Chapter 4: Powerplant: General

EMB-145/EMB-135 SSG Chapter 4: Powerplant
Chapter 4: Powerplant
General
Rolls-Royce AE3007 turbofan engines power the EMB-145 and EMB-135. Allison Flat Rated Engines
originally developed the AE3007. It is a 5:1 high bypass ratio engine. The AE3007 When an engine is flat rated,
it means the engine output is
utilizes a two-spool axial flow design. The main features include a single stage fan, a 14- artificially restricted to a
stage axial flow compressor, a variable-geometry inlet guide vane and stator system, a lower rating. The engine is
two-stage high-pressure turbine to drive the compressor, a three-stage low-pressure capable of producing more
turbine to drive the fan, two independent Full Authority Digital Electronic Control power, but the manufacturer
has limited the engine power
(FADEC) computers to control each engine, an accessory gearbox, and a pneumatic output for reasons such as
system for pressurization, anti-icing, and engine starting. Clamshell thrust reversers are airframe structural limits and
installed on all ExpressJet Embraer aircraft. ExpressJet operates the AE3007A1/3, to provide more consistent
AE3007A1P, and AE3007A1E engine models. performance over a wide
range of conditions.
Engine Aircraft Maximum Takeoff Thrust Flat Rated For example, the
AE3007A1/3 EMB-135LR 7,426 lbs ISA+30°C AE3007A1E engine
AE3007A1P EMB-145EP & EMB-145LR 8,169 lbs ISA+19°C produces 8,810 lbs. The
engine could produce more
AE3007A1E EMB-145XR 8,810 lbs ISA+19°C thrust, but the engine was
flat rated to ISA+19°C. What
this means is the
AE3007A1E will produce
8,810 lbs up to the point
where the air density is equal
to the air density of sea level
at ISA+19°C. Above
ISA+19°C, the engine thrust
will decrease because the
extra thrust capability of the
engine can no longer make
up for the decreased air
density above ISA+19°C.
Main Components
Air Intake and Fan

The air intake incorporates a slight expansion chamber to slow the air down before
it enters the engine. The expansion chamber causes the air pressure and
temperature to drop. This means ice formation is possible even at 10°C. To prevent
ice accumulation, the engine inlet is heated and the spinner incorporates an offset
tip. If ice accumulates on the offset tip, the weight imbalance caused by the ice
creates a vibration forcing the ice to shed off the spinner.
The fan assembly consists of 24 constant-pitch blades. On the ground with the
engines off, you may hear a clanking noise as the fan spins in the breeze. This is
because there is some play between the fan blades and their mounts. When the
engine is operating at normal engine speeds, the rotation of the engine forces the
fan blades to the edge of their mounts eliminating the play. A Kevlar ring surrounds
the fan assembly to prevent shattered fan blades from escaping the engine casing.

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Low-Pressure Spool
The low-pressure spool is composed of the fan assembly and a three-stage low-pressure turbine. The fan is
driven by the three-stage turbine. Both the fan and the three-stage turbine rotate at the same rate and are
represented on the EICAS by the N1 gauge. The shaft that connects the fan and turbine section runs through
the center of the high-pressure spool shaft.

High-Pressure Spool
The high-pressure spool is composed of a 14-stage compressor and a two-stage high-pressure turbine. Each
compressor stage includes a row of stator vanes and a row of compressor vanes. The purpose of the stator
vanes are to align the air to the proper angle for the following stage of rotator vanes. The the compressor is
driven by the two-stage turbine. Both the compressor and the two-stage turbine rotate at the same rate and
are represented on the EICAS by the N2 gauge. The shaft that connects the compressor section and turbine
section is hollow to allow the low-pressure spool shaft to fit inside of it.

Low-Pressure and High-Pressure Spools

The low-pressure spool shaft fits inside the hollow high-pressure spool shaft. Having multiple spools allows
each spool to rotate at its optimal rate. Accelerometers detect vibrations in each spool and display the
information on the EICAS. The high-pressure and low-pressure spool can vibrate up to but not including 2.5
inches per second (ips) for a maximum of five minutes during takeoffs and go arounds but only 10 seconds at
all other times.

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Compressor Variable Geometry (CVG) Actuation System Compressor Surges and Stalls
A compressor surge is when a few stages of
To prevent engine surges and compressor stalls, the AE3007 engine the compressor stall. A compressor stall is a
has a Compressor Variable Geometry (CVG) actuation system which complete breakdown of airflow through the
moves the inlet guide vanes and select stator vanes. The inlet guide entire compressor. Surges are accompanied
by a low rumble and stalls are accompanied
vanes are able to twist to optimize airflow through the engine. The by violent explosions and loss of thrust
following five rows of stators move in unison with the inlet guide vanes. because the compressor pressure has fallen
Pressurized fuel from the Fuel Pump and Metering Unit (FPMU) is used below the combustion chamber pressure
as hydraulic fluid to rotate the inlet guide vanes and stators. causing reverse flow. Compressor stalls and
surges are common in axial flow engines
because it is difficult to match compression
ratios through the entire engine RPM range.
There are two types of compressor blade
stalls: a positive angle stall and a negative
angle stall. A positive angle stall happens
when the air enters the compressor at low
velocity but the engine RPM is high. This
condition affects the front stages of the
compressor. A negative angle stall occurs
when the air enters the compressor at high
velocity but the engine RPM is low. This
affects the rear stages of the compressor.
Compressor surges and stalls occur whenever
airflow velocity does not match the engine
RPM. This can occur if engine speed is
changed too quickly, at high altitudes, or when
operating in crosswind conditions.
Surges and stalls can be cleared by reducing
fuel flow, which decreases combustion
chamber pressure below compressor pressure
restoring normal airflow and clearing the stall.
Engine manufacturers have created several
design features to combat compressor surges
and stalls. Variable inlet guide vanes and
variable stator blades control airflow prior to
each compressor stage, multi spool
compressors allow each spool RPM to more
closely match the local airflow velocity, and
fuel control units automatically reduce fuel the
fuel flow to clear minor surges.
Combustion Chamber
Only about 20% of the air that enters the
combution chamber passes through the
combustor opening for combustion. After the
combustor opening, fuel is added to the air and
the mixture is slowed from about 500 feet per
second to 80 feet per second in order for the fuel
and air mixture to burn. The rest of the air
passes through perferations in the combustor for
cooling. The flame temperatures can reach up to
2,200°C so there must always be a layer of
cooling air between the combustor walls and the
flame. The AE3007 uses an annular combustor.
It includes 16 fuel nozzles and two ignitors.
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Exhaust Cone and Forced Mixer
The purpose of the exhaust is to straighten the airflow and speed up

the gases after the turbine section.
The forced mixer mixes the hot gases from the combustion chamber
with the cooler bypassed air from the fan in order to reduce the
exhaust noise.
Thrust Reversers
Clamshell thrust reversers are installed on all ExpressJet EMB-145s and EMB-135s. Since jet engines
produce thrust even at idle, thrust reversers are used to redirect the thrust to reduce the landing roll.
ExpressJet does not use thrust reverser credit in landing distance calculations.
To prevent uncommanded deployment, three locking systems are
used. While the first lock is engaged, the second and third locks
are unloaded. The first and second locks are electrically
controlled and hydraulically actuated and lock the actuators and
doors. The third lock is electrically controlled and electrically
actuated. When the thrust levers are moved below the IDLE
position and the thrust reverser logic permits, the mechanical
locks are commanded open and hydraulic pressure is applied to
open the thrust reverser doors.
When the FADECs receive a ground signal from the main gear
air/ground sensors, idle reverse thrust is permitted. Maximum
reverse thrust is only permitted when the associated thrust
reverser doors are fully deployed and the associated thrust lever
is requesting maximum reverse thrust. In addition, either the main
wheel speeds must be greater than 25 knots, or a ground signal
from the nose gear air/ground sensor must also be received.
If reverse thrust is selected in flight (the electric idle stop would
have had to fail) or the thrust levers are requesting forward thrust
before the thrust reverser doors are fully stowed, the FADEC will
only allow idle thrust and the ENG1 (2) REV FAIL caution message
will be displayed on the EICAS. When at least one thrust reverser
door does not fully open when commanded, the ENG1 (2) REV
DISAGREE caution message is displayed on the EICAS.
NOTE: If either the E1 (2) REV FAIL or the E1 (2) REV DISAGREE caution
messages appear during takeoff below V1, the takeoff must be rejected.

Single Thrust Reverser Operation
If one engine or thrust reverser is inoperative, the FADEC on
the operating engine will only command reverse thrust if the
inoperative engine thrust lever remains in the IDLE position.
For example, if thrust reverse on engine 2 is inoperative leave
the engine 2 thrust lever in IDLE and only select reverse thrust
with the engine 1 thrust lever to get reverse thrust from engine
1 only.
If a thrust reverser is inoperative, a bolt is installed by
maintenance in the thrust reverser door to prevent deployment.
NOTE: Reverse thrust is not available when operating in essential electric power mode.

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Accessory Gearbox
An accessory gearbox is attached to the high-pressure spool via a
tower shaft to provide power to several items. The tower shaft is
designed to shear to prevent engine damage if an item on the
accessoty gearbox ceases. The Fuel Pump and Metering Unit
ENGINE
(FPMU), oil pump, hydraulic pump, two generators, Permanent
Magnet Alternator (PMA), and the Air Turbine Starter (ATS) are TOWER SHAFT
connected to the accessory gearbox.
ACCESSORY GEARBOX
Engine Subsystems
Fuel Pump and Metering Unit (FPMU)
The FPMU is an electro-mechanical device powered by the accessory gearbox and controlled by the
engine FADECs. It pressurizes, filters, and removes air from the fuel before it enters the engine. First, the
fuel enters a low-pressure centrifugal fuel pump. After the low-pressure fuel pump, the fuel enters the fuel
cooled oil cooler (FCOC) and then the main fuel filter. The fuel filter can be bypassed if it gets clogged.
When the filter is bypassed, the E1 (2) FUEL IMP BYP advisory message is displayed on the EICAS. After, the
fuel enters the high-pressure geared fuel pump and then a fuel-metering valve that is controlled by the
active FADEC. After the fuel-metering valve, the fuel passes through a pressurizing valve (PVR), which
gets the fuel to the proper pressure for the main metering valve and the CVG actuator. The PVR also
provides the primary means for fuel shut off the fuel supply to the engine (commanded through the latching
shutoff valve).

Fuel-Cooled Oil Cooler (FCOC)

After the centrifugal pump of the FPMU, fuel enters the FCOC. The FCOC simultaneously cools the
engine oil and warms the fuel. A bypass valve opens to bypass engine oil to prevent fuel from leaving
the FCOC above 93.3°C. The bypass valve also opens when oil pressure is above 50 psi. The E1 (2)
FUEL LO TEMP caution message is displayed on the EICAS when the fuel temperature sensor on the
FCOC detects fuel temperatures below 5°C.

NOTE: The fuel temperature indication on the EICAS refers to the left wing tank fuel temperature.

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Lubrication System
The AE3007 uses a dry sump oil system. The major components include the oil tank, lube and scavenge
pump, oil filter unit, Air-Cooled Oil Cooler (ACOC), and Fuel-Cooled Oil Cooler (FCOC).
Oil leaves the pressurized tank and enters the lube and scavenge pump. A pressure-regulating valve
controls oil pressure before it goes through the oil filter. After the oil filter, the oil is cooled by two heat
exchangers (ACOC and FCOC). The oil is then distributed to the accessory gearbox, fan, forward, center,
and aft sumps. Scavenge pumps on the lube and scavenge pumps take the oil from the sumps and returns
it to the oil tank.

Oil Tank
A tank-pressurizing valve maintains positive pressure in the tank via the breather gear to ensure there
is an adequate oil supply to the lube and scavenge pump and proper oil pressure at high altitudes. A
separate tank vent valve protects the oil tank from over-pressurization. The oil tank holds 12 quarts of
oil. There is an oil level sight gauge and an oil level/low level warning sensor. Information from the oil
level/low level warning sensor is displayed on the MFD takeoff page. The low level warning sensor is
activated when there are 5 quarts or less of usable oil in the tank which causes MFD oil quantity
indicator to turn amber. A screen and chip collector plug on the oil outlet prevent debris from
circulating and damaging the engine.

NOTE: The minimum acceptable oil quantity before pushing back at a hub is 8 quarts.
The minimum acceptable oil quantity before pushing back at an outstation is 7 quarts.
The minimum acceptable oil quantity on the runway prior to takeoff is 6 quarts.

Lube and Scavenge Pump (Oil Pump)
A pressure pump and scavenge pumps are mounted into a single unit called the lube and scavenge
pump. One shaft, powered by the accessory gearbox, drives the six pumping units of the lube and
scavenge pump. The lube pump pumps oil from the tank to the rest of the oil system. The lube pump
also contains a pressure-regulating valve to control oil pressure.
The scavenge section of the oil pump unit includes five pumping elements, one for each sump
(accessory gearbox, fan, front, center, and aft sumps). Air and oil are removed from the sumps and
are directed towards the scavenge inlets on the oil pump. The engine sump inlets have debris
monitors with magnetic chip collectors and screens to protect the pumping elements from debris. The
accessory gearbox sump only has a screen to protect the pump from debris.
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Oil Filter Unit

The filter unit includes a replaceable filter, a mechanical bypass system, and an electric impending-
bypass system. A bypass valve opens to allow oil to bypass the filter during cold starts or when the
filter becomes excessively contaminated. The electric impending-bypass system causes the E1 (2) OIL
IMP BYP advisory message to be displayed on the EICAS when the oil filter is bypassed.

Air-Cooled Oil Cooler (ACOC)
Filtered and pressurized oil is sent to a manifold before it enters the ACOC. From there, a
thermal/pressure bypass valve modulates depending on the temperature of the oil leaving the ACOC.
When the temperature of the oil leaving the ACOC is below 98°C, the valve is open allowing the oil to
bypass the ACOC. When the oil is between 98°C and 109°C, the bypass valve is partially open. Above
109°C, the bypass valve is fully closed. The bypass valve also opens if the ACOC becomes obstructed.

Fuel-Cooled Oil Cooler (FCOC)
The FCOC simultaneously cools the engine oil and warms the fuel before the FPMU filter. A
thermal/pressure bypass valve opens to bypass engine oil when the oil pressure is above 50 psi or if
the FCOC becomes obstructed. The valve also opens to prevent the fuel from leaving the FCOC
above 93.3°C.

Lubricating Oil Vent System
All the engine sumps are vented to the accessory gearbox. The oil tank is also vented to the gearbox
through the tank-pressurizing valve. The gearbox separates the air from the oil and sends the air into
the engine core exhaust. An oil tank vent valve is vented to the atmosphere to prevent the oil tank
from being over pressurized.

Oil Temperature and Oil Pressure Limitations
The minimum oil temperature to start the engine is -40°C. To increase thrust above 83% N2, the oil
temperature must be at least 40°C. If the oil temperature is not 40°C or above, power can be
increased above 83% N2 if the engine has been running for at least 8 minutes. If oil temperature is not
40°C or above and the engine has not be running for 8 minutes, a static run-up to 88% N2 can be
done until oil pressure is at or below 83 psi.
When operating below 88% N2, the minimum oil pressure is 34 psi and the maximum oil pressure is
110 psi. Oil pressure may exceed 110 psi during an engine start if the oil temperature is below 21°C.
If this happens, the engine must remain at idle until the oil pressure is below 110 psi. At or above 88%
N2, the minimum oil pressure is 50 psi (48 psi for A1E engines) and the maximum oil pressure is 110
psi. It is only acceptable to operate the engine at or above 88% N2 with oil pressure between 34 psi
and 50 psi (34 psi and 48 psi for A1E engines) during takeoff and go around operations. The engine
can be operated with the engine oil above 110 psi for up to five minutes, however oil pressure can
only be between 116 psi and 155 psi for a maximum of two minutes.
Engine Bleed System

th th th
Bleed air is taken from the 9 and 14 compressor stages. When an engine start is initiated, the 9 stage
bleed valve opens to reduce air resistance and allow the compressor section to quickly accelerate.

Engine Electrical System
The AE3007 requires electricity for the engine control system (FADECs) and the ignition system. The
primary electric power source for the engine is the Permanent Magnet Alternator (PMA), which is driven by
the accessory gearbox. The PMA has four windings. There are two three-phase windings for the FADECs
and two single-phase windings for the ignition system. Above 10% N2, the PMA generates enough
electricity to power the ignition system. At 50% N2 and above, the PMA generates enough electricity to
power the FADECs and the ignition system. Before the engine reaches 50% N2, the FADECs receive
electrical power from the essential DC buses. The PMAs also power the thrust-rating buttons when the
aircraft is operating in essential electric power mode. Although the FADECs can receive power from both
the PMA and the essential DC buses, the ignition system can only receive power from the PMA.

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Ignition System
Each engine has a two-channel ignition system. Each ignition system is composed of an ignition exciter, a
high-tension igniter lead, and an igniter. Each ignition channel is controlled by a separate FADEC and
powered by a separate winding of the PMA. The FADECs turn the ignition system on during an engine
start or when a flameout is detected. A selector knob on the powerplant control panel controls each engine
ignition system. The selectors can be set to OFF, AUTO, or ON. Both ignition channels must be used
during an engine start if the engine has been shut down for more than 90 minutes and the temperature is
below 5°C or during takeoff if standing water, slush, snow, or ice is on the runway.

Engine Starting System
The AE3007 turbofan engine utilizes a pneumatic starting system. The starting system is composed of the
Air Turbine Starter (ATS) and the Starting Control Valve (SCV). APU bleed air is the primary source of
pneumatic power for engine starting. If the APU bleed air system is inoperative, ground equipment can be
connected to provide pressurized air to start engine 2. After engine 2 is started, bleed air from engine 2
can provide the pneumatic power to start engine 1.
The ATS is mounted on the accessory gearbox. It
consists of an air inlet, impeller, reduction gearbox,
clutch, and output shaft. When air form the
pneumatic system enters the air inlet, the ATS
converts the pneumatic energy into driving torque to
accelerate the engine core via the tower shaft. The
exhaust air from the ATS is expelled through the
bottom of the engine nacelle. ATS ATS Exhaust
The SCV regulates the air pressure before it enters the ATS and isolates the ATS from the pneumatic
system when the engine start is complete. The valve is electrically controlled, pneumatically actuated, and
spring loaded to the closed position. When the engine reaches 56.4% N2, the FADEC sends a signal to
close the SCV. If the valve fails to close 10 seconds after the engine reaches 53% N2, the E1 (2) ATS SOV
OPN caution message is displayed on the EICAS. If this happens, do not shut the engine down.
Maintenance is able to manually close the SCV while the engine is running.
The starter can be engaged for a maximum of one minute during a normal engine start. A one-minute
cooling period is required after the starter disengages before the starter can be engaged again. After five
successive start attempts, a five-minute cooling period is required before the starter can be used again.
The engine can be dry motored for a minimum of 30 seconds and a maximum of five minutes. If the engine
is dry motored for greater than 60 seconds, a five minute cooling period is required.
NOTE: The minimum oil temperature

required prior to an engine start is -40°C.

NOTE: When starting engine 2 with a
start cart, the cross-bleed knob must be
in the CLOSED position.

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Engine Drain System

Various drains throughout the engine collect into a sight
glass and drain holes at the bottom of the engine casing.
If the sight glass contains fluid and there is evidence of
fluid exiting the drain holes around the sight glass,
maintenance should be contacted to determine the cause.
It is best to view the sight glass from the fuselage with the
sky in the background to determine if it contains fluid.

NOTE: Fluid in the sight glass alone does not mean

maintenance needs to be contacted. There must
also be evidence of fluid exiting the drain holes.

Engine Indicating System (EIS)
The Engine Indicating System (EIS) is a network of engine sensors that provide oil, fuel, and mechanical
engine system information to the EICAS.
An oil temperature sensor and an oil pressure sensor are mounted into a single unit on the FCOC. Some
aircraft oil pressure sensors are designed to mask erroneously high oil pressure indications. When oil
pressure is between 90.5 psi and 155 psi on aircraft with these sensors, the EICAS will show 90 psi for
two minutes. After two minutes, the oil pressure indication will jump to the actual value.
A low oil pressure sensor is also mounted on the FCOC and causes the E1 (2) OIL LOW PRESS warning
message to be displayed on the EICAS when oil pressure drops below 34 psi while the engine is running.
A transducer in the oil tank measures oil quantity. It provides accurate readings from 3 to 12 quarts.
When oil quantity falls below 6 quarts, the oil quantity indicator on the MFD takeoff page turns amber.
The oil tank contains a magnetic indicator plug. The contacts are normally open but close when enough
conductive material collects on the plug to connect the contacts.
The oil filter assembly contains an electric oil filter impending-bypass indicator. When the oil filter is
bypassed, the E1 (2) OIL IMP BYP advisory message is displayed on the EICAS.
Fuel temperature is measured from a fuel temperature sensor on the FCOC. The fuel temperature sensor
has a range of -54°C to 176°C. When the fuel temperature sensor detects fuel temperatures below 5°C,
the E1 (2) FUEL LO TEMP caution message is displayed on the EICAS.
The FPMU contains an electric fuel-filter impending-bypass indicator. When the filter is bypassed, the E1
(2) FUEL IMP BYP advisory message is displayed on the EICAS.
Each ignition channel contains an igniter spark-rate detector. The detectors indicate when the electrical
field around an exciter unit has collapsed.
Accelerometers detect low-pressure spool and high-pressure spool vibration rates.
Fuel flow is measured by a mass flow fuel flow meter. The flowing fuel spins a turbine that produces an
electric current. The voltage is measured and converted into pounds of fuel per hour. The fuel flow sensor
has a range of 130 pph to 4,300 pph. During engine starts, fuel flow may be under 130 pph, so the
EICAS will display zero fuel flow because the actual fuel flow is below the sensor range.
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Full Authority Digital Electronic Control (FADEC)

The FADEC determines the maximum amount of thrust the engine can produce according the selected thrust-
rating mode, Mach number, pressure altitude, temperature, and anti-icing system condition (REF A-ICE set by
the crew is used before takeoff and A-ICE system feedback is used in flight). The FADECs normally receive
pressure altitude information from the Air Data Computers (ADC) but if the ADCs fail, the FADECs can receive
pressure altitude information from the two pressurization/FADEC static ports on the bottom of the fuselage
near the engines. The FADEC calculated maximum thrust is presented on the EICAS as a cyan bug on the N1
indicator and is referred to as N1TARGET. When the thrust levers are placed in the THRUST SET position, the
FADEC sets engine thrust to N1TARGET by sending command signals to the FPMU and CVG system. The
actual fan speed is compared against the requested fan speed. The fuel flow is adjusted to reduce the
difference between requested fan speed and actual fan speed to zero. The engine and APU FADECs are
stored in the rear electronic compartment.
Each engine has two identical FADECs: FADEC A and FADEC B. Only one FADEC is in control of the engine
at any given time. The other FADEC is in standby mode and acts as a cross check and a backup to the active
FADEC. The cross-channel data link allows FADEC A and FADEC B to communicate with each other. The
cross-channel data link makes it possible for each FADEC to crosscheck each other, automatically alternate
the active FADEC, and to activate both ignition units when required. The inter-nacelle data bus connects each
FADEC on one engine to one of the two FADECs on the other engine to coordinate the Automatic Takeoff
Thrust Control System (ATTCS) in the event of an engine failure. The inter-nacelle data bus is also used for
thrust reverser activation. If both thrust levers are requesting reverse thrust, but the thrust reverser doors on
one engine fail to fully deploy, the FADECs will not allow reverse thrust out of either engine. If only one thrust
lever is requesting reverse thrust and the associated thrust reverser doors are fully open, the FADEC on that
engine commands reverse thrust.
The active FADEC can be manually selected by the crew or automatically selected by the FADEC selection
logic. If the manually selected FADEC is not capable of effectively controlling the engine, the system will not
allow the crew to select that FADEC. Automatic FADEC selection can occur due to a FADEC fault or during
engine starts. If a fault is detected, the active FADEC will attempt to maintain control by using borrowed data
from the standby FADEC. The FADECs will only switch if the faulty FADEC leads to degraded engine
performance or an inability to control the engine. At the beginning of each flight, the active FADEC is
automatically switched from the last FADEC used to start that engine to ensure both FADECs are operational.
The FADEC selection logic only monitors what FADEC was used on the previous start, not what FADEC was
used in flight. For example, if FADEC A was used to start the engine on the first flight but the crew selected
FADEC B after the start, FADEC B would be used to start the engine on the second flight because FADEC A
did the previous start.
The essential DC buses power the FADECs until 50% N2. After 50% N2 and above, the PMA powers the
FADECs. Both FADEC A and FADEC B receive electric power from separate windings of the PMA. Below
50% N2 or if the PMA fails, the essential DC buses provide electric power to the FADECs.
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Ground Idle and Flight Idle

Although there is only one idle position on the control pedestal for the thrust levers, there are two different
idle thrust ratings. One idle rating is for ground operations (about 64% N2) and the other idle rating is for
flight operations (about 68% N2).
Ground Idle
While on the ground, the FADEC commands the ground idle engine speed in order to:
§ Avoid engine flameout.
§ Avoid over temperature.
§ Avoid conditions that will make it difficult to accelerate the engine.
§ Provide sufficient bleed air pressure and temperature for the Environmental Control System (ECS).
Flight Idle Speed
While in flight, the FADEC commands the flight idle engine speed in order to:
§ Avoid engine flameout.
§ Avoid over temperature.
§ Provide sufficient bleed air pressure and temperature for the ECS and the thermal anti-icing
system. The anti-icing system flight idle compensation is inhibited below 15,000 feet when the
landing gear is down to make it possible to reduce airspeed for landing.
§ Allow the engine to accelerate from flight idle to the go-around thrust mode in 8 seconds or less
at or below 9,500 feet.
FADEC Engine Protections
N1/N2 Overspeed/Underspeed Protection
The FADEC will limit fuel flow to prevent the low-pressure and high-pressure spools from
overspeeding. If the upper limits of N1 or N 2 are exceeded, the FADEC will shut the engine down. The
maximum rotor speed for the low-pressure spool is 100%. The maximum rotor speed for the high-
pressure spool is 102.5% (103.7% for A1E engines).
A high-pressure spool underspeed condition can reduce the airflow through the engine to the point
where the turbine blades get damaged from the lack of airflow. If N2 drops below 54%, the FADEC will
shut the engine down to prevent the turbine blades from being damaged by excessive heat.
Interstage-Turbine Temperature (ITT) Limiting
During an engine start on the ground, the FADEC will shut the engine down after a preset combination
of time and temperature above the 800°C ITT starting limit has been exceeded. If the ITT exceeds
800°C by a large amount, the FADEC will shut the engine down sooner than if the ITT exceeds 800°C
by a small amount. At all other times, the FADEC limits fuel flow to prevent the engine ITT limits from
being exceeded, but because there is a lag between measuring the ITT and adjusting the fuel flow, it is
possible for the ITT to momentarily exceeds the engine limits.
NOTE: Because the FADECs cannot prevent the ITT limits from being exceeded, the
FADEC ITT engine protection is only a backup to crew monitoring and intervention.

Acceleration/Deceleration Limiting
To prevent engine surges and lean blowouts caused by rapid engine acceleration and deceleration,
the FADEC will limit large or rapid power inputs made by the crew.
Flameout Detection/Autorelight
If a flameout is detected and N2 is higher than 53%, the FADEC will attempt to relight the engine by
activating both ignition systems. If the relight is not successful, the FADEC shuts the engine down.
N1 Reversionary Control Mode

If the fan speed signal is lost, the FADEC can still control the engine in N1
reversionary control mode. Over the life of the engine, the FADECs record
the correlation between the N1 and N2 speeds. The FADECs use that
stored data to control the engine using N2 speed data.
When the fan speed signal is lost, amber dashes replace the N1 EICAS gauge. The response time of the
engine may be slower, the maximum thrust may be less, and the idle speed may be higher than normal
while operating in N1 reversionary control mode.
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Engine Operation
Thrust Ratings
There are several thrust settings and several ways to set thrust for the AE3007. The primary method to control
engine thrust is with the thrust levers. The thrust levers allow you to control the engine from maximum reverse
thrust to go around thrust. The THRUST SET position on the control pedestal sets thrust to N1TARGET.
N1TARGET can be adjusted with the thrust-rating mode buttons on the bottom of the control pedestal. The
thrust-rating buttons can adjust N1TARGET to takeoff, maximum continuous, maximum climb, or maximum
cruise thrust.
Going past the THRUST SET position commands the FADECs to produce the maximum amount of thrust
permitted. Maximum thrust is dependent on the engine model and the Alternate Takeoff Thrust Control System
(ATTCS). The ATTCS automatically adjusts engine thrust in response to an engine failure during takeoff.
Takeoff Thrust
There are several ways to set takeoff thrust. Takeoff thrust is initially set on the MFD takeoff page. The
takeoff thrust mode can be altered by pressing the takeoff thrust-rating button. Advancing the thrust levers
past the THRUST SET position will also alter the thrust mode. For A1E engines, going past the THRUST
SET position will have different results depending on if the ATTCS is triggered or not. The GO AROUND
buttons on the thrust levers are another way takeoff thrust can be adjusted on A1E engines.

NOTE: The maximum amount of time any takeoff mode can be used is five minutes.

Takeoff Phase
Embraer defines the takeoff phase as the period of time beginning when the power levers are advanced
to the THRUST SET position on the ground to the time the aircraft reaches 1,700 feet above the takeoff
pressure altitude, or five minutes after the power levers are advanced to the THRUST SET position during
takeoff, whichever occurs first.
Thrust Mode Selection – A1/3 and A1P Engines

Pressing the Thrust-Rating Button
Current mode During the takeoff phase Post takeoff phase
ALT T/O-1 T/O-1 T/O
T/O-1 T/O T/O
T/O T/O RSV T/O
T/O RSV T/O T/O
Advancing Thrust Levers Past the THRUST SET Position
ALT T/O-1 T/O RSV T/O RSV
T/O T/O RSV T/O RSV
CON, CLB, OR CRZ N/A T/O RSV
T/O-1 T/O RSV T/O RSV
T/O RSV T/O RSV T/O RSV
NOTE: Use of T/O RSV requires notation in the aircraft maintenance logbook.

68 04.09.2014
Takeoff Thrust Modes – A1/3 and A1P Engines

Alternate Takeoff (ALT T/O-1)
This is a reduced takeoff setting that is only available by selecting this takeoff mode during the
takeoff data setting process. This takeoff setting should be used whenever possible to increase the
service life of the engine.
If the ATTCS is triggered from this setting, engine thrust on the operating engine increases to T/O-1.
From this setting, pressing the takeoff thrust-rating button on the ground with the thrust lever angle
(TLA) below 50° increases engine thrust to T/O. Pressing the takeoff thrust-rating button when the
TLA is above 50° during the takeoff phase, increases engine thrust to T/O-1. Pressing the takeoff
thrust-rating button after the takeoff phase sets engine thrust to T/O.
Maximum Takeoff-1 (T/O-1)
This is the ATTCS triggered mode when ALT T/O-1 is selected for takeoff. This provides more power
than the ALT T/O-1 mode.
T/O-1 can also be manually selected by pressing the takeoff thrust-rating button while in the ALT
T/O-1 mode during the takeoff phase.
Pressing the takeoff thrust-rating button when in T/O-1 selects T/O.
Takeoff (T/O)
This is the maximum takeoff setting with both engines operating. Although this is the default takeoff
mode, it should only be used when the ALT T/O-1 mode is insufficient.
If the ATTCS is triggered from this setting, engine thrust on the operating engine goes to T/O RSV.
Thrust can be changed from ALT T/O-1 to T/O by pressing the takeoff thrust-rating button on the
ground with the TLA at or below 50°. Thrust can also be changed to T/O from ALT T/O-1 by pressing
the takeoff thrust-rating button after the takeoff phase.
T/O thrust is also selected at or below 15,000 feet when the gear is down.
If the takeoff thrust-rating button is pressed while in T/O mode during the takeoff phase, power
increases to T/O RSV.
Takeoff Reserve (T/O RSV)
This is the ATTCS triggered mode when T/O is selected for takeoff. The FADEC will permit the
maximum amount of rated thrust for the existing ambient conditions. Notation is required in the
aircraft maintenance logbook if T/O RSV is used.
T/O RSV is also selected if both engines do not agree on the thrust mode.
If the takeoff thrust-rating button is pressed while in T/O mode during the takeoff phase, power
increases to T/O RSV.
When either thrust lever is moved past the THRUST SET position, T/O RSV is selected regardless
of the previous thrust-rating mode.
NOTE: Use of T/O RSV requires notation in the aircraft maintenance logbook.

04.09.2014 69
Thrust Mode Selection – A1E Engines

Pressing the Thrust-Rating Button
ALT T/O-1 T/O-1 E T/O
T/O-1 E T/O E T/O
T/O T/O RSV E T/O
T/O RSV E T/O RSV E T/O
E T/O E T/O RSV E T/O
Advancing Thrust Levers Past the THRUST SET Position
Thrust Levers Above THRUST SET and ATTCS Not Triggered
ALT T/O-1 T/O-1 E T/O
T/O T/O RSV E T/O
E T/O E T/O RSV E T/O
CON, CLB, E
N/A E T/O
CLB, OR CRZ
T/O-1 T/O-1 E T/O
T/O RSV T/O RSV E T/O RSV
E T/O RSV E T/O RSV E T/O RSV
Thrust Levers Above THRUST SET and ATTCS Triggered Above THRUST SET
with the GO AROUND
Current mode After ATTCS trigger Above THRUST SET
buttons pressed
ALT T/O-1 T/O-1 T/O-1 E T/O RSV
T/O T/O RSV T/O RSV E T/O RSV
E T/O E T/O RSV E T/O RSV E T/O RSV
NOTE: Use T/O RSV or E T/O RSV requires notation in the aircraft maintenance logbook.

70 04.09.2014
Takeoff Thrust Modes – A1E Engines

Alternate Takeoff (ALT T/O-1)
This is a reduced takeoff setting that is only available by selecting this takeoff mode during the takeoff
data setting process. This takeoff setting should be used whenever possible to increase the service
life of the engine.
If the ATTCS is triggered from this setting, engine thrust on the operating engine increases to T/O-1.
From this setting, pressing the takeoff thrust-rating button on the ground with the thrust lever angle
(TLA) below 50° increases engine thrust to T/O. Pressing the takeoff thrust-rating button when the
TLA is above 50° during the takeoff phase increases engine thrust to T/O-1. Pressing the takeoff
thrust-rating button after the takeoff phase increases engine thrust to E T/O.
Maximum Takeoff-1 (T/O-1)
This is the ATTCS triggered mode when ALT T/O-1 is selected for takeoff. This provides more power
than the ALT T/O-1 mode.
T/O-1 is also selected if the thrust levers are moved beyond the THRUST SET position during the
takeoff phase when in the ALT T/O-1 mode.
Pressing the takeoff thrust-rating button when in T/O-1 selects E T/O.
Takeoff (T/O)
This is the medium thrust takeoff setting with both engines operating. It should only be used when the
ALT T/O-1 mode is insufficient but the E T/O mode is not required.
If the ATTCS is triggered from this setting, engine thrust on the operating engine goes to T/O RSV.
Pressing the takeoff thrust-rating button during the takeoff phase when T/O is active selects T/O RSV.
Pressing the takeoff thrust-rating button after the takeoff phase when T/O is active selects E T/O.
Takeoff Reserve (T/O RSV)
This is the ATTCS triggered mode when T/O is selected for takeoff. Notation is required in the aircraft
maintenance logbook if T/O RSV is used.
Pressing the takeoff thrust-rating button during the takeoff phase when T/O RSV is active selects E
T/O RSV. Pressing the takeoff thrust-rating button after the takeoff phase when T/O RSV is active
lowers the thrust rating to E T/O.
T/O RSV is also selected if the thrust levers are moved beyond the THRUST SET position when in
the T/O mode.
Extended Takeoff (E T/O)
This is the maximum takeoff setting with both engines operating. Although this is the default takeoff
mode, it should only be used when the T/O mode is insufficient.
If the ATTCS is triggered from this setting, engine thrust on the operating engine goes to E T/O RSV.
Pressing the takeoff thrust-rating button after the takeoff phase does not change the thrust rating.
The E T/O mode is also selected if the thrust levers are moved beyond the THRUST SET position
after the takeoff phase.
E T/O thrust is automatically selected at or below 15,000 feet when the gear is down.
Extended Takeoff Reserve (E T/O RSV)
This is the ATTCS triggered mode when E T/O is selected for takeoff. The FADEC will permit the
maximum amount of rated thrust for the existing ambient conditions. Notation is required in the aircraft
maintenance logbook if E T/O RSV is used.
If the takeoff thrust-rating button is pressed during the takeoff phase while in E T/O or T/O RSV,
power increases to E T/O RSV.
The E T/O RSV mode is also selected if the thrust levers are moved beyond the THRUST SET
position during the takeoff phase when in E T/O mode.
When the GO AROUND buttons are pressed while the thrust levers are beyond the THRUST SET
position with the ATTCS triggered, E T/O RSV is selected.
NOTE: Use of T/O RSV or E T/O RSV requires notation in the aircraft maintenance logbook.

04.09.2014 71
Other Thrust Modes – All Engines

Maximum Continuous (CON)
This is the highest level of thrust the engine is able to produce for an extended period of time. It is used
after an engine failure.
To select the CON thrust mode, press the CON thrust-rating button. The CON mode is enabled when
the landing gear is up and the aircraft is greater than 300 feet above the takeoff pressure altitude, or
when the aircraft is greater than 1,700 feet above the takeoff altitude regardless of the gear position.
Maximum Climb (CLB)
This thrust setting should be used after the takeoff phase while the aircraft is climbing (except on the
EMB-145XR).
To select the CLB thrust mode, press the CLB thrust-rating button. The CLB mode is enabled when the
landing gear is up, the aircraft is greater than 500 feet above the takeoff pressure altitude, and both
engines are operating. The CLB mode is also enabled when the aircraft is greater than 1,700 feet above
the takeoff altitude with both engines operating regardless of the gear position.
Extended Climb (E CLB) – A1E Engines Only
This thrust setting is an additional climb thrust mode only available on A1E engines. This thrust setting
should be used on A1E engines after the takeoff phase while the aircraft is climbing. When ALT T/O-1 or
T/O are used for takeoff, the CLB mode is the default climb mode. When E T/O is used for takeoff, E
CLB is the default climb mode.
To select the E CLB thrust mode, press the CLB thrust-rating button until the EICAS indicates E CLB is
selected. On A1E engines, the CLB button toggles between the CLB and E CLB modes. The E CLB
mode is enabled when the landing gear is up, the aircraft is greater than 500 feet above the takeoff
pressure altitude, and both engines are operating. The E CLB mode is also enabled when the aircraft is
greater than 1,700 feet above the takeoff altitude with both engines operating regardless of the landing
gear position.
Maximum Cruise (CRZ)
This thrust setting should be used at cruise after the aircraft has accelerated to the planned cruise
speed.
To select the CRZ thrust mode, press the CRZ thrust-rating button. The CRZ mode is enabled when the
landing gear is up, the aircraft is greater than 500 feet above the takeoff pressure altitude, and both
engines are operating. The CRZ mode is also enabled when the aircraft is greater than 1,700 feet above
the takeoff altitude with both engines operating regardless of the landing gear position.
72 04.09.2014
Alternate Takeoff Thrust Control System (ATTCS)

If an engine failure occurs during the takeoff phase, the ATTCS increases takeoff thrust automatically to
compensate for the failed engine. Depending on the selected takeoff thrust setting and ambient conditions, the
FADECs may also command the Environmental Control System (ECS) to shut down by closing the pack
valves.
The ATTCS is armed under the following conditions:
§ ALT T/O-1, T/O, or E T/O thrust modes are selected and the aircraft is on the ground.
§ TLA is 45° or higher.
The ATTCS is triggered under the following conditions:
§ The TLA on the opposite engine is reduced below 38°.
§ Either FADEC for the on-side engine receives an opposite engine or on-side engine inoperative condition,
or a TLA limited to idle signal.
§ The opposite engine ATTCS does not arm within two seconds after the on-side engine ATTCS has
armed.
§ The opposite engine ATTCS disarms and the on-side engine does not disarm within two seconds.
When ATTCS is triggered, thrust on the operating engine increases according to the following table:
Thrust Levers Above
Selected Takeoff ATTCS Triggered
Engine THRUST SET and
Thrust Setting Thrust Setting
ATTCS Triggered
ALT T/O-1 T/O-1 T/O RSV
A1/3 and A1/P
T/O T/O RSV T/O RSV
ALT T/O-1 T/O-1 T/O-1
A1E T/O T/O RSV T/O RSV
E T/O E T/O RSV E T/O RSV
NOTE: When the GO AROUND buttons are pressed with the thrust levers above the THRUST
SET position with the ATTCS triggered, A1E engines go to the E T/O RSV mode.

NOTE: Use of T/O RSV or E T/O RSV requires notation in the aircraft maintenance logbook.

The ATTCS disarms under the following conditions:
§ Both thrust levers are reduced below 42° after the ATTCS is armed.
§ The ATTCS is triggered on either engine.
§ No capable ATTCS takeoff thrust mode is selected.
If the FADECs determine an engine does not have sufficient ITT or N2 margins to produce the increased thrust
the ATTCS would command in the event of an engine failure, the E1 (2) ATTCS NO MRGN warning message is
displayed on the EICAS.
NOTE: If the E1 (2) ATTCS NO MRGN warning message appears
during takeoff below V1, the takeoff must be rejected.

04.09.2014 73
Setting Takeoff Data

Prior to takeoff, the flight crew must set the takeoff data so the FADECs can calculate N1TARGET. The
FADECs require the desired takeoff thrust setting (T/O MODE), a reference temperature (REF TO TEMP), and
the planned anti-icing system configuration (REF A-ICE). The available takeoff thrust settings are ALT-T/O-1,
T/O, and E T/O (A1E engines only). The reference temperature value should be taken from the ATIS. The
reference takeoff anti-ice condition can be set to ON or OFF. When REF A-ICE is set to ON, N 1TARGET is
adjusted for the additional bleed air demand the anti-ice system puts on the engines.
The takeoff data is displayed on the MFD takeoff page. The variables
can be adjusted with the SET knob and the STORE button on the
powerplant control panel. To set takeoff thrust, go to the MFD takeoff
page and press the STORE button once. When the STORE button is
pressed, the T/O MODE variable will flash. The SET control can be
used to cycle through the takeoff thrust settings available for the
installed engine models. When the desired thrust setting is presented,
press the STORE button to select the thrust setting and move on to the
REF TO TEMP variable. The SET knob can now adjust the reference
temperature. When the correct reference temperature value is
presented, press the STORE button to select the temperature and
move on to the REF A-ICE variable. The SET knob can now adjust the
REF A-ICE condition. Use the SET knob to toggle between ON and
OFF. When the desired REF A-ICE condition is presented, press the
STORE button to select the REF A-ICE condition and complete the
takeoff data setting process. When the engines are started, the
FADECs will check the FADEC temperature sensors by comparing
them against reference temperature set by the crew. If they are within
10°C of each other, the takeoff data will be accepted and the takeoff
data variables will change from amber to cyan. The FADECs will then
calculate and display the takeoff N1TARGET. If the data is not
accepted, the MFD will display amber dashes for all takeoff data. Also,
the ENG NO TO DATA caution message will be displayed on the EICAS
when the TLA is increased above 45°.
If the anti-ice system is not configured as entered during the takeoff data process and either the parking brake
is released or the TLA is greater than 45°, the ENG REF A/I DISAG caution message is presented on the EICAS.
REF A-ICE: ON
By selecting the REF A-ICE to ON, you are informing the FADECs that the thermal anti-icing system
may be activated below 1,700 feet AGL. Since the thermal anti-icing system places a large demand
on the engine bleed system, the FADECs reduce the takeoff thrust. That way, if the anti-ice system
does activate during the takeoff phase there will not be any loss of thrust because the FADECs can
remove the artificial takeoff thrust reduction to supply the required bleed air.
NOTE: The REF A-ICE must be set to ON if icing conditions can

be expected prior to reaching 1,700 feet above field elevation.

74 04.09.2014
Engine Start
The FADEC commands and controls the engine start process when the START/STOP selector knob is moved
to the START position.
When an engine start is commanded, the FADEC selection logic alternates the active FADEC from the FADEC
that performed the previous start. The active FADEC opens the SCV to activate the ATS. As the ATS begins to
rotate the high-pressure spool, N2 begins to rise. Since the oil pump is attached to the accessory gearbox, it
begins to pump as the tower shaft is rotated causing the oil pressure to rise.
If the ignition selector was set to AUTO, the ignition system associated with the active FADEC activates at
approximately 14% N2. If the ignition selector was set to ON, both ignition systems are activated at 10% N2. At
approximately 28.5% N2 or 12 seconds after the ignition system is activated, the fuel solenoid valve opens.
Lightoff should occur shortly after the fuel is introduced and the ITT should rise to reflect this. If the ITT begins
to exceed the ITT limits, the FADEC will reduce the fuel flow to zero if necessary.
As the combustion exhaust passes through the turbine section, N1 will rise. When the start cycle is complete,
the FADEC deactivates the ignition system and commands the SCV to close. If a flameout is detected during
the start, the FADEC activates both ignition systems until the engine is restarted as long as the ignition
selector is in the AUTO position.
After the engine starts, N1 should be around 24%, ITT should be around 400°C, N2 should be around 64%, the
fuel flow should be between 300 and 400 pph, the oil pressure should be in the green range, the oil
temperature should be in the green range, and the vibration indicators should be in the green range.
NOTE: The minimum oil temperature required prior to an engine start is -40°C.

NOTE: The oil pressure may exceed 110 psi during an engine start if the oil temperature is below
21°C. If this happens, the engine must be kept at idle until the oil pressure is below 110 psi.

NOTE: If the engine has been shut down for more than 90 minutes (‘cold engine’), power cannot be
increased above taxi thrust for a period of four minutes after the engine has started. If the engine
was shut down for a period of 90 minutes or less (‘warm engine’), the engine only needs to be run
for two minutes after the engine has started before power can be increased above taxi thrust.

Abnormal Engine Starts NOTE: When using a
An engine start should be terminated if any of the following occur: start cart to start an
§ N2 indicates no rotation up to 10 seconds after the start command. engine, fuel may be
§ Hung start: N2 decreases or remains steady for more than 30 seconds. introduced before 28%
§ Fuel flow is indicated below 28% N2. N2 if the start cart air
§ No lightoff: The ITT fails to rise 10 seconds after fuel is introduced. pressure is low. This
§ Hot start: ITT approaches 800°C. does not require the start
§ Any unusual noise or vibration. to be terminated.
§ Engine instruments indicate abnormal conditions.
§ Flames are visible from the exhaust. NOTE: If lightoff does not
§ Oil pressure fails to reach 34 psi after the engine starts. occur during an airborne
start, do not terminate
Report to maintenance prior to departure if any of the following occur:
the engine start.
§ Lightoff occurs below 28% N2.
§ Lightoff occurs later than five seconds after fuel is introduced.
Engine Dry Motoring

If an engine start is terminated, the engine must be dry motored for a minimum of 30 seconds to
remove possible unburned fuel and to reduce the ITT. The engine can be dry motored for a maximum
of five minutes. If the engine is dry motored for 60 seconds or less, a one-minute cooling period is
required before the starter can be engaged again. If the engine is dry motored for more than 60
seconds, a five-minute cooling period is required.
To dry motor the engine, set the ignition selector to OFF and move the START/STOP selector to
START. In the OFF position, the FADEC does not activate the ignition system or open the fuel
solenoid when an engine start is commanded.
04.09.2014 75
Engine Shut Down

When the associated thrust lever is in the IDLE position and the START/STOP selector is moved to the STOP
position, the FADEC commands the engine to shut down by closing the FPMU pressurizing valve via the
latching valve. If the thrust lever is not in the IDLE position, the FADEC will not shut the engine down when the
START/STOP selector is moved to the STOP position. The FADEC will also command the engine to shut
down if N2 falls below 54% to prevent turbine damage.

NOTE: The engine must be run at idle or taxi thrust for two minutes to allow the
turbines to cool down before the engine is shut down to minimize shock cooling
and extend engine life. To increase cooling, ExpressJet recommends the engine to
be run at idle or taxi thrust for three to five minutes before the engine is shut down.

Controls and Indications
Control Pedestal
The thrust levers are the primary means to adjust engine power. In
the IDLE position, the FADEC sets engine power to the appropriate
idle thrust setting depending on if the aircraft is on the ground or in
flight. Moving the power levers forward to the THRUST SET position
increases power to N1TARGET. Past the THRUST SET position, is
the MAX position. When the thrust levers are in the MAX position,
the FADECs command the maximum permitted engine thrust.
A mechanical idle stop prevents the thrust levers from being
inadvertently moved below the IDLE position. An electric flight idle
stop prevents the thrust levers from being moved below the IDLE
position while the aircraft is airborne. The electric flight idle stop is
removed on the ground to allow reverse thrust to be selected. To
select reverse thrust, the triggers on the thrust levers must be pulled
to get over the mechanical idle stop. In this position, the thrust
reverser doors open but only idle engine thrust is commanded. To
get maximum reverse thrust, move the thrust levers further
backwards. The thrust levers are spring loaded to return to the idle
reverse position when the power levers are below IDLE.
Each thrust lever has a red GO AROUND button on the side.
Pressing either one of these causes the flight director to enter either
the go around mode or the wind shear escape guidance mode. On
the EMB-145XR, pressing these buttons while the thrust levers are
above the THRUST SET position selects the E T/O RSV thrust
setting.
A friction lock is located on the bottom of the control pedestal
between both thrust levers. Turning the knob to the right increases
the thrust lever resistance and turning it the left decreases the
resistance.
Below the thrust levers are the thrust-rating buttons. These adjust
N1TARGET. N1TARGET can be set to maximum takeoff, maximum
continuous, maximum climb (and extended climb for A1E engines),
and maximum cruise thrust with the thrust-rating buttons.
76 04.09.2014
Powerplant Control Panel

1. Ignition selector knob – This selector controls the engine
ignition system.
OFF: Disables the ignition system and prevents the engine 1
fuel solenoid valve from opening during an engine start.
AUTO: The FADECs control the ignition system. One ignition
channel is used during a ground start and both ignition
channels are used during an airborne start or during and
automatic relight.
ON: Continuously activates both ignition channels.
NOTE: The ignition should be set to ON during
an engine start if the engine has been shut down
for more than 90 minutes and the temperature is
below 5°C. The ignition should also be set to ON 2
during takeoff if standing water, slush, snow, or
ice is on the runway.

NOTE: When flying away from a hub use ignition 3
4
channel A. When flying back to a hub use
ignition channel B.

2. FADEC control knob – This knob is used to clear recorded
FADEC faults that are no longer valid and to alternate the active
FADEC. This knob becomes inoperative if it is held in either
position for more than three seconds.
NOTE: When flying away from a hub use FADEC
A. When flying back to a hub use FADEC B. 5

3. Takeoff data store button – This initiates the takeoff data
setting process, selects takeoff data variables, and terminates the
takeoff data setting process. This button becomes inoperative if it
is held for more than three seconds.
Takeoff data set control – This allows the takeoff data variables to be adjusted during the takeoff data
4.
setting process.
5. START/STOP selector knob – This knob starts and stops the engine.
STOP: Commands the engine to close the fuel latching valve only if the associated thrust lever is the IDLE
position.
RUN: Allows normal engine operation.
START: This position initiates the engine start process. The selector is spring loaded to the RUN position
when released from this position. If the selector is held in the START position for more than three seconds,
the selector becomes inoperative and a FADEC reset is required.

NOTE: When starting an engine, hold the START/STOP selector in the RUN position for two
seconds before moving the selector to the START position. Quickly moving from the STOP to the
START position can cause the FADEC to misinterpret the start command as a shut down command.

NOTE: If a START/STOP selector is held in the START position for more than three seconds, the
knob becomes inoperative and a FADEC reset is required to reactive the knob.

04.09.2014 77
Data Acquisition Units (DAUs)

The EMB-145 and EMB-135 have two Data Acquisition Units (DAUs) to supply engine and other system
information to the IC-600 flight computers, which present that information on the EICAS and MFDs. The DAUs
have two channels each. Channel A is the primary channel and is used in normal operation. Channel B is the
backup channel and supplies less information than channel A. Channel B must be manually selected by the
crew using the DAU reversionary buttons. The DAUs can also display engine information directly to the RMUs
in case the EICAS and MFDs are not working or if the IC-600 computers fail.
DAU Channel A Failure

If channel A of a DAU fails, the DAU 1(2) FAIL caution message is displayed on the EICAS. All the
information the DAU gathers will be replaced by amber dashes.
To fix this, the QRH will instruct the crew to press the
associated DAU reversionary button to select channel B of
that DAU.
When selected, a striped bar in the button illuminates and

DAU channel B information for the selected engine is
displayed on the EICAS. The DAU 1(2) REVERSION advisory
message is also displayed on the EICAS.
DAU Channel B Failure

If channel B of a DAU fails, the DAU 1(2) B FAIL
advisory message is displayed on the EICAS. The
EICAS engine indications will be normal since only
the backup channel failed.
78 04.09.2014
EICAS Engine Indications 1

2
1. Thrust-rating mode annunciation – This indicates
the current thrust-rating mode. A green ATTCS
annunciation is presented below this when the ATTCS 3 REV 13
is armed.
2. N1TARGET indication – This indicates the A 12
4
maximum available engine thrust for the current thrust-
IGN
rating mode, airspeed, ambient conditions, and bleed AB
5
air demand. 11
3. N1 gauge – This indicates the speed of the low-
pressure spool in RPM percentage. From 0.0% to 6
99.9%, the digits are green and above 99.9%, the
digits are red.
7
4. N1 request bug – This green bug indicates the N1
speed requested by the thrust levers. The bug is
removed if the requested N1 value is above 100%.
5. Interturbine temperature indication – This gauge 8
represents the temperature in the turbine section of the 10
engine.
During an engine start: 9
Green from 300°C to 800°C
Red line at 801°C
9
Takeoff mode:
A1/3 and A1P engines 9. Oil temperature indication – The oil temperature
Green from 300°C to 947°C gauge is amber below 21°C, green from 21°C to
Red line at 948°C 126°C, and red above 126°C.
A1E engines
10. Low-pressure and high-pressure spool
Green from 300°C to 992°C
vibration indicators – These scales measure the
Red line at 993°C
vibration rates of each spool in inches per second.
NOTE: During takeoff, the ITT on The scales range form 0.0 ips to 2.5 ips in
A1E engines can be up to 970°C increments of 0.5 ips. The low-pressure scale is
for five minutes. ITT is limited to green from 0.0 ips to 1.8 ips and amber above 1.8
90 seconds from 971°C to 992°C. ips. The high-pressure scale is green from 0.0 ips to
and CRZ modes:
CON, CLB, 1.1 ips and amber above 1.1 ips.
A1/3 and A1P engines NOTE: The low-pressure and high-
Green from 300°C to 900°C pressure spools can vibrate up to 2.5 ips for
Amber from 901°C to 947°C up to five minutes only during takeoff and
Red line at 948°C go arounds and 10 seconds at all other
A1E engines times.
Green from 300°C to 935°C NOTE: Vibration rates up to 1.5 ips for less
Amber from 936°C to 970°C than 30 seconds do not require
Red line at 971°C maintenance action.
6. N2 gauge – This indicates the speed of the high- Ignition channel annunciation – This displays
11.
pressure spool in RPM percentage. For A1/3 and A1P the ignition channel that is being activated.
engines, the digits are green from 0.0% to 102.5% and
red above 102.5%. For A1E engines, the digits are 12. FADEC control annunciation – This indicates
green from 0.0% to 103.8% and red above 103.8%. which FADEC is in control of the engine.
7. Fuel flow indication – Displays fuel flow in pounds 13. Thrust reverser annunciation – This indicates
per hour. the status of the thrust reverser doors. When the
doors are in transition, the REV indication is amber
8. Oil pressure indication – This indicates the engine and when the doors are fully open, the REV
oil pressure. indication is green.
04.09.2014 79
MFD Takeoff Page

In addition to displaying the takeoff data variables, the MFD
takeoff page also displays the engine oil quantities. The left
engine oil quantity ranges from 0 to 13 quarts but the right engine
oil quantity ranges from 0 to 14 quarts because the oil level
sensor is in a different location on the right engine oil tank.
However, the oil quantity is only accurate up to 12 quarts. The
digits are amber below 6 quarts and green from 6 to 14 quarts.

NOTE: The minimum acceptable oil quantity before pushing
back at a hub is 8 quarts. The minimum acceptable oil quantity
before pushing back at an outstation is 7 quarts. The minimum
acceptable oil quantity on the runway prior to takeoff is 6 quarts.

RMU Engine Backup Page
In case EICAS information cannot be displayed
on the EICAS or MFD (as would be the case
when operating in essential electric power), the
engine information can be displayed on the
RMUs. The first page shows engine indications
and the second page presents system
indications and EICAS messages.

80 04.09.2014
Limitations
Powerplant
§ The minimum oil temperature required to start the AE3007 is -40°C.
§ Engine starter limits:
Start Maximum Starter Required

Attempt Engagement Cooling Period
st
1 60 seconds 60 seconds
nd
rd
th
th
5 60 seconds 5 minutes
§ The maximum amount of time the engine can be dry motored is five minutes.
o A five-minute cooling period is required before the starter can be engaged again after the engine has
been dry motored for greater than 60 seconds.
§ The maximum ITT during an engine start is 800°C.
§ An engine is considered ‘cold’ if it has been shut down for more than 90 minutes.
o A cold engine must be run for four minutes before engine thrust can be increased above taxi thrust.
§ An engine is considered ‘warm’ if it has been shut down for 90 minutes or less.
o A warm engine has to be run for two minutes before engine thrust can be increased above taxi thrust.
§ Oil pressure limits
o Minimum oil pressure: 34 psi
o Maximum oil pressure: 110 psi
§ Maximum oil pressure may be exceeded during an engine start if the oil temperature is below
21°C.
• The engine must remain at IDLE until the oil pressure is less than 110 psi.
§ Oil pressures between 111 psi and 115 psi are permitted for up to five minutes.
§ Oil pressures between 116 psi and 155 psi are permitted for only two minutes, but the maximum
total time the oil pressure can be above 110 psi is five minutes.
o To increase power above 83% N2, one of the following conditions must be met:
§ The oil temperature must be at least 40°C.
§ The engine must have been running for at least eight minutes.
§ Complete a static run-up to 88% N2 until the oil pressure is at or below 83 psi.
o Above 88% N2 (A1/3 and A1P engines):
§ Minimum oil pressure: 50 psi
• Minimum oil pressure is reduced to 34 psi during takeoff and go arounds.
§ Maximum oil pressure: 110 psi
o Above 88% N2 (A1E engines):
§ Minimum oil pressure: 48 psi
• Minimum oil pressure is reduced to 34 psi during takeoff and go arounds.
§ Maximum oil pressure: 110 psi
§ Takeoff thrust ratings and ITT limits are limited to a maximum of five minutes.
§ Takeoff thrust ratings for A1E engines:
o ITT up to 970°C is limited to five minutes.
o ITT between 971°C and 992°C is limited to 90 seconds.
§ The low-pressure and high-pressure spools can vibrate up to but not including 2.5 ips for up to five minutes
only during takeoff and go arounds.
o At all other times, the low-pressure and high-pressure spools can vibrate up to but not including 2.5 ips
for only 10 seconds.
§ Maximum N1: 100%
§ An engine must run for at least two minutes at IDLE or taxi thrust before the engine can be shut down.
o ExpressJet recommends letting the engine run for three to five minutes at IDLE or taxi thrust before
shutting the engine down.
§ Any engine limit that is reached or exceeded must be monitored and logged by the crew.
04.09.2014 81
INTENTIONALLY LEFT BLANK
82 04.09.2014

Chapter 4: Powerplant: General

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Chapter 4: Powerplant: General

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EMB-145/EMB-135 SSG Chapter 4: Powerplant

Air Intake and Fan

Low-Pressure and High-Pressure Spools

Exhaust Cone and Forced Mixer

The purpose of the exhaust is to straighten the airflow and speed up

Fuel-Cooled Oil Cooler (FCOC)

Oil Filter Unit

Engine Bleed System

NOTE: The minimum oil temperature

Engine Drain System

NOTE: Fluid in the sight glass alone does not mean

Full Authority Digital Electronic Control (FADEC)

Ground Idle and Flight Idle

N1 Reversionary Control Mode

Thrust Mode Selection – A1/3 and A1P Engines

Takeoff Thrust Modes – A1/3 and A1P Engines

Thrust Mode Selection – A1E Engines

Takeoff Thrust Modes – A1E Engines

Other Thrust Modes – All Engines

Alternate Takeoff Thrust Control System (ATTCS)

Setting Takeoff Data

NOTE: The REF A-ICE must be set to ON if icing conditions can

Engine Dry Motoring

Engine Shut Down

Powerplant Control Panel

Data Acquisition Units (DAUs)

DAU Channel A Failure

When selected, a striped bar in the button illuminates and

DAU Channel B Failure

EICAS Engine Indications 1

MFD Takeoff Page

Start Maximum Starter Required

INTENTIONALLY LEFT BLANK

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