT NIC COCKPIT DIGITAL AUDIO PANELS (SSM 23-51-80) ASCB NIC SPDA 2 (SSM 24-61-80) DC POWER - M3 DC BUS 2 DIGITAL AUDIO BUS 2
DC ESS BUS 1 5 VOR/ILS 1
DIGITAL AUDIO BUS 1
CENTER FUS I
28 VDC 28 VDC
FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) NIM
(SDS 34-32) (MPP 34-32-05)
MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80) NIM
SPLITTER
F
BULKHEAD (FWD) PRESS
VERT STAB VHF NAV 1 MODULE (SDS 34-32) (MPP 34-32-01)
CENTER FUS I (DOWN)
D
VOR 1 / 2 ANT (SDS 34-32) (MPP 34-32-03)
B
MB ANT (SDS 34-32) (MPP 34-32-04)
C
G/S ANT (SDS 34-32) (MPP 34-32-06)
VHF NAV 2 MODULE (SDS 34-32) (MPP 34-32-01)
MRC 1
MRC 2
170/190
Introduction
The ADF (Automatic Direction Finder) system uses airborne equipment and ground stations to supply the aircraft BRG (Bearing) data for in-flight navigation, terminal navigation, and area guidance functions.
The ADF module has two bandwidths: A narrow-band mode to reduce unwanted noise during navigation. A wide-band mode to increase the quality of voice signals. NOTE: For increased BRG accuracy, the narrow band mode is recommanded. The aircraft has two ADF modules installed.The ADF 1 module is installed in the MRC 1, in the forward avionics compartment.The ADF 2 module is installed in the MRC 2, in the middle avionics compartment.
ADF Components
The ADF module is an LRM (Line Replaceable Module) installed in the MRC (Modular Radio Cabinet).Its rear connector connects to the MRC backplane which supplies the RCB (Radio Control Buses) interface to the NIM (Network Interface Module).The NIM supplies the interfaces to the ASCB (Avionics Standard-Communication Bus), ARINC (Aeronautical Radio Incorporated)-429 bus, digital audio bus, and other aircraft systems. The ADF module also has a backshell connector and a 50 ohm coaxial connector on its front panel that connects to the ADF antenna. The ADF module contains these circuits: AM (Amplitude Modulation) receiver BFO (Beat Frequency Oscillator) +28 VDC (Volt Direct Current) power supply Audio circuitry The ADF module supplies the relative BRG data as ARINC-407 synchro data, DC (Direct Current) sine/cosine data, and RS-422 data.
Figure 3: ADF Schematic

A
ADF 2 ANT ENNA
ADF 1 ANT ENNA
FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS
CONTROL PEDESTAL
CONTROL PEDESTAL
CONTROL I/O MODULE
NIC
(SSM 34-61-80)
(SSM 34-61-80)
COCKPIT
LH CBP
NIC
ARINC 429
MCDU 1
MCDU 2
ARINC 429
CONTROL I/O MODULE
ASCB
MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) DC POWER - M3 DC BUS
DC ESS BUS 5
ADF 1
FWD AVIONICS COMPT CENTER FUS II (UPPER) ADF 1 ANTENNA (SDS 34-53) (MPP 34-53-02) MRC 1 (SSM 34-02-80) NIM DIGITAL AUDIO BUS 1 DIGITAL AUDIO BUS 2 NIM
MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80) 28 VDC CENTER FUS III (UPPER) ADF 2 ANTENNA (SDS 34-53) (MPP 34-53-02)
A
ADF 1 MODULE (SDS 34-53) (MPP 34-53-01 )
COCKPIT ADF 2 MODULE DIGITAL AUDIO PANELS (SSM 23-51-80) (SDS 34-53) (MPP 34-53-01)
last update: Nov06
Chapter 34-32
Page 6
170/190
Introduction
The DME system calculates the time delay of radio pulses transmitted to and immediately received from a ground station.It uses the time data to calculate the distance from the ground station, ground speed, and time-to-station.The DME system also supplies the Morse code identification data. The DME is capable of tracking four channels to supply slant range, ground speed, time-to-station, and station identification.Two additional channels track station identification of preset channels for quick access.Frequency tuning is automatically paired with the VOR/LOC (VOR Localizer).The system operates over the frequency band of 962 to 1213 MHz. The DME interfaces with the EDS (Electronic Display System) and the FMS (Flight Management System) through the ASCB (Avionics Standard-Communication Bus).The DME identification audio is transmitted from the digital audio bus to the airborne audio system. The DME system includes these components: DME module DME Antenna ital audio bus.The DME module has a 50 ohm coaxial connector on its front panel for the antenna cable. The aircraft has two DME modules installed.DME 1 module is installed in MRC 1, in the forward avionics compartment.DME 2 module is installed in MRC 2, in the middle avionics compartment. The DME module contains these circuits: +28 VDC (Volt Direct Current) power supply Transmitter/receiver (transreceiver) Audio circuitry and IDENT outputs Mutual suppression circuitry Self-test circuitry
The DME module is a six-channel transreceiver.It monitors a maximum of four DME channels for distance, ground speed, and time-to-station, all at the same time.Two of the four DME channels are available for the FMS.The two remaining channels are available to control and show the distance, time-tostation, ground speed, and IDENT functions.The IDENT audio signals are transmitted on the digital audio bus to the DAP (Digital Audio Panel)s. The two preset IDENT channels have the decoded IDENT data immediately available.The VOR (VHF Omnidirectional Range) channel is a preset channel.After the VOR channel is set, the instant search function of the DME module immediately
DME MODULE The DME module is one of the LRM (Line Replaceable Module)s installed in the MRC (Modular Radio Cabinet).The DME module connects to the NIM (Network Interface Module) through the RCB (Radio Control Buses) in the backplane of the MRC.The NIM supplies the interfaces to the ASCB and dig
Figure 4: DME Schematic

W IR ING DIA GR AMS 23 31 34 34 34 34
A B
51 42 51 51 61 61
53 50 50 51 50 51
CONTROL PEDESTAL
CONTROL PEDESTAL
CONTROL I/O MODULE
NIC
(SSM 34-61-80)
(SSM 34-61-80)
COCKPIT
LH CBP
NIC
ARINC 429
MCDU 1
MCDU 2
ARINC 429
CONTROL I/O MODULE
ASCB
MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) DC POWER - M3 DC BUS
DC ESS BUS 5
DME 1
FWD AVIONICS COMPT FWD FUS (DOWN) DME 1 ANTENNA (SDS 34-51 ) (MPP 34-51-02) MRC 1 (SSM 34-02-80) NIM DIGITAL AUDIO BUS 1 DIGITAL AUDIO BUS 2 NIM
MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80) 28 VDC CENTER FUS I (DOWN) DME 2 ANTENNA (SDS 34-51 ) (MPP 34-51-02)
A
DME 1 MODULE (SDS 34-51) (MPP 34-51-01)
COCKPI T DME 2 MODULE DIGITAL AUDIO PANELS (SSM 23-51-80) (SDS 34-51) (MPP 34-51-01
B
)
last update: Nov06
Chapter 34-32
Page 8
170/190
34-41-01 EGPWS - WS location and modes

Introduction
The Enhanced Ground Proximity Warning System (EGPWS) uses aeroplane position, configuration and terrain database information to provide the flight crew with increased awareness of the terrain along the projected flight path. The system provides the flight crew with sufficient information and alerting to detect a potentially hazardous terrain situation and thus allow the flight crew to take effective action to prevent a controlled flight into terrain (CFIT) event.
Figure 1: Enhanced Ground Proximity Warning System (EGPWS)
The Enhanced Ground Proximity Warning System (EGPWS) uses:

Position configuration Terrain database information
Goals:
ncreased awareness of the terrain detect a potentially hazardous terrain situation prevent a controlled flight into terrain (CFIT) event
last update: Jun06
Chapter 34-41-01
Page 2
170/190
EGPWS module
The EGPWS is a module contained in the modular avionics unit (MAU) # 2 and it is powered via ESS DC BUS # 2.
Figure 2: EGPWS module
EGPWM
ESS BUS 2
MAU 2
last update: Jun06
Chapter 34-41-01
Page 4
170/190
The EGPWS interfaces

The EGPWS interfaces with the following systems and equipment: Radio Altimeter - The radio altimeter provides altitude above the ground, how fast the altitude decreases due to the airplane sink or ground profile change and the validity signal. ADCs - The ADCs provide uncorrected barometric altitude, corrected barometric altitude, computed airspeed, true airspeed, barometric altitude rate and static air temperature. FMS - The FMS provides latitude, longitude, ground speed, true tracking, true heading and NAV mode. The same is applicable when the airplane is equipped with dual FMS. Landing gear - The GPWS receives a discrete signal, which indicates gear down/locked condition. Flap - The Flap Control Unit provides one discrete signal, which indicates whether or not flaps are in landing position. Aural Warning Unit - The aural warning unit receives the aural messages to be enunciated. It also provides a discrete signal to indicate that the glides lope advisory alert may be cancelled without any restriction.
Figure 3: The EGPWS interfaces
GND PROX TERR INHIB
EMERG/ PRKG BRAKE
GND PROX G/S INHIB
LG WRN INHIB
STEEP APPROACH
GND PROX FLAP OVRD
D
ARINC 429
ARINC 429 CONTROL PEDESTAL CCD 1 (SSM 31-62-80) MAIN INST PANEL MAIN INST PANEL MAIN INST PANEL MAIN INST PANEL
CONTROL PEDESTAL CCD 2 (SSM 31-62-80)
DU 1 (PFD 1) (SSM 31-61-80)
DU 2 (MFD 1) (SSM 31-61-80)
DU 4 (MFD 2) (SSM 31-61-80)
DU 5 (PFD 2) (SSM 31-61-80)
TERRAIN PICTURE BUS ASCB
FWD AVIONICS COMPT BACKPLANE BUS

TERRAIN PICTURE BUS
FWD AVIONICS COMPT BACKPLANE BUS MAIN INST PANEL MAIN INST PANEL
MIDDLE AVIONICS COMPT BACKPLANE BUS
GND PROX TERR INHIB PROC 3

FMS 1 FUNCTION (SSM 34-61-80)
GND PROX G/S INHIB
B
PROC 5
ADA 3 FUNCTION (SSM 34-10-80) FMS 2 FUNCTION (SSM 34-61-80) GPS 2 (SSM 34-56-80) GENERIC I/O
EGPWS/WINDSHEAR MODULE (SDS 34-41) (MPP 34-41-01)
PROC 1
GPS 1 (SSM 34-56-80) GENERIC I/O (SSM 34-10-80)
PROC 4
ADA 2 FUNCTION (SSM 34-10-80) GENERIC I/O
(SDS 34-41) (MPP 31-17-01)
(SDS 34-41) (MPP 31-17-02)

NIC
ADA 1 FUNCTION
NIC
NIC
FWD AVIONICS COMPT IRU 1 (SSM 34-26-80)
NIC
CONTROL PEDESTAL STEEP APPROACH (SDS 34-41) (MPP 34-41-05)
CONTROL PEDESTAL
MAU 1 (SSM 31-41-80) ARINC 429 ARINC 429 ARINC 429
MAU 2 (SSM 31-41-80)
GND PROX FLAP OVRD (SDS 34-41) (MPP 34-41-03)
MAU 3 (SSM 31-41-80) ARINC 429
ASCB CENTER FUS III FWD AVIONICS COMPT RAD ALT 2 MRC 1 (SSM 34-31-80) ARINC 429 ARINC 429 IRU 2 MRC 2 (SSM 34-26-80) (SSM 34-02-80) COCKPIT FWD AVIONICS COMPT MIDDLE AVIONICS COMPT
CENTER FUS III
(SSM 34-02-80)
RAD ALT 1 (SSM 34-31-80) NIM DIGITAL AUDIO BUS 1
DIGITAL AUDIO PANELS COCKPIT (SSM 23-51-80)
DIGITAL AUDIO BUS 2
NIM
last update: Jun06
Chapter 34-41-01
Page 6
170/190
34-42-01 WX RDR location and interface

Introduction
The airplane can be equipped with WU-660 or WU-880 Weather Radar System models. For additional information on functions and operations, refer to the manufacturers manual. The Weather Radar System is designed for detection and analysis of the weather during flight. The WU-660/880 Weather Radar is: a lightweight, X-band colour digital radar with display designed for weather location and analysis, and for ground mapping.
Figure 1: The WU-660/880 Weather Radar
WU-660/880 Weather radar:

Lightweight X-band color digital Ground mapping
last update: Nov06
Chapter 34-42-01
Page 2
170/190
Ground Handling
Heating and radiation effects of weather radar can be hazardous to life. Personnel should remain at a distance greater than the following to prevent exposure above safety levels: - 3.2 meters from the 18 inch radiating antenna. - 4.0 meters from the 24 inch radiating antenna (WU-880 only). Distances calculated using radiation exposure levels that equal or exceed 6 mW / cm 2. Honeywell recommends that operators follow the 6 mW / cm 2 standard per the IEEE Standard for Safety Level with Respect to Human Exposure to Radio Frequency Electromagnetic Fields 3 kHz to 300 GHz (IEEE C95.1 1991). The WX system is accessible through the nose of the aircraft.
Figure 2: Ground Handling
24 IN
4 meters
last update: Nov06
Chapter 34-42-01
Page 4
170/190
The Weather Radar System

The Weather Radar System consists of an integrated receiver/transmitter/ antenna unit (RTA) and two virtual Weather Radar Controllers. The RTA is mounted in the nose of the airplane whereas the virtual controllers consists of the CCDs and the WX mode information displayed on the MFDs below the weather information. The Weather Radar System is powered by 28 VDC from SPDA 1, DC Bus 1. Should a power supply failure occur, the Weather Radar System will be inoperative, as there is no backup power source for this system.
Figure 3: Weather radar
Weather Radar Used for detecting weather up to 300 NM from the aircraft, ground mapping and detecting turbulence (WU-880 only). Displays storm intensity and position relative to the aircraft.
RTA
last update: Nov06
Chapter 34-42-01
Page 6
170/190
Interfaces
The RTA (WU -660/880) receives pitch and roll data for antenna stabilization from the Inertial System via ARINC 429 bus. The RTA (WU-880 only) receives Ground Speed and Inertial Altitude data from the Inertial Reference System via ARINC 429 bus to perform turbulence processing, and Altitude Compensated Tilt. The RAT accepts mode commands from the virtual WX Radar Controllers and the CCDs. Commands are delivered to the RTA on serial control buses via the MAU. The RAT outputs range, mode, gain and tilt information to the MAU on two Electronic Display System (EDS) control buses, and outputs scan converted data directly to Display Units (DU) 1,2,4, and 5, depending on display selections. The CCDs provide Range control to the MFDs via ARINC 429. The Weight-on-Wheels (WOW) discrete is provided by the Custom I/O in MAU 1 to the RTA to inhibit the transmitter on the ground. This is to prevent an X-band microwave radiation hazard. The WOW discrete must indicate an in-air condition before the transmitter is enabled. While inhibited on the ground, the WX mode is annunciated as Forced Stand-by (FSBY) in the WX mode field on the MFD. When WX or GMAP are selected while the aircraft is on the ground (WOW is true), the RTA mode will be annunciated as FSBY and the transmitter will be inhibited. FSBY Override (FSBY OVRD) enables the Weather Radar transmitter on ground, generally prior to take off, to monitor weather in the immediate area. FSBY OVRD is only available on ground: selection is inhibited in the air. If the WX Radar is active upon touchdown, it is forced into stand-by mode by the system. If the WX Radar is OFF upon touchdown, it remains in OFF and Forced Stand-by is not implemented. Manual override of Forced Stand-by is done selecting the FSBY OVRD check box in both virtual controllers. The concentric knobs on the CCDs control tilt, range and gain. The outer knob controls range. The inner knob controls tilt when MFD is selected, except for when VAR WX Gain has been selected. When VAR WX Gain is selected, the inner knob controls gain. The CCDs communicate via ARINC 429 to the display units, which place the information on ASCB, to the Control I/ Os in MAU 1 and 2, and ultimately on RS-422 for use by the WX RTA. Range control by the CCDs is available full time. Tilt and gain commands are controlled through the CCD, displayed on the MFD and sent serially to the RTA. Tilt control is available whenever VAR Gain is not selected. The WX button on the Guidance/Control Display Panel (GP) allows the WX information to be displayed on the PFD. The GP communicates to the MAUs via RS 422 bus, and the PFD receives input from the GP through the MAUs.
Outputs
The WX Radar pictures are supplied to the Display Units on the Left and Right WX Picture Bus. The Left Picture Bus is connected to the Pilot-side DUs (DU 1 and 2), and the Right Picture Bus is connected to the Copilot-side DUs (DU 4 and 5). The WX Picture Buses going to the Display units are serial busses that are isolated from the operating systems of the instruments. The RTA sends control words to the Control I/O modules in the MAUs via RS 422 to update information on the Display Units, including operating mode, selected range, RTA failure, and tilt angle.
Figure 4: Weather Radar Schematic
Honeywell Honeywell
DISPLAY
DISPLAY
CCD 1 A-429
CCD 2 A-429
PFD 1
MFD 1 IRS "Virtual" WX controller
MFD 2
PFD 2
"Virtual" WX controller
Left WX picture bus
RTA
Right WX picture bus
ASCB
NIC
I/0 WOW
RS-422 Guidance Panel
RS-422
NIC
NIC
MAU 1
MAU 3
last update: Nov06
Chapter 34-42-01
Page 8
170/190
PFD WX Display
WX Radar information will be displayed on the PFDs when WX is selected on the Guidance/Display Control Panel (GP). The display control portion of the GP on the pilots side will control the pilots PFD, and the copilots GP will control the copilots GP. The displays on the two PFDs are independent of each other.
Figure 5: PFD Weather Radar Display
WX Selectin
PFD
last update: Nov06
Chapter 34-42-01
Page 10
170/190
Notes:
Figure 6: MFD WX Display Selection
MFD 1
M ap Pl an Syst em s
MFD 2
Fuel
M ap Pl an Syst em s
Fuel
Navaids
Airport
A C A C
WPI Ident Progress Vert Prof TCAS

D C
A C
A C
FU EL TEM P 32 C
Weather
4000 LBS
FU EL TEM P 32 C
D C
4000 LBS
Terrain
LBS OFF 4000
4000 LBS
Honeywell
Honeywell
DISPLAY
DISPLAY
TC A S
W X
C heckl i st
TC A S
W X
C heckl i st
Enter keys
CCD 1
CCD 2
last update: Nov06
Chapter 34-42-01
Page 12
170/190
Weather radar normal operation

Display of weather data is available on the MFDs and PFDs. Selection of weather data display is accomplished via MFD using a soft key to select MAP menu. Selecting Weather from this menu will display the weather information and virtual controller on the MFD. When the Weather option is selected on the MAP menu following a cold start, the weather information will be displayed. Weather will initially display in a default OFF mode (OFF is the initial active mode selected on the virtual controller). After 45 seconds, when power up is completed, the pilot can select another available mode using the virtual controller. Functions are displayed in the virtual controller in white if available when a specific WX radar mode is selected, and displayed in gray if not available for the selected WX radar mode. Only one of the modes WX, GMAP, STBY and Off can be selected at one time. Availability of other functions will depend on which of these four modes is selected, and if the airplane is in the air or on the ground.
Figure 7: MFD Operation
Soft key
MFD
Not avalible (gray)
Avalible (white)
last update: Nov06
Chapter 34-42-01
Page 14
170/190
WX on Ground
When WX or GMAP are selected while the aircraft is on the ground (WOW is true), the RTA mode will be annunciated as FSBY and the transmitter will be inhibited. FSBY Override (FSBY OVRD) enables the Weather Radar transmitter on ground, generally prior to take off, to monitor weather in the immediate area. FSBY OVRD is only available on ground: selection is inhibited in the air.
Figure 8: WX On Ground
MFD 1
MFD 2
Forced Standby Override (FSBY OVRD) enables WX on the ground. Dual pilot action is required to override FSBY.
last update: Nov06
Chapter 34-42-01
Page 16
170/190
A. Test Function (TEST)

The test function is selected on the Multi-Function Control Display Unit (MCDU) avionics test page. the test is used to select a special test pattern to allow verification of system operation; 100-mile range is automatically selected. When the test is initiated, the TEST function is displayed on the MFD as a test pattern made up of Colour Bands. These bands are a series of green/yellow/red/magenta/white bands, which indicate that the signal to colour conversion circuits are operating normally. When TEST is selected in one of the MCDUs, both sides go to TEST and a green TEST is shown on the WEATHER annunciation field. The modes selected on the virtual controller just before TEST was initiated remain selected and the functions FSBY OVRD and SECT are available for selection. The WU-660 displays the TEST codes as text only and the WU-880 provides a test pattern and codes. TEST is displayed in the WX Mode Annunciation on the MFD adjacent to the navigation display. The colours on the test pattern during a right-to-left sweep are different than the colours on the test pattern during a left-to-right sweep.
Figure 9: Test Mode
MCDU 1
The test function is selected on the MCDU avionics test page.

M ap
MFD
Pl an Syst em s
Fuel
A C
A C
Waiting for graphic

FU EL TEM P 32 C D C
4000 LBS
4000 LBS
PERF
NAV
PREV
FPL
PROG
DIR
B R T D IM
MENU
DLK
NEXT
TRS
RADIO
+-
TC A S
W X
C heckl i st
S P
The bands are a series of green/yellow/red/magenta/white bands, which indicate that the signal to color conversion circuits are operating normally
last update: Nov06
Chapter 34-42-01
Page 18
170/190
RTA
The RTA is an integrated unit that contains the receiver, transmitter, and antenna. The RTA is installed in the nose of the aircraft. An internal fan keeps the RTA in a safe temperature range. The RTA receives power from the aircrafts 28 VDC (Volt Direct Current) bus through the SPDA (Secondary Power Distribution Assembly) 1. The flat plate antenna transmits and receives radar signals for the receiver transmitter. The integrated electronics contained in the base of the unit has the necessary circuitry to transmit, receive and process WX signals. The RTA does scan conversions of the radar signals and controls the interfaces to other system components, and the MFD and PFD. The RTA also includes the antenna positioning and control mechanism for the antenna flat plate. The RTA transmits and receives X-band radio frequency signals for the weather detection and GMAP functions. The RTA has the properties that follow: Receiver The receiver is a low-noise, microprocessor-controlled circuit. The antenna receives radar echo signals and applies them directly to the receiver. The receiver has an adjustable video bandwidth that changes with the pulse width and range selections. The receiver also has manual and automatic gain controls. Transmitter The transmitter operates at 9375 MHz (+/- 40 MHz). The transmitter sends radar signals directly to the antenna flat plate. The transmitter uses a magnetron circuit that supplies 10 kW of power to the antenna. The transmitter has an adjustable pulse width of 1.0 and 2.0 us that changes with the range and mode selections. Antenna The antenna does a full symmetrical scan every 10 seconds in sectors of 60 degrees (sector scan sweep mode) or 120 degrees (normal sweep mode) in azimuth. The sector scan sweep has a range of 30 degrees for each side. Normal sweep has a range of 60 degrees for each side. The antenna is an electromechanically-controlled, movable flat plate with a 24 in diameter. The RTA has two switches set in the base on each side of the electrical connector. The switches are labelled XMIT and SCAN, and are located on the left and right sides of the connector. The normal position for both switches is ON. The function of the switches are as follows: XMIT Switch When the XMIT switch is in the OFF position, the transmitter will not operate. This is a safety feature. This is normally used for ground maintenance checks and operation of the radar. The OFF position stops the antenna from radiating microwave energy. SCAN Switch When the SCAN switch is in the OFF position, the antenna will not scan. This is a safety feature. This is normally used for ground maintenance checks. The figure WEATHER RADAR SYSTEM - COMPONENT LOCATION provides further data on the preceding text.
Figure 10: RTA
last update: Nov06
Chapter 34-42-01
Page 20
170/190
34-44 Lightning Sensor System

Introduction
LIGTHNING SENSOR SYSTEM The Lightning Sensor System detects and locates areas of lightning activity in a 200 NM radius around the airplane. The system displays lightning rate of occurrence and position relative to the airplane.
Figure 1: Lightning sensor system
20
last update: Jun06
Chapter 34-44
Page 2
170/190
The Lightning Sensor Processor

LOCATION The Lightning Sensor Processor is located in the forward electronics bay.
Figure 2: Lightning sensor processor location
The Lightning Sensor Processor
last update: Jun06
Chapter 34-44
Page 4
170/190
LSS Interfaces
Lightning sensor Antenna: sends magnetic and electric analogue data associated with lightning activity. Modular Avionics Module (MAU) 1 and 2: provides to the LSS information to be displayed on the MFDs. Modular Avionics Unit (MAU) 3: provides present position which enables the LSS to accurately position the lightning rate symbols over the same geographic location regardless of how the aircraft is manoeuvring. Virtual Controller: control information from the MFD is sent to MAUs 1 and 2 where it is converted to control discretes for application to the LSP. Transmit Inhibit Relay: disables the LSS receiver during HF transmissions. This prevents false lightning displays caused by the HF radio. The relay is enabled when HF is selected on an Audio Panel and the corresponding Push-To-Talk switch is pressed.
Figure 3: LSS Interfaces
M ap
Pl an
Syst em s
Fuel
MFD 1
HN
LSS ANTENNA
ASCB LSS A429 BUS LAN

LIGHTNING SENSOR PROCESSOR
HW F +12VDC TEST LOOP
MAU 1
TCA S
W X
C heckl i st
CENTRAL DISCRETES
VIRTUAL CONTROLLER 1
PILOTS AUDIO PANEL

MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
NAV1
NAV2
NAV3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
SPKR MIC
INPH
HDPH VOL
RAMP
BKUP VOL
VHF1: 47
NORM BKUP AUTO MASK
Honeywell
HF 1 PTT HF 2 PTT
TRANSMIT INHIBIT RELAY
TRANSMIT INHIBIT RTN

TRANSMIT INHIBIT
LSS A429 BUS RIGHT CENTRAL DISCRETES
MAU 2
M ap
Pl an
Syst em s
Fuel
CO-PILOTS AUDIO PANEL

MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
+28VDC
CENTRAL PURPOSE BUS
MAU 3
MFD 2
NAV1
NAV2
NAV3
ADF1
ADF2
ID
DME1 SELCAL
DME2
MKR
CABN
SPKR MIC
INPH
HDPH VOL
RAMP
BKUP VOL
VHF1: 47
NORM BKUP AUTO MASK
TCA S
Honeywell
W X
C heckl i st
VIRTUAL CONTROLLER 2
last update: Jun06
Chapter 34-44
Page 6
170/190
34-52 Transponder system

General Description/Component Location
The Transponder (XPDR) system is a dual (two-channel), Mode S diversity system. It transmits the identification code and barometric altitude of the aircraft. The aircraft and Air-Traffic Control-Radar Beacon-System (ATCRBS) ground stations use this data to prevent aircraft collisions. The Transponder (XPDR) system operates with the Traffic Alert and Collision Avoidance System (TCAS). The Transponder (XPDR) system includes these components: Transponder (XPDR) Modules TRANSPONDER MODULE - Removal/Installation Transponder (XPDR) Top and Bottom Antennas TRANSPONDER TOP/BOTTOM ANTENNAS -
The top and the bottom Transponder (XPDR) antennas are installed on the top and bottom of the forward fuselage.
Removal/Installation
The aircraft has two Transponder (XPDR) modules and two pairs of top and bottom antennas. The Transponder (XPDR) 1 module is installed in the Modular Radio Cabinet (MRC) 1, and the Transponder (XPDR) 2 module is installed in the Modular Radio Cabinet (MRC) 2. The Modular Radio Cabinet (MRC) 1 is installed in the forward avionics compartment, and the Modular Radio Cabinet (MRC) 2 is installed in the middle avionics compartment.
last update: Jun06
Chapter 34-52
Page 1
Figure 1: Transponder 1 Location
NETWORK INTERFACE MODULE (NIM) TRANSPONDER MODULE 1
FORWARD ELECTONICS BAY
MODULAR RADIO CRATE 1
last update: Jun06
Chapter 34-52
Page 2
170/190
XPDR System Operation

The Transponder (XPDR) system uses airborne equipment and Air-Traffic Control-Radar Beacon-System (ATCRBS) ground stations. The airborne Transponder (XPDR) transmits at 1090 Megahertz (MHz). The Air-Traffic Control-Radar Beacon-System (ATCRBS) ground station transmits at 1030 Megahertz (MHz). The Air-Traffic Control-Radar Beacon-System (ATCRBS) ground station transmits the radio pulses (interrogations) to the aircraft. When the aircraft receives the radio pulses, it immediately transmits the reply back to the AirTraffic Control-Radar Beacon-System (ATCRBS) ground station. The AirTraffic Control-Radar Beacon-System (ATCRBS) ground station then measures and uses the time delay result to calculate the distance to the aircraft (500 feet). The angle at which the Air-Traffic Control-Radar Beacon-System (ATCRBS) antenna receives the reply gives the azimuth of the aircraft.
Mode description
STANDBY The Transponder (XPDR) system is energized but does not transmit the altitude data. The stand-by mode is set on the RADIO page 1/2. ALT-OFF The Transponder (XPDR) system transmits the reply in Mode A and Mode S, but it does not transmit the altitude data. ALT-ON The Transponder (XPDR) system transmits the reply in Mode A, Mode C, and Mode S, and transmits the altitude data. TA The Traffic Alert and Collision Avoidance System (TCAS) is in the Traffic Advisories (TA) mode. TA/RA The Traffic Alert and Collision Avoidance System (TCAS) is in the Traffic Advisories (TA)/Resolution Advisory (RA) mode.
last update: Jun06
Chapter 34-52
Page 3
Figure 2: Transponder System Schematic

XPDR 1 BOTTOM ANTENNA
XPDR 2 BOTTOM ANTENNA
XPDR 2 TOP ANTENNA
XPDR 1 TOP ANTENNA
CONTROL PEDESTAL
CONTROL PEDESTAL
CONTROL I/O MODULE
CONTROL I/O MODULE
NIC
ARINC 429
ARINC 429
(SSM 34-61-80)
(SSM 34-61-80)
NIC
MCDU 1
MCDU 2
CENTER FUS I XPDR 1 TOP ANTENNA (SDS 34-52) (MPP 34-52-02)
CENTER FUS I XPDR 2 TOP ANTENNA (SDS 34-52) (MPP 34-52-02)
ARINC 429
B
ASCB FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) ARINC 429 ARINC 429 TCAS COMPUTER (SSM 34-43-80) ARINC 429 ARINC 429 NIM FWD AVIONICS COMPT MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80)
NIM
TRANSPONDER 1 MODULE (SDS 34-52) (MPP 34-52-01) FWD FUS FWD AVIONICS COMPT MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) DC POWER - M3 DC BUS 2 28 VDC
TRANSPONDER 2 MODULE (SDS 34-52) (MPP 34-52-01) FWD FUS
A
XPDR 1 BOTTOM ANT (SDS 34-52) (MPP 34-52-02)
XPDR 1
28 VDC
SPDA 1 (SSM 24-61-80) DC POWER - M7 DC ESS BUS 1
XPDR 2 MRC 2
A
XPDR 2 BOTTOM ANT (SDS 34-52) (MPP 34-52-02)
last update: Jun06
Chapter 34-52
Page 4
170/190
34-43 Traffic Alert and Collision Avoidance (TCAS)

General
The Traffic Alert and Avoidance System (TCAS) is an independent airborne System, which does not relay on ATC for control or coordination. It detects unsafe traffic conflicts with other transponder-equipped aircraft and assists the flight crew in avoiding intruders inside a protected airspace. This is accomplished by interrogating the Mode A, Mode C and Mode S transponders, tracking responses, and providing advisories to the flight crew of the vertical separation from intruders.
last update: Jun06
Chapter 34-43
Page 1
Figure 1: The Traffic Alert and Avoidance System (TCAS)
last update: Jun06
Chapter 34-43
Page 2
170/190
TCAS System
The TCAS is an on board advisory system to act as a backup to the ATC radar and the see and avoid procedures. By computing the closure rate and altitude of all transponder-equipped aircraft in the surrounding airspace, TCAS can anticipate a potential midair collision much before this has a chance to materialize. TCAS continuously plots local air traffic on the associated displays and in the event of a conflicting path, gives to the pilot the correct avoidance manoeuvre by changing the vertical speed, that is, the TCAS computer calculation determines the manoeuvre that must be avoided and/or the climb or descent rate in order to escape from a potential collision. If the intruding aircraft is also equipped with TCAS, the two systems can communicate their mutual intentions through the Mode S transponders. The coordinated advisories that result allow the two pilots to execute complementary avoidance manoeuvres. Vertical guidance to avoid midair collisions is accomplished by interrogating the Mode A, Mode C and Mode S transponders of potential threat aircraft, tracking their responses, and providing advisories to the flight crew to assure vertical separation. Two levels of advisories are provided: Traffic Advisories (TAs) which indicate the range, bearing and relative altitude of the intruder to aid in visual acquisition of the intruder. Resolution Advisories (RAs) which indicate what vertical manoeuvre must be performed or avoid to assure safe separation. Each type of advisory is accompanied by a corresponding aural messages generated by the TCAS computer and sent to the MRC in order to be broadcast to the cockpit.
last update: Jun06
Chapter 34-43
Page 3
Figure 2: TCAS System
last update: Jun06
Chapter 34-43
Page 4
170/190
TCAS Computer
The TCAS Computer is located in the forward avionics bay, which is pressurized, and temperature controlled. The TCAS Computer is mounted in an ARINC 600 4-Modular Component Unit (MCU) mounting tray.
last update: Jun06
Chapter 34-43
Page 5
Figure 3: TCAS Computer Location
last update: Jun06
Chapter 34-43
Page 6
170/190
TCAS Antenna
The TCAS directional antenna is a four-element capable of transmitting in four selectable directions at 1030 Mega Hertz (MHz). The antenna is capable of receiving replies from all directions simultaneously with bearing information at 1090 MHz, using amplitude-ratio monopulse techniques. The TCAS omni-directional antenna is capable of transmitting and receiving frequencies from 960 to 1220 MHz. The TCAS Computer uses the directional antenna in order to display intruder bearing. The omni-directional antenna does not provide bearing information.
last update: Jun06
Chapter 34-43
Page 7
Figure 4: TCAS Antenna Location
last update: Jun06
Chapter 34-43
Page 8
170/190
Radar Altimeter Interface

The TCAS computer accepts inputs from the Radar Altimeter System via ARINC 429 low speed input busses. If a second Radar Altimeter is installed, the TCAS computer will receive radar altitude from both Radar Altimeter Systems. The TCAS uses the Radar Altimeter #1 signal unless it goes invalid, in which case it will automatically start using the Radar Altimeter #2 signal.
These buses are connected to the Control Input/Output (I/O) 1 on MAU 1 and to Control I/O 2 on MAU 2 in order to be displayed on the displays (PFD and MFD).
MRC Interface
The TCAS computer contains two analog audio outputs that provide TCAS aural traffic advisories and resolution advisories, to the MRC #1 and #2 in order to be broadcast to the cockpit.
Mode S Transponder Interface

The TCAS computer contains a set of ARINC429 high-speed busses for communication with two mode S diversity transponders in the MRC#1 and #2. It uses ARINC 718/735 communications protocol (2 inputs, 2 outputs). The TCAS receives through the active Mode S Transponder mode control from the MCDUs and CCDs and also barometric altitude from the Air Data System (ADS).
DVDR Interface
The TCAS RA are recorded on the Flight Data Recorder (FDR) portion of the DVDR as a mandatory parameter via the MAUs interface. Also TCAS aural messages broadcast to the cockpit are recorded in the Cockpit Voice Recorder (CVR) portion of the DVDR via an analog path from the Audio Control Panels (ACP).
ADMS Interface
The TCAS computer contains a set of ARINC429 low speed busses for communication with the ADMS contained in the MAU, which allows fault and troubleshooting information for the system to be displayed and retrieved by maintenance personnel.
Discretes Interface
Weight on Wheels (WOW) Used for enable the TCAS computer for on board software loading and also to allow the system to go into the expanded test mode. This signal is also used to avoid grounded aircraft being displayed as an intruder. Landing Gear Down Used for enable the TCAS computer for onboard software loading. Warning Inhibits Used to revert automatically to TA ONLY when higher priority advisories occur (e. g.: Enhanced Ground Proximity Warning System (EGPWS))
Display Interface Bus (MAUs and EDS)

The TCAS computer has two sets of ARINC output busses for display of traffic and resolution advisories. The TA/RA Display #1 and #2 busses are high speed ARINC 429 busses that contain both traffic information and resolution advisory information For each bus, a valid discrete input is provided that indicates whether the display is functional.
last update: Jun06
Chapter 34-43
Page 9
Figure 5: TCAS Schematic
MAIN INST PANEL
CONTROL PEDESTAL CCD' S (SSM 31-62-80)
ASCB FWD AVIONICS COMPT FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS MCDU 1 (SSM 34-61-80) MCDU 2 (SSM 34-61-80) FWD FUS (UP) TCAS TOP DIR ANTENNA (SDS 34-43) (MPP 34-43-02) CONTROL PEDESTAL CONTROL PEDESTAL MAU 2 (SSM 31-41-80) BACKPLANE BUS
ASCB
CONTROL I/O MODULE
CMC (SSM 45-45-80)
CONTROL I/O MODULE
GENERIC I/O MODULE
CUSTOM I/O MODULE
GENERIC I/O MODULE
ARINC 429
NIC
ARINC 429 AURAL ADV AURAL WARNING MUTE
ARINC 429 FWD AVIONICS COMPT
ARINC 429
L GENERAL PURPOSE LDG RETRACTED ARINC 429 FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) ARINC 429 ARINC 429 NIM WOW TCAS COMPUTER (SDS 34-43) (MPP 34-43-01) MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80)
ARINC 429 ARINC 429 NIM
NIC
FWD FUS (DOWN)
CENTER FUS III RADAR ALTIMETER 1 XPDR 1 (SSM 34-52-80) (SSM 34-31-80) SUPRESSION PULSE SYNTH VOICE FWD AVIONICS COMPT SPDA 1 (SSM 24-61-80) DC POWER - M5 DC BUS 2 28 VDC ARINC 429 ARINC 429
CENTER FUS III RADAR ALTIMETER 2 (SSM 34-31-80) XPDR 2 (SSM 34-52-80) TCAS BOTTOM OMNIDIR ANTENNA (SDS 34-43) (MPP 34-43-03)
last update: Jun06
Chapter 34-43
Page 10
170/190
TCAS Displays on Multi-Function Display (MFD)

A TCAS Map Overlay and a TCAS Zoom format are available for display on the MFD The two formats are mutually exclusive. Both formats have the following attributes: Controls the vertical sensitivity No bearing TAs and RAs Relative or Absolute altitude display Overlay of TCAS traffic advisories RA, TA, Proximate Traffic (PT) and Other Traffic (OT)
When the TCAS Zoom Format is activated, the TCAS Overlay on the Map Format (if selected for display) in the upper MFD Window, is removed from display. The TCAS Overlay on the Map Format remains removed until the TCAS Zoom Format is deactivated. Upon deactivation of the TCAS Zoom Format, the TCAS Map Overlay (if previously displayed) is reactivated. The TCAS Zoom Format is deactivated by the activation of Checklist format at any time by selecting the virtual button. A fixed Range Ring is displayed when the TCAS Zoom Format is displayed and provides a spatial reference for the distance of the displayed intruders. The Range Ring is positioned in the centre of the TCAS Zoom Format horizontally and vertically positioned so the top of the ring is in view at the top of the TCAS Zoom format, but only approximately 240 degrees of arc are shown. The Range Read-out is provided on the lower right side of the Range Ring and has a trailing NM label. The Range Read-out displays the TCAS Zoom Range selected by the Cursor Control Device (CCD) Inner Knob when the range function is enabled on the TCAS Virtual Controller. The CCD Inner Knob Icon is displayed to the left of the TCAS Zoom Range Read-out when the CCD Inner knob is capable of setting that range. Only one rate of adjustment exists for the TCAS Zoom Range and the value increments/decrements by one Range increment per knob click. Clockwise rotation increases the TCAS Zoom Range value, counter clockwise rotation decreases the value. The TCAS Zoom Range is a simple linear scale in which the maximum and minimum values represent the end of the scale. When the current TCAS Zoom Range value reaches the maximum or minimum, the read-out stays at that value if the knob continues to rotate in the same direction, with no further indication that the limit has been reached. Regardless of the number of knob clicks that occur at the end of the scale, which go past the end of scale, the first knob click in the opposite direction will begin increment/decrement (as appropriate for scale end) back through the available TCAS Zoom Ranges.
Pilot and co-pilot TCAS controls on the MFDs are totally independent from each other. That means each pilot can control the TCAS as desired independent of the selected controls on the other side. The traffic symbols displayed are limited to the 8 highest priority intruders in order to avoid clogged displays with low priority intruders. This display limitation is performed via a pin strapping and is applicable to the Map Overlay and to the TCAS Zoom format. The TCAS Zoom format has a dedicated display with unique range control of the TCAS data. The TCAS map overlay uses overall range control. The TCAS Zoom Format is displayed when selected by activation of the TCAS menu button. Additionally, when a TA or RA is encountered and the Map Format is not in view at a range of less than 50 Nautical Miles (NM) with the TCAS Map Overlay displayed, the TCAS Zoom Format automatically pops into view (i.e., TCAS Auto Pop Up occurs). The TCAS Zoom Format has display priority over the Weather virtual controller or Checklist format when an Auto Pop Up occurs.
last update: Jun06
Chapter 34-43
Page 11
Figure 6: TCAS MFD Selection
TCAS on Map menu selects TCAS Map Overlay for display on MFD.
last update: Jun06
Chapter 34-43
Page 12
170/190
TCAS Displays
Note: The TCAS Zoom Range selection affects the TCAS Zoom Format only. The Three NM Range Ring provides a unique symbolic reference to determine the proximity of the Traffic Targets. The Three NM Range Ring is a ring of twelve small circles (or dots) positioned in the centre of the TCAS Zoom Format, placed in a radius of three nautical miles around the Own Aircraft Symbol. The circles are arranged so that one circle is positioned every 30 degrees (0o, 30 o, 60 o, etc.) The circles placed at 0 o, 90o, 180 o and 270 o are larger in diameter than the remaining circles. The diameter of the Three NM Range Ring is scaled to reflect the selected TCAS Zoom Range. The Three NM Range ring is displayed on the TCAS Zoom Format only when the TCAS Zoom Range is 6NM, 12NM or 20NM. When displayed, the Three NM Range ring is always correctly spatially positioned with respect to the Aircraft symbol and the current TCAS Zoom Range, but the unique symbolic appearance of the Three NM ring precludes the need for a label. The range of the TCAS zoom format defaults to 6 NM each time the TCAS Zoom format is displayed in the Lower MFD Window. And is automatically reset to 6NM if the TCAS Zoom format is in view at a range greater than 12 NM when an RA or a TA occurs.
last update: Jun06
Chapter 34-43
Page 13
Figure 7: TCAS MFD Controller
Deselect TCAS on Map menu to select Zoom for display on MFD.
last update: Jun06
Chapter 34-43
Page 14
170/190
TCAS Display Cont.

The TCAS Zoom Format is displayed when selected by activation of the TCAS menu button. Additionally, when a TA or RA is encountered and the Map Format is not in view at a range of less than 50 Nautical Miles (NM) with the TCAS Map Overlay displayed, the TCAS Zoom Format automatically pops into view (i.e., TCAS Auto Pop Up occurs). The TCAS Zoom Format has display priority over the Weather virtual controller or Checklist format when an Auto Pop Up occurs. When the TCAS Zoom Format is activated, the TCAS Overlay on the Map Format (if selected for display) in the upper MFD Window, is removed from display. The TCAS Overlay on the Map Format remains removed until the TCAS Zoom Format is deactivated. Upon deactivation of the TCAS Zoom Format, the TCAS Map Overlay (if previously displayed) is reactivated. The TCAS Zoom Format is deactivated by the activation of Checklist format at any time by selecting the virtual button. Upon on-ground power up, the TCAS Virtual Controller defaults to an Altitude Range Display of Normal, a Traffic Altitude Display of Relative and a Range Display of 6 NM. On in-air power up, the TCAS Virtual Controller reverts to the last selection for each.
last update: Jun06
Chapter 34-43
Page 15
Figure 8: TCAS Controls
Range: selectable using CCD. ABS: Changes intruder flight level - actual level or difference to own A/C.
Norm: +/- 2700. Expanded: +/- 12700.
TCAS CONTROL PANEL
last update: Jun06
Chapter 34-43
Page 16
170/190
last update: Jun06
Chapter 34-43
Page 17
Figure 9: TCAS indications
RA (20 - 30 Secs)
TA Proximety Traffic +10
TA (35 - 45 Secs)
Other Traffic
Traffic Detected no Bearing Available

Chapter 34-43
Page 18
170/190
TCAS Displays on Primary Flight Display (PFD)

A resolution advisory (RA) is an automatic display indication given to the pilot recommending a manoeuvre to increase vertical separation relative to an intruding aircraft. TCAS Resolution Advisory Commands are composed of either one or two Avoidance Zones and up to one Fly-To Zone. The commands provide Flight Path Vector (FPV) guidance information to the flight crew to recommend or prohibit a manoeuvre and prevent hazardous encounters with intruding aircraft. The Up Avoidance Zone, when displayed, extends from the top of the ADI to a FPV target based on current ground speed and vertical speed corrective guidance. The Down Avoidance Zone, when displayed, extends from the bottom of the ADI to a FPV target based on current, ground speed and vertical speed corrective guidance. The Up Avoidance Zone is displayed when a down advisory (descend corrective) is received. A Down Avoidance Zone is displayed when an up advisory (climb corrective) is received. When either single corrective is received, the Fly-To Zone is displayed on the end of the Avoidance Zone symbol unless a Preventive is indicated. If a Preventive command is indicated, the FlyTo Zone symbology is suppressed. When both a corrective and a preventive are received simultaneously, the Fly-To Zone is displayed between the Avoidance Zones. The Fly-To Zone symbology is compressed as the preventive and corrective commands begin to merge. The Fly-To Zone is compressed until a minimum Fly-To Zone height remains. The minimum Fly-To Zone height is compressed no further to ensure that a flyable command is displayed. To aid in the Pilots compliance with the corrective and/or preventive, coloration of the Flight Path Angle (FPA) Symbol, Flight Path Vector Speed Error Tape and Flight Path Angle Acceleration Pointer is provided. If the FPA is in the avoidance zone, the symbology will be coloured RED, otherwise will be coloured GREEN. The avoidance and fly to zones shall rotate with the pitch scale under roll conditions. The aircraft symbol colour shall be a function of
the target zone location as follows: Red - avoidance zone; Green - fly to zone. When there is a RA condition, the flight director command bars shall be removed. The zones represent pitch-angles that should be left at once and pitch-angles to "fly to".
last update: Jun06
Chapter 34-43
Page 19
Figure 10: PDF Resolution Advisory (RA)
PFD Resolutionary Advisory (RA)

Avoidance Zones Fly-to-Zone
last update: Jun06
Chapter 34-43
Page 20
170/190
Self Test
There are two ways to perform a self test on the system. The first one is via the MCDU and the second one is directly on the front panel of the computer. Self test using the MCDUs
a) All TCAS computer unit front panel lamps come on for a 3 second lamp test. b) The TCAS PASS green lamp then comes on for a 10 seconds display period, and then goes off. c) No red fault lamps come on during the 10 seconds period.
Access the TCAS test page and activate the TCAS self-test function by pressing the associated LSK. The following events will occur: a) Aural annunciation TCAS TEST is heard on the audio system. b) A traffic test pattern consisting of four targets is displayed on the MFDs for eight seconds, consisting of the following: An RA symbol at 3 oclock, 2 NM, 200 ft above, level flight A TA symbol at 9 oclock, 2 NM, 200 ft below, climbing A PT symbol at 3.6 NM, 33 degrees to right of the aircraft heading (approximately 1 oclock), 1,000 feet below, descending An OT symbol at 3.6 NM, 33 degrees to left of the aircraft heading (approximately 11 oclock), 1,000 ft above, in level flight c) Two RA test guidance commands indicating a Dont Descend, Dont Climb more than 2,000 fpm advisory are displayed as follows: Red and green RA bands on both pilot & co-pilot VSIs Red & green RA avoidance zones & fly-to zone on both ADIs d) TCAS TEST annunciation is displayed on the PFDs and MFDs. e) After eight seconds observe the following: If the self test passes, TCAS TEST PASS is heard and the test patterns are removed (from ADIs, VSIs, and MFDs) If the self-test fails, TCAS TEST FAIL is heard and TCAS FAIL is annunciated on the PFDs & MFDs Self test using the TCAS computer front panel Activate the TCAS commanded self-test by pressing the PUSH TO TEST button on the RT-951 TCAS Computer front panel and verify:
last update: Jun06
Chapter 34-43
Page 21
Figure 11: Self Test
last update: Jun06
Chapter 34-43
Page 22
170/190
34-56 Global Positioning System (GPS)

GPS System
The GPS is an airborne, 12-channel, satellite receiver system that monitors the NAVSTAR satellite signals.It is a primary source of navigation data for the FMS. The GPS operates automatically and independently of other navigation systems.Its output data includes the aircraft position, velocity, time, and the satellite position, pseudo range, and delta range. The GPS has a RAIM (Receiver Autonomous Integrity Monitor) function that assure the accuracy of its output data.It also has a PRAIM (Predictive Receiver Autonomous Integrity Monitor) function that lets the FMS set the accuracy at specified locations and times for non-precision approaches. The interface between the GPS and the aircraft system is through the ASCB (Avionics Standard-Communication Bus), RS-422, and ARINC (Aeronautical Radio Incorporated)-429 bus. The GPS includes these components: GPS Receiver Module GPS Antenna The aircraft has two GPS receiver modules.One installed in the MAU (Modular Avionics Unit) 1 and the other installed in the MAU 3.There is one GPS antenna for each GPS receiver module.Both GPS antennas are installed on the top of the center fuselage II.
Figure 1: GPS System Schematic

A
GPS 1 ANTENNA GPS 2 ANTENNA
A
CENTER FUS II (UPPER) GPS 1 ANTENNA (SDS 34-56) (MPP 34-56-02) FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS CONTROL PEDESTAL CONTROL PEDESTAL
A
GPS 1 RECEIVER MODULE (SDS 34-56) (MPP 34-56-01)
PROC 3 MCDU 1 (SSM 34-61-80) MCDU 2 (SSM 34-61-80)
CONTROL I/O MODULE
GENERIC I/O MODULE
CONTROL I/O MODULE
GPS 1
ARINC 429 CENTER FUS II (UPPER) GPS 2 ANTENNA (SDS 34-56) (MPP 34-56-02)
MAU 1
ASCB FWD AVIONICS COMPT
A
ARINC 429 FWD AVIONICS COMPT RS 422 IRU 1 (SSM 34-26-80) ARINC 429 RS 422 ARINC 429 PROC 5 MRC 1
GPS 2 RECEIVER MODULE (SDS 34-56) (MPP 34-56-01)
NIM
(SSM 34-02-80)
GENERIC I/O MODULE FMS 2 FUNCTION (SSM 34-61-80) NIC
FWD AVIONICS COMPT RS 422 IRU 2 (SSM 34-26-80) ARINC 429 RS 422 ARINC 429
MIDDLE AVIONICS COMPT
NIM
GPS 2
last update: Jun06
BACKPLANE BUS MAU 3 (SSM 31-41-80) MIDDLE AVIONICS COMPT
MAU 3
MRC 2 (SSM 34-02-80)
Chapter 34-56
FMS 1 FUNCTION (SSM 34-61-80)
ARINC 429
NIC
ARINC 429
NIC
Page 2
170/190
34-60 Flight management System (FMS)

Introduction
Flight Management System The PRIMUS EPIC Flight Management System is an integrated system that provides data for the cockpit displays and Flight Control System. The system provides data for the cockpit displays and Flight Control System. The FMS serves as an aid to: flight planning, navigation, performance, and database and redundancy management.
The Flight Management System provides complete flight planning capability including predictions of fuel and time. Once programmed, the FMS can provide control outputs to the autopilot system to fly the aircraft along the planned route, both laterally and vertically. The FMS also provides the EDS with the flight plan and status information for display. All data is transmitted to the FMS via ASCB-D. The FMS interfaces with the MCDUs and accepts input from the PFD and data loader.
Figure 1: The Primus Epic Flight Management System (FMS)
The FMS serves as an aid to:

Flight planning Navigation Performance Database and redundancy management
last update: Nov06
Chapter 34-60
Page 2
170/190
FMS Components
The ERJ 170 FMS MCDUs are installed on the central console. There are two MCDUs, one unit located on each side of the centre console, next to each crew member seat, to the right of the pilot and the left of the copilot. Each MCDU is easily accessible and readable. The MCDUs are interchangeable. The Data Loader is located on the left side console, to the left of the pilots seat. The MAU is installed in the forward and central II electronic compartments. The components of the FMS receive power from the following sources: The FMS 1 function resides on the NIC Processor Module in MAU 2, and receives power from DC bus 2. The FMS 2 function (dual installation) resides on the NIC Processor Module in MAU 3, and receives power from ESS bus 1.
Figure 2: FMS 1 and 2
FMS 1
FMS 2
DC BUS 2
ESS BUS
MAU 2
MAU 3
last update: Nov06
Chapter 34-60
Page 4
170/190
NIC Processor Module and Database Module

The NIC Processor and Database Module are housed on MAUs 2 and 3.
Figure 3: FMS interfaces
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
A 1 CUSTOM I/O 1 A 1 NIC 2 (B) (ID = 62) PROC 2 GENERIC I/O 1 AIOPB1 PROC 1 NIC 1 (A) (ID = 1) FCM 2 CONTROL I/O 1 BRAKES (OUTBD) PSEM 1 AIOPA1 Power Supply 1 ESS 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1 A 1
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
B U S
C H
2 B 2 B 2 B
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
C H
B U S
A 1 A 1 8 1 B 7 6 5 4 3 2 1 B 1
B
A 2 A 2 A 2 A 2
8 2 B 7 6 5 4 3 2 1
B
8 7 2 B 6 5 2 B 4 3 2 1
B
A 1 A 1 A 1 A
C H
B U S
U S
C H
U S
C H
U S
C H
Rev. XL
FMS 1
last update: Nov06
DATABASE
FMS 2
170/190
FMS Schematic, Interfaces

The FMS interfaces with the following systems/components: GPS The FMS uses inputs from the GPS to calculate aircraft position and perform navigation functions. IRS THE FMS uses inputs from the IRS to obtain aircraft position and perform navigation functions. Automatic Direction Finder (ADF) The FMS interfaces with the ADF via the Radio System bus. The FMS provides a means for back-up tuning of the ADF. CMF The FMS interfaces with the CMF via the ASCB.
Figure 4: FMS Schematic, Interface

RADIO
COM1 SQ 1/2 COM2
123.2OO 118.6OO
NAV1 FMS AUTO
123.2OO 118.6OO
NAV2
114.8 DME H PXR 115.6 TCAS/XPDR

STBY
117.4 116.8
H123 XPDR 1471 IDENT
CONTROL PEDESTAL CCD' S (SSM 31-62-80)

ARINC 429
TA/RA
A G M
B H N S X
C I O T Y
D J P U Z
E K Q V
F L R W
COCKPIT
1 4 7 2 5 8 0 3 6 9 +/ /
LH CBP DC BUS 1
FWD AVIONICS COMPT SPDA 1 (SSM 24-61-80) ARINC 429 MOD. 18
MIDDLE AVIONICS COMPT SPDA 2 (SSM 24-61-80) ARINC 429 MOD. 17
COCKPIT
LH CBP
MCDU 1
MAIN INST PANEL
DC ESS BUS 2 MCDU 2 5
ASCB LAN ARINC 429 ARINC 429 28 VDC FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) BACKPLANE BUS MCDU 1 CONTROL PEDESTAL CONTROL PEDESTAL FWD AVIONICS COMPT MAU 2 (SSM 31-41-80) BACKPLANE BUS ARINC 429 ARINC 429 28 VDC
fms 1
MCDU 2
(SSM 34-61) (MPP 34-61-02) PROC 1

CONTROL I/O MODULE
(SSM 34-61) (MPP 34-61-02) PROC 3

CONTROL I/O MODULE
PROC 4
(SSM 34-10-80) (SSM 31-53-80)
CMC (SSM 45-45-80)
GPS 1 (SSM 34-56-80)
GENERIC I/O MODULE
GENERIC I/O MODULE
(SSM 34-10-80)
(SSM 31-53-80)
(SDS 34-61) (MPP 31-41-04)
ARINC 429 ARINC 429 ARINC 429 CONTROL PEDESTAL PRINTER
MW 1 FUNCTION
FMS 1 FUNCTION
ADA 2 FUNCTION
ADA 1 FUNCTION
FWD AVIONICS COMPT RS 422 IRU 1 (SSM 34-26-80) ARINC 429 ARINC 429
ARINC 429
(SSM 23-24-80) ASCB ARINC 429 LAN ARINC 429 ARINC 429 LAN FWD AVIONICS COMPT ASCB MIDDLE AVIONICS COMPT ARINC 429 ARINC 429 ARINC 429 RS 422 IRU 2 (SSM 34-26-80)
MAU 2
LAN PORTS
ARINC 429
FWD AVIONICS COMPT MRC 1 (SSM 34-02-80)
MIDDLE AVIONICS COMPT MRC 2 (SSM 34-02-80)

(MPP 31-41-04) (SSM 34-10-80) FMS 2 FUNCTION (SDS 34-61) ADA 3 FUNCTION GENERIC I/O MODULE GPS 2 (SSM 34-56-80)
NIC
NIM
NIM
PROC 5
BACKPLANE BUS MAU 3 (SSM 31-41-80)
MAU 3
fms 2
Chapter 34-60
MW 2 FUNCTION
NIC
NIC
NIC
Page 8
170/190
Figure 5: Operation
Vert Prof on Map or Profile menus selects Vertical Profile flight path data for display
last update: Nov06
Chapter 34-60
Page 10
170/190
Figure 6: Functional Description
FMS pages:
Direct To (DIR) inserts the following prompts on the ACTIVE FLT PLAN pages: Direct Pattern ntercept
DLK TRS CB
last update: Nov06
Chapter 34-60
Page 12
170/190
Database
The FMS has three data bases in its memory. There is a navigation database, a custom database, and an aircraft database. For the FMS to operate efficiently, these data bases, or portions thereof, must be accessible through direct memory addressing from the FMS Processor module. For this purpose, the FMS Processor module provides at least 8 Megabytes of nonvolatile Random Access Memory (RAM) dedicated to database storage to store the portions of the FMS data bases that require direct memory addressing. The Database module houses a copy of all three data bases. non-collocated TACAN VORTAC collocated VOR/DME VOR only ILS/MLS -- worldwide Instrument Landing System (ILS) and Microwave Landing System (MLS). Airports -- worldwide airport geographic points for airports with International Civil Aviation Organization (ICAO) identifiers and one hard surface runway at least 4000 feet long. Airport Runways -- worldwide airport runways which are at least 4000 feet in length. Airport Procedures -- worldwide SIDs, STARs, and approach procedures. Named Way points -- worldwide named way points, intersections, and non-directional beacons (NDBs). Unnamed Way points -- way points computed in the process of path/terminator conversions. Airways -- worldwide high and low altitude airways.
Navigation Database
This database contains data on NAVAIDS, airports and airways. The information in the navigation database is updated every 28 days. The database contains two consecutive effectivity cycles, and the correct database may be automatically or manually selected. Automatic selection occurs upon entry of a valid date. Dates are valid if they are greater than or equal to the expiration date of the current cycle. The PRIMUS EPIC Database module provides the storage capacity for at least 32 Megabytes of data for the FMS Navigation Database. There are three ways that data can be retrieved from the database. Ident searches are used when an operator requests a particular data item. Position searches are used to create lists of items within a specified proximity to a data item. NAVAID frequency searches are used to identify which station is being tuned by a radio. The navigation database contains the following types of data: NAVAIDS -- worldwide high altitude VHF Navigation Aids DME only non-collocated VOR/DME TACAN only
Figure 7: Data Bases
FMS Databases:
Navigation: contains data on NAVAIDs, airports, and airways. It is updated every 28 days.
Custom: contains flight plan and waypoint information entered by the flight crew. This database is not updated on a scheduled basis.
CB DLK TRS
last update: Nov06
Chapter 34-60
Page 14
170/190
Custom Database
The custom database contains information entered by the pilot. This is where the pilot can create and store flight plans and way points. This database is not updated on a scheduled basis. The PRIMUS EPIC Database module provides the storage capacity for at least 128 Kilobytes of data for the FMS Custom Database.
Aircraft Database
The aircraft database contains all aircraft-specific performance parameters. After each flight, all learned data is saved to the file automatically. Thus, all performance data (learned and fixed) is contained in the file. The aircraft database file is only used for predictions in the FULL PERF mode. The aircraft database file also contains all aircraft- specific data needed for speed selection logic and MCDU displays. The PRIMUS EPIC Database module provides the storage capacity for at least 32 Kilobytes of data for the FMS Aircraft Database.
Figure 8: Data bases (continued)
FMS Databases:
Aircraft: contains all aircraft-specific performance paramters. After each flight, all learned data is saved to thisfile automatically.
CB DLK TRS
last update: Nov06
Chapter 34-60
Page 16
170/190
Data Loading
The data loader provides a means to load database information (navigation, aircraft, or custom) or save stored information Data bases can also be crossloaded between FMSs.
Abnormal Operation
In the unlikely event that the FMS becomes inoperative in a dual FMS installation, the crew may rely on the remaining FMS for all of the functions performed by the FMS. If both FMS fail, or in the case of a single FMS installation, the crew may rely on other navigation instruments for the information normally provided by the FMS. In the event an FMS becomes inoperative and cannot be used to perform the required operations, a Crew Alerting Message (CAS) is posted on the Engine Indicating and Crew Alerting System (EICAS) display. For a dual FMS configuration, if one FMS fails, only the remaining FMS will be controlled by its corresponding MCDU.
Figure 9: DMU
Data Man agem ent Unit (DMU)
last update: Nov06
Chapter 34-60
Page 18
170/190
34-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
11-01 Integrated Electronic Standby System 1) Standby Attitude Indication
1 0 0 0
Deleted, Rev. 3. (O)May be inoperative provided at least one SAT indication is available.
| | |
23-00 Standby Magnetic Compass System 25-00 Head Up Guidance *** System (HGS)
B 1 B 1 D 2 D
0 0 1 0
(O)May be inoperative provided any combination of three IRS stabilized Compass Systems are installed and operative.
| | | | | | |
15-05 Total Air C 4 Temperature (TAT) Indications C 4
(O)May be inoperative provided: a) Any combination of two IRS stabilized Compass Systems operate normally, and b) Airplane is operated with Dual Independent Navigation Capability and under Positive Radar Control by ATC on the enroute portion of the flight. May be inoperative provided approach minimums or operating procedures do not require its use. NOTE: Any mode which operates normally may be used.
15-07 Static Air C 4 Temperature (SAT) Indications 15-09 True Airspeed C 2 (TAS) Indications
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 34-MEL
Page 1
MEL (Example)
31-00 Radio Altimeter System 1) ERJ-170 Airplanes equipped with FADEC 4.12
C 2 C 2 A
1 1 0
(M)Radio Altimeter 2 may be inoperative provided: a) System is deactivated, and b) Approach minimums or operating procedures do not require its use. (M)May be inoperative provided: a) System is deactivated, and b) Approach minimums or operating procedures do not require its use. (M)May be inoperative provided: a) System is deactivated, b) Approach minimums or operating procedures do not require its use, c) Ground Proximity Warning System (GPWS) Modes 1-4, Mode 5, Advisory Callouts and Windshear Mode are considered inoperative, d) Traffic Alert and Collision Avoidance System (TCAS) is considered inoperative, and e) Repairs are made within two flight days.
| | | | | | | | | | | | | |
32-00 Very High Frequency Navigation Systems (VHF NAV) 1) VOR/ILS Systems 2) Marker Beacon Systems
C 2 C 2
Any in excess of those required by FAR may be inoperative. May be inoperative provided approach minimums do not require its use.
2) ERJ-190 Airplanes and ERJ-170 Airplanes equipped with FADEC 5.1 and on
| | | | | |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 34-MEL
Page 2
170/190
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-5 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION ------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 34-6 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 34 NAVIGATION
41-00 Terrain Awareness and Warning System (TAWS)
0 0 0 1 0 0 0
(O)May be inoperative provided: a) Alternate procedures are established and used, and b) Repairs are made within two flight days. (O)May be inoperative provided: a) Alternate procedures are established and used, and b) Repairs are made within two flight days. May be inoperative provided: a) GPWS is considered inoperative, and b) Repairs are made within two flight days. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided: a) Advisory callout not required by FAR, and b) Alternate procedures are established and used. (Continued)
| | | | | | | | | | | | |
41-00 Terrain Awareness and Warning System (TAWS) (Cont'd) *** 1) Ground Proximity Warning System (GPWS) (Cont'd) e) Windshear Mode (Reactive)
C 1 C 1
0 0
(O)May be inoperative provided: a) Alternate procedures are established and used, and b) Windshear Detection and Avoidance System (Predictive) operates normally. (O)May be inoperative provided: a) Alternate procedures are established and used, and b) Takeoffs and landings are not conducted in known or forecast windshear conditions. (Continued)
| | | | | | | | |
1) Ground A 1 Proximity Warning System (GPWS) a) Modes 1-4 A 4 A 1 C B B C
b) Test Mode
| | |
c) Glideslope Deviation Mode(s) (Mode 5) d) Advisory Callouts
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 34-MEL
Page 3
MEL (Example)
41-00 Terrain Awareness and Warning System (TAWS) (Cont'd) ***
0 1 0 0 0
(O)May be inoperative provided alternate procedures are established and used. Any in excess of those required by FAR may be inoperative. (M)May be inoperative provided: a) Antenna sweep is parallel to aircraft pitch axis, and b) Antenna tilt operates normally.
| | | | | | | | | | | | | |
2) Terrain System B 1 - Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alert (PDA) Functions a) Terrain Display Functions 3) Runway Awareness & Advisory System (RAAS) C B C 1 C B 1
43-00 Traffic Alert and B Collision Avoidance System II (TCAS II) 2) Traffic Alert Display System(s) 1) Resolution Advisory (RA) Display System(s) C C 2 C C
0 0 1 0 0
(M)May be inoperative provided: a) System is deactivated and secured, and b) Enroute or approach procedures do not require its use. (M)(O)May be inoperative provided: a) Not required by FAR, b) System is deactivated and secured, and c) Enroute or approach procedures do not require its use. May be inoperative on non-flying pilot side. (O)May be inoperative provided: a) Traffic Alert (TA) visual display and audio functions are operative, b) TA only mode is selected by the crew, and c) Enroute or approach procedures do not require its use. (O)May be inoperative provided: a) RA visual display and audio functions are operative, and b) Enroute or approach procedures do not require its use.
| | | | | | |
42-00 Weather Radar System 1) Stabilization Function
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 34-MEL
Page 4
170/190
44-00 Lightning Sensor *** System 51-00 Distance Measuring Equipment (DME) Systems
D D
0 0 1 0 0 1
Any in excess of those required by FAR may be inoperative. May be inoperative provided: a) Enroute operations do not require its use, and b) Prior to flight, approval is obtained from ATC facilities having jurisdiction over the planned route of flight. Any in excess of those required by FAR may be inoperative. May be inoperative provided: a) Enroute operations do not require its use, and b) Repairs are made prior to the completion of the next heavy maintenance visit. Any in excess of those required by FAR may be inoperative. May be inoperative provided procedures do not require its use. | | | | | | | |
60-00 Flight Management C System 1) Navigation Databases D 2 C
0 1
(O)May be inoperative provided alternate procedures are established and used. One may be inoperative provided procedures do not require its use. (O)May be out of currency provided: a) Current Aeronautical Charts are used to verify Navigation Fixes prior to dispatch, b) Procedures are established and used to verify status and suitability of Navigation Facilities used to define route of flight, and c) Approach Navigation Radios are manually tuned and identified.
52-00 ATC Transponders B and Automatic Altitude Reporting Systems D 1) Elementary A and Enhanced Downlink Aircraft Reportable Parameters not Required by FAR D C D 2
53-00 Automatic Direction Finder (ADF) System 56-00 Global Positioning System
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 34-MEL
Page 5
170/190
ATA 22 Automatic Flight Control System (AFCS)
170/190
Table of content
22-10 Autopilot general
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 YAW DAMPER/TURN COORDINATION . . . . . . . . . . . . . . . . . . . . 1 Automatic Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 AIOP Modules (FGCS Function) . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 AIOP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 System Servos/ Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Servo Functions and Operations . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Autopilot Aileron Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Aileron PCUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Hydraulic System (ATA 29-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Autopilot Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Elevator Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Cockpit Control Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Hydraulic System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Rudder Turn Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Autopilot Rudder Control (for CAT III) . . . . . . . . . . . . . . . . . . . . . . 41 Optional Rudder Servo (CAT III a) . . . . . . . . . . . . . . . . . . . . . . . . . 43 Cockpit Control Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Hydraulic System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 CAT (category) II (APPR II) Engagement . . . . . . . . . . . . . . . . . . .51 LOC frequency or inbound course mismatch. . . . . . . . . . . . . . . . .51 ILS APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Autoland CAT IIIa, CAT IIIb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Align Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Flare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Rollout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 De-Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Autoland Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Autoland Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
22-11 Guidance and Display

Guidance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Guidance Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
22-17 AFCS Warnings and Indications

AFCS Channel Select on MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . .5 AP/TRIM Disc Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 AP/FD TCS Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Auto Pilot System Diagnostic Tests . . . . . . . . . . . . . . . . . . . . . . . .11
Chapter 22-TOC
Page I
170/190
22-30 Auto thrust

Thrust Management System Definition . . . . . . . . . . . . . . . . . . . . . . 1 System Function Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Auto throttle system (AT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electronic Thrust Trim System (ETTS) . . . . . . . . . . . . . . . . . . . . . . 3 Thrust Rating Selection function . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Auto throttle System (AT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Electronic Thrust Trim System (ETTS) . . . . . . . . . . . . . . . . . . . . . . 7 Thrust Rating Selection Function . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Intentionally left blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
22-MEL (Example)
Chapter 22-TOC
Page II
170/190
22-10 Autopilot general

General Description
The FGCS comprises: Autopilot Yaw damper/turn coordination Automatic pitch trim FD
A and lane B both must be operational for the servos in that channel to be active and engaged.
AUTOPILOT
The autopilot supplies automatic pitch and roll guidance by sending commands to the elevator and aileron servos, through the CAN (Controller Area Network) bus. The commands start to move the cockpit control columns and control yoke in the commanded direction. Then the primary flight control system senses the cockpit control column/wheel position changes and directly commands the elevator and aileron control surfaces to carry out the autopilot pitch and roll guidance. The autopilot control authority is limited to the safe range of motions for the aircraft.
The FGCS is designed and built in dual channel architecture, configured in a master / slave arrangement. The master (or active) channel provides the computed control and monitoring functions. The slave (or stand-by) channel operates in a back-up mode as a hot spare. In the event that the active channel detects a failure, or it is otherwise disabled, the channel priority switches to the stand-by channel. The new active channel continues to provide the required functions, with no interruption to AFCS functionality during channel transition. When the original channel recovers from the invalid condition, it resumes the role of the stand-by channel. Assignment of priority alternates between the channels on power-up. Alternating channel priority is required to limit the exposure of either channel to a latent fault. The master AFCS/FGCS channel could be manually selected by using the MCDU (Multi function Control Display Unit) SETUP Page. Each AFCS module has failpassive/fail-safe processing, with no reliance on the other AFCS channel. No single fault within the AFCS can cause a hazard to the aircraft. The FGCS functions (autopilot, yaw damper/turn coordination, automatic pitch trim and flight director) are contained in the four AIOP (Actuator InputOutput Processor) modules. These four LRM (Line Replaceable Module) are installed in the MAU (Modular Avionics Unit) modules, and they are interfaced with the other MAU modules, using the ASCB (Avionics StandardCommunication Bus) data bus. The AIOP modules are also interfaced to the other, external to MAU, avionics and flight controls equipment and systems, as appropriate and required for the AIOPs function. Two AIOPs operate in each channel. These modules are identified as lane A and lane B. The modules in these two lanes have the same software, but do separate, complementary, and similar functions that depend on the lane. The AIOPs in lane
YAW DAMPER/TURN COORDINATION

The yaw damper system provides rudder commands to improve damping of the dutch roll mode and to provide turn coordination. The AFCS supplies the rudder turn coordination to eliminate the excessive centripetal or centrifugal forces during a banked turn. The AFCS sends rudder turn coordination commands through the ASCB to the FCM (Flight Control Module)s. The FCM sends rudder turn coordination data to the ACE (Actuator Control Electronics) on the CAN bus. The AFCS processor receives from the FCM a verification of its command through the ASCB. The loss of the rudder turn coordination function does not cause the yaw damper to disengage.
last update: Jun06
Chapter 22-10
Page 1
Figure 1: AFCS Architecture
last update: Jun06
Chapter 22-10
Page 2
170/190
Automatic Pitch Trim

The automatic pitch trim function positions the horizontal stabilizer surface to reduce the aerodynamic force held by the elevator. The automatic pitch trim function operates when the autopilot is engaged. The FGCS sends commands through the ASCB to the FCM. The FCM, through the CAN bus, sends commands to the HS-ACE (Horizontal-Stabilizer Actuator-Control Electronics). The HS-ACE sends commands to the HSA (Horizontal-Stabilizer Actuator). The HSA operates the horizontal stabilizer to supply the automatic pitch trim function. The FGCS uses both surface rate feedback and stabilizer positions in the automatic trim calculations.
Flight Director
The FGCS calculates the FD guidance commands for display on the PFD (Primary Flight Display)s. The FD is selected using the SRC push button on the GP (Guidance Panel). Only one vertical mode and one lateral mode are allowed to be armed at one time.
last update: Jun06
Chapter 22-10
Page 3
Figure 2: Flight Guidance and Control System
FMS
IRS
AIR DATA SYSTEM
RADAR ALTIMETER
FGCS FUNCTIONS YAW DAMPER/ TURN COORDINATION
FLIGHT DIRECTOR
AUTOMATIC PILOT
VHF NAV
AIOP
AUTOMATIC PITCH TRIM MACH TRIM
AIOP
CAN BUS
AUTOPILOT SERVOS
ASCB FLIGHT CONTROL SYSTEM CAN BUS
PFD
last update: Jun06
Chapter 22-10
Page 4
170/190
Notes:
last update: Jun06
Chapter 22-10
Page 5
CONTROL YOKE
AILERON
CONTROL YOKE RUDDER PEDALS ELEVATOR SERVO ELEVATOR
MAU'S
LVDT
LVDT
AIOPS
FCMS
P-ACES
AILERON SERVO
ACTUATOR
ACTUATOR
ACTUATOR
ACTUATOR HYDRAULIC MECHANICAL CAN BUS ELECTRICAL
ACTUATOR
last update: Jun06
Chapter 22-10
Page 6
170/190
Notes:
last update: Jun06
Chapter 22-10
Page 7
Figure 4: Flight Guidance And Copntrol System FGCS - Block Diagram
C A
FWD AVIONICS COMPT FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) FCM1 MODULE (SSM 27-03-80) DC POWER (SLOT 7) (SSM-24-61-80) DC BUS 1 28 VDC SPDA 1 (SSM 24-61-80)
A
T YP IC AL
GLARESHIELD PANEL GUIDANCE PANEL (SDS 22-11) (MPP 22-11-01 ) CHANNEL A CHANNEL B
B
LH CB PANEL AFCS PANEL PWR 2 28 VDC 5 COCKPIT FWD AVIONICS COMPT MAU 2 (SSM 31-41-80)
DC BUS
PROC3 MODULE (FMS FUNCTION) (SSM 31-41-80)
FCM2 MODULE (SSM 27-03-80) CONTROL PEDESTAL MCDU 1 PROC1 MODULE (ADA FUNCTION) (SSM 31-41-80) (SSM 34-61-80)
PILOT CTRLYOKE AP/FD TCS PUSHBUTTON (SDS 22-11) (MPP 22-11-03)
COPILOT CTRLYOKE AP/FD TCS PUSHBUTTON (SDS 22-11) (MPP 22-11-03)
CONTROL PEDESTAL MCDU 2
ARINC 429
PILOT CTRL YOKE AP/TRIM DISC PUSHBUTTON (SDS 22-11) (MPP 22-11-02)
COPILOT CTRL YOKE AP/TRIM DISC PUSHBUTTON (SDS 22-11) (MPP 22-11-02)
(SSM 34-61-80)
CONTROL I/ O MODULE (SSM 31-41-80)
CONTROL I/O MODULE (SSM 31-41-80)
ARINC 429 RS 422 CENTER FUSELAGE II I
C
RADAR ALTIMETER UNIT (SSM 34-31-80)
C
CENTER FUSELAGE III RADAR ALTIMETER UNIT (SSM 34-31-80)
RS 422
GENERIC I/O MODULE (SSM 31-41-80)
BACKPLANE
PROC4 MODULE (ADA FUNCTION) (SSM 31-41-80)
AIOP1A MODULE (SSM 31-41-80) ARINC 429 FWD AVIONICS COMPT IRU 1 ARINC 429 AIOP1B MODULE (SSM 31-41-80) CAN BUS CAN BUS A B (SSM 34-26-80) ARINC 429 FWD AVIONICS COMPT IRU 2 (SSM 34-26-80) ARINC 429
AIOP 2A MODULE (SSM 31-41-80)
NIC (SSM 31-41-80)
ASCB
NIC MODULE (SSM 31-41-80)
SHEET 2
SHEET 2
SHEET 2
SHEET
SHEET
SHEET
last update: Jun06
Chapter 22-10
Page 8
BACKPLANE
GENERIC I/O MODULE (SSM 31-41-80)
170/190
Notes:
last update: Jun06
Chapter 22-10
Page 9
Figure 5: Flight Guidance And Control System (FGCS) - Block Diagram Note: Valid for aircraft with rudder servo installed.
E F H J
H
SHEET 1
SHEET 1
SHEET 1
SHEET 1
SHEET
SHEET
A CAN BUS ARINC 429
CAN BUS
CAN BUS
CAN BUS
CAN BUS
CAN BUS
ASCB LH CB PANEL AP SERVOS PITCH 1 5 AP SERVOS ROLL 1 5 28 VDC 28 VDC AUTOPILOT ELEVATOR SERVO (SDS 22-11) (MPP 22-11-05) COCKPIT FWD AVIONICS COMPT
DC BUS
LH WING FAIRING
AUTOPILOT AILERON SERVO (SDS 22-11 ) (MPP 22-11-04) FWD AVIONICS COMPT MIDDLE AVIONICS COMPT MAU 3 (SSM 31-41-80) NIM MODULE (SSM 34-02-80)
J
MIDDLE AVIONICS COMPT
MRC 1 (SSM 34-02-80) NIM MODULE (SSM 34-02-80)
MRC 2 (SSM 34-02-80)
PROC5 MODULE (ADA FUNCTION) (FMS FUNCTION)
(SSM 31-41-80)
(SSM 31-41-80)
(SSM 31-41-80)
(SSM 27-03-80)
(SSM 34-51-80)
(SSM 27-03-80)
AIOP2B MODULE
NIC MODULE
FCM3 MODULE
FCM4 MODULE
(SSM 34-32-80)
(SSM 34-53-80)
(SSM 34-32-80)
BACKPLANE
last update: Jun06
Chapter 22-10
(SSM 34-51-80)
VHF NAV1 MODULE
VHF NAV2 MODULE
DME1 MODULE
ADF1 MODULE
DME 2 MODULE
Page 10
170/190
AIOP Modules (FGCS Function)

The four AIOPs are installed in the MAUs. The MAU 1 contains the AIOP 1A and 1B. The MAU 2 contains the AIOP 2A. The MAU 3 contains the AIOP 2B. The AIOP contains these systems installed: FGCS TMS (Thrust Management System) SWPS (Stall Warning and Protection System) The AIOPs do all of the necessary computations and data processing for the autopilot and yaw damper functions. The AIOPs collect the necessary data from the ASCB and from other FGCS data inputs. The AIOPs send position data to the servos through a bidirectional CAN data bus. The AIOP is a dualslot, single-lane module that contains two interconnected circuit cards. One is an I/O (Input/Output) card and the other is a processor card. The I/O card does the actuator control functions, sends and receives signals for the excitation/demodulation of the position sensors, and controls the functional enable/disable control lines. The processor card does the core processing functions for the FGCS and controls the ASCB interface. The AIOP uses the datas that follows: For IRS (Inertial Reference System): Pitch angle Roll angle Pitch body rate Roll body rate Yaw body rate Normal acceleration Lateral acceleration Longitudinal acceleration Ground speed True track angle Flight path angle Magnetic heading True heading Inertial vertical speed
For ADS (Air Data System): Baro-corrected altitude Altitude rate Pressure altitude Vertical speed Mach number CAS (Calibrated Airspeed) TAS (True Airspeed) Dynamic pressure VMO (Maximum Operating Velocity) Mmo (Maximum Mach Operation) For the other sensors and systems: Monitor and warning system Servos and position sensors Integrated pitot static AOA (Angle of Attack) sensor (AOA data) Proximity sensing system APM (Aircraft Personality Module) Flaps system data Radio altitude Radio navigation data FMS (Flight Management System) The FGCS includes the components that follow: Autopilot aileron servo Autopilot aileron cable Autopilot elevator servo Autopilot elevator cable AP/TRIM DISC push button AP/FD TCS push button
last update: Jun06
Chapter 22-10
Page 11
Figure 1: AFCS MAU Architecture
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
B U S
C H
2 B 2 B 2 B
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
B U S
C H
Rev. XL
AFCS 1
AFCS 2
last update: Jun06
Chapter 22-10
Page 12
170/190
Autopilot System
The design of the FGCS relies on a dual channel architecture (i.e., dual redundant AFCS consisting of two AIOP modules per channel) to achieve an automatic fail operational / fail passive capability. Each AFCS channel has a priority manager function, which determines whether a channel is active or stand-by. This determination is based on system / function availability requirements and channel capability. Assuming the channel is capable of performing the intended function, channel priority for all functions, except those performed by the Stall Warning and Protection System, is selectable by the pilot via the MCDU SETUP Page menu. Channel priority is designed in such a way that it automatically transfers systems operation to the stand-by channel when a failure is detected in the active channel. In order to minimize exposure to latent system failures and to enable the flexibility in the aircraft dispatching (dispatching with only one AFCS channel available), the AFCS is designed in such a way as to automatically transfer the priority after an on-ground power-up to the channel that was designated as the stand-by channel during the previous flight leg, if the other channel (previously being active) is considered failed. The FGCS (AIOP) software modules include processing for FGCS command computations (in accordance with the systems control laws), as well as processing for the systems commands and performances monitoring. The parallel servo interfaces with each AFCS channel via a digital bi-directional CAN bus, a motor enable discrete, and a clutch enable discrete. The servo only accepts commands from the master AFCS channel. If more than one AFCS is shown as master indicating a system failure, the servo does not accept an AFCS command. Servo drum position synchro excitation is only provided by the master channel. Servo selection (linkage ratio and PGR ratio) is made on the basis of a predicted control system loads and linkage ratio information provided by the primary flight control system.
last update: Jun06
Chapter 22-10
Page 13
Figure 2: Autopilot System
last update: Jun06
Chapter 22-10
Page 14
170/190
AIOP Description
The Actuator I/O with Processor Module is a dual slot, single lane module that consists of two interconnected circuit cards (I/O card and Processor card) with an optional mezzanine card. The I/O card contains no software and the processor card communicates directly with the I/O card via the PCI Local bus. The I/O module is primarily dedicated to an actuator control, excitation / demodulation of position sensors, and to the control of functional enable and disable control lines. The I/O card has a generic design and thus has unused I/O capacity for future growth. While the AIOP handles a significant portion of the AFCS I/O, there is AFCS I/O routed through other Primus Epic hardware. Signals chosen to be routed through the I/O portion of this card fall into one or more of the following categories: Signals whose unique interface requirements (CAN bus, high-current output drivers) are not available on the generic Primus Epic I/O cards. Signals that are used for real-time control and/or monitoring, which require minimization of the system transport lag. Signals that could be routed through other I/O cards but they are routed through this card because of its spare capacity. The I/O portion of this card contains the following circuits: ARINC 429 receivers and transmitters Ground open discrete inputs 28VDC open discrete inputs Ground open quick disconnect discrete inputs Low-current 28 VDC - open output discrete High-current 28 VDC - open output discrete (used primarily to interface with servo clutches) The AIOP basic functions can be defined as follows: AC sensor excitation.
Each AIOP provides its own sensor excitation reference and position sensor input demodulation and filtering for LVDT, RVDT, and resolver type sensors. Analog input processing circuits, including AC demodulation circuits. Demodulated signals are filtered, scaled and they are converted to digital form through a 12 bit A/D. Controller Area Network (CAN) busses. The elevator and aileron smart servos are commanded through this digital serial data bus, and the actuator status is received through the same bus. There are two CAN bus interfaces on the AIOP module. Heartbeat and power monitor functions that are capable of neutralizing the AIOP discrete outputs. All of the high-current 28VDC-open discrete outputs and selected low-current discrete outputs have additional quick disconnect input hardware logic that preempts processor control and, when activated, will force the output to an open (disengaged) state. The quick disconnect inputs are also read by software as discrete inputs to enable the system disconnect under software control. The architecture of the AFCS/FGCS requires a minimum of two Actuator I/ O with processor modules for engaged operation. The two AIOPs provide two independent paths for command and monitoring of the autopilot actuators. These modules are identified as lane A and lane B. The two lanes are hardware and software identical, but perform differently, handling separate, complementary, and similar functions depending on the lane. Both AIOPs (Lane A and Lane B) must be functioning correctly in order for the servos to be actively engaged. The AIOP extracts necessary data from the ASCB bus as well as from directly connected signals. Actuator status, positions and aircraft interface discrete are read and placed for transmission on the ASCB bus. Monitoring of inputs, outputs and internal operations is performed, as necessary, to meet the system safety requirements.
last update: Jun06
Chapter 22-10
Page 15
Figure 3: AIOP Module
last update: Jun06
Chapter 22-10
Page 16
170/190
System Servos/ Actuators

The Fail Passive Smart Servo is a part of the AFCS installed in the Embraer 170. The servo is commanded from the AIOP modules, installed in the MAU cabinets. The two AIOP are used to command each servo via CAN busses, with one AIOP connected to each line of the servo. This configuration allows the AIOP to drive the aircraft flight controls that use the position loop with the software current limit when the actuator is mechanically engaged. The servo provides the information (feedback) to the AIOP about its operational status, using the internal continuous monitoring. The servo architecture is conceived as a dual processor system configuration with functions to drive and monitor the servomotor and to interface/communicate with the AIOPs. The servo actuator consists of the two LRUs: bracket (mounted in the aircraft) and servo drive. The fail-passive servo consists of the following components: motor, gearbox, DC engage clutch, position sensor and dual independent computation and control circuitry. The servo receives aircrafts 28 VDC electrical power in addition to its functional interfaces to the AIOPs. The servo provides an interface and the means via hardware to bypass and shutdown the motor drive in each lane. It also provides an interface to allow the AIOP to engage / disengage a clutch between the servo and bracket/ drum assembly mounted in the aircraft. The servo gearbox has interchangeable gears to set torque (and direction) versus speed output characteristics.
last update: Jun06
Chapter 22-10
Page 17
Figure 4: SM 3000 SERVO
last update: Jun06
Chapter 22-10
Page 18
170/190
Servo Functions and Operations

The main servo functions are: Provide the drum rotation independent from other parts, when the servo drive is not engaged. Provide a current limited position control when the servo drive is commanded by the AIOP. Transmit status and feedback information to the AIOPs when commanded by the AIOPs. Provide a resolver feedback of the servo shaft position. The following are servo system operational modes: Power-up Stand-by operational mode Position Loop mode Initiated Test mode (BITE) Data Loop mode
Start-Up Operational Mode.
last update: Jun06
Chapter 22-10
Page 19
Figure 5: SM 3000 Servo Architecture
last update: Jun06
Chapter 22-10
Page 20
170/190
Autopilot Aileron Control

The Autopilot controls the ailerons using a SM-3OOO Smart Servo. During auto flight the servo responds to commands from the AIOP`s (Actuator input / output Processors) located inside the MAU (Modular Avionics Unit). The Servo is located on the aft torque tube assembly at the centre fuselage. The servo moves the entire Aileron control system through the servo cable wrapped around a capstan. The cable then moves the shafts connected to the Aileron PCU`s. The Hydraulic powered PCU`s then move the ailerons. The control loop is closed by the Aileron Position Sensor sending back the posmon to the AIOP.
last update: Jun06
Chapter 22-10
Page 21
Figure 6: Autopilot Aileron Control
MAU 1 RS-422 CONTROL I/O A429 AP SELECTION AP/FD TCS SW
GUIDANCE PANEL
MAU 2 RS-422 A429 AP SELECTION AP/FD TCS SW CONTROL I/O
CHANNEL A
CHANNEL B
PILOT MCDU 1
COPILOT MCDU 2
TOGA SWITCHES AP QUICK DISCONNECT SWITCHES
SERVO CLUTCH ENGAGE AIOP 1A CAN BUS A CAN BUS B AIOP 2A
MAU 3
AIOP 1B
SERVO POWER ENGAGE
AIOP 2B
AUTOPILOT AILERON SERVO
AUTOPILOT ELEVATOR SERVO
last update: Jun06
Chapter 22-10
Page 22
170/190
last update: Jun06
Chapter 22-10
Page 23
Figure 7: Aileron
last update: Jun06
Chapter 22-10
Page 24
170/190
Aileron PCUs
The PCUs are mechanically controlled through the cable system and are hydraulically powered. The inboard and outboard PCUs are powered by hydraulic systems #2 and #3 respectively. The hydraulic systems are distributed as required to provide the redundancy necessary to meet the system safety analysis. The two PCUs attached to each aileron surface operate in an active configuration. The aileron PCUs location and attachment are shown. An LVDT is attached to each surface to provide surface position information to the flight data recorder and to the pilots via the EICAS.
last update: Jun06
Chapter 22-10
Page 25
Figure 8: Aileron PCUs
last update: Jun06
Chapter 22-10
Page 26
170/190
Notes:
last update: Jun06
Chapter 22-10
Page 27
Figure 9: Cockpit Transducers
last update: Jun06
Chapter 22-10
Page 28
170/190
Hydraulic System (ATA 29-00)
There are three hydraulic systems on the ERJ 170. System pressure for hydraulic systems 1 and 2 is supplied by an engine driven pump (EDP) and an AC electric motor pump (ACMP) for each system. The ACMPs provide additional hydraulic flow capacity when demand is high and provide backup for the EDPs following an engine failure. Hydraulic system 3 is powered by two ACMPs, which are normally on during the entire flight. System 3 also is backed up by the RAT. With the necessity of maintaining roll control with minimal drag for the twoengine-out situation, the outboard aileron PCU on each wing is powered by hydraulic system #3. The inboard PCU on each wing is powered by hydraulic system #2. In the rotor burst area, no single fragment can disable both of the aileron PCUs on each wing through hydraulic line severance. Hydraulic system #3 is located entirely behind the rotor burst zone and is not affected by such failure. The hydraulic distribution system can be seen.
last update: Jun06
Chapter 22-10
Page 29
Figure 10: Flight Controls Hydraulic Configuration
last update: Jun06
Chapter 22-10
Page 30
170/190
Autopilot Elevator Control

The Autopilot Elevator Servo is located below the control column and connects to the torque tube assembly by cables from the capstan on the servo mount. The Elevator Servo receives signals from the AIOPs located in the MAU. It will then drive the control column in the desired direction. The four control column transducers (or LVDTs) sense the column movement and send signals to the elevator P-ACE (Powered Actuator Control Electronics). The PACE will then drive the elevator control surface using the elevator hydraulic driven PCUs (Powered Control Units). The control loop is closed by the PCU LVDTs and elevator surface LVDTs sending back elevator position signals to the AIOPs via the P-ACE and FCM (Flight Control Module).
last update: Jun06
Chapter 22-10
Page 31
Figure 11: Autopilot Elevator Control
MAU 1 RS-422 CONTROL I/O A429 AP SELECTION AP/FD TCS SW
GUIDANCE PANEL
MAU 2 RS-422 A429 AP SELECTION AP/FD TCS SW CONTROL I/O
CHANNEL A
CHANNEL B
PILOT MCDU 1
COPILOT MCDU 2
TOGA SWITCHES AP QUICK DISCONNECT SWITCHES
SERVO CLUTCH ENGAGE AIOP 1A CAN BUS A CAN BUS B AIOP 2A
MAU 3
AIOP 1B
SERVO POWER ENGAGE
AIOP 2B
AUTOPILOT AILERON SERVO
AUTOPILOT ELEVATOR SERVO
last update: Jun06
Chapter 22-10
Page 32
170/190
Elevator Servo
An autopilot servo actuator is connected to the left-hand control column on the baseline aircraft. An optional second autopilot servo actuator can be connected to the RH control column. Cockpit Control Transducers (LVDTs) are used to transfer the mechanical motion of the control columns into electrical commands that are sent to the P-ACEs.
last update: Jun06
Chapter 22-10
Page 33
Figure 12: Elevator Servo Installation
last update: Jun06
Chapter 22-10
Page 34
170/190
Cockpit Control Transducers

The cockpit control transducers convert the mechanical deflection of the control columns into electrical signals that are transmitted to the P-ACES and converted into commands to the hydraulic PCUs to position the elevator surfaces. One LVDT on the pilots control column goes to the COM lanes on the two P-ACEs for the left elevator and the other LVDT goes to the MON lanes on the same P-ACEs. Similarly, one LVDT on the co-pilots control column goes to the COM lanes of the two P-ACEs for the right elevator and the other LVDT goes to the MON lanes on the same P-ACEs.
last update: Jun06
Chapter 22-10
Page 35
Figure 13: Elevator Architecture
last update: Jun06
Chapter 22-10
Page 36
170/190
Hydraulic System Interface

There are three hydraulic systems on the ERJ 170. System pressure for hydraulic systems 1 and 2 is supplied by an engine driven pump (EDP) and an AC electric motor pump (ACMP) for each system. The ACMPs provide additional hydraulic flow capacity when demand is high and provide backup for the EDPs following an engine failure. Hydraulic system 3 is powered by two ACMPs, which are normally on during the entire flight. System 3 also is backed up by the RAT. The inboard elevator PCUs are on hydraulic system #2. The left outboard PCU is on hydraulic system #1. The right outboard PCU is on hydraulic system #3. In the rotor burst area, no single fragment can disable all of the elevator system PCUs through a combination of hydraulic lines or electrical harness severance. Hydraulic systems #1 and #3 are located entirely behind the rotor burst zone and are not affected by such failure.
last update: Jun06
Chapter 22-10
Page 37
last update: Jun06
Chapter 22-10
Page 38
170/190
Rudder Turn Coordination

The AFCS supplies the rudder turn coordination to eliminate the excessive centripetal or centrifugal forces during a banked turn. The AIOP sends rudder turn coordination commands through the ASCB bus to the FCMs. The FCM sends rudder turn coordination data to the ACE on the CAN bus. The AIOP receives from the FCM a verification of its command through the ASCB. The loss of the rudder turn coordination function does not cause the yaw damper to disengage.
last update: Jun06
Chapter 22-10
Page 39
Figure 15: Rudder Turn Coordination Signal Flow
ASCB AIOP1A FCM 2

CAN BUS
AIOP1B
FCM 4
CAN BUS
P-ACE
Upper Rudder PCU
SURFACE SENSOR
CAN BUS
AIOP2A
FCM 1
P-ACE
CAN BUS
Lower Rudder PCU
R U D D E R
SURFACE SENSOR
AIOP2B
FCM 3
Filename: Rudder Control Signal Flow 6/13/2002 Rev -
last update: Jun06
Chapter 22-10
Page 40
170/190
Autopilot Rudder Control (for CAT III)

The Autopilot Rudder Servo is located below the control column and connects to the torque tube assembly of the rudder pedals, by cables from the capstan on the servo mount. The Rudder servo receives signals from the AIOPs located in the MAU. It will then drive the Rudder pedals in the desired direction. The rotation of the torque tube is sensed by four Rudder pedal transducers (or LVDTs). These send signals to the Rudder P-ACE (Powered Actuator Control Electronics). The P-ACE will then drive the Rudder control surface using the Rudder hydraulic driven PCUs (Powered Control Units). The control loop is closed by the PCU LVDTs and rudder surface LVDTs sending back Rudder position signals to the AIOPs via the P-ACE and FCM (Flight Control Module).
last update: Jun06
Chapter 22-10
Page 41
Figure 16: Autopilot Rudder Control
MAU 1 RS4 - 22 C ONTR OL I/O A429 AP S ELEC TION AP/FD T CS S W
G UIDANC E P ANEL C HANNEL A C HANNEL B RS4 - 22 A429 AP S ELEC TION AP/FD T CS S W
MAU 2
C ONTR OL I/O
P ILOT MCDU 1
C OP ILOT MCDU 2
T OG A S WITC HE S AP QUICK DIS CONNEC T S WITC HE S
SERV O C LUTC H E NG AG E AIOP 1A C AN B US A C AN B US B AIOP 2A
MAU 3 SERV O P OWER E NG AG E
AIOP 1B
AIOP 2B
AUT OP ILOT AILER ON SERV O
AUT OP ILOT R UDDER SERV O
AUT OP ILOT E LE VATOR SERV O
last update: Jun06
Chapter 22-10
Page 42
170/190
Optional Rudder Servo (CAT III a)

Optional autopilot servo actuators may be attached to each torque tube assembly to provide autopilot input into torque tube assemblies and the pedal assemblies. As with normal pedal operation and trim input, autopilot input will result in rudder commands from the command LVDTs attached to the forward torque tube assemblies. The autopilot servo control of the pedal input is shown.
last update: Jun06
Chapter 22-10
Page 43
Figure 17: Rudder Servo (optional CATIIIa)
last update: Jun06
Chapter 22-10
Page 44
170/190
Cockpit Control Transducers

The cockpit control transducers convert the mechanical deflection of the pedals into electrical signals that are transmitted to the P-ACEs and converted into commands to the hydraulic PCUs to position the rudder surfaces. Four single LVDTs are provided as cockpit control transducers. Two are attached to the captains pedal tower and two to the first officers pedal tower. Each LVDT has one end grounded to structure and the other end attached to a separate bell crank on the appropriate tower. The bell crank is equipped with a shear-out to protect the rudder pedals from jamming in the unlikely event of a jammed LVDT. In this arrangement, two of the transducers are commanded by the pilot and two by the co-pilot.
last update: Jun06
Chapter 22-10
Page 45
Figure 18: Rudder control schematic
last update: Jun06
Chapter 22-10
Page 46
170/190
Hydraulic System Interface

There are three hydraulic systems on the ERJ 170.System pressure for hydraulic systems 1 and 2 is supplied by an engine driven pump (EDP) and an AC electric motor pump (ACMP) for each system.The ACMPs provide additional hydraulic flow capacity when demand is high and provide backup for the EDPs following an engine failure. Hydraulic system 3 is powered by two ACMPs, which are normally on during the entire flight.System 3 also is backed up by the RAT. The inboard elevator PCUs are on hydraulic system #2.The left outboard PCU is on hydraulic system #1.The right outboard PCU is on hydraulic system #3.In the rotor burst area, no single fragment can disable all of the elevator system PCUs through a combination of hydraulic lines or electrical harness severance.Hydraulic systems #1 and #3 are located entirely behind the rotor burst zone and are not affected by such failure.
last update: Jun06
Chapter 22-10
Page 47
last update: Jun06
Chapter 22-10
Page 48
170/190
Operation
AUTOPILOT SYSTEM The autopilot system supplies the pitch and roll control with the autopilot servos and aircraft trim system. The AFCS pitch and roll commands to the autopilot servos go through the CAN bus. The autopilot control authority has the constraints that follow: Limits are set so that the maximum overpower forces are not more than 75 lb in pitch and 50 lb in roll, as measured at the control column. The aircraft roll rate has a limit of +/- 7.5 degrees or second. The aircraft pitch rate limit is a function of the true airspeed to limit the acceleration changes to +/- 0.3 g in a straight and level flight. The autopilot can engage through the range of +/- 25 degrees pitch and +/- 35 degrees roll. When engaged, the autopilot system decreases the pitch and roll angles below those control limits. The autopilot control limit for roll is +/- 35 degrees unless it is in the APR (approach) mode. The limits decrease from +/- 25 degrees above 200 feet radio altitude to +/- 5 degrees at 0 ft radio altitude when in the APR mode. The autopilot pitch control limit is 20+/- degrees. In the APR, the nosedown pitch limit is programmed below 300 ft. The autopilot is set with the autopilot engage/disengage push button on the GP. When the autopilot is engaged, the autotrim function and YD (Yaw Damper) function start if they are not already on. The manual cancellation of the autopilot system does not cancel the YD. The autopilot system disengages when: The manual trim switches are activated. The QD switches are activated. The stick shakers are activated. The fly-by-wire system is in the direct mode.
The aileron or elevator control system disconnect unit shows that the pilot and copilot control systems are no longer connected. A column force monitor trips. The autopilot system can engage with or without active FD guidance modes. When no vertical FD mode is on, the autopilot system is in the flight path angle (FPA) hold mode. When no lateral AP mode is on, the autopilot system is in roll hold, wings level, and/or heading hold. A YD failure with the autopilot engaged does not cause the autopilot system to disengage. When pitch or roll FD guidance modes have been set, the autopilot system connects itself to the pitch and/or roll commands given by the flight guidance function. When the TCS button on the pilot or copilot control yoke is pushed, the AFCS releases the aileron and elevator servo clutches to neutralize the autopilot system. The release of the TCS button causes the autopilot clutches to re-engage. The letters AP come into view on the PFD when the autopilot system is engaged. The AP annunciator on the PFD shows when the autopilot is engaged. The autopilot annunciation is on the FMA section of the PFD. When the autopilot is disengaged normally, an aural alert is started. When the autopilot disengages abnormally, a caution CAS (Crew Alerting System) message and an aural alert are given. To cancel the annunciation and the aural alert, the pilot or copilot pushes and holds the AP/TRIM DISC push button on the control yoke for a period of 2 s minimum.
last update: Jun06
Chapter 22-10
Page 49
CONTROL YOKE
AILERON
CONTROL YOKE RUDDER PEDALS ELEVATOR SERVO ELEVATOR
MAU'S
LVDT
LVDT
AIOPS
FCMS
P-ACES
AILERON SERVO
ACTUATOR
ACTUATOR
ACTUATOR
ACTUATOR HYDRAULIC MECHANICAL CAN BUS ELECTRICAL
ACTUATOR
last update: Jun06
Chapter 22-10
Page 50
170/190
CAT (category) II (APPR II) Engagement

The CAT II logic is automatically activated when the RA/BARO minimums selector knob is set to the RA position. A green APPR 2 annunciator on the FMA indicates the correct setting and a white or amber APPR 1 ONLY annunciator indicates an incorrect setting. CAT II operation is allowed only with the green APPR 2 annunciator enabled and the AP coupled. To get a green APPR 2 annunciator the following conditions must be met: Radio altitude below 1500 ft. Flaps 5. NAV (Navigation) 1 on pilot side and NAV 2 on copilot side, both NAVs tuned to the same LOC (Localizer) frequency. An active approach GS/LOC mode selected. Both courses set to the same value. Both flight directors operational. Attitude and heading valid on both PFDs. Glide slope and localizer deviation valid on both PFDs. No reversions (IRS and ADC (Air Data Computer)) modes selected on both PFDs. Valid airspeed and baroaltitude on both PFDs. No comparison monitors are tripped (FPA, attitude, heading, airspeed, baroaltitude, localizer, glide slope and radio altitude) on both PFDs. No back course selected. The CAS message APPR 2 NOT AVAIL not present. CAT II decision height setting on both display control panels (greater than 80 ft and less than 200 ft valid and set to RA). RA/BARO minimums selector knob set to RA. No TCS button pressed. When the green APPR 2 annunciator is enabled, the localizer lateral deviation scale is expanded with the external limits representing the excessive deviation points.
If the green APPR 2 annunciation is displayed and one of the following conditions is achieved, the amber APPR 1 ONLY annunciation flashes active characters inverse video for 5 seconds, then steady in conjunction with RA minimum selected digital read-out: No valid radio altitude displayed. Aircraft no longer APPR 2 capable. Flaps position other than below 800 ft. CAS message SLAT-FLAP LEVER DISAG shows. Either minimums selected readouts change from RA to BARO.
LOC frequency or inbound course mismatch.
Chapter 22-10
Page 51
Figure 21: Approach Sequence CAT I, CAT II
Approach Sequence CAT II (APPR 2 Available)
Approach Sequence CAT -I (RA/BARO SET to RA)
Approach Sequence CAT I - (APPR 2 Not Available)
last update: Jun06
Chapter 22-10
Page 52
170/190
ILS APPROACH
During execution of the ILS approach, Autopilot Approach Status Annunciator displays the current status of the system and alerts whether the intended approach matches system capabilities. The RA/BARO selector and RA Minimums setting inform the system what is the intended approach. When ILS modes are requested via APP button, system arms for the highest capability available. If all necessary requirements are not accomplished, an EICAS message is presented during flight and informs that category II ILS approach mode is not available. The intended approach is informed to the system setting the barometric correction via control knobs on Display Controller panel (guidance panel). CAT1 set RA/BARO selector to BARO (both sides) CAT2 set RA/BARO selector to RA and adjust Minimums to 80 ft or above The operational conditions to accomplish a CAT II approach are: RA/BARO set to RA and Minimums set at 80 ft or above Both NAV set to correct LOC frequency Both PFDs set to correct LOC inbound course (V/L or Preview) Flap 5 All described conditions established at or above 800 ft RA
If the flap setting is the only remaining condition to be satisfied for CAT II, the armed status will remain displayed down to 800 ft RA, suggesting there is still one pilots action pending. The ILS approach check points are the following: 1500 ft RA system starts trying to engage highest capability available. 800 ft RA system freezes highest capability available, not allowing approach upgrades anymore.
Chapter 22-10
Page 53
Figure 22: Approach Sequence CAT I, CAT II
Approach Sequence CAT II (APPR 2 Available)
Approach Sequence CAT -I (RA/BARO SET to RA)
Approach Sequence CAT I - (APPR 2 Not Available)
last update: Jun06
Chapter 22-10
Page 54
170/190
Autoland CAT IIIa, CAT IIIb

(Rudder Servo Installed) Definitions Fail Operational: A Fail Operational System is a system which after failure of any single component, is capable of completing an approach, flare and touchdown, or approach, flare, touchdown and rollout by using the remaining operation elements of the Fail Operational System. Fail Passive: A Fail Passive System is a system which in the event of a failure, causes no significant deviation of aircraft flight path or attitude. the capability to continue the opperation may bo lost and an alternate course of action (e.g., a missed approach) may be required.
last update: Jun06
Chapter 22-10
Page 55
Figure 23: Definitions Fail-passiv Autoland refers to the following:
Fail-Passive Autoland
System Capability AUTOLAND 1 Fail-Passive Autoland No Rollout Guidance
PVR
DH Not less than 50 ft HAT
Operational Approval
700 ft (200 m)
CAT IIIa
AUTOLAND 2 (follow on) Fail-Passive Autoland With Rollout GuidanceTo Safe Taxi Speed
600 ft (175 m) RVR TD 400 ft (125 m) RVR TD 400 ft (125 m) RVR RO
Not less than 50 ft HAT
CAT IIIb
last update: Jun06
Chapter 22-10
Page 56
170/190
Autoland
Autoland 1 Fail-Passive Autoland with Limited Rollout capability Autoland 2 Fail-Passive Autoland with Extended Rollout capability Unique Autoland Modes: Align Flare Rollout De-Rotation
Rollout
The ailerons are gently moved toward neutral during ground rollout mode. This allows the aircraft to maintain a safe lateral trajectory until the nose lowering control law has completed the landing.
De-Rotation
Vertical guidance to bring the nose gear into contact with the runway.
Align Mode
Magnetic Heading and Track Angle are used to produce guidance through a parallel rudder servo to align the aircraft with the runway prior to touchdown, reducing any crab angle due to cross wind.
Flare
Vertical guidance to transition from glideslope track to touchdown, landing the aircraft within the longitudinal runway dispersion requirements. A flare bias is injected into the horizontal stabilizer trim command during Autoland and prior to engagement of the flare mode. It produces a definite, but slight, nose up trim in order to prevent a nose down transient in the event of an automatic disconnect during flare.
last update: Jun06
Chapter 22-10
Page 57
Figure 24: Autoland Sequence
AUTOLAND 2 1500ft AUTOLAND 2 SPD RETD AP T ALIGN 150ft AT AT FLARE 50ft RETD 30ft Main Wheel Touchdown AT quick disconnect button Touchdown +5seonds (Autoland AP 1)
AUTOLAND 2 FLARE RLOUT ALIGN RLOUT LOC D-ROT GS D-ROT

RLOUT ALIGN FLARE D-ROT
Or AP disconnect (Autoland 2)
last update: Jun06
Chapter 22-10
Page 58
170/190
Autoland Failures
Failure response when Autoland is Engaged varies with height. Above 800 ft automatic channel transfers may allow AP and Autoland to remain engaged. Below 800 ft automatic channel transfers result in loss of autopilot or Autoland depending on the failure. Autoland 2 is not allowed to degrade directly to Autoland 1
last update: Jun06
Chapter 22-10
Page 59
Figure 25: Autoland failures - FLAPS NOT SET TO 5
1500 ft Autoland ist armed but unable to engage because the flaps are not set to 5. Aircraft secends below 800 ft RA Minimums Box also flashes amber as thes needs to be re-set to CAT 1 BARO MIN APPR 1 ONLY disapears when minimums correctly set
APPR 1
AUTOLAND 2 APPR 1 APPR 1 ONLY ONLY SPDT AP
APPR APPR 1 1 LOC GS
AT APPR 1 ONLY APPR 1
RA 50
OR GO AROUND
BARO RA 200 50
last update: Jun06
Chapter 22-10
Page 60
170/190
Autoland Failures
If the autopilot remains engaged, loss of Autoland results in a red "NO AUTOLAND" annunciation being displayed and if appropriate an amber flashing minimums box on the PFD. The modes ALIGN, FLARE, D-ROT, and RLOUT are removed from the FMA and a single "NO AUTOLAND" aural alert sounds. The red "NO AUTOLAND" annunciation is removed when any of the following is true: The TOGA pushbutton is pressed The AP quick disconnect pushbutton on either wheel is pressed The FGCS flight director mode is Go-Around or Takeoff Autopilot warnings have priority over Autoland warnings
last update: Jun06
Chapter 22-10
Page 61
Figure 26: Autoland failures - REVERSION TO APPR2
RALT 1 FAIL S ystem re verts to highest a va ilable approach mode. After 5 seconds the AP PR 2 ONLY caution appears to prompt crew. When the correct CAT 2 minimums is s et the caution disappea rs. OR GO AROUND
last update: Jun06
NO AUTOLAND APPR 2 ONLY SPDT AP AT
APPR 2 LOC GS
ALIGN FLARE
Chapter 22-10
Page 62
170/190
Notes:
last update: Jun06
Chapter 22-10
Page 63
Figure 27: Autoland failures - AUTOPILOT DISC
AP FAIL (inhibited below 200) AP QUICK DIS C MANUAL LANDING
SPDT
AP AT
AUTOLAND 2 ROLL ROLL FLARE FPA ALIGN FPA

RLOUT D-ROT
RA 50
last update: Jun06
Chapter 22-10
Page 64
170/190
22-11 Guidance and Display

Guidance Panel
A single Guidance Panel (GP) is dedicated to provide the means for selection and/or de-selection of most of the AFCS functions. Additional functions related to display control are also included within the GP, as a part of the left and right DCP. The GP is conceived in such a way that it contains the two identical independent channels, each providing communication to one AFCS channel (A or B). In addition, isolation of electronics, switch contacts (isolated with diodes), and dual power supplies are utilized within the GP in order to prevent a single fault from affecting both AFCS channels. After pressing any GP functional push button to arm a mode, a second press of the same push button will disarm that mode. Annunciations of the operational modes and autopilot engagement status are also provided on the PFD in the FMA area. The other FGCS annunciations and indications, related to the FGCP function / operation are presented on the appropriate MCDU pages. The flight guidance control system indirectly drives the primary flight controls, through either the cockpit control column or through other processing modules.
last update: Nov06
Chapter 22-11
Page 1
Figure 1: The automatic flight control system
Diplay Controller
Guidance Control
Diplay Controller
last update: Nov06
Chapter 22-11
Page 2
170/190
Guidance Panel
The GP is on the glareshield panel in the cockpit. The dual channel GP supplies the means for the selection of all FGCS flight director functionality. Each channel communicates with one AFCS channel 1 or 2. For the FGCS functions, the GP serially transmits the pushbutton data through the private RS-422 serial links to the MAU control I/O modules. The FGCS uses a second path (direct discretes) to send the GP a validation of the operator selections by turning the annunciators for each pushbutton on or off. If an FD mode is armed or engaged, the annunciator for the pushbutton comes on. The annunciation of the modes and the autopilot engage status also shows on the PFD. The controls on the GP are placed in five functional groups as follows: Lateral guidance control AFCS control Speed control Vertical guidance control DCP (Display Control Panel)
last update: Nov06
Chapter 22-11
Page 3
Figure 2: Flight Guidance and Control System (FGCS)
REVERSIONARY PANEL PILOT CHRONOMETER PB ON-SIDE IRS REV PB EICAS DECLUTTER OVERRIDE PB T/O CONFIG CHECK PB
CROSS-SIDE ADC REV PB
CROSS-SIDE ADC REV PB
CROSS-SIDE IRS REV PB
CROSS-SIDE IRS REV PB
THROTTLE CONTROL QUADRANT (TCQ) TOGA SIGNAL 1 TOGA SIGNAL 2 PILOT CONTROL YOKE TCS NO. 1 AP QD COPILOT CONTROL YOKE TCS NO. 2 AP QD
ON-SIDE ADC REV PB
ON-SIDE ADC REV PB
ON-SIDE IRS REV PB
COPILOT CHRONOMETER PB
LEFT DC (J1) MAU 1 (RS-422)
LEFT GP (J2)
RIGHT GP (J3)
RIGHT DC (J4) MAU 2 (RS-422)
GUIDANCE PANEL
(RS-422) CONTROL I/O 1 ANNUN VALID BTN PNL ARM BACKPLANE BUS DATA (RS-422) DATA (RS-422) STROBE (RS-422) CLK (RS-422) NIC TO OTHER AIRCRAFT SYSTEMS
(RS-422) ANNUN VALID BTN PNL ARM DATA (RS-422) STROBE (RS-422) CLK (RS-422) TO OTHER AIRCRAFT SYSTEMS ASCB NIC BACKPLANE BUS DATA (RS-422) CONTROL I/O 2
ASCB
last update: Nov06
Chapter 22-11
Page 4
170/190
22-17 AFCS Warnings and Indications

Figure 1: FMA (Flight Mode and Annunciation)
Basic FMA will include five boxes depicting:
SPEED/AT MODE
STATUS
SRC
LATERAL
VERTICAL
Lateral/Vertical FD modes will be combined when applicable ( ie. Approach modes) Armed FD and SPEED modes will be displayed below active line When the FMS source is selected the FD mode will be identified by color without the use of the letters V and L
Figure 2: Flight Mode Annunciator (FMA)
PFD Source Selection
Captured Vertical Mode
Armed Vertical Mode
Captrued Lateral Mode
Autopilot Engaged Status
Armed Lateral Mode
last update: Nov06
Chapter 22-17
Page 2
170/190
Notes
Figure 3: AFCS Indications
Altitude Preselect VNAV Preselect Airspeed Vertical Speed Preselect
Vert Speed Preselect Bug Airspeed Preselect Bug Aircraft Symbol Horizontal Deviation Display Heading Select Readout Course Select Readout Heading Select Bug Course Select/ Desired Track Pointer Vertical Deviation Display
Alt Preselect Bug
last update: Nov06
Chapter 22-17
Page 4
170/190
AFCS Channel Select on MCDU

The MCDU gives the option to select the channel that the AFCS uses.The SETUP page shows this option.The LSK (Line Select Key) 3R changes between channel A and channel B.The selected channel shows in larger size letters.To access the SETUP page, the pilot or copilot pushes the MENU key on the MCDU.Then the pilot or copilot pushes the LSK 1L for the MISC MENU.On the MISC MENU, the pilot or copilot pushes the LSK 2L to show the SETUP page.
Figure 4: Autopilot Channel Selection
The Auto P ilot ha s two cha nne ls which a lte rna te a utoma tica lly by s ys te m or by pilot input.
The AP provides automatic pitch and roll control of the airplane through the elevator and aileron AP servos.
last update: Nov06
Chapter 22-17
Page 6
170/190
AP/TRIM Disc Pushbutton

The AP/TRIM disconnect pushbutton on the pilot and copilot control yokes is a momentary switch that does a QD (Quick Disconnect) of the autopilot functions.The switch supplies an output to the GP and to the AIOP modules. The GP transmits the state of the switch to the ASCB through the control I/ O 1 and 2 modules.The AIOP modules sense the state of the switch and make the servo clutch drives unserviceable. When the autopilot disengages, a reverse video flashing AP (Automatic Pilot) shows on the FMA (Flight Mode Annunciator) area on the PFD.Likewise, when the autopilot disengages, the pilot and copilot hear an AUTOPILOT aural warning.The AP/TRIM disconnect pushbutton lets the pilot or copilot turn off the AP annunciator and aural warning.The annunciator and aural warning turn off when the pilot or copilot pushes the AP/TRIM disconnect pushbutton and holds it for more than two seconds.
AP/FD TCS Pushbutton

The AP/FD TCS pushbutton makes the autopilot servo clutches disengage. When the TCS (Touch Control Steering) pushbutton is released, the autopilot system automatically engages the servo clutches. When the TCS pushbutton is pushed during takeoff, and the aircraft is below 400 feet AGL (Above Ground Level), the FGCS disengages the takeoff mode when the aircraft reaches 400 feet AGL.
Figure 5: Autopilot Dis-engagement
Manual Trim switch
TCS
Quick Disconnect The autopilot shall command the servo clutches to disengage while TCS is active. The autopilot shall automatically reengage the servo clutches and resynchronize references when TCS deactivates.
Chapter 22-17
Page 8
170/190
Notes
Figure 6: CAS Messages
CAS MESSAGE AFCS FAULT AFCS PANEL FAIL AFCS PANEL FAULT AP FAIL AP FAULT AP PITCH MISTRIM AP PITCH TRIM FAIL AP PITCH TRIM FAULT AP ROLL MISTRIM APPR2 NOT AVAIL AT FAIL AT FAULT AT NOT IN HOLD DISPLAY CTRL FAIL DISPLAY CTRL FAULT ENG TLA NOT TOGA ENG TLA TRIM FAIL FD FAIL FD FAULT FD LATERAL MODE OFF FD VERT MODE OFF YD FAIL YD FAULT YD OFF
TYPE ADVISORY ADVISORY ADVISORY CAUTION ADVISORY CAUTION CAUTION ADVISORY CAUTION ADVISORY CAUTION ADVISORY CAUTION CAUTION CAUTION CAUTION ADVISORY ADVISORY ADVISORY CAUTION CAUTION ADVISORY ADVISORY ADVISORY
DESCRIPTION Loss of Redundancy of the AFCS Failure of the AFCS portion of the Guidance Panel Fault of the AFCS portion of the Guidance Panel Failure of the Autopilot Failure of a Single Channel of the Autopilot The AP Detects a Pitch Mistrim Condition Failure of the AP Pitch Trim Function Failure of a Single Channel of the AP Pitch Trim Function The AP Detects a Roll Mistrim Condition CAT II Is Not Available Failure of the Autothrottle Function Failure of a Single Channel of the Autothrottle Function The Autothrottle is not in Hold Failure of the Display Controller portion of the Guidance Panel Fault of the Display Controller portion of the Guidance Panel The Thrust Lever is not in TOGA Position Failure of Engine TLA Trim Failure of Flight Director Failure of a Single Channel of the Flight Director Failure of the Flight Director Lateral Mode Failure of the Flight Director Vertical Mode Failure of the Yaw Damper Failure of a Single Channel of the Yaw Damper Yaw Damper is Off
FAULT CODE 22102200 22100200 22100300 22100400 22100500 22100600 22100700 22100800 22100900 22000100 22300100 22300200 22300300 22102000 22102100 22300400 22300500 22101100 22101200 22101300 22101400 22101700 22101800 22101900
last update: Nov06
Chapter 22-17
Page 10
170/190
Auto Pilot System Diagnostic Tests

SYSTEM DIAGNOSTICS MENU Select System Diagnostics in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the System Diagnostics Soft Key Select the System Diagnostics Soft Key by pushing one of the enter keys on CCd No.2 The System Diagnostics menu is displayed and a list of member systems organized by ATA chapter that have system diagnostic pages associated with them are presented.
Figure 7: Autopilot System Diagnostics Tests
MEM SYSTEM BER DA SYSTEM IA GNOSTICS SATUS
DATA LOA DER
FILE TRANSFER
last update: Nov06
Chapter 22-17
Page 12
170/190
Figure 8: Autopilot System Diagnostics Tests
last update: Nov06
Chapter 22-17
Page 14
170/190
22-30 Auto thrust

Thrust Management System Definition
System Definition Overview The ERJ 170 TMS is configured in a dual redundant architecture with dual redundant TRS, ETTS and AT. The dual configuration of the architecture is designed for increased system availability. Only one channel of the TMS, only a single TRS, ETTS and AT is operating at any given time. The pilot can select the priority AT channel as well as TRS and ETTS channels via the MCDU.
Figure 1: System Overview

MAU
A RINC 429 FADEC to MAU ARINC 429 MAU to FADEC CH A LE FT ENGINE FADEC Channel A
MAU
ARINC 429 MAU to FADEC CH A
Channel B
ARINC 429 FADEC to MAU Generic I/O Module 3
Generic I/O Module 1
RIGHT ENG INE FADEC ARINC 429 FADEC to MAU A RINC 429 MAU to FADEC CH B Channel B Channel A ARINC 429 MAU to FADEC CH B
ARINC 429 FADEC to MA U
AIO / Proc Module 1A

y y y y ETTS Thrust Rating Selection AT Control Law AT Engage/ Disengage Logic
ARINC 429 MAU to TCQ
Thrust Control Quadrant (TCQ ) Left A T Servo Right AT Servo
ARINC 429 MAU to TCQ
AIO / Proc Module 2A

y y y y ETTS Thrust Rating Selection AT Control Law AT Engage/ Disengage Logic
ARINC 429 TCQ to MAU AT Quick Disconnect Signal 1 Left AT Servo Enable Right AT Servo Enable
ARINC 429 TCQ to MAU AT Quick Disconne ct Signal 2 Left AT Servo E nable Right AT Servo Enable
AIO / Proc Module 1B

y y AT Disengage Logic AT T/O Clamp Monitor
AIO / Proc Module 2B

y y AT Disengage Logic AT T/O Clamp Monitor
Guidance Panel Control I/O Module 1 GP Serial Bus AT Engage/Disengage Switch GP Serial Bus A T Engage/Disengage Switch ARINC 429 - MCDU Output B us MCDU 2 ARINC 429 - MCDU Input Bus Control I/O Module 2
ARINC 429 - MCDU O utput Bus A RINC 429 - MCDU Input Bus MCDU 1
ASCB-D NIC To Other Aircraft Systems NIC
last update: Nov06
Chapter 22-30
Page 2
170/190
System Function Description

The Thrust Management System for the ERJ-170/190 is comprised of the following 3 functions:
Auto throttle system (AT)

The Auto throttle System uses data from the AFCS Flight Director and Flight Management systems to provide automatic, full flight regime energy management with a minimum of pilot inputs. Flight economy is improved by accurate speed control and thrust management. Safety is enhanced by maintaining aircraft speed and engine speed/thrust within the minimum/ maximum operating limits which helps to reduce pilot workload. AT system operation is the same as previously certified Primus 2000 AT systems.
Electronic Thrust Trim System (ETTS)

The ETTS assists the pilot or auto throttle system to match thrust response from each engine, as well as to synchronize N1 or N2 engine fan speeds. System engage/disengage status is pilot selectable. ETTS system operation is the same as previously certified Primus 2000 AT systems.
Thrust Rating Selection function

The Thrust Rating Selection function determines the thrust rating (e.g. MCLB, MCRZ, MCT, MTO) based on the phase of flight and pilot entry (for manual rating selection). The active upper engine rating is displayed on the EICAS display N1 dials. TRS system operation is the same as previously certified Primus 2000 FMS systems.
Figure 2: AT Function Description
AT Disconnect
AUTO THROTTLE ENGAGE BUTTON ON GUIDANCE PANEL
TOGA switch
last update: Nov06
Chapter 22-30
Page 4
170/190
Auto throttle System (AT)

The baseline ERJ170 contains a dual Auto throttle System. The Auto throttle System uses data from the FADEC, TCQ, MCDU, AFCS Flight Director, and Flight Management systems to provide automatic, full flight regime energy management with a minimum of pilot inputs. Flight economy is improved by accurate speed control and thrust management. Safety is enhanced by maintaining aircraft speed and engine speed/thrust within the minimum/ maximum operating limits which helps to reduce pilot workload. The Auto throttle will automatically position the throttle levers for speed or thrust control by closing the loop on Throttle Resolver Angle from the FADECs. Only the high priority Auto throttle will perform this function. The following features are provided by the Embraer ERJ170 Auto throttle system: The dual TMS allows either AFCS channel to control the throttle servos and ETTS. Priority automatically switches when the high priority AT channel detects a failure and the other channel is still capable. If the AT was engaged when this priority transfer occurs, it is automatically disengaged and must be manually re-engaged by the crew. Manual channel selection of the AT is available to the flight crew via the MCDU, provided the two channels are equally capable. Full Flight Regime Auto throttle Operation including: Takeoff Climb Cruise Approach (Glides lope) Go Around Retard Winds hear FADEC will provide digital parameters such as Engine Ratings (TO, GA, CON, CLB1, CLB2, CRZ),
Figure 3: PFD- Mode Annunciators
Autothrottle Annunciation
- AT disengaged normally
- AT disengaged abnormally
- AT override function is active & AT is replaced by OVRD

Chapter 22-30
Page 6
170/190
Electronic Thrust Trim System (ETTS)

The ETTS assists the pilot or Auto throttle System to match thrust response from each engine by synchronization of N1 and engine trim. System engage/ disengage status follows Auto throttle engagement status. The Electronic Thrust Trim System (ETTS) commands limited authority thrust changes for the FADECs and outputs the commands on ASCB. The Generic I/O module subsequently reads the commands from the ASCB and transmits them to the FADECs via ARINC 429 busses. The trim system performs TRA trimming to assist the pilot and AT by equalizing the thrust setting for both engines. When the throttles are within trim authority of the active N1 rating, and the auto throttle is not engaged, the ETTS will trim the engines to achieve the active N1 rating. The FADEC transmits to the TMS the trim authority available to the ETTS.
Figure 4: Electronic Trim System
last update: Nov06
Chapter 22-30
Page 8
170/190
Thrust Rating Selection Function

The Thrust Rating System provides automatic selection of the appropriate thrust (N1) rating based on the current phase of flight. The selected rating is displayed on the EICAS. The MCDU provides a means for manually entering a thrust rating, and selecting the AT source and ETTS mode. The MCDU also provides a means for the crew to select the priority channel for the thrust rating function, provided the two channels are equally capable. The Thrust Rating Selection (TRS) function determines the thrust rating (e.g. TO, GA, CON, CLB1, CLB2, CRZ) based on the phase of flight and pilot entry (for manual rating selection). The active upper engine rating is displayed on the EICAS display N1 dials. The Embraer ERJ170 Thrust Management System contains the following components: Thrust Management System software which resides and executes on the AIO modules, An ARINC 429 interface with the Thrust Control Quadrant (TCQ), ARINC 429 interfaces (located on the generic I/O modules) with both FADECs, Two AT servos located in the TCQ, One AT engage/disengage switch located on the Guidance Panel, Two AT quick disconnect switches located on the throttle levers, An AT source selection on the MCDU, and An engine rating selection for TRS on the MCDU.
Figure 5: Thrust Rating Selection Function
Provides automatic selection of the appropriate N1 rating based on the phase of flight THRUS T RATING Provides input for display S ELECTION ON Allows for manually selected thrust ratings MCDU
Thrust ratings include:
MTO MCLB MCRZ Manual
last update: Nov06
Chapter 22-30
Page 10
170/190
Figure 6: TMC CAS Messages
# 1 2
Cat. A A
Message AT FAIL AT FAULT
Description Both AT Channels are failed. A Single AT Channel failed.
CASCADED MESSAGE
INHIBITED FLIGHT PHASE
K3 K3 K4 K5
AT NOT IN HOLD
ENG SYNC FAIL
ENG SYNC LIMIT
Autothrottle is not in TO Hold while the aircraft is in TO Hold mode r efion (beyond 60 kt IAS during TO roll and below 400 ft AGL) Selected Sync function is unavailable Selected Sync function is unable to perform the pilot selected function to an authority limit
K3 K5 K3 K5
last update: Nov06
Chapter 22-30
Page 12
170/190
22-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 22-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
10-00 Autopilot Channels 10-12 Mach Trim Channels (ERJ-190) 10-14 Yaw Damper Channels 10-16 Flight Director Channels
B 2 B 2 B 2 B 2
0 1 1 1 1
May be inoperative provided operations do not require their use. One channel may be inoperative provided operations do not require its use.
| | |
11-01 Guidance Panel (GP) 1) GP Channels 2) Flight Director (FD) Buttons
C 2 C 2
1 0 0 0 0 0 0 0 0 0
May be inoperative provided operations do not require its use. May be inoperative provided operations do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. (Continued)
3) Autopilot (AP) B 1 Button 4) Yaw Damper (YD) Button 5) Source (SRC) Button 6) Airspeed to Mach (PUSH IAS/MACH) Change Button 7) Navigation (NAV) Mode Button 8) Heading (HDG) Mode Button C 1 C 1 C 1 C 1 B 1
10-20 Takeoff/Go-Around C 2 (TO/GA) Buttons
9) Approach (APP) C 1 Mode Button 10) Bank (BANK) Limiter Button C 1
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last updae: Jun06
Chapter 22-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 22-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 22 AUTO FLIGHT
11-01 Guidance Panel (Cont'd) 11) Heading Selector (HDG SEL) Knob 12) Heading Synchronization (PUSH SYNC) Button 13) Flight Level Change (FLCH) Mode Button 14) Vertical Navigation (VNAV) Mode Button 15) Altitude Hold (ALT) Mode Button 16) Feet to Meter (PUSH FT-M) Change Button 17) Flight Path Angle (FPA) Mode Button
B 1 C 1 C 1 C 1 C 1 C 1 C 1
0 0 0 0 0 0 0 0
May be inoperative provided operations do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided operations do not require its use. May be inoperative provided operations do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. (Continued)
11-01 Guidance Panel (Cont'd)
0 0 0 1 0 0
May be inoperative provided procedures do not require its use. May be inoperative provided procedures do not require its use. May be inoperative provided Autothrottle Channels are considered inoperative and not used. | | | |
19) Vertical Speed C 1 (VS) Mode Button 20) Vertical Speed C 1 (VS DN UP) Selector Thumb Wheel 21) Autothrottle (A/T) Button B 1 A 2 C 2 B 2
11-02 Autopilot/Trim Disengage (AP/TRIM DISC) Buttons 11-03 Autopilot/Flight Director Touch Control Steering (AP/FD TCS) Buttons 30-00 Autothrottle Channels
One may be inoperative on non flying pilots side provided: a) Autopilot is not used at less than initial approach altitude, and b) Repairs are made within two flight days.
18) Flight Path C 1 Angle Selector (FPA SEL) Knob
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 22-MEL
Page 2
170/190
REVISION NO: DATE:

(2) Rectification Interval (3) Number installed
PAGE S22-1
(4) Number required for dispatch (5) Remarks or Exceptions
30-12 Autothrottle Disconnect Buttons
C 2 B 2
1 0
May be inoperative provided Autothrottle is not used.
22 Auto Flight Control System -10-00 Autopilot Channels B 2 0 May be inoperative provided operations do not require their use. NOTE: this system is required to be operative for RVSM operations.
-10-14 Yaw Damper Channels
This item must be operative.
-10-16 Flight Director Channels
This item must be operative.
-11-01 Guidance Panel (GP) 3) Autopilot (AP) Button B 1 0 May be inoperative provided operations do not require its use. NOTE: this system is required to be operative for RVSM operations. 15) Altitude Hold (ALT) Mode Button C 1 0 May be inoperative provided operations do not require its use. NOTE: this system is required to be operative for RVSM operations.
-11-02
Autopilot/Trim Disengage (AP/TRIM DISC) Buttons
One may be inoperative provided autopilot is not used below 1500 ft AGL.
-------------------------------------------------------------------------------
last updae: Jun06
Chapter 22-MEL
Page 3
170/190
ATA 23 Communication
170/190
Table of Content
23-00 Communication Introduction, System Description, VHF COMM . . . . . . . . . . . . . . . .1 Communication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 System Network, MAU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The Audio Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 The Audio Panels (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Optional SELCAL System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 RAMP Interphone Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 RAMP CALL HORN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Radio Tuning, Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . .23 Radio Tuning, Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . .25 23-11 High Frequency HF Communication System (ATA 23-11-00) (optional) . . . . . . . . . .1 HF LRU/ Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . .3 HF Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Modes and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CMF Datalink Application- Air Traffic Service (ATS) . . . . . . . . . . . . 5 Operation with other Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Access to the CMF pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 23-00 MEL (Example)
23-24 Communications Management Function Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Chapter 23-TOC
Page I
170/190
Chapter 23-TOC
Page II
170/190
23-00 Communications
Introduction
The ERJ170 communication system is based on the digital audio system and has three main systems: The radio communication system, The Flight and interphone system and the Passenger announcement system. The radio communication system enables the cockpit crew to talk air-to-air or air-to-ground via VHF and HF. It is the source of navigation data and ATC transponder function. The Flight and interphone system enables communication among the crew, and to ramp personal when the aircraft is on the ground. The Passenger announcement system enables the cockpit and cabin crews to make live announcements and to play prerecorded announcements, via cabin loudspeakers located throughout the passenger cabin.
VHF COMM
The VHF Communications system provides two-way air-to-air and air-toground communication in the frequency range of 118.000 to 136.975 MHz with 8.33 or 25 kHz channel spacing which is selectable by the flight crew. The system has an automatic transmit time-out algorithm to prevent blockage of a communication channel if a mic/boom PTT is stuck active for some reason. An optional third VHF Communication system, as a separate LRU and antenna can be installed in the aircraft. The third VHF Comm provides voice and data capability. The VHF COM system interfaces to following aircraft subsystems: Digital audio bus interface in the MRC Control and display interface to the MCDU radio tuning page Control and display interface to the EDS for radio tuning(MCDU) Control and channel selection via the audio control panel Communication management unit
System Description
The system contains two modular radio cabinets. Within each radio cabinet, radio functions are contained in line replaceable modules. Each major function has its own module with self-contained power supply, RF receivers/ transmitters, signal processing, and all other circuitry necessary for the radio function to operate.
Figure 1: Components
last update: Dec06
Chapter 23-00
Page 2
170/190
Communication system
The Digital Audio System consists of three audio control panels, two Network Interface Module (NIM) II in the modular radio cabinets interfacing with the MAUs through the ASCB-D buses, cockpit loudspeakers, headsets and microphones.
Figure 2: Locations
FORWARD E- BAY MID E- BAY
MRC # 1
MRC # 2
last update: Dec06
Chapter 23-00
Page 4
170/190
General Description
The VHF COMM system can transmit and receive voice signals and data in these modes: Analog voice 8.33 kHz channel (ARINC (Aeronautical Radio Incorporated)-716 type) Analog voice 25 kHz channel (ARINC-716 type) Analog MSK (Minimum Shift Key) data mode 0 (ARINC-716 type) Data link mode A, MSK (ARINC-750 type) Data link mode 2, D8PSK (Differential 8-Phase Shift Key) (ARINC750 type) The aircraft has three VHF COMM systems: VHF COMM 1 system VHF COMM 2 system VHF COMM 3 system Each VHF COMM system has one VHF COMM module, which is an LRM (Line Replaceable Module). For the VHF COMM 1 system, the module is installed in the MRC (Modular Radio Cabinet) 1, in the forward avionics compartment. For the VHF COMM 2 system, the module is installed in the MRC 2, in the middle avionics compartment. For the VHF COMM 3 system, the module is installed in the MMRC (Mini Modular Radio-Cabinet), in the aft avionics compartment. The DC (Direct Current) ESS (Essential) Bus 1 supplies the power to the VHF COMM 1 system. The DC Bus 2 supplies the power to the VHF COMM 2 system through the SPDA (Secondary Power Distribution Assembly) 2. The DC Bus 2 also supplies the power to the VHF COMM 3 system through the SPDA 2. The VHF COMM system can be tuned by the MCDU (Multifunction Control Display Unit) or by the CCD (Cursor Control Device) and PFD (Primary Flight Display). The MCDU is the primary controller and the CCD and PFD are the secondary controllers. The DAP (Digital Audio Panel) controls the radio selections and audio outputs of the VHF COMM system.
Figure 3: Communication System Schematic
last update: Dec06
Chapter 23-00
Page 6
170/190
System Network
The radio system network interface is implemented using the NIM module. The NIM is a line replaceable module within the Modular Radio Cabinet and contains the system network bus interface and the digital audio bus interface. The NIM consists of an interface to ASCB that uses the same type of circuitry and software design as the MAU NIC. In addition, the NIM utilizes the standard network Data mapping algorithms from the MAU- hosted modules (e.g I/O modules) to interface with the radio bus and the ARINC bus that provides the MRC with the data interface to the Primus Epic system.
MAU Interface
The MAU receives the radio data from an ARINC 429 bus at the Generic I/ O Module. The Generic I/O Module contains a standard interface circuit that transfers data to and from a back plane bus. The interface circuit performs functions that include data distribution, data integrity checking, and source identification. The back plane bus is a parallel high capacity general-purpose bus contained in the MAU that transfers all data between the modules and the network interface controller. The network interface controller also contained in the MAU is a dedicated module that interfaces the back plane bus to the external ASCB network. The ASCB network provides the communication between the MAU and the DU`s, where the information is displayed on the PFDs.
Figure 4: System Architecture
last update: Dec06
Chapter 23-00
Page 8
170/190
The Audio Panels

Three Audio Control Panels (ACP), one for each crew member and one for the observer provide the audio selection for all audio communications to and from the cockpit. They also provide aural warnings from the MAU and other systems such as TCAS. ACP1 is powered from DC ESS BUS1, and ACP2 from DC ESS BUS2, while ACP3 is powered from the DC BUS 1. The desired channel is selected via different buttons on the ACP. The microphone selection buttons enable the pilot to select any radio to speak. A light illuminates inside the button to indicate that it is pressed. Only one microphone selection button can be selected at a time. The audio selection buttons enable the pilot to select any radio, navigation aid or interphone channel for listening. A light illuminates inside the button to indicate that it is pressed. Any number of selections can be made simultaneously. The telephony buttons on the right - EMER, RAMP, CABN are set up with a hot mic, which provides interphone communication on a telephony basis. A light illuminates inside the button to indicate that it is pressed. Flashing of the light indicates a waiting call from or to the respective station. More then one telephony button can be selected at a time with a maximum of one microphone selection button active.
Figure 5: The Audio Panels
last update: Dec06
Chapter 23-00
Page 10
170/190
The Audio Panels (continued)

Operation AIRBORNE AUDIO SYSTEM The DAP has the function that follow: Supplies integrated control of all audio functions in the aircraft. Receives digital audio data from the NAV and COMM systems through a digital audio bus. Converts digital data to analog signals that operate the cockpit loudspeakers and headsets. Supplies an audio output for the DVDR (Digital Voice- Data Recorder) units. The backup mode is set if the DAP power or digital audio bus has a failure. The backup mode connects the microphones directly to the VHF COMM receiver and headphone volume control, releases all transmit buttons, and disarms all other DAP functions and modes. BKUP VOLUME The BKUP Volume switch puts the headset volume in the normal (NORM) or emergency (BKUP) mode. The audio is in NORM mode when the BKUP switch is set to the NORM position. The emergency BKUP mode is set when the switch is released (BKUP- extended position). In the emergency operation mode, power is not necessary to the DAP. The BKUP switch knob adjusts the audio volume to the headset in the BKUP mode of operation. MIC SELECT The MIC select switch gives the operator an alternative between two modes: AUTO or MASK. The headset boom microphone is on when the MIC switch is set to the AUTO position. The mask microphone is on when the MIC button is released (MASK- latched out position). During the emergency operation, the switch can be set to either AUTO or MASK.
LCD The LCD shows audio status data. The audio status data includes volume level, stuck microphone message, and transmit annunciation. MASTER VOLUME CONTROL The master volume control adjusts the loudspeaker volume and sidetone volume. The volume knob is turned clockwise to increase the volume. During the emergencyoperation, the loudspeakers is not available. VHF RADIO MODE The operation to transmit or listen to the audio from the VHF COMM radios are the same for all VHF channels. The operation of the DAP with the VHF1 radio is given below. To hear the audio from the VHF1 radio, the operator pushes the VHF1 AUD button on the DAP. If the SPKR button is selected, the DAP sends the audio to the cockpit loudspeaker. If the HDPH button is selected the DAP sends the audio to the headset. The operator pushes the VHF1 AUD button a second time to stop the audio from the VHF1 radio. To transmit on the VHF1 radio, the operator pushes the VHF 1 MIC button on the DAP. The light on the MIC button goes on. The DAP turns on the audio for that channel (The light on the AUD button comes on). The DAP also adjusts the audio to a preset minimum volume so that the operator will hear any activity on the radio channel. Only one DAP can transmit on the radio while it is in use. The volume display on these other DAPs will show the word BUSY. However, the pilot DAP is set by configuration to override transmissions on the copilot and observer DAPs. The copilot DAP is set by configuration to override transmissions on the observer DAP.
Figure 6: Audio Panels (continued)
last update: Dec06
Chapter 23-00
Page 12
170/190
The Audio Panels (continued)

When the VHF 1 radio is set to transmit, the volume display shows the 4digit radio code VHF 1 followed by the volume level. The volume level is a number between 0 and 99. The VOL knob adjusts the audio volume while the channel is on and shows in the LCD. The operator pushes the PTT button connected to each DAP to transmit from the headset boom microphone or the mask microphone. While the PTT button is held down, the volume display shows the radio code and the letters TX. If the PTT button is held for longer than two minutes, the radio transmit function ends and the volume display shows the words STK MIC. To stop the microphone inputs to the VHF 1 radio, the operator pushes the VHF 1 button on the DAP. This will also stop the audio from that channel. The lights on the MIC button and AUD button go off. PA MODE The operations to transmit or listen to the audio from the PA system are given below. To hear the audio from the PA system, the operator pushes the PA AUD button on the DAP. If the SPKR button on the DAP is set, the DAP sends the audio to the cockpit loudspeaker. If the HDPH button is set, the DAP sends the audio to the headset. The operator pushes the PA AUD button a second time to stop the audio from the PA system. To speak on the PA system, the operator pushes the PA MIC button on the DAP. The lights on the MIC button and AUD button go on. The DAP turns on the audio for that channel. Only one DAP can transmiton the PA system while it is in use. The volume display on these other DAP will show the word BUSY. EMERGENCY INTERPHONE MODE The flight crew uses the emergency interphone to talk to the flight attendants in an emergency. A flight attendant can also use the emergency interphone to send a signal and speak to the flight crew in an emergency.
CABIN INTERPHONE MODE The flight crew uses the cabin interphone to get communication with the flight attendants. A flight attendant can also use the cabin interphone to call and speak to the flight crew. NAV AUDIO MODE The DAP has audio buttons for the receive- only NAV radios. To listen to the audio from the NAV radio, the flight crew member pushes the NAV audio button. The light in the button comes on. The LCD shows the NAV radio code and the volume level. The VOL knob on the DAP can be used to adjust the volume level. After about 15 seconds, the LCD changes back to show the last active microphone. To stop the audio, the flight crew member pushes the NAV audio button twice, once to energize the channel and the second time to turn it off. ID FILTER MODE The identification (ID) button on the DAP removes the voice signals from the VOR (VHF Omnidirectional Range) or the ADF audio. When the ID filter button is pushed, the light in the button turns on. A filter in the DAP removes all voice signals, the flight crew member pushes the ID filter button again. The light in the button goes out and the audio contains both voice and identification signals.
Figure 7: Audio Panels (continued)
last update: Dec06
Chapter 23-00
Page 14
170/190
Optional SELCAL System

The digital audio system also includes the selective calling (SELCAL) function. Aircraft implementing the SELCAL function are assigned a unique 4letter SELCAL code. The SELCAL code is set and stored in the AV- 900 configuration database file. The SELCAL function monitors all incoming calls for a SELCAL encoded tone. The function compares the tone sequence of an incoming call to the SELCAL code to find out if it is a selective call. When a call is received, the SELCAL function supplies an aural and visual message to tell the crew that a HF or VHF radio has received a SELCAL transmission. Operation SELCAL OPERATION The SELCAL function has a decoder that lets the ground stations, which have tone encoding equipment , to call an aircraft. The ground stations transmit the unique four-tone code (address) that is given to the aircraft. These encoded audio tones only operate with a SELCAL function set to that combination of tones. The SELCAL code is a BCD (Binary Coded Decimal) four-letter code. This combination code is composed of four audio tones that must be transmitted by the ground station to alert the crew. Each transmitted code from the ground station has two consecutive pulses. Each pulse contains two tones (two letters). Each code letter is an audio tone in BCD format. Each aircraft is given an individual SELCAL code by the ARINC (Aeronautical Radio Incorporated) registration. When the aircraft receives a selective calling, the lights in the SELCAL button, MIC and AUD control buttons of the applicable HF or VHF COMM radio start to flash on the DAPs, and an aural message is heard in the cockpit. By pushing the MIC button of the applicable HF or VHF COMM radio, the cockpit crew is able to speak into the radio and answer the call. The lights in the related MIC and AUD buttons and SELCAL button becomes stable on. By pushing the SELCAL button, the communication stops. SATCOM Operation (optional) The operation of SATCOM selection through the audio panel is the same as radio (VHF and HF) selection except for the following differences:
When a call is received (call dixcrete from the SATCOM), the annunciator on the SAT microphone button will flash. An aural annunciation will be provided by the audio system to the HDPH and SPKR channels. When the SAT microphone button is selected, both SAT annunciators turn on, and a discrete is output to the SATCOM to answer the call. The headset or mask Mic is then hot Mic, and use of PTT is not required, unless the hand Mic is used. The pilot may talk and listen as desired.
Figure 8: Digital Audio Panel Control/ Indicators
1. MIC BUTTON (6x)
2. AUD BUTTON (13x)
3. MKR BUTTON
4. ID BUTTON
MIC
VHF1
AUD
VHF2
VHF3
HF
SAT
PA
5. EMER BUTTON
NAV1 NAV2 NAV3 ADF1 ADF2 ID EMER
15. SELCAL BUTTON

DME1 DME2 MKR RAMP
6. RAMP BUTTON
14. MIC SWITCH
SELCAL
SPKR
INPH
HDPH
CAB
7. CAB BUTTON 13. BKUP SWITCH

BKUP MIC VOL
VHF1: 47
NORM BKUP AUTO MASK
8. VOL KNOB 9. HDPH BUTTON
12. LIQUID-CRYSTAL DISPLAY
10. INPH BUTTON 11. SPKR BUTTON
DIGITAL AUDIO PANEL
last update: Dec06
Chapter 23-00
Page 16
170/190
Figure 9: Digital Audio Panel Control/ Indicators

REF. CONTROL/INDICATOR
MIC (microphone-transmit) Button (VHF 1, VHF 2, VHF 3, HF, SAT, PA) selected deselected 2 AUD (audio-receive) Button (VHF 1, VHF 2, VHF 3, HF, SAT, PA, NAV 1, NAV 2, NAV 3, ADF 1, ADF 2, DME 1, DME 2) MKR (marker) Button selected deselected selected 3 deselected selected deselected selected deselected selected deselected select deselected 8 9 VOL (volume) Knob HDPH Button clockwise to increase volume selected deselected
POSITION/INDICATION
MODE
Connects the MIC and arms the audio function of that channel. The button has a light that comes on when the MIC is on. For channels with telephone features, the light flashes for incoming calls or to indicate hold status. Disconnects the microphone of the channel. Turns on the audio function of the related channel. The button has a light that comes on when the audio is on. Turns off the audio of the channel. Turns on the marker audio signal. Turns off the marker audio. The button has a light that comes on when the audio is on. Removes the voice audio from the receivedVOR and ADF audio. The button has a light that comes on when the audio is on. Removes the voice filter. The Id audio and voice signals are both heard. Used to call the cabin attendants in an emergency. Connects the MIC and arms the audio input. The button has a light that comes on when the emergency interphone channel is on. Turns off the emergency interphone audio. Used to get communication with the maintenance crew. Connects the MIC and arms the audio input. The button has a light that comes on when the ramp interphone channel is on. Turns off the ramp interphone audio. Used to get communication with the flight attendants. Connects the MIC and arms the audio input. The button has a light that comes on when the cabin interphone channel is on. Turns off the cabin interphone audio. Adjusts the volume of the last active audio channel. The volume level and active channel show in the LCD. Connects the audio signal into the headset. Disconnects the audio signal from the headset.
ID (identification) Button
EMER (emergency) Button
RAMP Button
CAB (cabin) Button
Figure 9: Digital Audio Panel Control/ Indicators (continued)
REF.
10
CONTROL/INDICATOR
INPH (interphone) Button selected
POSITION/INDICATION
MODE
Lets the pilot, copilot, and observer speak on a cockpit interphone channel. Turns off the cockpit interphone channel. Connects the pilot or copilot audio signals into the loudspeaker. Disconnects the audio signal for the loudspeaker. This LCD shows the code for the active COMM channel and one of the following:
deselected 11 SPKR Button selected deselected
12
LCD
(none)
Volume level - 0 to 99 Status - BUSY, TX (transmit), CON (connected), STK MIC, NO SOUND
NORM (latched-in)
Sets the DAP for normal operation. Sets the DAP for the emergency radio operation mode. Connects the MIC directly to the VHF COMM transmitter. At the same time, the headset connects to the VHF NAV/ VHF COM receiver and the HDPH volume control. All the MIC (transmit) buttons will be released. All the other DAP functions and modes will be turned off. In the BKUP mode, the BKUP knob controls the audio volume. The light in the BKUP switch goes on when the switch is in the BKUP mode. Energizes the boom MIC and headset. When the pilot puts on the oxygen mask and starts the air flow, the oxygen mask microphone turns on and the headset boom microphone goes off. If the auto mode has a malfunction, the oxygen mask microphone can be set manually when you push the MIC switch to the MASK position. Energizes the oxygen mask MIC. The light in the MIC switch goes on when the switch is in the MASK mode. Resets the ground-to-air calling system indications. This function supplies an aural warning and an EICAS (Engine Indicating and Crew Alerting System) message when a preset 4-letter code is received by one of the COMM radios. The light in the SELCAL button flashes when an incoming call is received. The pilot and copilot do not have to continuously monitor the communication frequencies.
13
BKUP (normal/backup) Switch
BKUP (latched-out)
AUTO (latched-in) 14 MIC (auto/mask) Switch MASK (latched-out)
15
SELCAL Button
selected
last update: Dec06
Chapter 23-00
Page 18
170/190
RAMP Interphone Operation

The operation of RAMP selection through the audio panel is defined as follows: Pressing a button on the pilots left console or on the copilots right console sounds a horn in the nose wheel well to summon ramp personnel. When ramp is selected on the audio panel, and hot microphone is enabled, the pilot microphone signal is routed to the PACIC. There are provisions for three ramp service (maintenance) interphone connections. If the pilot desires, he can select another radio, at this time the ramp annunciator on the ramp select button remains lit. To return to the ramp function, the ramp select button is pushed. For an incoming call, the ramp annunciator flashes. To pick-up the call push the ramp select button, at this time the annunciator is steady on and the display shows the characters denoting RAMP and a number between 0 and 99 denoting the volume.
Figure 10: Ramp Interphone Operation
last update: Dec06
Chapter 23-00
Page 20
170/190
RAMP CALL HORN

The ramp call horn is installed in the nose-landing-gear wheelwell. It sounds when the pushbutton on the cockpit left or right console is pushed.
Figure 11: Ramp Interphone

COCKPIT LEFT CONSOLE HORN PUSHBUTTON
FWD AVIONICS COMPARTMENT SPDA 1
COCKPIT RIGHT CONSOLE HORN PUSHBUTTON
DITCH SW
NOSE-LANDING-GEAR WHEELWELL FLAT BATTERY PROTECTION CMD
HORN
24-61-50
Chapter 23-00
Page 22
170/190
Radio Tuning Normal Operation

Normal Radio Tuning is conducted through pages on the MCDU. There is a dedicated button for RADIO on the MCDU and when selected it displays the VHF Comm page, from this page there is a Radio Menu Soft Key which displays a menu to select any of the other Radios. When the RADIO button is selected on the MCDU two pages of radio information are displayed and a detailed page for each radio is also available.
Figure 12: Radio Tuning, Normal Operation
last update: Dec06
Chapter 23-00
Page 24
170/190
Radio Tuning Abnormal Operation

Backup Tuning for the Radios is conducted through the Cursor Control Device and is displayed on the Primary Flight Display. If there is a NIM1 failure, a back-up ARINC 429 bus may be used to tune VHF COM 1,NAV1 and XPDR 1 from MCDU 2.The digital audio buses are redundant and contain identical information so the failure of a single NIM or bus will not interrupt the pilot/co-pilot audio signals. Loss of communication on the ASCB bus is denoted by dashes in the MCDU radio tune window. A radio NIM failure is enunciated as a CAS message; NAVCOM 1(2) FAIL.
Figure 13: Radio Tuning Abnormal Operation
last update: Dec06
Chapter 23-00
Page 26
170/190
23-11 High Frequency

HF Communication System (ATA 23-11-00) / optional
The EMBRAER 170/190 is equipped with a single KHF-1050 HF system, capable of long range air-to-air and air-to-ground voice communications. The system consists of the following major LRUs: Tranceiver Unit (KRX-1053) Power Amplifier (KPA-1052) Antenna Coupler (KAC-1052) HF Shunt Antenna (integral part in the leading edge of the vertical fin)
The HF system is integrated with the aircrafts avionics system, allowing frequency tuning & control via the two flight deck MCDUs, and audio control via the audio panels. The Transceiver and Power Amplifier units are installed in the aft e-bay rack. The Antenna Coupler is also installed in the aft e-bay ceiling area, near the antenna, to maximize transmission efficiency. The aft e-bay is pressurized and temperature controlled.
Figure 1: HF Component Location (Aft e-Bay)
C B D
HF TRANSCEIVER
HF POWER AMPLIFIER
HF ANTENNA COUPLER
Chapter 23-11
Page 2
170/190
HF LRU/ Component Description

Transceiver Unit (KRX- 1053) The Transceiver unit contains an exciter, which produces a very low power signal, which is fed to the Power Amplifier. The Receiver/ Exciter handles system control communication, mode control, channelization, and controls transmission power. During transmission a TX annunciation is displayed beside the active HF frequency. Power Amplifier (KPA- 1052) The Power Amplifier amplifies the signal from the Receiver/ Exciter into a 200 watt Peak Envelope Power (PEP) transmitted signal in single sideband operation or 50 watts in Amplitude Modulation (AM) operation. After filtering, the amplified signal is fed to the Antenna Coupler. In the receive mode, the signal is passed to the Receiver/ Exciter triple conversion Intermediate Frequency (IF) Amplifiers and then digitized for higher fidelity demodulation. Antenna Coupler (KAC- 1052) The Antenna Coupler is mounted near the antenna to maximize transmission efficiency. A microprocessor in the Antenna Coupler controls the Power Amplifier and exchanges information with the MCDU via the Receiver/ Exciter. The Antenna Coupler matches the impedance of the antenna to the 50 Ohm output of the transmitter. The coupler will seek a SWR of 1:1, but anything lower than 2.5:1 can be considered tuned. To facilitate operation at altitude the antenna coupler is pressurized to prevent internal arcing. Should pressurization drop below nominal limits, the power amplifier will reduce transmission power to a safe level. Should pressurization fail completely the HF system will disable transmission until the aircraft descends to an altitude with sufficient air pressure to prevent arcing. Since HF transmission requires the tuning of the antenna coupler to the selected frequency, a tuning cycle is triggered within the antenna coupler whenever a new frequency is selected on the MCDU and the PTT pressed. A TUNING message is annunciated during the tune cycle on the MCDU HF detail page 1 of 2, in inverse video. Additionally, an aural indication of the tune cycle is annunciated by a 1000 Hz tone in the headset, until tune is complete.
New frequency tuning should occur within 30 seconds, with rare cases taking longer. Retuning to a previously tuned frequency should occur within 1 second. Should the system fail to tune, this will be annunciated on the same page in inverse video and a scratchpad message will be generated, TUNE FAIL. This annunciation will remain until either a new tune cycle is initiated by re- keying the mike, or a new frequency is selected to tune. HF Shunt Antenna The Embraer 170/ 190 HF Shunt antenna is an integral part of the leading edge of the vertical fin. It is comprised of a floating (isolated) folded metalic foil sheet that is attached at its lower end to the antenna coupler feed thru adapter via a metal strip, while its top end is grounded at a convenient point of the aircraft. The HF antenna dimensions and design are based primarily on previous shunt antenna models (from other Embraer aircraft programs), but enhanced for superior performance with recommendations provided by Honeywells HF engineering team.
Figure 2: HF System Block Diagram & Architecture

ARINC 429 ARINC 429 CONTROL I/O
MAU 1 CONTROL I/O
MAU 3 GENERIC I/O
MAU 2
MCDU 1
MCDU 2
NIC
NIC
NIC
ASCB HF TUNING/MODE STATUS PILOT DAP MRC 1 AUDIO BUS NIC MIC BUS NIC COPILOT DAP OBSERVER DAP MRC 2
HF CONTROLLER 1
SELCAL AUDIO
HF PTT
HF TRANSCEIVER CONTROL/ STATUS COUPLER BUS HF AUDIO HF ANTENNA COUPLER PA SERIAL DATA CONTROL/STATUS HF POWER AMPLIFIER HF AUDIO
HF ANTENNA
AUDIO
MIC
Chapter 23-11
HF CONTROLLER 2
TUNING MODE
Page 4
170/190
HF Antenna
The HF antenna is a shunt-type antenna installed as part of the leading edge of the vertical stabilizer.
Figure 3: HF ANTENNA LOCATION
HF ANTENNA
Chapter 23-11
Page 6
170/190
Modes & Control

The two flight deck MCDUs provide the primary man- machine interface to the HF system. It enables the pilots to access, tune and control the systems operational modes, while audio (volume) control is performed via the flight deck AV- 900 audio panels. Voice transmission can be made in conventional upper and lower sideband. These are denoted on the MCDU as UV and LV for Upper Voice and Lower Voice. Amplitude Modulated communication is supported through the AM mode, and RC denotes reduced carrier power single sideband for frequency tracked receivers. With an external modem, data is supported in either in upper or lower sidebands, denoted UD or LD, however this mode of operation is not employed on the Embraer 170/ 190. Voice operation can be either Simplex, Duplex or ITU channelizations. These operational modes are designed as follows on the MCDU screen: SMPL -simplex transmission and reception on the same frequency. SPLT -duplex operation in which transmission and reception frequencies differ. ITU -duplex operation with frequencies in accord with ITU channel designations. EMERG -single button access to six pre- stored emergency frequencies. There are four methods available for noise reduction, these are listed below: SQL -signal strength squelch, for a low noise and high signal environment. SQH -audio noise squelch, for a high a noise environment. SBL -audio frequency syllabic content squelch, for a low signal environment. SBH -audio frequency syllabic content squelch, for a high signal environment.
Figure 4: NORMAL OPERATION
Figure 4: Radio Page 1 of 2
TX
Figure 5: Radio Page 2 of 2
Chapter 23-11
Page 8
170/190
23-24 Communications Management Function

Introduction
The CMF (Communications Management Function) is an ACARS (Airborne Communication Addressing and Reporting System) network compatible router through which the character-oriented data messages are communicated between the ground datelined service providers and aircraft systems. The CMF supplies a digital interface with the flight crew for the operation and management of the COMM (Communications) radio systems.
Figure 1: CMF Overview
Chapter 23-24
Page 2
170/190
General Description
The CMF is a software function that is hosted on the processor modules in the MAU (Modular Avionics Unit)s. It hosts the functional software and communications protocols that let the CMF send messages between the airborne and ground-based subnetwork systems, and operates as an end-system host. As a host, the CMF supplies the datelined application functions and router tasks for the ATS (Air Traffic Services) and AOC (Airline Operational Communications). The other datelined end-systems in the aircraft are the FMS (Flight Management System) and CMC (Central Maintenance Computer). The CMF stores the ATS and AOC messages so they can be set by the flight crew and show on the MCDU (Multifunction Control Display Unit) in the cockpit. The flight crew can use the CMF pages on the MCDU to start requests for the data and send messages to the ground systems. The CMF communicates to the systems external to the MAU through the ARINC (Aeronautical Radio Incorporated)-429 buses, through the control I/O (Input/Output) module in the MAU, or LAN (Local Area Network). The CMF communicates to the systems internal to the MAU through the ASCB (Avionics Standard-Communication Bus). The CMF communicates with the other elements of the system through the virtual backplane (PCI bus). The CMF has the capabilities that follow: Control the data communications over the air/ground subnetworks. Report the communications status and availability of each air/ ground subnetwork. Host ARINC-623 character-oriented ATS applications such as the clearances and ATIS (Automatic-Terminal-Information Service)s. Supply the capability to let the airline/aircraft OEM (Original Equipment Manufacturer) customize the AOC applications through the creation of a downloadable AMI (Airline Modifiable Information)
database. (This supplies control of the MCDU display screen formats, print definitions, and message contents and formats). Connect to the LAN printer so the messages can be printed. Report the faults and events to the CMC. Record the faults and events in NVM (Non-Volatile Memory). Supply the alert indications to the CAS (Crew Alerting System). The CMF has the component that follows: Printer
Figure 2: CMF Block Diagram
Chapter 23-24
Page 4
170/190
CMF Datalink Application- Air Traffic Service (ATS)

The CMF operates with the ATS applications, which are the characteroriented applications that transmit the data on the ACARS network. The CMF supplies the display and message procedure associated with the ARINC-623 ATS applications. The CMF supports the ATS applications that follow: The ATIS application is used to supply the terminal data reports to the flight crew. These messages are to request an uplink report and to show that data to the flight crew. The ATIS request downlink message is supplied in response to the crews action. This downlink message requests an ATIS uplink report for a specific airport or for enroute data. The ATIS report uplink message is a response to an ATIS request downlink. The TWIP (Terminal Weather Information for Pilots) application is used to supply the weather data reports to the flight crew. These messages are to request an uplink report and to show that data to the flight crew. There are two TWIP messages , one uplink and one downlink. The TWIP request downlink message is supplied in response to the crews action. This downlink message requests a TWIP uplink report for a specific airport. The TWIP report uplink message is a response to a request downlink. The oceanic clearance application is used to request an oceanic clearance that uses the ground system to supply that clearance. These messages are to replace and supplement the voice communications that would normally be used for this type of clearance. There are three oceanic clearance messages, one uplink and two downlinks. The oceanic clearance request downlink message is supplied in response to the crews action. This message requests an oceanic clearance uplink. The oceanic clearance uplink message is a response to an oceanic clearance request downlink. The oceanic clearance readback downlink message is completed in response
to the crews action. This message is used as an acknowledgement

of the oceanic clearance uplink.
The CMF supplies the display and message procedure associated with the ARINC-623 ATS applications. The CMF supports the ATS applications that follow: The expected taxi clearance request downlink message is supplied in response to the crews action. This message requests a taxi clearance uplink. The expected taxi clearance uplink message is a response to an expected taxi request downlink. The pushback clearance application is used to request a pushback clearance that uses the ground system to supply that clearance. These messages are to replace and supplement the voice communications that would normally be used for this type of clearance. There are two pushback clearance messages, one uplink and one downlink. The pushback clearance request downlink message is supplied in response to the crews action. This message requests a departure clearance uplink. The pushback clearance uplink message is a response to a pushback clearance request downlink.
Figure 3: CMF Functions
1.ACARS - Aircraft Communication and Addressing System CMF - Communicates with Ground Stations
on the ACARS network.
CMF - Operates with ATS (Air Traffic Service)

Applications that Include: ATIS - Airport info (QNH,QFE,Dew point etc). TWIP - Terminal Weather Info for Pilots. Taxi Clearance. Push Back Clearance.
Chapter 23-24
Page 6
170/190
Operation with other Systems

The CMF operates with the systems that follow: ACARS The CMF uses the applicable communications protocols (i.e., ARINC-618 air/ground protocols and ARINC-750 VDR (VHF Data Radio) protocols) to process the data messages it receives through the ACARS datelined. If the message text identifies the CMF as the system to receive the message, the CMF processes the message. If the message text identifies a system other than the CMF as the system to receive the message, the CMF removes the message text from the message (or messages from a multiblock message). The CMF then adds the control/ accountability header to the start of the message and sends the message to the applicable system. Visual warning function The visual warning function has a CAS that monitors the CMF function for alert indications. When the new data messages have been received and are ready to be read, the CMF sends an alert indication to the CAS to notify the pilot or copilot. The CAS operates with the EICAS (Engine Indicating and Crew Alerting System) display to show the alert indications. When a system failure occurs, the EICAS display in the central display system shows the CAS messages. Central Maintenance System System faults are transmitted to the CMS where the CMC records them. A portable computer can be connected to the CMC processor module through the LAN to read the system fault data. CMF INTERFACES - FLIGHT MANAGEMENT SYSTEM (FMS) The CMF operates as a router for the FMS messages to and from the ground systems. The CMF receives messages from the subnetworks through the applicable radio and MAU control I/O module. If the message is for the FMS (end system), the CMF removes the message text, adds a header, and sends the message to the FMS. The FMS interfaces with the CMF through the ASCB. When a message is sent from the FMS to the ground system, the path is the same, but the direction of the message is reversed. The FMS sends the messages that follow to the CMF for transmission to the ground systems: Flight plan requests Flight plan reports Position reports Requests for winds aloft Response messages Rejection messages The FMS receives these messages from the ground systems through the CMF router: Flight plans Winds aloft Position reports at waypoints The definition of the messages communicated to the FMS is specified by the FMS, not the CMF. CMF INTERFACES - CENTRAL MAINTENANCE COMPUTER (CMC) The CMF operates as a router for the CMC messages to and from the ground systems. The CMC is part of the CMS. The main function of the CMC is to supply the computer resources for the other systems on board the aircraft.
Figure 4: CMF Functions
2. CMS - Central Maintenance System CMF - The Central Maintenance system uses the CMF
to send fault Messages and Reports to the ground Stations.
3. FMS - Flight Management System CMF - The FMS uses the CMF to send and receive:
Flight Plan Requests. Position Reports. Winds aloft.
Chapter 23-24
Page 8
170/190
Access to the CMF pages

The MCDU is the primary flight crew interface that supplies the display and control for the CMF. To access the CMF pages, push the datelined function key (DLK) on the MCDU. If it is the first time that the CMF pages have been accessed since power-up, the CARS MAIN MENU page shows. If it is not the first access since power-up, and there are new messages, the NEW MESSAGES page shows. If it is not the first access since power-up, and there are no new messages, the last CMF page accessed shows. CARS MAIN MENU The CARS MAIN MENU is the root CMF page. It shows on the MCDU when the DLK function key is pushed for the first time after power-up. Any of the AOC pages that show in this menu can be selected. The AOC pages show the contents of the AMI database. These pages are customized by the airline when the AMI database is loaded with the GBST. The LSK to the left or right of each line in the CARS MAIN MENU selects that page as the next one to be shown on the MCDU. In this way, the CMF pages are navigated from the high-level AOC menu to the pages on the low-level menus. The most commonly accessed AOC pages in the AMI database are available from the CARS MAIN MENU and are listed as follows:
PRE FLT - pre-flight menu IN FLT - in-flight menu POST FLT - post-flight menu FREE TEXT - free text display FLT TIMES - flight times display SYS MENU - system menu access NEW MSGS - new messages display MSGS SENT - shows messages that have been sent MSGS RCVD - messages received log VOX CONTACT - VHF voice contact request display STATUS - status menu display. ATS MENU - ATS menu display
The ACARS MAIN MENU also has line prompts to request the SYSTEM and ATS menus.
Figure 5: CMF MCDU Operation
ACARS PRE IN FLT FLT
MA I N ME NU N EW M S G S MSGS MSGS VOX SENT RCVD
POS T FREE FLT
FLT TEXT T I ME S
CON T A C T S T A TUS A T S ME NU
S Y S ME NU
PERF
NAV DLK
PREV NEXT
FPL
PROG TRS
DIR RADIO
CB
BRT DIM
A
MENU
DATA LINK FUNCTION KEY-TO SHOW CMF PAGES
A G M
B H N S X
C I O T Y
D J P U Z
E K Q V
DEL
F L R W
CLR
1 4 7
SP
2 5 8 0
3 6 9
+/ /
MCDU
A
Chapter 23-24
Page 10
170/190
Printer
The CMF includes a medium-speed dot matrix printer that uses thermally sensitive paper. The printer has data and control electronics, a power supply, and a paper supply/control mechanism. The printer is mounted in the cockpit on the copilot side of the control pedestal. During maintenance activities, the printer is used to print the maintenance data and other diagnostic data from the CMS (Central Maintenance System). All communications between the printer and other systems are directed by the CMC. The MCDU menus supply the option to print the CMF display messages on the printer, over the LAN. The printer operates from 28 VDC (Volt Direct Current) power supplied by the DC (Direct Current) BUS 1. The printer front panel has a power on/off switch and control indicators for operator control, test functions, and status display. When the door on the front of the printer is open, access to the paper supply for the unit is available. The printer holds a 125 ft roll of paper. The low-paper indicator on the front panel comes on when about ten ft of paper is left on the roll. The last 6 ft of paper on the roll has a colored warning stripe, which does not affect the legibility of the printed data. If the paper runs out, the fault and low-power indicators come on and the printer does not print until the paper is added. The detection of a paper-out condition stops further printing and the data in the printer electronics buffer is retained until the paper is replaced.
Figure 6: Printer
PRINTER - FOR PRINTING CMF (ACARS) MESSAGES.

- FOR PRINTING CMC MAINT DATA.
Chapter 23-24
Page 12
170/190
23-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 23-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 23 COMMUNICATIONS
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 23-2 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 23 COMMUNICATIONS
11-00 High Frequency *** (HF) Communication System 12-00 Very High Frequency (VHF) Communication System 15-00 Satellite *** Communication System (SATCOM) 21-00 Selective Call *** System (SELCAL) 24-00 Communication *** Management Function (CMF) 24-01 Printer ***
D D C D C D C D C D
0 0 0 0 0 0 0 0
Any in excess of those required by FAR may be inoperative. Any in excess those required by FAR may be inoperative provided: a) VHF 1 is operative, and b) Procedures do not require its use. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. May be inoperative provided flight crew continuously monitors appropriate radio frequencies. May be inoperative provided procedures do not require its use. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
50-00 Crewmember Interphone Systems 51-01 Cockpit Alerting System (Chime/Light) 51-02 Cockpit Speakers 1) Flight Deck Call Lights
0 0
(O)May be inoperative provided: a) Flight deck to cabin and cabin to flight deck interphone functions operate normally on at least fifty percent of the cabin handsets, and b) Alternate communication procedures between the affected flight attendant stations are established and used. NOTE: May be inoperative provided the flight deck chime operates normally. NOTE: The flight deck chime must always be operative. Any station function(s) that operate normally may be used.
| |
1) Flight Deck to B Cabin, Cabin to Flight Deck Functions B 3 C 2
May be inoperative provided: a) Procedures do not require its use, and b) Headsets are installed and operate normally.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 23-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 23-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 23 COMMUNICATIONS
51-03 Push To Talk (PTT) Switches
0 0 0 0 0 0 0
May be inoperative provided associated PTT Switch on yoke operates normally. May be inoperative provided: a) Flight Data Recorder (FDR) operates normally, and b) Repairs are made within three flight days. May be inoperative provided associated boom microphones operate normally. (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
1) PTT Switches C 2 on Glareshield Panel 2) PTT Switches on Yoke C 2 A C
51-08 Boom Microphones 51-11 Cockpit Hand Microphones 52-00 Ramp Service Interphone System
1) Flight Deck to B Ground Function (Airplanes Operating Under FAR Part 121) 2) Flight Deck to C Ground Function (All Other Operations) D
-------------------------------------------------------------------------------
Chapter 23-MEL
Page 2
170/190
Chapter 23-MEL
Page 3
170/190
ATA 44 Communication Procedures
170/190
Table of Content
44-00 Crew communication
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Passenger address system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Service Interphone system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 In case of an emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
44-11 Passenger Address and Cabin Interphone System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 CABIN LOUDSPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 PACIC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 CD Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
44-MEL (Example)
Chapter 44-TOC
Page I
170/190
Chapter 44-TOC
Page II
170/190
44-00 Crew communication

Table 1: ATTENDANT CALL INDICATORS- GENERAL DESCRIPTION
Introduction
The Passenger Address and Cabin Interphone System provides the capability for communication between the cabin crew, pilots and passengers. The cabin is equipped with two communication stations: one at the fwd and one at the aft left hand side cabin crew seat. The communication stations consist of an interphone handset with an ear piece, electronic microphone and a push-to-talk button. The handset is fixed in its cradle by a magnetic latch. The cradle is provided with four control switches: PA; ATTND; PILOT and EMER PILOT. Attendant call lights located on the fwd and aft main ceiling panel areas provide visual indication to the cabin crew when there is a call from the pilots or passengers. FORWARD/ AFT ATTENDANT LIGHT INDICATOR PANEL The ATDT light indicator panel is composed of five different colors, each one with its own meaning and are all assembled on the ATDT light indicator panel on the ceiling panel. There are indicators installed on the FWD and AFT ceiling panels to indicate ATDTs that a call was originated. The ATDT call lights provide a visual indication to ATDT when there is a call from the flight crew or passengers. Each type of call there is just one color, that could be orange, blue, amber, red and green.
COLOR ORANGE BLUE
DESCRIPTIPON When a PAX presses the ATDT call SW located inside the lavatory. When a PAX in the cabin area presses the ATDT call SW on the PSU located above the seat. When the pilot does not want to be disturbed. This light is controlled by a SW installed on the overhead panel in the cockpit, and is designated to illuminate the sterile light. When the pilot makes an emergency call to the flight ATDT from the cockpit. When the pilot calls the flight ATDT from the cockpit.
AMBER RED GREEN
Chapter 44-00
Page 1
Figure 1: General
TEMPERATURE SETTING
TEMPERATURE SETTING
LOW OFF HIGH C H
ENABLED
LOW OFF HIGH C H
D O O R Z O N E T E M P E R AT U R E
C A B I N T E M P E R ATU R E
ENABLED
C AB IN TE M P ER AT U R E
CABIN LIGHTING
GALLEY MASTER
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
A FT E N TR AN C E
OFF
C E IL IN G
S ID E WA L L
ON
ON
ON
FW D E N TR AN C E
ON
OFF
BRIGHT DIM BRIGHT DIM
PANEL LIGHTS
TEST
C E IL IN G
S ID E WAL L
FWD GALLE Y AREA
BRIGHT DIM
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERG ENCY LIGHT
C O U R TES Y LI G H T
E VA C H O R N
EMERGENCY LIGHT
C OU RTESY LIG H T
EVAC H O R N
ON / ARMED
TEST
RESET
OFF AUTO
ON
ON / ARMED
TEST
RESET
OFF AUTO
ON
WA STE SYS TEM

TANK FULL SERVICE TANK
FWD
AFT
FAULT
LAVATO RY SMOK E TEST
PSU
LAVATOR Y FA U LT
FWD
AFT
TEST
RESET
ATT N D C AL L
WAT ER S YSTE M
WATE R QU AN TITY
RESET
FAULT
ATTND CALL
RESET
1/4
1/2
3/4
PA
ATTND PILOT EMER PILOT
PSU
LAV
ATDT EMER
STER
PA
PA
Chapter 44-00
Page 2
170/190
Passenger address system

The Passenger Address (PA) system allows announcements to be made to passengers, either by pilots on the flight deck or the cabin crew members at their stations. The announcements are heard through speakers located in the cabin and in the lavatories. The use of the PA system is prioritized. The announcements from the flight deck have first priority and override all others. The announcements from the cabin override the pre-recorded announcements which override the music system. Announcements in the cabin are performed by lifting the handset from the cradle and pressing and holding the PA button.
Chapter 44-00
Page 3
Figure 2: PA system
TND PILOT EMER PILOT
Press and hold for cabin announcements
Chapter 44-00
Page 4
170/190
Service Interphone system

The service interphone system provides intercommunication between the pilots and the cabin crew. To communicate with other cabin crew members the ATTND button has to be pressed. To gain their attention an aural signal is heard and an amber light at the cabin crew panel illuminates. When Pilot is selected, a single CALL chime is annunciated to the flight deck. The same chime is heard in the cabin when the pilots select the option CAB for a regular cabin call. In addition to the aural signal, a green light in the cabin crew panel illuminates.
Chapter 44-00
Page 5
Figure 3: Service interphone system
PSU
LAV
ATDT EMER
STER
MER ILOT
+ 1 chime
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT EME
A 1 AV
NAV A 2
A 3 AV
DF1
DF2
ID
DME1 LCAL BKUP VOL
ME2
KR
CAB
SPKR MIC
INPH
HDPH VOL
VHF1: 47
BKUP MAS
Honeywell
PSU
LAV
ATDT EMER
STER
Chapter 44-00
Page 6
170/190
In case of an emergency
To announce an emergency, the cabin crew members have to press the PILOT emergency button. This causes a triple chime on the flight deck. In the same manner the cabin will hear a triple chime when the option "emergency" is selected by the pilots on the flight deck. A red light illuminates in the cabin crew panel.
Chapter 44-00
Page 7
Figure 4: In case of an emergency
PSU
LAV
ATDT EMER
STER
+ 3 chimes
PA
MIC
VHF1
VOL
VHF2
VHF3
HF
SAT
PA EMER
A 1 AV
NAV A 2
NAV A 3
DF1
DF2
ID
DME1 SELCAL BKUP VOL
ME2
KR
CABN
SPKR MIC
INPH
HDPH VOL
RAMP
VHF1: 47
BKUP MAS
Honeywell
Chapter 44-00
Page 8
170/190
44-11 Passenger Address and Cabin Interphone System

Introduction
The PACIS (Passenger Address and Cabin Interphone System) controls the communication between the cockpit crew and passenger cabin, cockpit crew and flight attendants and flight attendants and passenger cabin. The PACIS also supplies the logic for generation of aural and/ or visual annunciators for the cockpit crew, flight attendants and passengers.
Chapter 44-11
Page 1
Figure 1: PACIC System architecture
Chapter 44-11
Page 2
170/190
General Description
The primary component of the PACIS is the PACIC (Passenger Address and Cabin Interphone Controller), which interfaces with these systems: Airborne audio system Ramp interphone Modular avionics unit Modular radio cabinet system Cabin loudspeakers Cabin interphone Warning signs Attendant call indicators Ambient music system Prerecorded announcement
Chapter 44-11
Page 3
Figure 2: PACIC System Schematic

B
MAX MIN ON TONE
A
CONTROL PEDESTAL PASSENGER ADDRESS CTL PNL FWD AVIONICS COMPARTMENT MRC 1 (SSM 34-02-80) (SDS 44-11) (MPP 44-11-02) CONTROL PEDESTAL
B
CONTROL PEDESTAL PASSENGER ADDRESS CTL PNL (SDS 44-11) (MPP 44-11-02)
C
CONTROL PEDESTAL
PILOT DIGITAL AUDIO PANEL (SSM 23-51-80)
COPILOT DIGITAL AUDIO PANEL (SSM 23-51-80)
FWD AVIONICS COMPARTMENT MRC 2 (SSM 34-02-80)
MIC BUSES
AUDIO BUSES CAB MIC
LH CBP COCKPIT
NIM 1 (SSM 34-02-80)
NIM 2 (SSM 34-02-80)
CAB AUDIO WARNING AUDIO 3
DC ESS BUS 3
AMPL
10
CAB PTT
FORWARD AVIONICS COMPARTMENT AUDIO MIC PA PTT CALL SWITCH 28 VDC PASSENGER ADDRESS CABIN INTERPHONE CONTROLLER (PACIC) (SDS 44-11) (MPP 44-11-01) LOUDSPEAKERS (SSM 44-12-80)
PAX CABIN
B
FWD AVIONICS COMPARTMENT
AIR / GROUND
OVERHEAD PANEL PASS SIGNS PANEL (SSM 33-23-80)
GENERIC I/O (SSM 31-41-80)
ATTND CALL PB
MAU 2 (SSM 31-41-80)
Chapter 44-11
Page 4
170/190
Components
PASSENGER ADDRESS AND CABIN INTERPHONE CONTROLLER The PACIC does the functions of a cabin interphone controller and passenger address amplifier. Each of these parts operates independently and has independent supplies. It is installed in the forward avionics compartment. The functions of the PACIC are: To increase the audio level of all signals addressed to the passenger cabin. To supply the logic for generation of aural and/or visual annunciators for the cockpit crew, flight attendants and passengers. To control the communication between the cockpit crew and passenger cabin, cockpit crew and flight attendants, and flight attendants and passenger cabin. Training Information Points CAUTION: MAKE SURE THAT THE PONTENTIOMETER FOR OUTPUT GAIN ADJUSTMENT, ON THE FRONT FACE OF THE PACIC, IS IN THE CERT POSITION. IF YOU CHANGE THIS POSITION THE PACIS WILL NOT OPERATE CORRECTLY. When the aircraft is on ground (WOW (Weight-on-Wheels) = true) and the engines are off, the PACIC decreases the audio output to the cabin loudspeakers by 6 dB.
Chapter 44-11
Page 5
Figure 3: PACIC. Forward E-Bay
Chapter 44-11
Page 6
170/190
CABIN LOUDSPEAKERS
Introduction The cabin loudspeakers function is to supply the audio amplified by the PACIC (Passenger Address and Cabin Interphone Controller) to the passenger cabin. General Description The cabin loudspeakers are installed in such a manner to assure that all the crew and passengers can hear the addressed sound, independently of their locations in the cabin. Components PASSENGER LOUDSPEAKERS There is one passenger loudspeaker installed on each PSU (Passenger Service Unit). LAVATORY LOUDSPEAKERS The lavatory loudspeakers are installed on the lavatory ceiling. There is one loudspeaker installed in each lavatory. CEILING PANEL LOUDSPEAKERS The ceiling panel loudspeakers are installed at the forward and aft passenger entrance areas. There are two loudspeakers installed on the forward ceiling panel and two on the aft ceiling panel. Operation The cabin loudspeakers operate whenever the PACIC supplies an amplified audio signal or a chime. Training Information Points The lavatory loudspeakers only operate if the lavatory door is closed and latched.
Chapter 44-11
Page 7
Figure 4: Cabin loudspeakers
A B
M F E
L H
C B
E D
A
F WD P A X E NTR A NC E CE I LIN G P A NE L L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) F WD GA LLEY A R EA CE I LIN G P A NE L L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) 1S T RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 3RD RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 5TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 7TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 9TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 11T H RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 13 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 15 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 17 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F WD
LA V A T OR Y
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 02)
FL
2 ND RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
4TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
F
F
10 TH RH PS U L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 )
F
F
F
F
F OR WA R D A V IONIC S C OM P T
F
A T T #1
P A CI C (S S M 4 4 11- 8 0) A T T #2
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 2 ND L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 4TH L H PS U
F
F
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 10 TH L H PS U
F
F
F
F
K
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) AF T P A X E NT RA NC E CE I LIN G P A NE L
J
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 03 ) A F T R H MAI N CE I LIN G P A NE L
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 1S T L H PS U
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 3RD L H PS U
F
F
F
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 01 ) 11T H L H PS U
F
F
F
L OUDS PE A KE R (S D S 4 4- 1 2) (MPP 4 4- 1 2- 02) AF T LA V A T OR Y
Chapter 44-11
Page 8
170/190
PACIC System
FLIGHT-ATTENDANT HANDSET/CRADLE There are flight-attendant handset/cradles in the FWD (Forward) and aft work areas, and they can be installed on the airstair wardrobe or lavatory. On the handset cradles there are four buttons with the related LED (Light-Emitting Diode). Each button has a different function, as shown in the table that follows: TABLE - CABIN INTERPHONE - FLIGHT-ATTENDANT HANDSET/CRADLE REF. BUTTON FUNCTION 1 PA Allows communication between flight attendants and passengers. 2 ATTND Allows communication between the flight attendants. 3 PILOT Allows communication between flight attendants and cockpit crew. 4 EMER PILOT Allows communication between the flight attendants and pilot in emergency mode.
Operation The handset is held on the cradle by means of magnetic latches. To operate the handset, remove it from the cradle and push one of the buttons (PA, ATTND, PILOT and EMER PILOT). The operation of the attendant handset has four different modes, as described: PA mode: When the PA pushbutton is pushed, the PA LED comes on on each handset cradle. After that, by pressing the PTT button on the handset your voice comes through the cabin loudspeakers. ATTND mode: When the ATTND pushbutton is pushed, a single chime comes through the cabin loudspeakers and the ATTND LED comes on and flashes on each handset cradle. Communication between the flight attendants is possible by removing any other handset from
the cradle. PILOT mode: When the PILOT pushbutton is pushed, a single chime comes through the cockpit loudspeakers. The CAB pushbutton light comes on and flashes on the DAP (Digital Audio Panel)s, the PILOT LED comes on and flashes on each handset cradle, and the PILOT CALL light (red) comes on and flashes on the forward and aft attendant light indicator panels. The communication starts by pushing the CAB pushbutton on one of the DAPs. As a result, the CAB pushbutton light becomes stable on (on the other DAPs, the light goes off), the PILOT LED becomes stable on on each handset cradle, and the PILOT CALL light (red) becomes stable on on the forward and aft attendant light indicator panels. EMER PILOT mode: When the EMER PILOT pushbutton is pushed, a triple chime comes through the cockpit loudspeakers. The EMER pushbutton light comes on and flashes on the DAPs, the EMER PILOT LED comes on and flashes on each handset cradle, and the pilot emergency call light (red) comes on and flashes on the forward and aft attendant light indicator panels. The communication starts by pushing the EMER pushbutton on one of the DAPs. As a result, the EMER pushbutton light becomes stable on (on the other DAPs the light goes off), the EMER PILOT LED becomes stable on on each handset cradle, and the pilot emergency call light (red) becomes stable on on the forward and aft attendant light indicator panels. To stop the communication put the handset back on its cradle. All the related lights go off.
Chapter 44-11
Page 9
Figure 5: PACIC System Schematic

1 MONUMENT ( REF.)
B
1 MONUMENT ( REF.)
PA
ATTND
PILOT
EMER PILOT
A
P
T T
A
F OR WA R D AV I O NI CS C OMP T
F OR WA R D MON UME NT
FUS EL A GE
1
HA N DS ET / C R A DL E A S S Y A T T #1 (S D S 4 4- 1 3) (MPP 4 4- 1 3- 0 1)
R C VR PT T MI C
B
CALL
S EL
L H CBP
CO C K PI T
L GHT I
E ME R DC E S S B US 3
LG I HT
P AX
CA BI N
AT T L I G HT
CABI N I NP H 5
P A CI C (S S M 4 4 11- 8 0)
L OUDS PE A KE R S (S S M 4 4 12 -8 0 )
PA L I G HT C E NT E R F US I I I MON UME NT
1
28 V DC HA N DS ET / C R A DL E A S S Y A T T #2 (S D S 4 4- 1 3) (MPP 4 4- 1 3- 0 1)
R C VR PT T MI C
S EL
Chapter 44-11
Page 10
170/190
CD Player
CD PLAYER. The CD player has the capability of playing one 4.7 in CD at a time, and allows complete control of track selection and play. It features track search, track repeat, advance, reverse, as well as pause functions. If the power fails, a low-current keep-alive signal keeps the memory. Operation The CD player is fully operated by means of buttons on the front panel. To start the operation of the CD player, push the PWR button and insert a CD into the CD slot with the label side up, until the unit automatically pulls it and the display shows the message LOAD. The unit starts to play the first track of the CD. The display shows the track number and its elapsed time. While the CD plays: Push the VOL UP button to increase the volume. Push the VOL DOWN button to decrease the volume. Push the SEL button to select the functions that follow: VOL/BAS/ TRE/BAL/FAD. Use the UP and DOWN buttons to set them. Push the DWN button to return to the start of the current track. Push it again to go back to the start of the previous track. Push the UP button to go to the start of the next track. Push the R/R button to start the repeat mode. The REP indicator shows on the display and the track plays again and again. Push the R/R button to cancel the mode. Push and hold the R/R button for more than two seconds for random selection of the available tracks. The R indicator shows on the display. Push the EJECT button to eject the CD.
Push the PWR button to turn off the unit.
Chapter 44-11
Page 11
Figure 6: CD Player System Schematic
AICD III
AVIONICS INNOVATIONS
PWR
SOURCE
MUTE DISP R/R DWN 1 2 3 4 5 6 LOC

MONO
LOUD BAND UP
TUNE/TRACK
VOL SEL
VOL
RH CBP
CO C K PI T
DC B US
2 F OR WA R D FUS EL A GE
P R A/ MUS I C
GA L L E Y 2 (S S M 2 5 - 31 - 82 )
F OR WA R D GA L L E Y C O NT ROL MOD UL E (S D S 2 5- 3 6) C D P L AY E R 2 8 V DC 2 C D P L AY E R (S D S 4 4- 21 ) (MPP 4 4- 21 - 01 ) A UD I O
AV I O NI CS
C OMP T
P AX
CA BI N
P A SS E NGE R A D DR E S S A ND C A B I N IT N E RP HO NE C ON T R OL L E R (P A CI C) (S S M 4 4 11- 8 0)
A UD I O
L OUDS PE A KE R (S S M 4 4 12 -8 0 )
Chapter 44-11
Page 12
170/190
44-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 44-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
11-00 Passenger Address B 1 System (PA) 12-01 Passenger Cabin Speakers C 1 C C
0 0 0 0
(O)May be inoperative provided: a) Alternate, normal and emergency procedures and/or operating restrictions are established and used, and b) Flight attendant alerting system (audio and visual) operates normally. NOTE: Any station function(s) that operate normally may be used.
13-00 Cabin Service Interphone System
(O)May be inoperative provided alternate communication procedures between the affected flight attendant stations are established and used. Any station function(s) that operate normally may be used.
1) Cabin to Cabin B 2 Function B
NOTE:
(O)May be inoperative provided: a) PA not required by FAR, and b) Alternate, normal and emergency procedures and/or operating restrictions are established and used. NOTE: Any station function(s) that operate normally may be used.
(O)May be inoperative provided: a) Cabin to cabin interphone functions operate normally on at least fifty percent of the cabin handsets, and b) Alternate communication procedures between the affected flight attendant stations are established and used. NOTE: Any station function(s) that operate normally may be used.
May be inoperative provided any seat from which a passenger cannot clearly hear a passenger address announcement is blocked and placarded "DO NOT OCCUPY".
May be inoperative provided Passenger Address System is considered inoperative. (O)May be inoperative provided alternate procedures are established and used.
12-02 Lavatory Speakers C
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 44-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 44-3 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS ------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 44-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 44 CABIN SYSTEMS
13-01 Flight Attendant Handsets
(O)May be inoperative provided: a) Fifty percent of cabin handsets operate normally, and b) Alternate communication procedures between the affected Flight Attendants station(s) are established and used. NOTE 1: NOTE 2: An operative handset at an inoperative flight attendant seat shall not be counted to satisfy the fifty percent requirement. Any handset function(s) that operate normally may be used.
13-07 Flight Attendant Alerting System
(O)May be inoperative provided: a) PA system operates normally, b) If affected light is used for lavatory smoke detector alerting, an alternate lavatory smoke alert (audio or visual) is installed and operates normally, and c) Alternate procedures for contacting flight attendants are established and used. NOTE 1: NOTE 2: Passenger to attendant call system is considered a passenger convenience item. Any visual alerting system function(s) that operates normally may be used.
1) Flight B 1 Attendant Call Light System
(Continued)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 44-MEL
Page 2
170/190
13-07 Flight Attendant Alerting System (Cont'd) 2) Flight Attendant Chime
(O)May be inoperative provided: a) PA system operates normally, b) If affected chime is used for lavatory smoke detector alerting, an alternate lavatory smoke alert (audio or visual) is installed and operates normally, and c) Alternate procedures for contacting flight attendants are established and used. NOTE 1: NOTE 2: Passenger to attendant call system is considered a passenger convenience item. Any audio alerting system function(s) that operates normally may be used.
20-01 In-Flight *** Entertainment System (IFE) Maintenance Panels 20-03 IFE System Reset *** Switch on IFE Flight Attendant Control Panel 51-00 Cabin *** Surveillance System (CSS) 1) Video Display Unit 2) Video Cameras
D 2 D 1 D 1 C 1 C 3
0 0 0 0 0
(M)May be inoperative provided alternate procedures are established and used. NOTE: Any portion of the system which operates normally may be used.
| | | | | | | | | | |
(M)May be inoperative provided alternate procedures are established and used. (M)May be inoperative provided: a) System is deactivated, and b) It is not required by FAR. May be inoperative provided it is not required by FAR. May be inoperative provided it is not required by FAR. NOTE: Any portion of the system which operates normally may be used
| | | | | | | | | |
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Chapter 44-MEL
Page 3
MEL (Example)
REVISION NO: DATE:

PAGE S44-1
(4) Number required for dispatch (5) Remarks or Exceptions 44 Cabin Systems -11-00 Passenger Address -13-00 Cabin Service Interphone System -13-01 Flight Attendant Handset As required by Operating Requirements.
As required by Operating Require ments.
As required by Operating Requirements.
Chapter 44-MEL
Page 4
170/190
Chapter 44-MEL
Page 5
170/190
ATA 46 Information System
170/190
Table of Content
46-00 Information System General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
46-40 Pax- Cabin Information and prerecorded Announcements

The PBS400 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Self test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Operation (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Operation (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Operation (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Operation of the CD- player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 The PBS600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Operation PBS600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
46-MEL (Example)
Chapter 46-TOC
Page I
170/190
Chapter 46-TOC
Page II
170/190
46-00 Information System General

General
The Embraer 170 is equipped with a Passenger Cabin Information / Boarding Music System that stores passenger briefing messages in different languages and music.The system is installed in the galley 2. Currently, there are two different options for the Passenger Cabin Information/Boarding Music system: Option1: PBS400 and CD Player; Option2: PBS600.
Chapter 46-00
Page 1
Figure 1: General
MESSAGE LANGUAGE
VOLUME
SELECT
PBS600
PLAY/PAUSE
PWR
Galley 2
Chapter 46-00
Page 2
170/190
46-40 Pax- Cabin Information and prerecorded Announcements

The PBS400 System
Let's have a closer look at the PBS 400 System. It is comprised of two separate units: The Control Head and the Remote Computer, both electrically interconnected and located in Galley 2. The PBS 400 Control Head contains all control buttons and display messages for system operation. Here the required languages and messages can be selected and played over the PA system (Passenger Address). The AICD III CD player can play one compact disc at a time. It also is installed at galley 2.
Chapter 46-40
Page 1
Figure 1: PBS System
PBS - 400
1 PW R BRIEFING
PLAY
LANGUAGE 3 4
Galley 2
Chapter 46-40
Page 2
170/190
Self test
Pressing and releasing the "ON" button turns on the PBS 400. The LED momentarily displays the message 'TESTING' to indicate that the self-test has been initiated. During the power up process, the computer performs a self test. It also flashes several messages in succession at approximately twosecond intervals: Filename, Revision Date, Version Number, Airplane type, Data Test. A successful test is indicated by a message on the LED (Light Emitting Diode).
Chapter 46-40
Page 3
Figure 2: Self test messages
PBS - 400
1 PW R BRIEFING
PLAY
LANGUAGE 3 4
Messages - TESTING - Filename - Revision date - Version number - Airplane type - Data test - TEST OK
Chapter 46-40
Page 4
170/190
Operation
The language keys, labled 1,2,3 and 4 are used to select and deselect the required languages. The PBS400 can hold up to 4 languages. Languages that are played are called 'active' languages. Pressing a language key causes that language to be active or inactive. A character appearing in the right side of the LED display indicates active languages. (For example, pressing the '1' button once causes the 'E' (English) symbol to appear, then pressing it again causes the 'E' to disappear.) The left-most active language symbol on the display indicates the language that will be played first, and the right-most symbol the language that will be played last. To exchange the order of the languages, pressing '1' to deselect English, then pressing '1' again to reselect English in different order.
Chapter 46-40
Page 5
Figure 3: operation
PBS - 400
PW R
land
BRIEFING
ef
PLAY
LANGUAGE 3 4
English
French
Language selection key
Chapter 46-40
Page 6
170/190
Operation (continued)
The UP/DOWN arrow is used to select passenger briefings, by scrolling through the list of available message titles. Note that the message titles may be abbreviated. For example: TAKEOFF is abbreviated as T/O. To start the briefing press PLAY. The active language indications will be replaced by the message PLAY. The voice message will then play. The PBS400 will play the message in the first active language, than automatically start the next active language.
Chapter 46-40
Page 7
Figure 4: Operation (continued)
Announcement select key
PBS - 400
1 PW R
T t/o
ef
BRIEFING
PLAY
LANGUAGE 3 4
Chapter 46-40
Page 8
170/190
To interrupt the message in process, press the PLAY button again. The PLAY indication will extinguish. The PBS will return to the beginning of the sentence that it was speaking when interrupted, and wait. Pressing the PLAY button again will restart the message from the beginning of the sentence. To restart the briefing from the beginning, use the UP/DOWN arrow to select a different message, than reselect the desired message. This process 'reinitializes' that message. Then press the play button. The PBS 400 will be automatically interrupted if a member of the flight deck crew or cabin crew presses a push-to-talk button on the any of the interphones for PA (passenger adress) announcements. When the push-to-talk button on the interphone system is released, the PBS400 will resume play from the beginning of the sentence that was interrupted.
Chapter 46-40
Page 9
Play / Pause Announcement key
PBS - 400
1 PW R
land
play
BRIEFING
PLAY
LANGUAGE 3 4
keys to reselect complete announcement after interruption

Chapter 46-40
Page 10
170/190
Once a manual message has been completed, the computer will not allow the message to be given again simply by pressing the PLAY button. This feature prevents accidental sending of a message once it has been given. To repeat a message, select a different message using the UP/DOWN keys, than reselect the desired message. This process initializes the message. Press PLAY to start the briefing.
Chapter 46-40
Page 11
After interruption by manual announcement.....
PBS - 400
1 PW R
land
BRIEFING
eG
PLAY
LANGUAGE 3 4
up / down keys
PBS - 400
1 PW R
land
play
PLAY
LANGUAGE 3 4
BRIEFING
Chapter 46-40
Page 12
170/190
Operation of the CD- player

The CD Player can be operated via front panel buttons. Press the "PWR" button to turn on the CD payer. Insert the CD into the CD slot. "LOAD" will be displayed, and the CD player begins to play from the first track on the disk. Press the "DWN" button to return to the start of the current track. Press it again to go back to the start of the previous track. Press the "UP" button to advance to the beginning of the next track. Press the "R/R " button to repeat the track currently played. Use the eject button to eject and remove the CD from the slot.
Chapter 46-40
Page 13
Figure 7: Operation of the CD- player
eject key CD in
AICD III AV I O N I C S I N N O VAT I O N S
PWR
load
DWN 1 2 3 4 5 6
MUTE DISP R/R VOL SEL VOL

LOCAL
UP
TUNE / TRACK
track selection keys
Chapter 46-40
Page 14
170/190
The PBS600
Now let's look at the PBS 600. The audio entertainment system is installed on the upper outboard area of the forward galley, and provides the flight crew and passengers with safety and flight information. The Prerecorded Announcement Assembly Unit, is a computer-controlled digital voice multi-language single-channel passenger briefing system. It provides a convenient and consistent method of informing passengers of important messages such as safety instructions, takeoff, landing, over water, and other airline information, and also provides the passengers and flight crew with music. In addition, the unit can deliver up to seven hours of pre-recorded music. A real human voice is digitally recorded and stored directly into the system internal memory. The messages can be spoken in up to sixty-three different languages. As an option, the unit can be configured to play pre-recorded safety and informational messages in conjunction with pilot or copilot actions, such as illuminating a FASTEN SEAT BELT or NO SMOKING cabin warning light.
Chapter 46-40
Page 15
Figure 8: The PBS600
MESSAGE
MESSAGE
Pretakeoff Takeoff Seatbelt On Seatbelt Off Terminating Fli Intermediate Fli ENGLISH FRENCH GERMAN ITALIAN SB / OFF CUED
LANGUAGE
VOLUME
SELECT
PBS600
PLAY/PAUSE
PWR
Safety announcements Music

COMPUTER CONTROLLED DIGITAL VOICE MULTI LANGUAGE SINGLE CHANNEL PASSENGER BRIEFING SYSTEM
Optional
Chapter 46-40
Page 16
170/190
Operation PBS600
To turn the prerecorded announcement assembly ON, the power button has to be pressed and released. A self-test will be performed, and a selection menu will appear on the Liquid Crystal Display. By pushing and releasing the LANGUAGE button, a list of up to 63 different languages is displayed. To scroll through the list, the UP and DOWN selection arrow buttons have to be used. To select one or more languages, the SELECT button has to be pushed. However, only four of these languages may be selected at a time. To de-select a language, use the UP and DOWN selection arrow buttons and then push the SELECT button. The MESSAGE button has to be pushed and released to display a list of message groups. It is possible to scroll through the list by pushing the UP and DOWN arrow buttons. For selecting a message, the SELECT button has to be used. The PLAY/PAUSE button is used to start or to stop a message. The message will be re-started from its beginning if it was stopped and re-started. The message is played in each of the languages in the order in which they were selected. The volume will be adjusted by pushing the VOLUME UP and DOWN arrow buttons while the message is playing. To skip quickly forward or backward through the available messages in a message group, use the BACK and NEXT arrow buttons. To turn the unit off, push and release the power button.
Chapter 46-40
Page 17
Figure 9: Operation PBS600
MESSAGE
MESSAGE
Pretakeoff Takeoff Seatbelt On Seatbelt Off Terminating Fli Intermediate Fli ENGLISH FRENCH GERMAN ITALIAN SB / OFF CUED
LANGUAGE
VOLUME
Message / Language select keys
SELECT
PBS600
PLAY/PAUSE
PWR
Previous / Next select keys
Power On Self test
Chapter 46-40
Page 18
170/190
46-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 46-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 46 INFORMATION SYSTEMS
41-00 Prerecorded *** Passenger Announcement System
C D
0 0
(O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
-------------------------------------------------------------------------------
Chapter 46-MEL
Page 1
170/190
ATA 33 Lights
170/190
Table of Content
33-10 Lighting
The Flight compartment lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The cockpit lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Cockpit lights overhead panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Glare shield panel illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
33-40 Exterior Lights

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The landing lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 The taxi lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 The navigation lights (nav lights) . . . . . . . . . . . . . . . . . . . . . . . . . .11 Navigation Light Transformer . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 The logo lights and inspection lights . . . . . . . . . . . . . . . . . . . . . . .15 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 INSPECTION LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 The anti collision light system and red beacon lights . . . . . . . . . . .19 Red beacon power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
33-20 Passenger Compartment Lights

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The passenger cabin lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Ceiling/Sidewall light ballasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The passenger warning signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The reading and attendant panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The courtesy lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 The lavatory lights system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 The galley lights systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
33-50 Emergency Lights (EMB 170)

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Emergency Light Power Unit (ELPU) . . . . . . . . . . . . . . . . . . . . . . . .3 Emergency markers and identifiers . . . . . . . . . . . . . . . . . . . . . . . . .5 Emergency lights system control panels . . . . . . . . . . . . . . . . . . . . .7 Emergency light power unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Cabin attendant control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Flashlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Chapter 33-TOC Page I
33-30 Baggage and Service Compartments Lights

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Cargo bay lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
170/190

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Emergency Light Power Unit (ELPU) . . . . . . . . . . . . . . . . . . . . . . . 3 Emergency markers and identifiers . . . . . . . . . . . . . . . . . . . . . . . . . 5 Emergency lights system control panels . . . . . . . . . . . . . . . . . . . . . 7 Emergency light power unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Cabin attendant control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Flashlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
33-MEL (Example)
Chapter 33-TOC
Page II
170/190
33-10 Lighting
The Flight compartment lighting
The flight compartment lighting system provides lighting to the work area, panels and instruments, and consists of the following sub-systems: The cockpit lights system, which provides beam ambient lighting; used on the side walls, seats, and floor of the crew station and observer area. The instrument and control panel lights system, which provides lighting for instruments, panels, and push buttons. The flood/storm lights system, which provides a proper lighting level in the cockpit for the instruments and assures instrument readability.
last update: Dec06
Chapter 33-10
Page 1
Figure 1: Flight compartment lighting
last update: Dec06
Chapter 33-10
Page 2
170/190
The cockpit lights

The cockpit lights include the following components: Two dome lights located on the cockpit ceiling, which are controlled by a switch on the overhead panel. Power to the dome lights is supplied by the Essential DC Bus No 3. This permits cockpit lighting in electrical emergency conditions. The pilot, copilot and observer reading lights, installed on the ceiling. They help the flight crew to read maps, checklists and manuals. The lighting intensity level can be adjusted by clockwise or counterclockwise movements of the reading lights inner bezel. The units permit a light beam orientation, zoom, and full movement in any direction by turning the outer bezel. The pilot's and co-pilots chart holder assembly each have an associated chart light for adequate illumination. They are located over the left and right side windows. The light beams can be deflected up to 20 degrees from vertical axis, which provides a total movement of approximately 40 degrees. Two on/off variable-intensity potentiometers located on the pilot's and co-pilots glare shield panels control the chart holder lights brightness. Turning the knob to the full counter-clockwise position turns the light off. Reading plane area is adjustable by rotating the chart lights bezel.
last update: Dec06
Chapter 33-10
Page 3
Figure 2: The cockpit lights
last update: Dec06
Chapter 33-10
Page 4
170/190
Operation
The DC ESS BUS 3 supplies 28 VDC (Volt Direct Current) to the dome lights, which can be controlled by the DOME LIGHTS switch.The dome lights can also be controlled by an automatic courtesy light logic provided that the aircraft is in the ground service configuration and the DOME LIGHTS switch is set in the ON position. The DC BUS 2 supplies 28 VDC to the reading lights, which are controlled by rotation of the bezel. The DC BUS 1 supplies 28 VDC to the chart lights, which are controlled by the CHART knob located in the LH and RH lighting control panels.Turning the CHART knob fully clockwise causes the lights to have a normal brightness.The lights have minimum brightness if the knob is turned fully counterclockwise. The chart lights provide directional control of the light beam and can be used to supplement the reading lights if desired. In the DIM position, the lights come on with minimum brightness.In the BRT position, the light comes on with normal brightness.
last update: Dec06
Chapter 33-10
Page 5
Figure 3: Cockpit lights
C B A
E C
FLO OD/ STO RM BRT DIM EICA MFD PFD BRT DIM BRT S
B
PTT
CHAR
T BRT DIM
BRT OFF
OFF
COCKPIT LIGHTS
A B
MAIN PNL
OVHD PNL
PEDESTAL
OFF
BRT
OFF
BRT
OFF
BRT
ANNUNCIATORS TEST
DOME LIGHT ON
OFF
COCKPIT CEILING PNL PILOT DOME LIGHT
COCKPIT CEILING PNL
COCKPIT CEILING PNL
COPILOT DOME LIGHT
COPILOT READING LIGHT
D
C
COCKPIT CEILING PNL OBSERVER READING LIGHT
(SDS 33-11 (MPP 33-11-01) COCKPIT CEILING PNL PILOT READING LIGHT
(SDS 33-11 (MPP 33-11-01)
(SDS 33-11 (MPP 33-11-01)
(SDS 33-11) (MPP 33-11-01) LH WINDOW PILOT CHART LIGHT
C
GLARESHIELD (SDS 33-15) (MPP 31-13-01) OVERHEAD PANEL GLARESHIELD (SDS 33-15) (MPP 31-13-01)
C
RH WINDOW
(SDS 33-11) (MPP 33-11-01)
COCKPIT LIGHTS PANEL DOME LIGHT SW
COPILOT CHART LIGHT
(SDS 33-11) (MPP 33-11-05) LH CB PANEL
B
COCKPIT
(SDS 33-10) (MPP 33-10-01)
B D A
(SDS 33-11) (MPP 33-11-05)
DC BUS 1
COCKPIT CHART LTS
SSM 33-26-80 DC ESS BUS 3 RH CB PANEL COCKPIT
COCKPIT DOME LTS
5 COCKPIT READING LTS 5
DOME LIGHT CTRL RLY
DC BUS 2
last update: Dec06
Chapter 33-10
Page 6
170/190
Cockpit lights overhead panel

Integrated in the overhead panel is the lights control panel.It associates with the on/off variable-intensity potentiometers.Turning these potentiometers in the clockwise direction brightens the background lights of the main panel, the overhead panel and the pedestal.As a discrete function of the overhead panel potentiometer, the annunciator lights can be set to daylight (bright) and night-time (dim) illumination.Turning the overhead panel lights to the off position will automatically set the annunciator lights to bright intensity. All three potentiometers are connected to a multi channel dimmer. The multi channel dimmer varies its output voltage from 0 to 5.5 volts depending on the dimmer position. Output power is then sent to the respective lights. The annunciator lights can be tested by pushing the annunciator lights test push switch.
last update: Dec06
Chapter 33-10
Page 7
Figure 4: Cockpit Lights overhead panel
Multi Function Dimmer
The multichannel dimmer varies its output voltage from 0 to 5.5 volts depending on the dimmer position.
last update: Dec06
Chapter 33-10
Page 8
170/190
Components
DIMMERS There is one electronic dimmer located in the forward avionics compartment that provides the necessary dimming function for the illumination of the pushbuttons, overhead panel, pedestal, and main panel. Each channel has an independent 28 VDC power source and circuitry designed to provide linear control of LED illumination levels. The output of each light dimmer channel may be controlled by means of a single-turn potentiometer.
last update: Dec06
Chapter 33-10
Page 9
Figure 5: Cockpit lights
B A
COCKPIT LIGHTS
OVERHEAD PANEL LH CB PANEL COCKPIT COCKPIT LIGHTS PANEL MAIN PNL SW
OFF BRT OFF BRT OFF BRT MAIN PNL OVHD PNL PEDESTAL
DC BUS 1 MAIN PANEL
ANNUNCIATORS TEST
DOME LIGHTS ON
7.5 OFF BRT (SDS 33-10) (MPP 33-10-01)
OFF
FWD FUSELAGE
C
DIMMER (SDS 33-12) (MPP 33-12-01) SSM 34-11-80
MAIN PANEL LH LIGHT CONTROL PANEL (SSM 33-15-80))
MAIN PANEL AUTOBRAKE PNL LTS (SSM 32-41-80)
MAIN PANEL REVERSIONARY PNL LTS (SSM 31-61-80)
CH 1
MAIN PANEL G/S INHIBIT PNL LTS (SSM 34-41-80)
MAIN PANEL REVERSIONARY PNL LTS (SSM 31-61-80)
MAIN PANEL TERRAIN INHIBIT PNL LTS (SSM 32-44-80)
MAIN PANEL RH LIGHT CONTROL PANEL (SSM 33-15-80)
last update: Dec06
Chapter 33-10
Page 10
170/190
Glare shield panel illumination

The flood or storm lights provide sufficient lighting intensity to illuminate the main cockpit panel during lighting conditions, and to avoid blinding of the pilots and co-pilots eyes. The flood lights are located under the main panel and controlled by an on/off variable intensity potentiometer on the glare shield panel. The pilot's PFD, MFD and EICAS display brightness controls are located on the left glare shield panel, while the co-pilot's PFD, MFD and standby instruments brightness is controlled from the right glare shield panel.
last update: Dec06
Chapter 33-10
Page 11
Figure 6: Glare shield panel illumination
last update: Dec06
Chapter 33-10
Page 12
170/190
33-20 Passenger Compartment Lights

Introduction
The passenger compartment lighting system provides illumination for the cabin. It consists of: the passenger cabin lights system, the passenger warning signs system, the reading and attendant call lights system, the courtesy/stair lights system, the lavatory lights system and the galley lights system.
last update: Dec06
Chapter 33-20
Page 1
Figure 1: Passenger compartment lights
last update: Dec06
Chapter 33-20
Page 2
170/190
The passenger cabin lights

The passenger cabin lights provide general illumination of the cabin and include the ceiling lights, mounted above the passenger service unit structure and the side wall lights mounted along the side walls. Control is provided by 4 switches located on the forward and aft flight attendants panel. Two of the switches are used to turn the lights on and off, and the other two switches are used to control the brightness of the lights. Ceiling Ballasts provide electrical power and regulate the ceiling and side wall lights. These ballasts are mounted throughout the cabin behind the passenger service units.
last update: Dec06
Chapter 33-20
Page 3
Figure 2: The passenger cabin lights
last update: Dec06
Chapter 33-20
Page 4
170/190
Ceiling/Sidewall light ballasts

The ceiling and sidewall light electronic ballasts control the power supply to the fluorescent ceiling lights.Besides reducing flickering, these ballasts are provided with a power factor controller that reduces harmonic distortion.
last update: Dec06
Chapter 33-20
Page 5
Figure 3: Cabin lights
C A
MONUMENT ( REF.)
C
CABIN LIGHTING
ON
E
SIDEWALL
BRIGHT DIM
B
1ST RH BAG BIN LAMP / BALLAST MID AVIONICS COMPT LICC SIDEWALL LTS PHASE C (SDS 33-21) (MPP 33-21-11)
A
2ND RH BAG BIN LAMP / BALLAST 3RD RH BAG BIN LAMP / BALLAST
B
4TH RH BAG BIN LAMP / BALLAST 5TH RH BAG BIN
C
6TH RH BAG BIN LAMP / BALLAST 7TH RH BAG BIN LAMP / BALLAST LAMP / BALLAST
F
8TH RH BAG BIN LAMP / BALLAST 9TH RH BAG BIN LAMP / BALLAST
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
(SDS 33-21) (MPP 33-21-11)
AC GND SVC BUS
PHASE B
PHASE A 5
FWD AVIONICS COMPT REAR PLATE MID AVIONICS COMPT SIDEWALL LIGHTS RLY
MID AVIONICS COMPT REAR PLATE
SPDA 1 (SSM 24-61-80)
DISCRETE IN / OUT MODULE (SLOT 11)
SPDA 2 (SSM 24-61-80)
DC POWER MODULE (SLOT 4)
DISCRETE IN / OUT MODULE (SLOT 11)
DISCRETE I/O MODULE (SLOT 9)
1
(SSM 24-42-50)
MONUMENT (REF.)
BRT IND DIM IND ON IND
AFT LAVATORY AFT FLIGHT ATT PANEL (SDS 33-21) (MPP 25-25-02)
FWD FLIGHT ATT PANEL (SDS 33-21) (MPP 25-25-01)
DIM/BRT SW
ON/OFF SW
DIM/BRT SW
ON/OFF SW
BRT IND
C
(SSM 24-61-80) (SSM 24-61-80)
DISCRETE IN/OUT MODULE (SLOT 11) DISCRETE IN/OUT MODULE (SLOT 11)
(SDS 33-21) (SWPM 20-32-01)
SPDA 1
REAR PLATE
SPDA 2
REAR PLATE
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
LAMP / BALLAST
DIM IND
LAMP / BALLAST
ON IND
LAMP / BALLAST
A MONUMENT CAN BE A LAVATORY OR A CLOSET
(SDS 33-21) (MPP 33-21-15)
(SDS 33-21) (MPP 33-21-15) 2ND LH BAG BIN
(SDS 33-21) (MPP 33-21-15) 3RD LH BAG BIN
(SDS 33-21) (MPP 33-21-15) 4TH LH BAG BIN
last update: Dec06
Chapter 33-20
Page 6
170/190
The passenger warning signs

The passenger warning signs provide the passengers and flight attendants with the following signs: NO SMOKING, FASTEN SEATBELTS, RETURN TO SEAT, and LAVATORY OCCUPIED.
The system comprises: The no smoking switch located on the overhead panel, which controls the no smoking signs located in the passenger service units; the fasten seat belt switch, also located on the overhead panel, which controls the fasten seat belt signs located in the passenger service units, and the return to seat sign in the lavatory; and the lavatory door latch engaged switch, which controls the lavatory occupied signs. Note that the NO SMOKING and FASTEN SEATBELT signs will illuminate automatically in case of depressurization or the cabin altitude exceeding 14,000 ft.
last update: Dec06
Chapter 33-20
Page 7
Figure 4: The passenger warning signs
The fasten seatbelt switch controls the fasten seatbelt signs located in the passenger service units, and the return to seat sign in the lavatory.
Note that the NO SMOKING and FASTEN SEATBELT signs will illuminate automatically in case of depressurization or the cabin altitude exceeding 14,000 f
last update: Dec06
Chapter 33-20
Page 8
170/190
The reading and attendant panel

The reading and attendant call lights system provides adequate lighting for reading, and information for attendants regarding passenger or pilot needs. The attendant call panel contains the attendant call lights, which provide visual indication to the attendant when a call from the pilots or passengers is received. Four blue zonal lights, distributed along the cabin ceiling, help the Flight Attendant locate the call. The ATDT call lights provide a visual indication to ATDT when there is a call from the flight crew or passengers. Each type of call to the flight ATDT is identified by a specific colour. For all types of call there is just one colour, that could be orange, blue, amber, red and green. Orange: when a pax presses the ATDT call SW located inside the lavatory. Blue: when a pax in the cabin area presses the ATDT call SW on the PSU located above the seat. Amber: when the pilot does not want to be disturbed. This light is controlled by a SW installed on the overhead panel in the cockpit, and is designated to illuminate the sterile light. Red: when the pilot makes an emergency call to the flight ATDT from the cockpit. Green: when the pilot calls the flight ATDT from the cockpit. Test switches installed on the attendant panel are used to check the PSU reading lights, the attendant call lights and the attendant call annunciator lights. Attendant call switches are located on each passenger service unit and in the lavatory. Attendant call annunciator lights are also located in the passenger service units. The PSU switch assemblies on the passenger service units are used to control PSU reading lights that provide adequate lighting for all passenger seats. There are also reading lights mounted over each flight attendant seat. They are individually controllable by switches.
last update: Dec06
Chapter 33-20
Page 9
Figure 5: The reading and attendant panel
PSU
ME TDT E T A LAV
ER R ST
PSU
LAV
E ATTDT
MER
STER
last update: Dec06
Chapter 33-20
Page 10
170/190
The courtesy lights

The courtesy lights provide lighting for: forward and rear main and service door entrances, the air stairs, the cockpit step between the cockpit and the cabin, the cockpit dome lights and the DC ceiling lights mounted on the overhead bins.
Courtesy lights are controllable by a switch mounted on the flight attendant panels. The switch gives the crew the option of having the courtesy lights in Off or Auto mode. Under normal operating conditions, the DC lights are controlled by the cabin lighting system. When normal aircraft power is not available, for example on ground with the APU not running, it is still possible to use the courtesy lights and DC ceiling lights. In this case, the Hot Bus provides power to these lights. To conserve battery power, these lights operate on a five minute cycle. A reset button located on the flight attendant panels, and as an option, on the cockpit pedestal panel, allows an additional 5 minutes of lighting every time the switches are pressed.
last update: Dec06
Chapter 33-20
Page 11
Figure 6: The courtesy lights system
The courtesy lights provide lighting for:

Forward and rear main and service door entrances The airstairs The cockpit step between the cockpit and the cabin The cockpit dome lights The DC ceiling lights mounted on the overhead bins
Cockpit step Cockpit dome light
FWD service door
DC ceiling lights
Rear service door
FWD main door Air stairs
Rear main door AIr stairs
Courtesy lights
last update: Dec06
Chapter 33-20
Page 12
170/190
Operation
NORMAL OPERATION Under normal operating conditions, the courtesy-lights are controlled by the ground service.Courtesy-lights are controlled by a door-mounted switch and a rotary switch mounted on the flight attendant panels.The door-mounted microswitch is responsible to control the related courtesy lights and DC (Direct Current) lights (forward and aft aircraft part).The rotary switch gives the aircraft crew the option of having the courtesy lights in the OFF mode or AUTO mode. HOT BATT BUS OPERATING Under the situations where ground service power is not available it is still possible to have operation of the courtesy lights and DC ceiling lights.During these conditions, the HOT BATT BUS provides power to these lights.A fiveminute time allowance will be allowed to operate these lights for battery power conservation.Reset buttons located on the flight attendant panels will allow an additional 5 minutes of lighting every time the switches are pressed.In the HOT BATT BUS power condition, the DC cabin light will function in DIM mode to conserve aircraft battery power.
last update: Dec06
Chapter 33-20
Page 13
Figure 7: Courtesy lights
A B
F
A
MIDDLE AVIONICS COMPT LICC LH CKT BRKR PNL HOT BAT BUS 1 LH RELAY SUPPORT AFT COURTESY LTS TIMER RELAY COURTESY LIGHTS 7.5 COURTESY 7.5 COCKPIT FWD AVIONICS COMPT DC GND SVC BUS (SDS 33-26) (MPP 33-26-01) AFT L MAIN CLG PNL CENTRAL FUSELAGE III SVC DOOR COURTESY LT SHEET 02
E
CENTRAL FUSELAGE III MAIN ENTR COURTESY LT
SHEET 02
C
(SDS 33-26) (MPP 33-26-05) AFT R MAIN CLG PNL FWD FUSELAGE
FWD AVIONICS COMPT LH RELAY SUPPORT GND SERVICE BUS RELAY
COCKPIT STEP LT
F
(SDS 33-26) (MPP 33-26-19) COCKPIT FLOOR PNL FWD FUSELAGE FWD AVIONICS COMPT LH RELAY SUPPORT MAIN ENTR COURTESY LT
B E
SHEET 02
SHEET 02
E
(SDS 33-26) (MPP 33-26-03) FWD L ENTR CLG PNL FWD FUSELAGE SSM 33-11-80 SVC DOOR COURTESY LT
FWD AVIONICS COMPT LH RELAY SUPPORT TIMER RESET RELAY
E D
SHEET 02 FWD COURTESY LTS/DOME RELAY (SDS 33-26) (MPP 33-26-05) FWD GALLEY AREA CLG PNL
SHEET 02
last update: Dec06
Chapter 33-20
Page 14
170/190
The lavatory lights system

The lavatory lights system provides ceiling and side wall lighting in the lavatory area. The system includes a dome light installed in the ceiling panel, a ballast located on top of the lavatory ceiling panel, and two light assemblies. When electrical power is applied to the aircraft, the ceiling lights come on in dim mode; as long as the toilet door is not latched the lights remain dimmed. If the toilet door is closed and latched, the ceiling lights, the cabinet and sink lights will come on in the bright mode. At the same time, the lavatory occupied sign will illuminate in the cabin.
last update: Dec06
Chapter 33-20
Page 15
Figure 8: The lavatory lights system
Ceiling and sidewall lighting Dome light
Ballast
last update: Dec06
Chapter 33-20
Page 16
170/190
The galley lights systems

The forward and aft galley lights systems provide a direct light source in the galley area for the flight attendants. Each consists of a two lamp housing with fluorescent lamps that receive electrical current from two ballasts which regulate the power output to the lamps. The galley lights are controlled by switches installed on the respective flight attendant panels.
last update: Dec06
Chapter 33-20
Page 17
Figure 9: The galley lights systems
2 ballasts 2 lamp housing with flourescent lamps
FWD galley
Chapter 33-20
Page 18
170/190
33-30 Baggage and Service Compartments Lights

General
Lights are installed in service and cargo compartments to provide technical and ground handling personnel with adequate lighting. All of these compartment lights are activated by a micro switch when the respective compartment door is opened.
last update: Jun06
Chapter 33-30
Page 1
Figure 1: Service and Cargo compartment lights
Micro switch
Micro switch
last update: Jun06
Chapter 33-30
Page 2
170/190
Cargo bay lights

The forward cargo bay has 4 cargo lights and 1 loading light. The aft cargo bay has 3 cargo lights and 1 loading light.There is a manual switch located by each cargo door that can be selected to AUTO or "OFF" position. In AUTO mode the cargo lights illuminate when the cargo door is opened, and go out when the door closes. The OFF mode will turn the lights off regardless of the door position.
last update: Jun06
Chapter 33-30
Page 3
Figure 2: Cargo bay lights
MICRO SWITCH
MICRO SWITCH
CARGO LIGHT
CARGO LIGHT
LOADING LIGHT
LOADING LIGHT
FORWARD CARGO COMPARTMENT

last update: Jun06
AFT CARGO COMPARTMENT

170/190
Operation
The operation of the cargo compartment lights is controlled by the position of the door and by the manual switch.To turn the lights on, the manual switch must be in the AUTO mode and the cargo compartment door must be open.To turn the lights off, the door must be closed or the manual switch must be in the OFF mode, in this case, the door position does not interfere.
last update: Jun06
Chapter 33-30
Page 5
Figure 3: Cargo Compartment lights
B A
C D E
C F
F
A
MID AVIONICS COMPT REAR PLATE MID AVIONICS COMPT DC GND SVC BUS
SPDA 2 (SSM 24-61-80)
DC POWER MODULE (SLOT 7) DC GND SVC BUS
FWD CARGO LIGHTS
B
15 LICC
D
FWD CARGO COMPT CARGO LIGHT 3 FWD CARGO COMPT CARGO LIGHT 4 FWD CARGO COMPT CARGO LIGHT 2
E
FWD CARGO COMPT CARGO LIGHT 1
MID AVIONICS COMPT RELAY SUPPORT
(SDS 33-31) (MPP 33-31-01)
(SDS 33-31) (MPP 33-31-01)
(SDS 33-31) (MPP 33-31-01)
(SDS 33-31) (MPP 33-31-01)
(SDS 33-30) (SWPM 20-32-01)
FWD CARGO DOOR
FWD CARGO DOOR
FWD CARGO DOOR
CLOSE
OPEN
CARGO DOOR LIGHT SWITCH
CARGO BAY LT MANUAL SWITCH
(SDS 33-31) (MPP 33-31-05)
AUTO
(SDS 33-31) (MPP 33-31-09)
OFF
(SDS 33-31) (MPP 33-31-13)
LOADING LIGHT 2
last update: Jun06
Chapter 33-30
Page 6
170/190
33-40 Exterior Lights

Introduction
The exterior lighting system uses high-intensity lights. These lights are used for taxiing, takeoff and landing procedures. They are also used for in-flight orientation and identification of aircraft position, and promotion of the aircraft operator logo. The exterior lights include the following subsystems: The landing lights, the taxi lights, the navigation lights, the inspection lights, the logo lights and the anti-collision lights.
last update: Dec06
Chapter 33-40
Page 1
Figure 1: The exterior lights
last update: Dec06
Chapter 33-40
Page 2
170/190
The landing lights

Two 600 watt landing lights are fitted in the wing leading edges close to the fuselage, and one 600 watt landing light is installed on the nose landing gear assembly. The landing lights receive 28 VAC from transformers installed near the wing roots and nose landing gear bay. They are each controlled by separate switches located on the overhead panel. The landing lights are supplied by the Secondary power distribution assembly or by SPDA 1 and 2. In case of a single failure, two lights can provide enough lighting for a safe landing at night. The landing light installed on the nose landing gear will automatically extinguish when the landing gear is retracted.
last update: Dec06
Chapter 33-40
Page 3
Figure 2: The landing lights
Transformers
The landing lights receive 28 VAC from transformers installed near the wing roots and nose landing gear bay.
Two 600W landing lights
External light panel One 600W landing light
last update: Dec06
Chapter 33-40
Page 4
170/190
Operation
LANDING LIGHTS - OPERATION The landing lights are controlled by independent switches, namely LEFT, RIGHT and NOSE, in the cockpit overhead external lights panel. The wing-root landing light transformers interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 115 VAC/400 Hz power.The NLG landing light transformers interface with SPDA 1 located in the forward avionics compartment.
last update: Dec06
Chapter 33-40
Page 5
Figure 3: Landing lights
E D C A
EXTERNAL LIGHTS
NAV STROBE RED BCN
G G
ON
ON OFF TAXI
INSP
E
A B G
OFF LOGO NOSE ON OFF ON OFF LANDING LEFT NOSE ON
SIDE ON OFF
RIGHT ON
OFF
OFF
H A
FWD AVIONICS COMPT REAR PLATE
SPDA 1 (SSM 24-61-80)
C
OVERHEAD PANEL NOSE LDG LT SW EXTERNAL LIGHT PANEL
D
LH LDG LT SW RH LDG LT SW
MID AVIONICS COMPT
REAR PLATE
AC POWER MODULE AC GND SVC BUS
DISCRETE IN/OUT MODULE
ON
OFF
(SDS 33-40) (MPP 33-40-01)
ON
OFF
ON
OFF
DISCRETE IN/OUT MODULE
AC POWER MODULE AC BUS 1
NOSE LDN GEAR COMPT STEPDOWN TRANSFORMER
115 VAC FAIRING STEPDOWN TRANSFORMER
115 VAC
(SDS 33-41) (MPP 33-41-07)
G
23 VAC
(SDS 33-41) (MPP 33-41-05)
G
23 VAC
(SDS 33-41) (MPP 33-41-05)
G
23 VAC
FWD FUSELAGE (SDS 33-41) (MPP 33-41-03)
WING FAIRING FILLET
WING FAIRING FILLET
(SDS 33-41) (MPP 33-41-01)
(SDS 33-41) (MPP 33-41-01)
NOSE LDG LIGHT
LH LDG LIGHT
RH LDG LIGHT
last update: Dec06
Chapter 33-40
Page 6
SPDA 2 (SSM 24-61-80)
170/190
The taxi lights

The ERJ 170 has a total of three 450 watt taxi lights. Their location is similar to the landing lights: Two in the wing roots and one on the nose landing gear assembly. 115 volts AC from SPDA 1 and 2 is transformed into 28 volts AC, and then provided to the 3 taxi lights. The taxi lights have two separate switches for appropriate ambient lighting. The two taxi lights in the wing to fuselage fairing have a common switch while the nose wheel taxi light has a separate switch. The nose gear taxi light will automatically extinguish if the nose gear is not in the down locked position.
last update: Dec06
Chapter 33-40
Page 7
Figure 4: Taxi lights
SPDA 1, 2
115 volts AC from SPDA 1 and 2 is transformed into 28 volts AC, and then provided to the 3 taxi lights.
Two 450W taxi lights
External light panel One 450W taxi light
last update: Dec06
Chapter 33-40
Page 8
170/190
Operation
TAXI LIGHTS - OPERATION The NLG taxi light is controlled by means of the NOSE switch installed in the cockpit overhead external lights panel. Two wing-root taxi lights are controlled by means of the SIDE switches, one for the right and left sides, installed in the cockpit overhead external lights panel. The NLG taxi lights are operated when the NLG is down and locked only. The wing-root taxi Lights interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 115 VAC/400 Hz power. The NLG Taxi Lights interfaces with SPDA 1 located in the forward avionics compartment.
last update: Dec06
Chapter 33-40
Page 9
Figure 5: The taxi lights
E D C A G G
E
A B G
EXTERNAL LIGHTS
NAV ON OFF LOGO NOSE ON OFF ON OFF LANDING LEFT ON NOSE ON RIGHT TAXI SIDE ON OFF STROBE ON OFF INSP RED BCN
G
OFF
OFF
A
FWD AVIONICS COMPT REAR PLATE
C
OVERHEAD PANEL
H D
NOSE TAXI LIGHT SW EXTERNAL LIGHT PANEL OFF ON TAXI LIGHT SW OFF ON DISCRETE I/O MODULE MID AVIONICS COMPT REAR PLATE
SPDA 1 (SSM 24-61-80)
AC POWER MODULE AC GND SVC BUS
DISCRETE I/O MODULE
(SDS 33-40) (MPP 33-40-01)
H
FAIRING STEPDOWN TRANSFORMER
NOSE LDN GEAR COMPT STEPDOWN TRANSFORMER
115 VAC
115 VAC
(SDS 33-42) (MPP 33-42-07)
G
23 VAC
(SDS 33-42) (MPP 33-42-05)
G
23 VAC
(SDS 33-42) (MPP 33-42-05)
G
23 VAC
FWD FUSELAGE (SDS 33-42) (MPP 33-42-03)
WING FAIRING FILLET (SDS 33-42) (MPP 33-42-01)
WING FAIRING FILLET (SDS 33-42) (MPP 33-42-01)
NOSE TAXI LIGHT
LH TAXI LIGHT
RH TAXI LIGHT
last update: Dec06
Chapter 33-40
Page 10
SPDA 2 (SSM 24-61-80)
170/190
The navigation lights (nav lights)

Three navigation lights (nav lights) assemblies are installed inside a transparent cover assembly on each wing tips front and rear side. They are turned on via the external lights panel. Each light assembly has two lamps. Normally only one lamp is on while the second lamp is on stand-by. It operates from a separate electrical source, and is activated automatically if the primary system fails. In such an event, no pilot action is necessary since a message is automatically recorded in the central maintenance computer or CMC. Located in the wing tips, main and stand-by transformers convert 115 V AC into 8.3 VAC for the green and red nav lights, and 7VAC for the white nav lights. In accordance with international law, the left nav light is red while the right one is green. Other nav lights, which are visible from behind the aircraft, are white.
last update: Dec06
Chapter 33-40
Page 11
Figure 6: Nav lights
Right
Left
White
8.3 V AC
8.3 V AC
7 V AC
Each light assembly has two lamps. Normally only one lamp is on while the second lamp is on standby. It operates from a separate electrical source, and is activated automatically if the primary system fails.
last update: Dec06
Chapter 33-40
Page 12
170/190
Navigation Light Transformer

There are four autotransformers to supply 115VAC for operating the lamps when the aircraft is powered down. two transformers for the navigation lights are installed in the outboard portionof each wing main box. One transformer in each wing provides power for the main position lighting system and one transformer, mounted in each wing, provides power for the standby lighting system.
last update: Dec06
Chapter 33-40
Page 13
Figure 7: Navigation Light Block Diagram
last update: Dec06
Chapter 33-40
Page 14
170/190
The logo lights and inspection lights

Logotype light switch - There is a LOGO switch installed on the cockpit overhead external lights panel which controls the logotype lights Logo type Lights - There are two lights with 75 watt sealed beam lamps. they are installed, one on top of each side of the horizontal stabilizer, and the light beam is directed to the vertical stabilizer.
Operation
The logo lights are controlled by the LOGO switch, on the cockpit overhead EXTERNAL LIGHTS control panel. The logo lights interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 28 VDC (Volt Direct Current) power.
last update: Dec06
Chapter 33-40
Page 15
Figure 8: Logotype Light
last update: Dec06
Chapter 33-40
Page 16
170/190
INSPECTION LIGHT Introduction

The inspection lights system provides illumination for inspection of the wing and engines by the pilot and copilot while the aircraft is flying at night or during IFR (Instrument Flight Reference) operation.
General Description
There are two lamps installed in the fuselage, one on each side of the aircraft. The light beams are directed to the wing leading edge and engine intake nacelle.
Operation
The inspection lights are controlled by the INSP switch, on the cockpit overhead external lights panel. The inspection lights interface with SPDA (Secondary Power Distribution Assembly) 2 located in the middle avionics compartment to receive 28 VDC (Volt Direct Current) power.
last update: Dec06
Chapter 33-40
Page 17
Figure 9: Inspection light - block diagram
E XT ER NAL LIGHTS
NAV ON S TR OB E ON R ED B CN
OFF LOG O NOS E ON ON T AX I
OFF INS P S IDE ON
OFF
OF F LANDING
OFF
A
LEF T ON
NOS E ON
R IG HT
OFF
OFF
A B
CENTE R FUS
RH INSPECTIO N LIGHT
OVERHEAD P ANEL EXTERNAL IGHT L PANEL (SDS 33-44) (MPP 33-4401)
INSPECTION LIGHT SW INSPECTION LTS INSPECTION LTS
MID AVIONIC S COMPT CENTE R FUS DC POWER M ODULE DC BUS 1 I
(SDS 33-40) (MPP 33-40 -01)
REAR PLATE RH INSPECTIO N LIGHT SPDA 2 (SSM 24-6180) (SDS 33-44) (MPP 33-4401)
last update: Dec06
Chapter 33-40
Page 18
170/190
The anti collision light system and red beacon lights

The anti collision light system includes strobe lights and red beacon lights. The four strobe lights supply reference from one aircraft to another when in flight. The white 400 candle strobe-light lamps are installed inside a transparent cover assembly in the forward and rear edges of both wing tips. Associated with each strobe light is a power supply, which emits a flash rate of 50 5 flashes per minute. The strobe lights are controlled by the strobe light switch located on the overhead panel. Red beacon lights are used for ground operations, to warn other traffic and airport personnel, or as a backup for the white strobe lights. The two red beacon lights are installed on top of and below the main fuselage. The dim mode, with 100 candle power, provides sufficient visibility for ground operation, while in the air the bright mode, with 400 candle power, is appropriate. The power supply for the strobe lights is inside the main fuselage, and can be replaced by maintenance within 10 to 15 minutes.
last update: Dec06
Chapter 33-40
Page 19
Figure 10: The anti collision light system and red beacon lights
Top beacon
Red becon lights Strobe lights
The four strobe lights supply reference from one aircraft to another when in flight. The white 400 candle strobe-light lamps are installed inside a transparent cover assembly in the forward and rear edges of both wingtips.
Bottom beacon
Chapter 33-40
Page 20
170/190
Red beacon power supply

There are two red-beacon power supplies. One is installed on the fuselage, adjacent to the forward cargo door, supplying power to operate the upper red beacon light. The other power supply is installed in the wing to fuselage fairing. It supplies energy to operate the lower red beacon light.
last update: Dec06
Chapter 33-40
Page 21
Figure 11: Red Beacon Schematic
last update: Dec06
Chapter 33-40
Page 22

Introduction
The Emergency Lights System provides lighting in case the main lighting system becomes unavailable. It provides enough cabin and exterior lighting to assure safe crew and passenger evacuation even in poor visibility conditions.
last update: Dec06
Chapter 33-50
Page 1
Figure 1: The Emergency Lights System
last update: Dec06
Chapter 33-50
Page 2
Emergency Light Power Unit (ELPU)

The Emergency lighting system is powered by four Emergency Light Power Units (ELPUs). Two ELPUs are rigidly installed in the forward section, and two in the rear section of the fuselage to ensure power supply in case the cabin breaks apart after a crash landing. An ELPU is made up of a holder assembly, a battery pack and an electronics package. The ELPUs will automatically provide 6VDC to the emergency lights in case of a power loss on the Essential bus, if commanded by the crew or if in test mode, or activated from the flight attendant panel. The ELPUs enable emergency illumination for at least 12 minutes. The ELPUs are recharged by the 28V main battery bus.
last update: Dec06
Chapter 33-50
Page 3
Figure 2: Emergency Light Power Unit (ELPU)
EMERGENCY LIGHT
ON / ARMED
TEST
The ELPUs will automatically provide 6VDC to the emergency lights in case of a power loss on the Essential bus, if commanded by the crew or if in test mode, or activated from the flight attendant panel.
Emergency Light Power Unit (ELP)

6 VDC
The ELPUs enable emergency illumination for at least 12 minutes.
last update: Dec06
Chapter 33-50
Page 4
Emergency markers and identifiers

All four emergency exits are marked with exit locators, markers and identifiers which are clearly visible when energized under conditions of complete darkness. The exit signs contain red letters on a white background. For general cabin emergency illumination seven floodlight assemblies are installed on the aisle ceiling panels, distributed along the fuselage. Four emergency exit area floodlight assemblies are installed at each exit. Their purpose is to illuminate the passageway leading from the main aisle to each of the four exit openings. The floor proximity emergency escape path markings are a photo luminescent type, and guide passengers to the nearest exit in conditions of dense smoke. Once outside, the passengers are provided with LED lighting on the sides of the emergency slides.
last update: Dec06
Chapter 33-50
Page 5
Figure 3: Emergency markers and identifiers
last update: Dec06
Chapter 33-50
Page 6
Emergency lights system control panels

The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel installed in the forward entry area. The emergency light switch in the cockpit has three positions: In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed. This position prevents the emergency lights from illuminating and the batteries from being drained after normal power shutdown. In the ARM position, the emergency lights are in the stand-by mode and the batteries are charged. When normal aircraft power is lost, the emergency lights will automatically illuminate by power from the ELPU battery packs. In the ON position, the emergency lights are manually turned on and supplied by power from the ELPU battery packs.
last update: Dec06
Chapter 33-50
Page 7
Figure 4: The emergency control panels
The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel.
TEMPERATURE SETTING
LOW OFF HIGH C H
ENABLED
DOOR ZONE TEMPERATURE
CABIN TEMPERATURE
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
FWD GALLEY AREA
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
LAVATORY SMOKE TEST
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
OFF
In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed.
ELPU BATTERY PACKS
OFF
last update: Dec06
OFF
OFF
OFF
Emergency light power unit

The emergency light power unit is composed of sealed battery packs that provide power directly to the emergency lighting system in case of loss of primary power or when commanded by the flight crew.Each unit consists of an electronic package, plus a NiCd battery and a chassis to secure all these components.Each unit is rigidly attached to a sheet metal bracket installed between fuselage frames.The units are designed to supply power to the lights for at least 10 minutes under critical conditions.
last update: Dec06
Chapter 33-50
Page 9
Figure 5: Emergency lights
1
PASSENGER SIGNS
EMER LT ARMED OFF ON ATTND CALL
MONUMENT ( REF.)
C B
D
EMERGENCY LIGHT
STERILE ON
NO SMKG ON
FSTN BELTS
OFF
OFF
ON/ ARMED
TEST
A
COCKPIT LH CBP MAU 2 (SSM 31-41-80) GENERIC I/O MODULE
B
FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) GENERIC I/O MODULE
DC BUS 1
EMER FWD BATT HTR
7,5
28 VDC IN
ARM IN
OFF IN
COCKPIT CEILING PNL 28 VDC
FWD LH GALLERY AREA CEILING PNL PASSAGEWAY LIGHT EXIT MAKER EXIT
FWD COCKPIT CEILING PNL
FWD SVC DOOR LINER
STATUS 1
FWD FUSELAGE ARM OFF
EML4
PASS SIGN PANEL (SDS 33-23) (MPP 33-23-07)
STATUS 1
STATUS 2
CONTROL
EML4 6V
STATUS 2
OVERHEAD PANEL
COCKPIT EMERG LIGHT
EXIT LOCATOR EXIT
EXIT INDENTIFIER EXIT
(SDS 33-50) (MPP 33-50-03)
(SDS 33-50) (MPP 33-50-05)
(SDS 33-50) (MPP 33-50-19)
(SDS 33-50) (MPP 33-50-15)
ARM ON OFF TEST FAP ON EMERGENCY LIGHT POWER UNIT 1 (SDS-33-50) (MPP 33-50-01) EML 1
EML 2
A
(SSM 33-50-80)
1 MONUMENT (REF.)
EML 3
EML 5
CEILING PNL 1
FWD L ENTRANCE CEILING PNL EMER CABIN LIGHT PASSAGEWAY LIGHT
CEILING PNL 3
FWD MAIN DOOR LINER
EMERGENCY CABIN LIGHT
EXIT MAKER EXIT
EMER CABIN LIGHT
EMERGENCY NORMAL ON SW
EMERGENCY ON INDICATOR
FWD FUSELAGE 28 VDC CONTROL (SDS 33-50) (MPP 33-50-13)
TEST SW
(SDS 33-50) (MPP 33-50-17)
(SDS 33-50) (MPP 33-50-13)
(SDS 33-50) (MPP 33-50-15)
ARM EMERGENCY LIGHT POWER UNIT 2 (SDS-33-50) (MPP 33-50-01) EML 1
FWD AV COMPT
OFF TEST
EML 2
SPDA 1 (SSM 24-61-80)
DISCRETE I/O MODULE
FAP ON
EML 3
EML 5
REAR PLATE
last update: Dec06
Chapter 33-50
Page 10
Cabin attendant control panel

The emergency light switch on the cabin attendant panel has two positions: In the normal position the emergency lights remain in the mode determined by the cockpit switch. This is the normal flight position. In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpit emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode. Note that the message emergency lights not armed will be displayed on the EICAS, and the MASTER CAUTION lights come on when the switches are selected to the ON or OFF position.
last update: Dec06
Chapter 33-50
Page 11
Figure 6: Cabin attendant panel
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
FWD GALLEY AREA
PANEL LIGHTS
TEST
In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpi emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode.
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
LAVATORY SMOKE TEST
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
EMER LT NOT ARMD END
ELPU BATTERY PACKS

Chapter 33-50
Page 12
Operation
The operation of the emergency lighting system is directly related to a hazardous situation or a major failure of the normal lighting system caused by loss of the normal power.The emergency lights can be ARMED or turned ON or OFF by a switch installed in the cockpit.The exception is the photoluminescent indicator strip light that does not need to be ARMED or turned ON.Additional switches on the forward and aft flight attendant panels, allow the flight attendants to control the emergency lighting system.
last update: Dec06
Chapter 33-50
Page 13
C B
H J
EMERGENCY LIGHT
ON/ ARMED
TEST
A
MID AVIONICS COMPT RICC FWD FUSELAGE DC BUS 2 AFT LIGHT EMER BATT HTR
B
AFT MAIN CEILING PNL AFT L MAIN CEILING PNL
G
AFT MAIN DOOR LINER
CEILING PNL 7
EXIT LOCATOR 7.5 EXIT (SDS 33-50) (MPP 33-50-19)
EXIT MAKER EXIT
PASSAGEWAY LIGHT
EMERG CABIN LIGHT
28V CONTROL EMERGENCY LIGHT POWER UNIT 3 (SDS 33-50) (MPP 33-50-01) EML 1
(SDS 33-50) (MPP 33-50-09)
(SDS 33-50) (MPP 33-50-03)
(SDS 33-50) (MPP 33-50-15)
(SSM 33-50-80)
ARM OFF
EML 2
EML 3
AFT LAVATORY AFT FLIGHT ATT PANEL (SDS 33-50) (MPP 25-25-01) TEST FAP ON EML 5
G
EMERGENCY NORMAL ON SW EMERGENCY ON INDICATOR
EML4
MAU 3
STATUS 1 STATUS 2 STATUS 2 STATUS 1 FWD FUSELAGE 28V EML 4 CEILING PNL 5
GENERIC I/O MODULE
TEST SW
CONTROL
AFT R MAIN CEILING PNL EMER CABIN LIGHT
CEILING PNL 9
AFT SERVICE DOOR
ARM OFF EMERGENCY LIGHT POWER UNIT 4 MID AVIONICS COMPT (SDS 33-50) (MPP 33-50-01)
EXIT MAKER EXIT
EMER CABIN LIGHT
(SDS 33-50) (MPP 33-50-13) EML 1 EML 2
(SDS 33-50) (MPP 33-50-17)
(SDS 33-50) (MPP 33-50-13)
(SDS 33-50) (MPP 33-50-15)
SPDA 2 (SSM 24-61-80)
DISCRETE I/O MODUL
TEST FAP ON
EML 3 EML 5
REAR PLATE
last update: Dec06
Chapter 33-50
Page 14
Flashlights
Two flashlights are provided to help the crew during an emergency condition. The flashlight can be activated manually when it is removed from the retention bracket through a slide switch located on the flashlight body. It provides up to 45 minutes of illumination. To turn the flashlight off, you return the slide switch to the normal position. Each flashlight has a 6VDC, Ni-Cad battery which is recharged when the flashlight is inserted into its retention bracket. An internal circuit controls the battery recharging process, which can be monitored via an LED indicator, near the head of the flashlight. WARNING: Do not re-insert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
last update: Dec06
Chapter 33-50
Page 15
Figure 8: Flashlights position
TEMPERATURE SETTING
LOW C H
OFF
HIGH
ENABLED
CABI N T EMPE RAT URE
TEMPERATURE SETTING CABIN LIGHTING GALLEY MASTER

LOW ON ON ON
FWD E NTRANCE
ON
OFF OFF HIGH C H ENABLED

D O O R Z O N E T E M P E R AT U R E CABI N TEM PERAT URE
CE ILIN G
S ID E WALL
FW D GALLEY AREA
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
CABIN LIGHTING
GALLEY MASTER
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HO RN
ON
ON
ON
AF T E NTRANCE
OFF
ON / ARMED
TEST
RESET
OFF AUTO
ON
CE ILING
S IDE WAL L
PANEL LIGHTS
TEST
LAVATORY SMOKE TEST
PSU
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
FWD
AFT
TEST
RESET
EMERGENCY LIGHT
CO UR TES Y L IG HT
E VA C H O R N
ATTND CALL
ON / ARMED
TEST
RESET
OFF AUTO
ON
RESET
WASTE S Y STE M
FWD
AFT
FAULT
LAVATORY FAULT
ATTND CALL
WATER SY S TE M
WAT ER QUANTITY
RESET
FAULT
1/4
1/2
3/4
WARNING: Do not reinsert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
last update: Dec06
Chapter 33-50
Page 16
190
Introduction
The Emergency Lights System provides lighting in case the main lighting system becomes unavailable. It provides enough cabin and exterior lighting to assure safe crew and passenger evacuation even in poor visibility conditions.
last update: Dec06
Chapter 33-50
Page 1
Figure 1: The Emergency Lights System
last update: Dec06
Chapter 33-50
Page 2
190
Emergency Light Power Unit (ELPU)
The Emergency Lighting System is operated by 6 ELPUs, each of which supply 6VDC power.An ELPU has the capacity to allow the entire emergency lights to operate and maintain the required level of illumination for a minimum duration of 10 minutes under critical ambient conditions. It is charged and controlled by a 28VDC power source.Each ELPU has heating and quick charge features.The heating feature ensures reliable battery operation at low ambient temperatures.The quick charge feature allows a 45-minute recharge in the event the ELPU has a low charge.
last update: Dec06
Chapter 33-50
Page 3
Figure 2: Emergency Light Power Unit (ELPU)
EMERGENCY LIGHT
ON / ARMED
TEST
The ELPUs will automatically provide 6VDC to the emergency lights in case of a power loss on the Essential bus, if commanded by the crew or if in test mode, or activated from the flight attendant panel.
Emergency Light Power Unit (ELP)

6 VDC
The ELPUs enable emergency illumination for at least 12 minutes.
last update: Dec06
Chapter 33-50
Page 4
190
Emergency markers and identifiers
All six emergency exits are marked with exit locators, markers and identifiers which are clearly visible when energized under conditions of complete darkness. The exit signs contain red letters on a white background. For general cabin emergency illumination floodlight assemblies are installed on the aisle ceiling panels, distributed along the fuselage. Emergency exit area floodlight assemblies are installed at each exit. Their purpose is to illuminate the passageway leading from the main aisle to each of the exit openings. The floor proximity emergency escape path markings are a photo luminescent type, and guide passengers to the nearest exit in conditions of dense smoke. Once outside, the passengers are provided with LED lighting on the sides of the emergency slides. The EMB 190 overwing escape path is illuminated by 6 exterior emergency lights (3 each side).
last update: Dec06
Chapter 33-50
Page 5
Figure 3: Emergency markers and identifiers
last update: Dec06
Chapter 33-50
Page 6
190
Emergency lights system control panels
The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel installed in the forward entry area. The emergency light switch in the cockpit has three positions: In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed. This position prevents the emergency lights from illuminating and the batteries from being drained after normal power shutdown. In the ARM position, the emergency lights are in the stand-by mode and the batteries are charged. When normal aircraft power is lost, the emergency lights will automatically illuminate by power from the ELPU battery packs. In the ON position, the emergency lights are manually turned on and supplied by power from the ELPU battery packs.
last update: Dec06
Chapter 33-50
Page 7
Figure 4: The emergency control panels
The Emergency Lights System may be commanded by the emergency light switch located on the overhead panel, or by the attendant emergency light switch located on the attendant control panel.
TEMPERATURE SETTING
LOW OFF HIGH C H
ENABLED
DOOR ZONE TEMPERATURE
CABIN TEMPERATURE
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
FWD GALLEY AREA
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
LAVATORY SMOKE TEST
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
OFF
In the off position, the emergency lights are permanently turned off. This position is used before the aircraft normal electrical power or the ground power is removed.
ELPU BATTERY PACKS
OFF
OFF
OFF
OFF
OFF
OFF
last update: Dec06
Chapter 33-50
Page 8
190
Emergency light power unit
The emergency light power unit is composed of sealed battery packs that provide power directly to the emergency lighting system in case of loss of primary power or when commanded by the flight crew.Each unit consists of an electronic package, plus a NiCd battery and a chassis to secure all these components.Each unit is rigidly attached to a sheet metal bracket installed between fuselage frames.The units are designed to supply power to the lights for at least 10 minutes under critical conditions.
last update: Dec06
Chapter 33-50
Page 9

1
PASSENGER SIGNS
EMER LT ARMED OFF ON ATTND CALL
MONUMENT ( REF.)
C B
D
EMERGENCY LIGHT
STERILE ON
NO SMKG ON
FSTN BELTS
OFF
OFF
ON/ ARMED
TEST
A
COCKPIT LH CBP MAU 2 (SSM 31-41-80) GENERIC I/O MODULE
B
FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) GENERIC I/O MODULE
DC BUS 1
EMER FWD BATT HTR
7,5
28 VDC IN
ARM IN
OFF IN
COCKPIT CEILING PNL 28 VDC
FWD LH GALLERY AREA CEILING PNL PASSAGEWAY LIGHT EXIT MAKER EXIT
FWD COCKPIT CEILING PNL
FWD SVC DOOR LINER
STATUS 1
FWD FUSELAGE ARM OFF
EML4
PASS SIGN PANEL (SDS 33-23) (MPP 33-23-07)
STATUS 1
STATUS 2
CONTROL
EML4 6V
STATUS 2
OVERHEAD PANEL
COCKPIT EMERG LIGHT
EXIT LOCATOR EXIT
(SDS 33-50) (MPP 33-50-03)
(SDS 33-50) (MPP 33-50-05)
(SDS 33-50) (MPP 33-50-19)
(SDS 33-50) (MPP 33-50-15)
ARM ON OFF TEST FAP ON EMERGENCY LIGHT POWER UNIT 1 (SDS-33-50) (MPP 33-50-01) EML 1
EML 2
A
(SSM 33-50-80)
1 MONUMENT (REF.)
EML 3
EML 5
CEILING PNL 1
FWD L ENTRANCE CEILING PNL EMER CABIN LIGHT PASSAGEWAY LIGHT
CEILING PNL 3
FWD MAIN DOOR LINER
EXIT MAKER EXIT
EMER CABIN LIGHT
EMERGENCY ON INDICATOR
FWD FUSELAGE 28 VDC CONTROL (SDS 33-50) (MPP 33-50-13)
TEST SW
(SDS 33-50) (MPP 33-50-17)
(SDS 33-50) (MPP 33-50-13)
(SDS 33-50) (MPP 33-50-15)
ARM EMERGENCY LIGHT POWER UNIT 2 (SDS-33-50) (MPP 33-50-01) EML 1
FWD AV COMPT
OFF TEST
EML 2
SPDA 1 (SSM 24-61-80)
DISCRETE I/O MODULE
FAP ON
EML 3
EML 5
REAR PLATE
last update: Dec06
Chapter 33-50
Page 10
190
NOTES:
last update: Dec06
Chapter 33-50
Page 11
Figure 6: Emergency lightning - block diagram

P AS S E NGE R SIGNS
E ME R LT ARMED OFF ON AT T N D C ALL
S TE RILE ON
NO SMKG ON
F ST N BE LT S
OFF
OF F
B
E ME RG ENCY LIG HT
ON/ ARMED
T ES T
A
C G
F WD C EILING (RE F.)
J H
C
1 MONUMENT ( RE F.)
B
MID AVIONICS COMPT DC BUS 1 LICC COCKPIT DC BUS 1 LH CBP OVERHEAD PANEL PASSENGER SIGN PANEL (SDS 33-23) (MPP 33-23-07) FWD AVIONICS COMPT MAU 2 (SSM 31-41-80)
F
MID AVIONICS COMPT MAU 3 (SSM 31-41-80) BACKPLANE
D
1
MONUMENT (R EF .)
A
ARM IN OFF IN
BACKPLANE
FWD FAP (SSM 25-25-01) EMERGENCY ON INDICATOR
C
FWD AVIONICS COMPT
EMER LT BATT HTR
EMER FWD BATT HTR
ARM ON OFF
28 VDC 28 VDC
GENERIC I/O MOD. 9
GENERIC I/O MOD. 9 TEST SW
SPDA 1 (SSM 24-61-80) REAR PLACE
28 VDC
DISCRETE I/O (SLOT 11)
K
(TY PICAL)
6 VDC
MIDDLE CEILING PANEL

ARM OFF EML 4 1 CONTROL 2 FAP ON TEST
OVE RW ING E XIT
CHARGE/HEAT
STATUS
EMERGENCY LIGHT POWER UNIT 3 (SDS-33-50) (MPP 33-50-01)
EML 1
EML 3
STATUS
EML 5
EML 2
F L
6 VDC
6 VDC
6 VDC
FAIRING FWD RH EXT EMERG LT
MID OVERWING CEILING PANEL EXIT LOCATOR
CABIN CEILING PANEL CABIN EMERG LT
RH EMERG DOOR LINER EXIT MARKER

EML 3
LH EMERG DOOR LINER EXIT MARKER
RH EMERG DOOR LINER EXIT IDENTIFIER
6 VDC
E
EXIT
EXIT (SDS 33-50) (MPP 33-50-25)
EXIT
EMERGENCY LIGHT POWER UNIT 4
EXIT (SDS 33-50) (MPP 33-50-17)
(SDS 33-50) (MPP 33-50-19)
(SDS 33-50) (MPP 33-50-13)
(SDS 33-50) (MPP 33-50-17)
(SSM 33-50-80 SHEET 4)
(SDS 33-50) (MPP 33-50-15)
A MONUMENT CAN BE A LAVATORY OR A CLOS ET
last update: Dec06
Chapter 33-50
Page 12
190
NOTES:
last update: Dec06
Chapter 33-50
Page 13
Figure 7: Emergency lightning - block diagram (continued)

F WD C EILING (RE F.)
G A B
E ME RG ENCY LIG HT
ON/ ARMED
T ES T
E
P AS S E NGE R SIGNS
E ME R LT ARMED
H J
OFF
ON
AT T N D C ALL
(TY PICAL)
S TE RILE ON
NO SMKG ON
F ST N BE LT S
OFF
OF F
A
MID AVIONICS COMPT DC BUS 1 LICC COCKPIT DC BUS 1 LH CBP OVERHEAD PA NEL PASSENGER GN SI PAN EL (SDS 33-23 ) (MPP 33-23 -07) FWD AVIONICS COMPT
C
MID AVIONICS COMPT MAU 3 (SSM 1-41-80) 3 BACKPLANE AFT LH LAVAT ORY AFT FAP (SSM 25-25-83)
G
MID AVIONICS COMPT
MAU 2 (SSM -41-80) 31
C
ARM IN OFF IN
BACKPLANE
SPDA 2 (SSM 24-61-8 0) REAR PLACE
EMER LT BATT HTR
EMER FWD BATT HTR GENERIC I/O MOD. 9 GENERIC I/O MOD. 9
EMERGENCY ON INDICATOR DISCRETE I/O (SLOT 9) TEST W S
K
(TY PICAL)
ARM OFF ON
28 VDC
28 VDC
28 VDC
EMERGENCY N ORMAL ON SW
MIDDLE CEILING EL PAN
6 VDC
OVE RW ING E XIT
OFF
ARM
CHARGE/H EAT
CONTROL
STATUS
EMERGENCY I LGHT POWER UNIT 4 (SDS-33-50) (MPP 33-50-01)
STATUS
FAP ON
EML
TEST
EML
EML
EML
EML
G F
6 VDC
6 VDC
6 VDC
FAIRING FWD LH EXT EMERG LT
FAIRING MID RH EXT EMERG LT
RH EMERG DOOR LINER EXIT MARKER
LH EMERG DOOR LINER
LH EMERG DOOR LINER EXIT IDENTI FIER
6 VDC
EXIT MARKER
E
EXIT
EML
EXIT
EMERGENCY LIGHT POWER UNIT 3
EXIT
(SDS 33 -50) (MPP 33-50-25)
(SDS 33-50) (MPP 33-50-25)
(SDS 33 -50) (MPP 33-50-17)
(SSM 33-50-80 SHEET 3)
(SDS 33 -50) (MPP 33-50-17)
(SDS 33 -50) (MPP 33-50-15)
last update: Dec06
Chapter 33-50
Page 14
190
Cabin attendant control panel
The emergency light switch on the cabin attendant panel has two positions: In the normal position the emergency lights remain in the mode determined by the cockpit switch. This is the normal flight position. In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpit emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode. Note that the message emergency lights not armed will be displayed on the EICAS, and the MASTER CAUTION lights come on when the switches are selected to the ON or OFF position.
last update: Dec06
Chapter 33-50
Page 15
Figure 8: Cabin attendant panel
CABIN LIGHTING
GALLEY MASTER
ON
ON
ON
FWD ENTRANCE
ON
OFF
CEILING
SIDEWALL
FWD GALLEY AREA
PANEL LIGHTS
TEST
In the ON position the emergency lights are turned on using power from the battery packs, regardless of the cockpi emergency light switch position. The legend "ON" located in the attendant control panel is illuminated to indicate the switch selection mode.
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HORN
ON / ARMED
TEST
RESET
OFF AUTO
ON
LAVATORY SMOKE TEST
PSU
FWD
AFT
TEST
RESET
ATTND CALL
RESET
EMER LT NOT ARMD END
ELPU BATTERY PACKS
last update: Dec06
Chapter 33-50
Page 16
190
Operation
The operation of the emergency lighting system is directly related to a hazardous situation or a major failure of the normal lighting system caused by loss of the normal power.The emergency lights can be ARMED or turned ON or OFF by a switch installed in the cockpit.The exception is the photoluminescent indicator strip light that does not need to be ARMED or turned ON.Additional switches on the forward and aft flight attendant panels, allow the flight attendants to control the emergency lighting system.
last update: Dec06
Chapter 33-50
Page 17

C B J
EMERGENCY LIGHT
ON/ ARMED
TEST
A
MID AVIONICS COMPT RICC FWD FUSELAGE DC BUS 2 AFT LIGHT EMER BATT HTR
B
AFT MAIN CEILING PNL AFT L MAIN CEILING PNL
G
AFT MAIN DOOR LINER
CEILING PNL 7
EXIT LOCATOR 7.5 EXIT (SDS 33-50) (MPP 33-50-19)
EXIT MAKER EXIT
PASSAGEWAY LIGHT
EMERG CABIN LIGHT
28V CONTROL EMERGENCY LIGHT POWER UNIT 3 (SDS 33-50) (MPP 33-50-01) EML 1
(SDS 33-50) (MPP 33-50-09)
(SDS 33-50) (MPP 33-50-03)
(SDS 33-50) (MPP 33-50-15)
(SSM 33-50-80)
ARM OFF
EML 2
EML 3
AFT LAVATORY AFT FLIGHT ATT PANEL (SDS 33-50) (MPP 25-25-01) TEST FAP ON EML 5
G
EMERGENCY NORMAL ON SW EMERGENCY ON INDICATOR
EML4
MAU 3
STATUS 1 STATUS 2 STATUS 2 STATUS 1 FWD FUSELAGE 28V EML 4 CEILING PNL 5
GENERIC I/O MODULE
TEST SW
CONTROL
AFT R MAIN CEILING PNL EMER CABIN LIGHT
CEILING PNL 9
AFT SERVICE DOOR
ARM OFF EMERGENCY LIGHT POWER UNIT 4 MID AVIONICS COMPT (SDS 33-50) (MPP 33-50-01)
EXIT MAKER EXIT
EMER CABIN LIGHT
(SDS 33-50) (MPP 33-50-13) EML 1 EML 2
(SDS 33-50) (MPP 33-50-17)
(SDS 33-50) (MPP 33-50-13)
(SDS 33-50) (MPP 33-50-15)
SPDA 2 (SSM 24-61-80)
DISCRETE I/O MODUL
TEST FAP ON
EML 3 EML 5
REAR PLATE
last update: Dec06
Chapter 33-50
Page 18
190
Flashlights
Two flashlights are provided to help the crew during an emergency condition. The flashlight can be activated manually when it is removed from the retention bracket through a slide switch located on the flashlight body. It provides up to 45 minutes of illumination. To turn the flashlight off, you return the slide switch to the normal position. Each flashlight has a 6VDC, Ni-Cad battery which is recharged when the flashlight is inserted into its retention bracket. An internal circuit controls the battery recharging process, which can be monitored via an LED indicator, near the head of the flashlight. WARNING: Do not re-insert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
last update: Dec06
Chapter 33-50
Page 19
Figure 10: Flashlights position
TEMPERATURE SETTING
LOW C H
OFF
HIGH
ENABLED
CABI N T EMPE RAT URE
TEMPERATURE SETTING CABIN LIGHTING GALLEY MASTER

LOW ON ON ON
FWD E NTRANCE
ON
OFF OFF HIGH C H ENABLED

D O O R Z O N E T E M P E R AT U R E CABI N TEM PERAT URE
CE ILIN G
S ID E WALL
FW D GALLEY AREA
PANEL LIGHTS
TEST
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
CABIN LIGHTING
GALLEY MASTER
EMERGENCY LIGHT
COURTESY LIGHT
EVAC HO RN
ON
ON
ON
AF T E NTRANCE
OFF
ON / ARMED
TEST
RESET
OFF AUTO
ON
CE ILING
S IDE WAL L
PANEL LIGHTS
TEST
LAVATORY SMOKE TEST
PSU
BRIGHT DIM
BRIGHT DIM
BRIGHT DIM
FWD
AFT
TEST
RESET
EMERGENCY LIGHT
CO UR TES Y L IG HT
E VA C H O R N
ATTND CALL
ON / ARMED
TEST
RESET
OFF AUTO
ON
RESET
WASTE S Y STE M
FWD
AFT
FAULT
LAVATORY FAULT
ATTND CALL
WATER SY S TE M
WAT ER QUANTITY
RESET
FAULT
1/4
1/2
3/4
WARNING: Do not reinsert the flashlight with the slide switch left in the on position. This will result in overheating of and damage to the flashlight assembly.
last update: Dec06
Chapter 33-50
Page 20
170/190
33-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 33-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 33 LIGHTS
10-00 Cockpit/Flight Deck/Flight Compartment and Instrument Lighting Systems 21-00 Cabin Interior Illumination System
C C
Individual lights may be inoperative provided remaining lights are: a) Sufficient to clearly illuminate all required instruments, controls, and other devices for which they are provided, b) Positioned so that direct rays are shielded from flight crewmembers' eyes, c) Lighting configuration and intensity is acceptable to the flight crew, and d) Flight deck emergency lighting is operative. Individual lights may be inoperative provided: a) Sufficient lighting remains for flight attendants to perform their assigned duties, b) No more than 10 per cent ceiling light lamps are inoperative, c) No more than 2 adjacent ceiling light lamps in the longitudinal or lateral direction are inoperative, d) Remaining operational ceiling, forward entry area, forward galley area and aft entry area lighting must be functional in BRIGHT setting, and e) Cabin emergency lighting is operative.
23-00 Passenger Signs 23-09 Cockpit Sterile Light 26-00 Courtesy Lights System
C C C C 1
0 0 0
(M)(O)No passenger, flight attendant seat or lavatory may be occupied from which a "No Smoking/Fasten Seat Belt" sign is not readily legible, or that seat must be blocked and placarded "DO NOT OCCUPY". (O)"No Smoking/Fasten Seat Belt" signs may be inoperative and the affected passenger seat(s), flight attendant seat(s) or lavatory may be occupied provided: a) The passenger address system operates normally and can be clearly heard throughout the cabin during flight, and b) The passenger address system is used to notify the flight attendant and passengers when seat belts should be fastened and when smoking is prohibited.
(O)May be inoperative provided alternate procedures are established and used. May be inoperative provided sufficient light is available at passenger entry area.
31-00 Forward and Aft C 9 Cargo Compartment Lights
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 33-MEL
Page 1
MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 30-4 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 30 ICE AND RAIN PROTECTION B 8 C 2 4 0 0 0 0 0 1 One Heater controller per ADSP may be inoperative. May be inoperative provided airplane is not operated in precipitation within 5 nautical miles of the airport of takeoff or intended landing.
32-00 Service Compartment Lights 41-00 Landing Lights 42-00 Taxi Lights
C 6 C 3 C 3 C 3
0 2 0 0 4 0 0 0 0 0
May be inoperative for day operations. (M)Any light may be inoperative provided the following minimum configuration is complied with: a) One green light at the right forward wing tip position, b) One red light at the left forward wing tip position, and c) One white light at each aft wing tip position. May be inoperative for day operations. (O)May be inoperative provided ground deicing procedures do not require their use. May be inoperative provided strobe lights operate normally. May be inoperative for day operations.
31-00 Air Data Smart Probe (ADSP) Heater Controllers 41-00 Windshield Wiper Systems
43-00 Navigation Lights C 8 44-00 Wing Inspection Lights C 8 C 2
1) Low Speed Mode C 2 2) High Speed Mode C 2 C 2 C 2 B 2
May be inoperative provided associated High Speed Mode operates normally. May be inoperative provided associated Low Speed Mode operates normally. (M)May be inoperative provided: a) Blades are positioned to provide an acceptable field of vision to flight crew, and b) Associated Windshield Wiper System is considered inoperative and not used. One may be inoperative provided airplane is not operated in known or forecast icing conditions.
3) Timer Mode 4) Parking Mode
45-00 Red Beacon Lights C 2 46-00 Logo Lights C 2 D 2
42-00 Windshield Heating Systems
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
last update: Jun06
Chapter 33-MEL
Page 2
170/190
REVISION NO: DATE:

PAGE S33-1
(4) Number required for dispatch (5) Remarks or Exceptions 33 Lights
-45-00 Red Beacon Lights
As required by Operating Req uirements.
last update: Jun06
Chapter 33-MEL
Page 3
170/190
ATA 45 Central Maintenance System
170/190
Table of Content
45-00 Aircraft Diagnostic and Maintenance System (Central maintenance System).
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Data Management Unit (DMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Remote Terminal (RT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Central Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 REPORT BUILDER (RB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 REMOTE TERMINAL (RT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 CMC SYSTEM INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 MAINTENANCE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 CMC Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Maintenance Messages Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Maintenance Messages Display . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Maintenance Message Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 System Diagnostics menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Extended Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Member System Status menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 File Transfer Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 System Configuration Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Data Loader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Load Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Reports Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Fault History Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
45-MEL (Example)
Chapter 45-TOC
Page I
170/190
Chapter 45-TOC
Page II
170/190
45-00 Aircraft Diagnostic and Maintenance System (Central maintenance System).

Introduction
The Aircraft Diagnostic and Maintenance System is a centralized interface that the mechanic uses to perform most maintenance activities on the aircraft.The maintenance system is a combination of a fault recording and maintenance access system and the LRUs/LRMs that are member systems. The ADMS is comprised of a Central Maintenance Computer (CMC) that hosts the Central Maintenance Computer Function and the Aircraft Condition Monitoring Function (ACMF), the ACMS ground support software Report Builder and Report Analyser, an optional Remote Terminal (RT), and an optional Data Management Unit (DMU). The CMC system hosts: CMCF (Central-Maintenance-Computer Function) ACMS (Aircraft Condition Monitoring System) ground support software
The CMC system has the components that follow: CMC module Database module DMU (Data-Loader Management Unit)
General Description
The CMC supplies the operator access to the member systems from a single user interface.The access can be from the RT (Remote Terminal) through the LAN (Local Area Network) or from the copilots MFD (Multi-Function Display) through the RIB (Remote Image Bus).The copilots access is with the CCD (Cursor Control Device). The LAN ports are found in the forward avionics compartment, cockpit, external maintenance panel and middle avionics compartment. NOTE : The term member system refers to any system installed on the aircraft that complies with the CMC interface requirements and implements the features of the CMC. The CMC is connected to a aircraft battery (HOT BATT BUS 2) for backup power purposes.
Figure 1: CMC Introduction
PRINTER
ASCB MEMBER SYSTEM
ASCB MEMBER SYSTEM
AIRCRAFT BATTERY 28V DC
COPILOTS MFD
CCD
TO OTHER MAUs
ASCB REMOTE IMAGE BUS
LAN
MAU CENTRAL MAINTENANCE COMPUTER MODULE
NIC
I/O MODULE
DATABASE MODULE
BACKPLANE
ARINC 429
429 MEMBER SYSTEM
429 MEMBER SYSTEM
Chapter 45-00
Page 2
170/190
Notes:
Chapter 45-00
Page 4
170/190
Components
CMC MODULE The CMC module is the central controller for the CMC system. The CMC module interfaces with other elements of the system through the virtual backplane.It hosts the functional software, fault history database, loadable diagnostic information database, and ACMF (Aircraft ConditionMonitoring Function) data. The CMC module is powered by the DC (Direct Current) bus 1.The CMCF is powered by the MAU (Modular Avionics Unit) power supply through the backplane and receives its data from the ASCB (Avionics Standard-Communication Bus).If the MAU is not powered or the ASCB is not in use, the maintenance function is not available.The CMC module is also connected to the aircraft battery (HOT BATT BUS 2) for backup power purposes.The aircraft battery connection is used to power down the CMCs operating system in the event that the CMC module loses electrical power from the DC bus 1. The CMC module has circuitry that prevents the CMC module from using more than two minutes of the aircraft battery.In the event that the CMCF does not power down within two minutes, the CMC module hardware automatically disconnects the CMC module from the aircraft battery power.
Figure 2: CMC Location
CMC Location
MAU 1
#
B U S
MAU 2
C H
B U S
MAU 3
C H
B U S
C H
20 B 19 2 B 18 2 B 17 2 B
B U S
C H
16 2 B 15 14 2 B 13 2 B 2 B 12 2 B 11 10 9
C H
B U S
16 15 14 13 12 11 10 9
2 B 2 B 2 B
B U S
C H
2 B 2 B 2 B
16 1 B 15 14 13 12 1 B 11 10 1 B 9 1 B 1 B
C H
B U S
A 2 2 A A 2
C H
B U S
A 1 A 1 8 7 6 5 4 3 2 1
#
A 2 A 2 A 2 A 2
8 7 6 5 4 3 2 1
#
2 B
8 7 6 5 4 3 2 1
#
1 B
2 B 2 B
A 1 A 1 A 1 A
C H
B U S
1 B
B U S
B U S
C H
C H
B U S
C H
Rev. XL
Central Maintenance computer Module (CMCM). Central Maintenance computer Function (CMCF).
Chapter 45-00
Page 6
170/190
Data Management Unit (DMU)

The CMC has a LAN connection to the DMU. The DMU is a combination DVD-ROM drive and two PCMCIA (Personal Computer Memory Card International Association) type II and III slots.The drives supply the user the capability to transfer files to and from the aircraft.The software loading is done with a data loading function on the CMCF. The DMU DVD-ROM is powered only while the aircraft is on the ground through a discrete from the MAU. The DMU is a LRU (Line Replaceable Unit) installed in the RH (Right-Hand) aft console.The DMU is powered by DC bus 2.
Figure 3: Data Management Unit (DMU)
DMU LOCATION
Supports: DVD ROM (CD ROM) PCMCIA CARDS.
Chapter 45-00
Page 8
170/190
Remote Terminal (RT)

The Remote Terminal (RT) is an optional user interface that can be connected to the aircraft at several locations.The ERJ-170 remote terminal ports are located in the cockpit, external maintenance panel, and forward as well as mid electronic compartments.This allows the mechanic access to the Aircraft Diagnostic and Maintenance System while the pilot is in the cockpit or passengers are loading or unloading from the aircraft.This also allows the mechanic to access maintenance information close to the equipment under repair. The RT is a lap top PC with a Local Area Network (LAN), Ethernet 10Base2 card, CD-ROM, and 3.5 inch, 1.44 MB floppy disk drive.In order to use the RT for ADMS functionality, the CMC module needs to be operating.This requires the Central Maintenance Computer (CMC) to be powered and the ASCB-D data bus operating. If the CMC is not operating the LAN and the RT can still be used for functionality other than ADMS.If the CMC is operating but the ASCB-D data bus is failed the FHDB can still be accessed but no other maintenance functionality is available. The remote terminal ADMS software functionality and GUI is the same as that provided in the cockpit using the copilots MFD and CCD.Additionally the Remote Terminal is the only display that the mechanic can use to view aircraft maintenance manuals.Note that only one user of the CMC is supported at any time.The remote terminal also allows to load software to the aircraft via a Data Loading System (DLS) function resident on the PC.
Figure 4: Remote Terminal - Ports
The EMBRAER 170 remote terminal ports are located in the cockpit, external AC power panel, and forward as well as mid electronic compartments
Terminal Ports
Chapter 45-00
Page 10
170/190
Notes:
Figure 5: Local Area Network (LAN)
C
123 BL (REF.)
B A
125 BL (REF.)
A
FWD RAMP PNL FWD AVIONICS COMPT MAU 1 (SSM 31-41-80)
C
MAIN PANEL COCKPIT
B
MAIN PANEL COCKPIT MAIN PANEL COCKPIT FWD AVIONICS COMPT MRC 1 (SSM 34-02-80) FWD AVIONICS COMPT SPDA 1 (SSM 24-61-80) FWD AVIONICS COMPT
D
FWD AVIONICS COMPT
E
LAN PORT (SDS 45-45)
MAU 2 (SSM 31-41-80)
LAN PORT (SDS 45-45) CMC MODULE (SSM 45-45-80) NIC 2 NIC 1
EICAS (SSM 31-61-80)
MFD 1 (SSM 31-61-80)
PFD 1 (SSM 31-61-80) NIM ASCB MODULE
NIC 3
NIC 4
F
T
ASCB MODULE
NIM
NIC 6
NIC 5 DMU (SSM 45-45-80) LAN PORT (SDS 45-45) PFD 2 (SSM 31-61-80) MFD 2 (SSM 31-61-80)
LAN PORT (SDS 45-45)
L
MID AVIONICS COMPT
SPDA 2 (SSM 24-61-80) MID AVIONICS COMPT
MRC 2 (SSM 34-02-80) MID AVIONICS COMPT
MAU 3 (SSM 31-41-80) MID AVIONICS COMPT RH AFT CONSOLE COCKPIT RH CONSOLE
H
MAIN PANEL COCKPIT MAIN PANEL COCKPIT
H G
K J
Chapter 45-00
Page 12
170/190
Central Maintenance System

CENTRAL MAINTENANCE COMPUTER The CMC communicates with and receives communication from the Member Systems either directly through ASCB-D for ASCB Member Systems, or through ASCB-D via the MAU I/O and ARINC 429 buses for ARINC 429 Member Systems.The CMCM hosts the CMCF software and provides storage for the LDI, the fault history database (FHDB), ACMF data, and Windows NT operating system.The CMC Modules Bus Interface Controller (BIC) ensures separation of the non-critical Level D Maintenance System data from critical data that exists on ASCB-D.The BIC provides both a hardware and software fire wall to ensure that the Level D CMCF software can not interfere with critical data on the ASCB-D. LOADABLE DIAGNOSTIC INFORMATION (LDI) The maintenance system uses the LDI (Loadable Diagnostic Information) as a data model or map that characterizes the member systems maintenance data.The maintenance data includes maintenance screens and messages. The LDI data is stored in a database that is not part of the CMCF executable code, but instead is in a separate file accessed by the CMCF.The maintenance screens data is stored in the LDI.The LDI can be updated through the data loading system. FAULT HISTORY DATABASE All fault occurrences are stored in the FHDB in the CMC module.The FHDB is limited to 10 MB total. A maintenance message record is equivalent to 57 bytes.When the storage limit occurs the oldest records are deleted first. The FHDB redundancy and aircraft fault history are kept in a copy of the FHDB in the aircraft database module. If a CMC module is replaced, the fault history of the aircraft is kept. AIRCRAFT CONDITION MONITORING SYSTEM (ACMS)
The ACMS is a function that is used to extend the capabilities of the CMC system.The ACMS is made up of the ACMF and the RB (Report Builder). The ACMF is a data-driven software application that increases the operators ability to isolate the flight anomalies The ACMF collects a set of predefined data based on a defined trigger even that uses the ground support software RB.The ACMS supplies the function that follows: Monitors aircraft parameters Records aircraft parameters based on real-time evaluation of monitored aircraft parameters through the trigger logic Supplies access to reports through the download and printout Lets operator develop more custom monitoring capabilities for any aircraft system Supplies storage for certain accumulated values AIRCRAFT CONDITION MONITORING FUNCTION (ACMF) The ACMF runs on the CMC and supplies a procedure to complement the CMCF.The ACMF supplies storage and analysis of system fault data, with storage of more data that is not directly associated with faults.This stored data can be downloaded through the RB for analysis. The ACMF monitors the ASCB data to determine if conditions satisfy the trigger logic for any applications.Once a trigger condition is satisfied, data associated with the trigger condition is stored in the CMC module. Periodically the ACMF reports are stored on the database module.The stored data can be retrieved for an in-air download through the CMF or the printout on the LAN printer. The CMC module lets up to 25 megabytes of storage for the ACMF reports. The RB lets reports be categorized into storage families.The ACMF supplies a memory full flag that is set when the total available storage exceeds 90% of available space.This flag is shown in the RB when it accesses the ACMF. The notebook PC, running the RT application, uses the aircraft LAN and the RB to download reports (via the RT) and clean up storage.Once a family has reached its limit the oldest report within a family is over written as a new report is created.
Figure 6: Central Maintenance Computer
Modular Avionics Units (MAU)

BIC
I/O Module
(running Digital Engine Operating System)
ARINC Member Systems

ARINC 429
Software Services (Core S/W, PDD)

Level A
I/O Software
I/O Process Level B M aintenance Process Level C
Remote Terminal
(Optional)
Test Panel
CMC Module
Virtual Backplane Bus (PCI)
(running COTS Operating System)
External Power Source
Backplane Interface Controller

Level A
Aircraft Fault History Central Maintenance Software

Fault Processing - Level ED Aircraft Condition M onitoring - Level E I/O Processing - Level E
Data Management Unit

(Optional)
ACMF Data LDI Database
Remote Image Bus (RIB) ARINC 429
DATABASE MODULE (Backup Data Files)
Time Limited Dispatch Aircraft Fault History
Copilot Multi-Function Display ASCB Member Systems
BIC
Copilot CCD
PROCESSOR MODULE
BIC
Time Limited Dispatch
NIC
BIC
Ethernet LAN
ASCB-D
Chapter 45-00
Page 14
170/190
REPORT BUILDER (RB)

The RB is a windows-based software application that is used to set the data file used by the ACMF application.The RB is used to calculate the data parameters to monitor,calculate what combination of data parameters are necessary to start the reports, and calculate what parameters are to be recorded in a report when a given report is started.The RB runs on a ground-based computer that uses the windows NT operating system.The RB allows for the transfer of the applications, to retrieve triggered reports, and clean up the storage in the CMC module. CCD: The CCD is used to control the maintenance display from the copilots seat. MWF (Monitor Warning Function): The MWF continuously provides the CMCF a list of all CAS messages and status of each messages.The CMCF compares the CAS messages with the maintenance messages and stores this data in the FHDB.The monitor warning system monitors the CMC status through the ASCB. NIC (Network Interface Controller): The NIC supplies the gateway between the ASCB and the backplane.The NIC supplies time, data, aircraft serial number, and aircraft type to the CMCF and the member systems.The NIC also supplies timimg data related to data transmissions within the system. Member Systems: The CMC member systems communicate with the CMCF through the ASCB and the ARINC-429.The member system parameter group includes all fault and identification data related to the member system The I/O (Input/Output) module helps the CMCF to receive the ARINC-429 labels and place them onto ASCB in a member system maintenance data parameter group.The I/ O module also receive data on the ASCB from the CMCF.The CMCF maintenance data parameter group transmits to the ARINC-429 member systems.The I/O module supplies the support of the file transfer from the ARINC-429 member systems.
REMOTE TERMINAL (RT)

The RT is an application that runs on a notebook PC.The RT is an user interface that can be connected to the aircraft, through the LAN ports, located in the cockpit, external maintenance panel, forward avionics compartment and middle avionics compartment. This lets the mechanic access maintenance data close to the equipment under repair while the passengers get on or off the aircraft.The RT functionality and graphic user interface is the same as that provided in the cockpit using the copilots MFD and CCD. By using the RT application, the mechanic will be able to access the CMC pages, generate ACMF reports and/or transfer field-loadable software to the aircraft systems.
CMC SYSTEM INTERFACE

The CMC system interfaces with the components and functions that follow: Copilots MFD: The copilots MFD is a user interface for the CMCF with control of the display supplied by the CCD.The CMCF data is only shown on the copilots MFD. RIB: The CMC module has a direct connection to the copilots MFD through a RIB. The DU (Display Unit)s software directs the CMCFs video to the display.
Figure 7: CMC Module

BIC
I/O Module

ARINC 429

Level A
I/O Software
Remote Terminal
(Optional)
Test Panel
CMC Module

Level A


(Optional)
BIC
Copilot CCD
PROCESSOR MODULE
BIC
NIC
BIC
Ethernet LAN
ASCB-D
Chapter 45-00
Page 16
170/190
Ground Interlock Switch: The member system uses the ground interlock switch as an additional safety interlock when maintenance actions are done on the aircraft that require more safety.The member systems supply the interlocks so that if the software in the CMC fails, the member system cannot be commanded to any unsafe condition or start tests while the aircraft is in flight. Printer: The CMC interfaces with the printer through the LAN and the printer interfaces to the MAU 2 through the ARINC-429.All communications with the printer from any other systems, such as the CMU (Communications Management Unit), are accomplished through the CMC.The printer supplies all print reports to the CMC system through the LAN, and all fault reports through the ARINC-429 connection.
Performance of power-up and continuous BIT to find faults unless the member system is doing a commanded test or a NVM download. Performance of commanded test (if commanded by the CMC,if necessary and sufficient interlocks are satisfied). Performance of NVM download (if commanded by the CMC,if necessary and sufficient interlocks are satisfied).
MAINTENANCE MODE
The maintenance mode is only accessible when the aircraft is on ground and safety conditions are met. The maintenance mode functions and access to the maintenance screens are locked out by both the CMCF and the member systems.This supplies interlocks so that if the CMC fails, the member system cannot be commanded to any unsafe condition or starts the tests when not in other than maintenance mode.This mode is used by the maintenance crew to find and repair the member system.When the CMCF is in the maintenance mode it supplies access for the member systems to show fault data (active faults).The command systems diagnostics start the BIT.The member system supplies defined-passive status screens (real-time display of system status) and commands the download of stored fault data (NVM download).During the maintenance mode the member system requirements are as follow: Transmission of the member system finds fault,unless the member system is doing a commanded test or a NVM download. Transmission of the equipment Id,SDI (Source/Destination Identifier),hardware part number,software part number,and serial number information,unless the aircraft system is doing a commanded test or a NVM download
Figure 8: CMC Module

BIC
I/O Module

ARINC 429

Level A
I/O Software
Remote Terminal
(Optional)
Test Panel
CMC Module

Level A


(Optional)
BIC
Copilot CCD
PROCESSOR MODULE
BIC
NIC
BIC
Ethernet LAN
ASCB-D
Chapter 45-00
Page 18
170/190
Operation
ACCESSING THE MAINTENANCE SYSTEM The remote terminal ADMS functionality and GUI is the same as that provided in the cockpit using the copilots MFD and CCD.In order to access the main CMCF menu in the cockpit, the following procedures should be followed: Select the Maintenance menu for display on MFD No.2 by: - Using the CCD No.2 touch pad to move the cursor to the Maintenance Soft Key. Select the Maintenance Soft Key by pushing one of the enter keys on CCD No.2: - The main Maintenance menu is displayed.
Figure 9: Accessing to CMC Maintenance pages
CCD CURSOR CONTROL DEVICE
MFD 2
Maintenance
System Config
Chapter 45-00
Page 20
170/190
CMC Main Menu

Through the CMC Main Menu, the following options can be accessed: Maintenance Messages Display System Diagnostics Extended Maintenance Data Loader
SYSTEM DIA GNOSTICS
DATA LOADER
FILE TRANSFER
Chapter 45-00
Page 22
170/190
Maintenance Messages Menu

Select Maintenance Messages in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the Maintenance Messages Soft Key Select the Maintenance Messages Soft Key by pushing one of the enter keys on CCD No.2 The Maintenance Messages menu is displayed The active (with EICAS correlation if present),present leg, historical by date, and historical by ATA selections present a screen with a list of messages in the selected conditions.
Historical by Date All stored maintenance messages whether they are active or inactive, shown sorted by date.Through this selection, the SELECT A FLIGHT LEG page is displayed and a list of dates is first presented.Once a date is selected a list of flight legs are presented.Selecting a flight leg, a list of FDE messages, organized by classification (warning, caution, advisory or status), are presented.Selecting a message, the FDE DETAIL menu is displayed showing the details of the related message. Historical by ATA (Air Transport Association of America) All stored maintenance messages whether they are active or inactive are displayed and a list of FDE messages, organized by classification (warning, caution, advisory or status), are presented.Selecting a message, the FDE DETAIL menu is displayed showing the details of the related message. Maintenance Message Details Data in the MAINTENANCE MESSAGES DETAIL page, displayed from any of the above selections, including the fault name,type and code, a field for the LRUs at fault, a field for symptom text, a field for linked document if any, and a field for the maintenance message occurrences are shown in chronological order. CAS (Crew Alerting System) Message Correlation For every EICAS (Engine Indicating and Crew Alerting System) message with an associated maintenance action there is a corresponding maintenance message.For example, if the CMC fails, a corresponding CAS message will be set to EICAS:
Maintenance Messages Display

The Maintenance Messages Display are classified as follow: Active active maintenance messages show all fault messages.Selecting this option, the ACTIVE CORRELATED FDE (Flight Deck Effect) page is displayed and a list of FDE messages, organized by classification (warning, caution, advisory or status), are presented.Selecting a message, the FDE DETAIL menu is displayed showing the details of the related message. Present Flight Leg All maintenance messages that occurred during the last flight leg flown.Selecting this option, the STORED MAINTENANCE MESSAGES page is displayed and a list of FDE messages, organized by classification (warning, caution, advisory or status), are presented.Selecting a message, the FDE DETAIL menu is displayed showing the details of the related message.
Figure 11: CMC Maintenance Messages
Chapter 45-00
Page 24
170/190
Maintenance Message Details

Maintenance Message Details Data in the MAINTENANCE MESSAGE DETAIL page, displayed from any of the above mentioned selections, including the fault name, type and code, a field for the LRUs at fault, a field for symptom text, a field for linked documents if any, and a field for the maintenance message occurrences are shown in chronological order.
Figure 12: CMC Maintenance Message Page
CMC Maintenance Message Page

MAINTENANCE MES S AGE DETAIL F AULT N AME: WASTE WAS TE S SERV ERV PNL P NLS SW/WWS W/WWSC/MAU3 C/MAU3 FAULT FAULT F AULT TYP E : P ROBE / S ENS OR F AULT CODE: 38325784PNL LRU (S ) AT F AULT: VWS S e rvice P a ne l S witch Wa te r & Waste Wa s teS S yste ys te m mController Controlle r MAU3 Ge ne ric I/O Module (s (slot lot 10) Aircra ft Wiring
35 Characters Internal / Interface / Probe/Sensor Fault Code (tech.pubs) LRUs/LRMs: highest to lowest probability
S YMP TO M: Che ck MAU3 for fault fa ult re reporting. porting. S e rvice pa ne l door door switch s witchmay may be beimprope imprope y rly arl djus adjusted te d or m malfunctioning. a lfunctioning. DOCUMENTS <link> MAINTEN ANCE MES S AGE OCCURRENCES : ACTIVE ACTIVE INACTIVE IN ACTIVE ACTIVE ACTIVE MAY 13, 2000 19:20:02 LEG:1 CRUIS E MAY 13, 2000 19:10:33 LEG:1 CLIMB MAY 13, 2000 19:09:05 LEG:1 TO RUN
To add value for maintenance. Not mandatory
Link to FIM (Fault Isolation Manual)
MAIN MENU
PREV
Chapter 45-00
Page 26
170/190
System Diagnostics menu

Select System Diagnostics in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the System Diagnostics Soft Key Select the System Diagnostics Soft Key by pushing one of the enter keys on CCD No.2 The System Diagnostics menu is displayed and a list of member systems organized by ATA chapter that have system diagnostic pages associated with them are presented.
Figure 13: CMC System Diagnostics Page
Chapter 45-00
Page 28
170/190
Extended Maintenance
The extended maintenance has the following options: Storage enabled/disabled Inhibits storage of maintenance messages in the FHDB (Fault History Database). Selecting the STORAGE ENABLED PRESS TO DISABLED soft key, the soft key label will change to STORAGE DISABLED PRESS TO ENABLE.In order to re-enable storage press the soft key again. Member System Status Supplies an indication, if the member system is operational or not. Through this option, a MEMBER SYSTEM STATUS screen is displayed listing the member systems organized by ATA chapter.The status for each can be shown as OPERATIONAL, NOT OPERATIONAL, TEST, LRU NO COM and IOM (Input/Output Module) NO COM. Configuration Shows the equipment configuration of the member systems. Through this selection, a SYSTEM CONFIGURATION page is displayed.There are 30 fields for the display of related data that are pre-defined as:equipment Id (Identification), destination identifier, hardware part number, serial number, and software version.A list of member systems, organized by ATA chapter that transmit their system configuration, are presented. Reports There are two options of reports: CMC REPORTS and ACMF REPORTS The CMC REPORTS are classified in three types: ACTIVE MAINTENANCE MESSAGE, CURRENT LEG FAILURES, and CONFIGURATION REPORT.The RT or the DMU can be used to send these reports to storage or to the printer. Through the CMC REPORTS selection, a list of printable reports is displayed.Selecting one of three types above, a list of destinations where the reports can be sent is displayed (LOCAL STORAGE, *DMU 1 PCMCIA SLOT 1, DMU 1 PCMCIA SLOT 2 or COCKPIT PRINTER).The selected report will be sent and a report status field will be displayed in the CMC REPORTS page.The EXPORT FAULT HISTORY is also an option available in the CMC reports section to download the FHDB from the aircraft.The RT or the DMU can be used to send these reports only to storage.The ACMF REPORTS are trend and exceedence reports.Once stored, data can be retrieved using the RT or DMU or retrieved for in-air download via the CMF (Communications Management Function).
Figure 14: CMC System Diagnostics
Chapter 45-00
Page 30
170/190
Member System Status menu

Select Member System Status in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the Member System Status Soft Key Select the Member System Status Soft Key by pushing one of the enter keys on CCD No.2 The Member System Status is displayed and a list of member systems organized by ATA chapter and the corresponding status is presented.
Figure 15: CMC Member System Status Page
Chapter 45-00
Page 32
170/190
File Transfer Menu

Select File Transfer in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the File Transfer Soft Key Select the File Transfer Soft Key by pushing one of the enter keys on CCD No.2 The File Transfer menu is displayed and a list of member systems organized by ATA chapter that have file transfer associated with them are presented.
Figure 16: CMC File Transfer Page
Chapter 45-00
Page 34
170/190
System Configuration Menu

Select System Configuration in the Maintenance menu by: Using the CCD No.2 touch pad to move the cursor to the System Configuration Soft Key Select the System Configuration Soft Key by pushing one of the enter keys on CCD No.2 The System Configuration menu is displayed and a list of member systems organized by ATA chapter that transmit their system configuration are presented.
Figure 17: CMC Configuration Page
Chapter 45-00
Page 36
170/190
Data Loader
The Data Loader System (DLS) is a software program that allows the loading of the entire Primus Epic System. there are two loading modes. The Target Load allows the loading of a specific LRU and the Full Load allows the loading of the entire system. Selecting FULL LOAD or TARGET LOAD on the bezel, the DLS INSTALLATION FUNCTION are presented, showing the system drives. Selecting the drive and the file which will be the source of the load, the procedure is started.
Figure 18: Data Loader
Chapter 45-00
Page 38
170/190
Load Times
Load times using Remote Terminal DLS: System Configuration and Status Check takes approx. 10 minutes or less Full System Load takes approx. 1:30 hrs. Full System Load including DB module 2:30 APM Load approx. 10 minutes or less Seperately Loadable Database: FMS NAV, A/C, COMPANY, CUSTOM: 30 minutes or less Separately Loadable DAtabase: EGPWS Terrain and Envelope Modulation: approximately 30 minutes LDI. 15 minutes
Chapter 45-00
Page 40
170/190
Reports Menu
Reports - There are two options of reports.CMC REPORTS and ACMF REPORTS. The CMC REPORTS are classified in three types: ACTIVE MAINTENANCE MESSAGES, CURRENT LEG FAILURES and CONFIGURATION REPORT.The RT or the DMU can be used to send these reports to storage or to the printer. Through the CMC REPORTS selection, a list of printable reports is displayed.Selecting one of three types above, a list of destinations where the report can be sent is displayed (LOCAL STORAGE, DMU 1 PCMCIA SLOT 1, DMU 1 PCMCIA 2 or COCKPIT PRINTER).The selected report will be sent and a report status field will be displayed in the CMC REPORTS page. The EXPORT FAULT HISTORY is also an option available in the CMC reports section to download the FHDB from the aircraft.The RT or the DMU can be used to send these reports only to storage. The ACMF REPORTS are trend and exceedence reports.Once stored, data can be retrieved using the RT or DMU or retrieved for in-air download via the CMF (Communications Management Function). DATA LOADER The Data Loader System (DLS) is a software program that allows the loading of the entire Primus Epic system.There are two loading modes.The TARGET LOAD allows the loading of a specific LRU and the Full Load allows the loading of the entire syste.Selecting FULL LOAD or TARGET LOAD on the bezel, the DLS INSTALLATION FUNCTION are presented, showing the system drives.Selecting the drive and the file which will be the source of the load, the procedure is started. IN-AIR DIAGNOSTIC DOWNLOADS During an in-air operation the CMCF supports in-air diagnostic downloads through ASCB to the CMF.Both CMCF and ACMF reports can be automatically transmitted.The requested down link communication path is hard-cod ed to first available and no up link commands are supported by the CMCF or the ACMF. PRINTER The CMCF supports communications with the printer through the LAN in all phases of flight. RT - Lets all CMCF operate from the RT, as well as access the on-line linked manuals. On-line linked Maintenance Manuals - Accessed from the RT only.This function lets a hypertext link between a maintenance message and the related text within the supplied electronic manuals. File Transfer - Lets the file transfer from the member system to the DMU or local drives of the notebook PC running on the RT (e.g. member system NVM (Non-Volatile Memory) files).
Figure 19: CMC Reports Page
CMC REPORTS
ACMF REPORTS CMC REPORTS ACTIVE FDE/MAINT MSG SEND TO -> COCKPIT PRINTER SEND TO -> DMU 1 PCMCIA SLOT 1 SEND TO -> DMU 1 PCMCIA SLOT 2 CURRENT LEG FDE/MAINT MSG SEND TO -> COCKPIT PRINTER SEND TO -> DMU 1 PCMCIA SLOT 1 SEND TO -> DMU 1 PCMCIA SLOT 2 SYSTEM CONFIGURATION SEND TO -> COCKPIT PRINTER SEND TO -> DMU 1 PCMCIA SLOT 1 SEND TO -> DMU 1 PCMCIA SLOT 2 EXPORT FAULT HISTORY SEND TO -> DMU PCMCIA SLOT 1 SEND TO -> DMU PCMCIA SLOT 2 REPORT STATUS:
MAIN MENU
PREV
Chapter 45-00
Page 42
170/190
Fault History Database

All fault occurrences are stored in the Fault History Database (FHDB) which is located in the CMC module and implemented as three data files to prevent corruption.The FHDB is limited to 10 MB total which corresponds to an expected average years worth of aircraft fault storage.A maintenance message record is equivalent to 57 bytes.Once the storage limit is reached the oldest records are deleted first. FHDB redundancy and aircraft fault history are preserved by maintaining a copy of the FHDB in the aircraft Database module.Therefore if a CMC module is replaced the fault history of the aircraft is preserved.
Figure 20: CMC - Screen Hierarchy
NO CMC INTERF
InIn - Flight
OnOn -Ground
CMC MAIN MENU
MAINT MSG MENU
EXTEND MAINT SYSTEM DIAG
PRES LEG MSG ACTIVE MAINT MSG
HIST MAINT MSG BY DATE
HIST MAINT MSG BY ATA
STORAGE ALLOWED TEST PAGES
MS STATUS
FILE TRANSF
SYSTEM CONFIG
REPORTS
TO AIRCRAFT
MS STATUS
TO STORAGE
TO DMU
TO PRINTER
Chapter 45-00
Page 44
170/190
45-MEL (Example)
------------------------------------------------------------------------------ U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------AIRCRAFT: REVISION NO: 2 PAGE: ERJ-170, ERJ-190 DATE: 11/16/2004 45-1 --------------------------------------------------------------------------1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------------------------------- 4. REMARKS OR EXCEPTIONS 45 CENTRAL MAINTENANCE COMPUTER C 1 C 1 D 1 C 1 D 1 0 0 0 0 0 May be inoperative provided procedures do not require its use. (M)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. (M)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.
45-01 Central Maintenance Computer (CMC) 45-03 Data-Loader *** Management Unit (DMU) 45-04 Database (DB) Module
-------------------------------------------------------------------------------
Chapter 45-MEL
Page 1

Book 1 Short Emb 190

Загружено:

Сведения о документе

Исходное описание:

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Book 1 Short Emb 190

Загружено:

Авторское право:

Доступные форматы

170/190

MAINTENANCE TRAINING MANUAL

Issue: Jan07 Issue: Feb02 Revision: 00

FOR TRAINING ONLY GE Capital Aviation Training. Reproduction Prohibited

FOR TRAINING ONLY Reproduction Prohibited

FOR TRAINING ONLY Reproduction Prohibited

kHz km kohm KPa KPad KPag kph KVA kW

FOR TRAINING ONLY Reproduction Prohibited

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

C F > < +/-

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Intentionally Left Blank

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Figure 1: Cockpit Instruments Location

Provision for future MCDU

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

ALTITUDE SENSOR TAT

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Figure 3: Fwd E-Bay back

INVERTER MAU 2 MAU 1

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Figure 5 : Aft E-Bay

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Intentionally left blank

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Intentionally left blank

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

NDT PIL PPBM RMM SB / IB SNL SWPM SM SRM SSM TCS WM

FOR TRAINING ONLY Reproduction Prohibited

INTRODUCTION GENERAL DESCRIPTION

COMPONENTS OPERATION TRAINING INFORMATION POINTS

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Figure 2: AMM Part 1 - SDS Example

AIRCRAFT MAINTENANCE MANUAL

AMM Part 1 - System Description Section (SDS) Example:

RAT RAT GCU EICC STATIC INVERTER

RICC APU GEN

AC GENERATION - BLOCK DIAGRAM

Page 7 Dec 08/03

Issue: June06 Revision: 00

COMPONENT MAINTENANCE LOCATION PRACTICES

Issue: June06 Revision: 00

FOR TRAINING ONLY Reproduction Prohibited

Figure 3: AMM Part II - MPP Example

INTEGRATED DRIVE GENERATOR (IDG) - REMOVAL/INSTALLATION

AIRCRAFT MAINTENANCE MANUAL

1. ELECTRICAL CONNECTOR (IDG J1) 2. ELECTRICAL CONNECTOR J1