26 Fire Protection: 26-00 General Description

26 Fire Protection
26-00 General Description

Means for fire and overheat detection are provided for both engines and APU, while means for
smoke detection is provided for lavatory and cargo compartment.
26-11 Engine Fire/Overheat Detection System

Each engine nacelle is equipped with two pneumatic fire detectors protecting the engine
accessory region and pylon interface. Both fire detectors are electrically connected to provide
single messages related to engine fire or overheat.
A fire detector is also installed on the APU to provide fire/overheat detection for the APU
compartment.
26-11-01 Protection and Indication
The main engine parameters displayed on the EICAS are listed below:
• Fan speed: fan spool speed (percent);
• Interturbine temperature: thermocouple average at the interturbine station (ºC);
• Gas generator speed (percent);
• Fuel flow: engine fuel consumption (pounds per hour);
• Oil pressure and temperature (psig and ºC);
• Fan and gas generator spool vibration.
Fire detection monitoring capability is provided for sensor integrity, wiring integrity and sensor
alarm. Control capability automatically drives fault, alarm indications on the EICAS and audible
alarms.
Fire extinguishing is provided through an electrical control circuit with means for testing the
discharge circuit and for indicating the condition of the bottles on the EICAS.
A fuel filter impending by-pass differential pressure switch is installed in the engine mounted low-
pressure filter. It actuates the caution message “E1(2) FUEL IMP BYP” on the EICAS
26-21 Engine Fire Extinguishing

Two Halon 1301 fire-extinguishing bottles are installed in the aft section of the fuselage to permit
dual discharge into the engine compartment.
A separate single shot fire extinguishing system using one Halon 1301 fire-extinguishing bottle
installed in the aft section of the fuselage protects the APU compartment.
THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT WILL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.
EMBRAER RESERVES THE RIGHTS OF CHANGING OR UPDATING THE INFORMATION HEREIN AT ANYTIME WITHOUT PREVIOUS NOTICE.
December, 2005
26-01
I N T E N T I O N A L L Y L E F T B L A N K
December, 2005
26-02
27 Flight Control Systems

The aircraft is equipped with dual primary controls consisting of control yokes, columns, and
rudder pedals, which are mechanically interconnected. The aileron and elevator controls
incorporate a disconnect feature that allows operation of a single control in the event of control
jamming.
Each set of rudder pedals is electrically adjustable (fore and aft).
The rudder mechanical control is fully duplicated and the rudder commands can also be
generated by the Autopilot servo, which also drives the rudder cable circuits.
The elevators are mechanically actuated, and the dual rudder (tandem configuration) and the
ailerons are hydraulically assisted. For rudder and aileron control systems artificial feel and
centering units are provided to give pilots feedback of the aerodynamic load imposed on the
aileron surface.
All trims are electrically actuated.
Flap panels are electrically actuated and electronically controlled.
Spoilers are hydraulically actuated and electrically controlled.
27-00-01 Stops
Adjustable stops are installed on control columns and rudder pedals, as well as close to
corresponding aerodynamic control surfaces, to limit the travel of each movable surface.
27-00-02 Adjustments
The control cables are fitted with turnbuckles for rigging cable tensions to the specified loads.
Rods incorporate threaded terminals for adjustment and all systems have provisions for easy-
access locking.
27-00-03 Control Cables and Rods
Cables are employed on all primary control systems.
All cables, turnbuckles, bellcranks, and rods are accessible for inspection, maintenance, and
replacement. All pulley brackets are fitted with guards to prevent cables from coming out of
pulley grooves.
27-00-04 Bearings
Bearings are fitted on all pivot points of the flight control system requiring low friction levels and
will accommodate small misalignments during assembly (self-aligning bearings).
27-01 Systems Operation
27-01-01 Automatic Flight Control System (AFCS)
Automatic Flight Control functions are performed by an integrated Flight Director/Autopilot

system. It is a digital electronic system, assuring a high degree of integration, reliability,
maintainability, and repeatability. Digital electronic circuits allow extensive system monitoring by
December, 2005
27-01
means of self-test checks during system operation. Extensive pre-flight ground checks indicate
type and location of failures to aid in trouble shooting the system to a line replaceable item.
A dual integrated Flight Director with a single Autopilot installation is provided in the standard
configuration.
A Mode selector/flight controller unit is provided for system operation. Mode annunciation is
displayed on the Primary Flight Display (PFD).
Guidance commands are provided to drive the steering display on the PFD. Selectable modes
for Flight Director/Autopilot operation are:
• Altitude hold mode, to hold the roll and pitch altitude present at the time of autopilot
engagement;
• Air data modes: altitude, indicated airspeed and vertical speed hold mode;
• Altitude preselect mode: to capture and hold the desired altitude;
• Heading mode: selectable by the HSI heading bug;
• VOR NAV mode: for VOR station signal capture and tracking. As an option, other
navigation systems are selectable, such as GPS and FMS;
• Approach mode: for VOR, FMS or ILS approaches up to CAT II;

• Back course mode: for inbound back course or outbound front course intercept and
capture;
• Go around: when selected, commands a nose up attitude after the decision to

discontinue the approach;
• Low-bank mode: to reduce the normal bank limit;
• Windshear escape guidance mode: activated by pilots after a windshear warning, to

recover from a windshear situation.
27-01-02 Lateral Control System – Aileron
Lateral control is accomplished by means of a duplicated actuation system with the control yokes
connected to the aileron actuators, one for each aileron.
Motion is transmitted by cables and pulleys to sectors located at the front wing spar where push-
pull rods complete the transmission to the actuator. Each actuator is powered by two hydraulic
systems, with both systems operative during normal operation.
The actuators drive the surfaces directly and a spring cartridge provides the artificial feel
function.
Mechanical reversion is available for the event of total loss of hydraulic power.
27-01-03 Lateral Trim System
Lateral trim function is performed by an electromechanical actuation system that shifts the
neutral position of the artificial feel and centering device.
No mechanical backup is available. A time limiting control is provided for protection in case of
runaway. Continuous position indication is available on the EICAS.
December, 2005
27-02
27-01-04 Directional Control System – Rudder (10º and 15º)
Directional control is accomplished through a dual rudder (tandem configuration) where the
trailing rudder is automatically deflected as a function of forward rudder deflection. The
directional control system is fully duplicated consisting of cables running from the rudder pedals
in the cockpit to the rear sector of the tail cone. From this sector up to the rudder Power Control
Unit (PCU) and from the PCU up to the rudder surface the linkage is completed with a set of
duplicated rods and fail-safe links. The PCU is a dual hydraulic unit powered by two independent
hydraulic systems and controls the power supplied to the two rudder actuators that drive the
surfaces.
Conventional mechanisms provide the feel, trim, and centering functions.
Mechanical reversion is available for the event of total loss of hydraulic power.
27-01-05 Directional Trim System
Directional trim function is performed by an electromechanical actuation system that shifts the
neutral position of the artificial feel and centering device of the hydraulically assisted rudder
control system.
No mechanical backup is available. A time limiting control is provided for protection in case of
runaway. Continuous position indication is available.
27-01-06 Longitudinal Control System – Elevator
Primary pitch control is affected by conventional elevator surfaces controlled by control columns
in the cockpit.
Each elevator (left and right) is mechanically controlled by the corresponding control column
through an independent system of cables, pulleys, bellcranks, and rods, with both systems
normally interconnected. Tension regulators maintain constant cable tension during temperature
changes.
Each elevator has a servo tab (outboard panel) that is automatically deflected with elevator
movement and a spring tab (inboard panel) that is deflected as function of control column
position.
27-01-07 Stall Protection System (SPS)
The aircraft is equipped with a stall protection system to prevent the aircraft from attaining high
angles of attack, which could result in an aerodynamic stall. This protection is performed in two
stages: the first by the stick shaker and the second by the stick pusher, which commands the
control column forward.
The system also provides sensitive, visual, and aural indications of an impending stall.
The SPS is composed of two subsystems driving a single electrical stick pusher actuator.
The main components of the SPS are a digital computer with two completely independent
channels, two angle of attack sensors, two stick shakers, the stick pusher actuator, and a stall-
warning panel. A pre-flight test is performed before each flight to verify the integrity of the SPS
system.
December, 2005
27-03
27-01-08 Longitudinal Trim System
Longitudinal trim function is accomplished by an adjustable horizontal stabilizer surface. It is
actuated by a dual jackscrew actuator, which is driven by one of two electric motors.
In normal operation the electronic control system performs in two operating modes: Auto-Trim
and Trim Switch.
In the Auto-Trim mode, pitch trim commands are automatically generated by the autopilot
computer.
In the Trim Switch mode, pitch trim commands are provided by actuation of the pilot or copilot
trim switches located on the control yokes. In both operating modes, actuator speed is
programmed as a function of aircraft speed in order to provide optimum trim response.
Trim runaway protection is also provided by time limited step commands, quick disconnect, and
double cut-out trim command switches. Stabilizer position and a take-off aural warning are
available to allow safe operation of the longitudinal trim system. Independent and segregated
back up electronic control is also provided.
27-01-09 Flap System
Two flap panels are provided per wing each one driven by two jackscrew actuators.
A selector lever with pre-selectable positions commands flap settings. A drive unit, powered by
two electric motors, transmits movement to the left and right wing actuators, which are
mechanically interconnected through flexible shafts.
An asymmetry protection system precludes asymmetric flap displacement in case of jamming or

cable breakage.
27-01-10 Spoiler System
Spoiler system performs ground spoiler and speed brake functions through two panels located
on the inboard side of each wing. The panels are driven hydraulically with one actuator per
panel. A ground spoiler valve and a speed brake valve control spoiler and speed brake panels,
respectively.
Ground spoilers are automatically actuated during landing or rejected take-off. In this case, both
pairs of spoilers are deployed.
Speed brakes are commanded by a lever on the control pedestal causing only the outboard pair
of spoilers to be deployed. The system features automatic pitch trim compensation with speed
brake deployment. The system is powered by both hydraulic systems 1 and 2.
Each actuator holds the related panel in the closed position through an internal mechanical lock.
Additionally, the actuator retract chamber is always pressurized.
One proximity sensor for each panel provides indication of panel open or closed status.
27-01-11 Gust Lock
The elevator surfaces are locked directly from the flight deck, when the aircraft is on the ground.
The Gust lock system is designed to prevent inadvertent in-flight locking and, on the ground,
features a positive indication of the locked condition to the crew by inhibiting forward movement
of the power levers.
When the hydraulic system is unpressurized, the damping effect of the hydraulic actuators
prevents abrupt rudder and aileron surfaces deflections in case of ground gusts.
December, 2005
27-04
Systems position, status and failure indications are provided on the EICAS.
Figure 27-01: Flight Control Systems
December, 2005
27-05
December, 2005
27-06
28 Fuel System
Model ERJ 135 ERJ 140 ERJ 145
Version ER LR ER LR ER EU MP LR LU XR
Usable Liters 5,146 6,396 5,146 6,396 5,146 5,146 5,146 6,396 6,396 7,438
Fuel
Capacity US Gal 1,359 1,690 1,359 1,690 1,359 1,359 1,359 1,690 1,690 1,965
The tanks are equipped with capacitance type fuel quantity transmitters allowing fuel quantity to
be read in the cockpit and on the external fueling panel. Integral direct measuring sticks can be
used as alternate quantity indicators while on the ground.
Pressure refueling and defueling are also provided by means of special valves, lines and
switches for wing tanks
The pressure refueling/defueling connection is located on the right side of the wing-to-fuselage
fairing forward to the wing. Pressure refueling and defueling operations are controlled from a
panel adjacent to the fueling connection provided with indicators and control switches.
Normal fueling pressure ranges between 35-50 psig, and the system is designed for a maximum
flow rate of 125 GPM.
Gravity refueling of the tanks is available via filler caps on the wing tank upper surface. Gravity
defueling is accomplished via dump valves installed in the wing tank root area.
Each wing tank is vented through two float vent valves. Both are connected to a surge vent tank,
which is connected to a NACA air inlet located on the underside of the wing. The venting system
is arranged so that at least one vent point is open during any aircraft attitude.
A Flame Arrestor is installed in NACA air duct. It is designed to prevent flame from entering the
fuel vent system for 2.5 minutes in case of post crash fire.
Fuel from wing tanks is supplied to the engines and to the APU by means of electrical boost
pumps.
Near the wing root, a collector box is provided with flap valves so as to keep the pump inlets
always submerged. A transfer ejector pump, powered by fuel bled from the electric pumps, helps
in keeping the collector box always fulfilled.
Another line connected to the pressure line is equipped with a check valve, permitting the
engines to run without electric pumps, through suction feed, if the need arises
Engine fuel flow and fuel temperature are monitored on the EICAS.
28-00-01 Fuel Specification
The following fuel specifications are approved:
• Brazilian Specification CNP-08/QAV 1
• ASTM Specification D1655 - JET A, JET A-1
• American Military Specification MIL-T-83133 - JP-8
December, 2005
28-01
28-21 Engine/APU fuel feed subsystem
28-21-01 Boosters Pumps
Three submerged electrical pumps are installed in each wing tank, inside a collector box. Check
valves at the pump outlets prevent reverse flow when the pumps are inoperative.
A single pump is sufficient to feed both engines and the APU with the required flow and pressure
under all conditions, with the exception of take-off and go-around.
The pumps are energized through switches located on the overhead panel. The pumps are
identified as 1A, 1B, 1C and 2A, 2B, 2C for left and right side, respectively.
When one pump is selected the other two remain in stand-by, but will operate automatically
when the pressure at the engine fuel inlet drops below 6.5 psig.
28-21-02 Relief Valve
A thermal relief valve is incorporated in the engine and APU fuel feed lines with the purpose of
returning fuel to the tanks in case of an excessive pressure rise caused by fuel thermal
expansion in the lines after engine shutdown.
28-21-03 Shut-off Valve
Electrically operated gate valves are installed in the engines and APU supply lines. The engine
lines shut-off valves are controlled through their respective side fire handles. The APU line shut-
off valve is controlled from the APU control panel. Fully closed position indication is provided for
each valve in the EICAS.
28-21-04 Cross Feed Shut off Valve
An electrically operated gate valve is installed in the cross-feed line, to feed one engine with the
fuel from the opposite side tank. A switch installed on the fuel control panel controls the valve.
Fully open position and valve failure indications are provided on the EICAS.
28-21-05 Fuel Transfer
Fuel is transferred from some wing regions to the wing tank collector box by means of dedicated
scavenger ejector pumps and flap valves.
28-21-06 Line Shrouds
Aluminum tubes, vented and drained overboard, shroud the portions of the fuel system lines
within the pressurized area of the aircraft.
December, 2005
28-02
28-23 Refueling/Defueling Subsystem
28-23-01 Adapter
A pressure refueling/defueling adapter is installed in the right side of the wing-to-fuselage fairing,
forward the wing.
For gravity operations, a filler cap is provided in the upper side of each wing, while a dump valve
is installed in the lower side.
28-23-02 Refueling Shut off Valve
A shut-off valve is installed in each pressure refueling line. The valves are hydraulically actuated
and are controlled by the pilot valves. A pressure switch activates a white light, on the fueling
panel, to indicate that the shut-off valve is in the closed position.
28-23-03 Pilot Valve
The pilot valve is installed to control the refueling shut-off valve. It interrupts the refueling
operation at the pre-selected or maximum fuel level.
28-23-04 Vent Valve
A vent valve is installed in the expansion space of each wing fuel tank. They are hydraulically
opened by fuel pressure during refueling operation to prevent excessive pressure build-up.
28-23-05 Defueling Shut off Valve
An electrically operated valve is installed to allow the interconnection of cross-feed and

refuel/defuel lines.
Figure 28-01: Fuel System (for ER, EU, and MP VERSIONS)
December, 2005
28-03
Figure 28-02: Fuel System (for LR and LU VERSIONS)
Figure 28-03: Fuel System (for XR VERSION)
December, 2005
28-04
28-40 Protection and Indication
The indicating subsystem gives some indications and warnings to the crew.
The indicating subsystem divides into electrical fuel-quantity indicating, mechanical-fuel quantity
indicating, fuel temperature indicating, fuel low-level warning, and fuel low-pressure warning sub-
subsystems.
Some sub-subsystems give indication to the crew on some cockpit CRT displays. These cockpit
CRT displays are Multi-Function Display (MFD), Engine Indicating and Crew Alerting System
display (EICAS display), and Radio Management Unit (RMU).
The mechanical fuel-quantity indicating sub-subsystem has one stick assembly in each wing with
two calibrated sticks. This is the direct-quantity measuring system.
The figure "Fuel Quantity Indicating System – Block Diagram" shows the relationship between
the subsystems of the fuel quantity indicating system.
The Indicating includes these subsystems:
• Electrical Fuel Quantity Indicating (Section 28-41);
• Mechanical Fuel Quantity Indicating (Section 28-42);
• Fuel Temperature Indication (Section 28-43);
• Fuel Low Level Warning (Section 28-44);
• Fuel Low Pressure Warning (Section 28-45).
28-41 Electrical Fuel Quantity Indicating

The electrical fuel-quantity indicating sub-subsystem gives fuel quantity indication to the crew.
This subsystem has two sets of tank units and a dual channel FCU (the left fuel and the right fuel
quantity processors). Each set of tank units has six tank units (for MP, ER, and EU versions) or
seven tank units (for LR and LU versions). These components sense the fuel level and send this
signal to the related fuel quantity processor in the FCU. The FCU sends this data through digital
data buses to the EICAS.
The tank 1 and tank 2 fuel quantities are shown as digital values in graphical representations of
the fuel tanks on the multi-function displays, and also by color bars in vertical scales adjacent to
the related digital indication on the display.
These fuel quantities are also shown on the RMU (Radio Management Unit) when the operator
sets the RMU to the engine backup page.
The six tank units (for MP, ER, and EU versions) or seven tank units (for LR and LU versions)
are installed in each tank to measure the remaining fuel quantity and send it to the FCU. The
FCU is installed below the cockpit floor.
The repeater indicator, installed on the refueling/defueling control panel, shows the same fuel
quantities as those displayed in the cockpit.
The maintenance panel has a toggle switch "FUEL QTY", that provides for a check on the fuel
quantity indication and fuel low level.
28-42 Mechanical Fuel Quantity Indicating

The mechanical fuel-quantity indicating sub-subsystem permits the operator to check, on the
ground the fuel quantity in the tanks. This sub-subsystem is the direct quantity measuring
system.
December, 2005
28-05
The aircraft is equipped with a mechanical fuel quantity measuring sub-subsystem, comprised of
two measuring points (for MP, ER, and EU versions) or three (for LR and LU versions) under
each wing.
Each measuring point is provided with a magnetic float, which holds a calibrated stick. When it
reaches the fuel level, the stick provides visual indication of the total fuel quantity of the
associated side.
The stick reading shows the fuel quantity, but you must compare the reading with the related use
table for the direct-quantity-measuring system.
28-43 Fuel Temperature Indicating

The fuel temperature-indicating sub-subsystem gives indication of the temperature to the crew
on the cockpit displays.
The fuel-temperature-indicating sub-subsystem has a temperature transmitter in the left tank that
sends fuel temperature signal to the EICAS. The temperature transmitter is at wing spar II,
between ribs 3 and 4 (for MP, ER, and EU versions) or in the wing stub (for LR and LU
versions). To remove the temperature transmitter, it is not necessary to defuel the tank because
the transmitter has a special adapter for this. The signal from the transmitter gives advisory,
caution and warning messages on the EICAS display.
The Fuel Page, on the MFD, shows the fuel temperature range in digital data.
This digital data appears in the center bottom of the Fuel Page on the MFD.
The temperature digital data ranges from - 60°C to 60°C.
The digits will be out of box in correct ranges and in box when the temperature is higher than the
normal ranges. The digits change their color and the color of the box.
28-44 Fuel Low Level Warning

The fuel low-level warning sub-subsystem gives indications to the crew when the fuel level is too
low.
Two low-level sensors are installed in the tanks, one in each tank. They sense the fuel level in
the tanks and send this signal to the FCU. When the fuel level comes down to a quantity
sufficient to fly only 30 minutes [300 liters (79.3 US Gal)], the caution messages "E1 or/and E2
LO LEVEL" come into view on the EICAS display.
If the left or right fuel low-level failure signals occur, the FCU sends these signals to the CMC.
28-45 Fuel Low Pressure Warning

The low-pressure warning sub-subsystem monitors the fuel pressure in the engine feed lines
and in the APU feed line. This sub-subsystem gives indication of low fuel pressure to the crew.
The low-pressure warning sub-subsystem has three low-pressure switches to monitor the feed
lines.
One low-pressure switch is installed in the left engine feed line, near the FPMU (Fuel Pump and
Metering Unit). Another low-pressure switch is installed in the right engine-feed-line near the
FPMU. There is also a low-pressure switch in the APU feed line near the APU firewall.
December, 2005
28-06
Each engine low-pressure switch monitors the related feed line. If the fuel pressure decreases to
6.5 psi, the pressure switch sends a signal to the DAU (Data Acquisition Unit) and also sends a
signal to cause the automatic operation of the stand-by fuel pump.
The DAU receives the E1/E2 fuel low-pressure signals and sends them to the EICAS. These
caution messages come into view on the EICAS display.
December, 2005
28-07
December, 2005
28-08
29 Hydraulic System

The hydraulic power has two independent and identical systems, identified as hydraulic system 1
and hydraulic system 2. They supply constant pressure and variable flow.
The fluid used is the SAE AS1241 Type IV, a fire-resistant phosphate ester-base fluid.
The nominal pressure of the systems is 3000 psi.
High-pressure tubing is made of stainless steel 21-6-9 and low-pressure lines are 6061-T6
aluminum alloy.
Hydraulic connections are in accordance with standard MS flareless, permaswage and

sierraswage permanent fittings.
Teflon hoses with stainless steel reinforcement are used. Hoses inside fire zones are provided
with integral silicone fire sleeves.
The hydraulic power system supplies pressure for the operation of the following systems:
• Rudder.
• Aileron.
• Spoilers.
• Landing gear.
• Brakes (normal and emergency).
• Nose wheel steering.
• Main door.
Figure 29-01: Hydraulic System
December, 2005
29-01
One engine-driven pump and one standby electrical motor driven pump (EMDP) supply each
system.
The hydraulic system 1 has a priority valve which isolates the landing gear system.
The flight control services are more important than the landing gear operation.
This priority valve closes only during the landing gear operation, with the electrical-motor-driven
pump supplying the system.
Each system has one accumulator. One supplies hydraulic fluid to the landing gear/main door
(Sys 1), and the other to the emergency parking brake (Sys 2).
The electrical motors which drive the hydraulic pumps have a cross electrical supply: the DC Bus
2 supplies the EMDP of system 1, and the DC Bus 1 supplies the EMDP of system 2.
Hydraulic power from systems 1 and 2 supply pressure for the rudder control at the same time.
Hydraulic aid is necessary for the rudder control. If an asymmetric thrust (single engine
condition) occurs with symmetric thrust, the manual reversion effective. If a hydraulic power loss
occurs, the rudder control system goes back to a damping mode.
Both hydraulic power system 1 and hydraulic power system 2 also supply the two aileron
hydraulic power units (PCA). Hydraulic power is necessary for: single engine control (just one of
the systems). If a hydraulic power loss occurs, the aileron control goes back to a damping mode.
Hydraulic power is necessary for the spoiler extension and retraction. The inboard spoiler
panels, when operated on the ground, have the function of lift dumpers. The outboard panels
operate in flight as speed brakes and, on the ground, as lift dumpers. If a power loss occurs, an
internal lock keeps the actuator retracted.
Hydraulic power is necessary to retract and extend the landing gear. Hydraulic power is also
necessary to keep the nose landing gear doors closed with the landing gear retracted. An
accumulator helps the electrical-motor-driven pump during the gear retraction with the main
pump or if engine 1 fails. A free-fall system operates independently by cables to unlock the
landing gear for a different procedure of extension.
Inboard and outboard brakes operate the four main wheels with anti-skid and differential braking
functions. The emergency/parking brake uses an accumulator.
The hydraulic actuator of the nose wheel steering uses the system 1 hydraulic power only. If a
hydraulic failure occurs, the hydraulic steering unit (PCU) goes back to a shimmy damping
mode.
The hydraulic power operates the thrust reverser panels. Any hydraulic failure cancels the thrust
reverser operation.
Hydraulic power is necessary only to close the main door. The opening operation of the door is
by gravity, controlled by a hydraulic damping mode. When hydraulic system 1 is closed, an
accumulator keeps energy to close the door.
29-10 Main Hydraulic System

The primary sources of hydraulic power of systems 1 and 2 are two engine-driven pumps, one
for each engine, and two standby pumps driven by electrical motors.
The generation circuits are the same for the hydraulic power systems 1 and 2.
Each circuit includes these components:
• Control unit/manifold;
• Return/pressure filters;
December, 2005
29-02
• Relief valve;
• Differential pressure indicators;
• Pressure switches;
• Fluid sampling valves;
• Pressure transducer;
• Hydraulic reservoir;
• Shut-off valve;
• Engine-driven pump;
• Electrical-motor-driven pump (electrical pump);
• Priority valve;
• Accumulator;
• Quick-disconnect couplings.
Figure 29-02: Hydraulic System Diagram
29-30 Indicating
The "EICAS" display supplies information about system status and malfunctions to flight and
maintenance crew.
The indication system has two pressure switches, one for the main pump and the other for the
electrical pump. A pressure transmitter and a quantity indicator permit the pilot to monitor system
1 and system 2 for operation and possible failures.
The following components send information to EICAS display:
• Pressure transducer at the manifold (pump outlet line);
• Pressure switch at the engine pump outlet;
December, 2005
29-03
• Pressure switch at the electric-motor-driven pump outlet;
• Thermal switch at the reservoir;
• Quantity indicator assembly at the reservoir.
Control Panel
The control panel, installed on the overhead, has:
• Control switches for the electrically-driven hydraulic-pumps;
• Control switches of the hydraulic shutoff valves.
The overhead panel controls the electric pumps and shutoff valves.
Adjacent to the control switches, the hydraulic section of the overhead panel shows a list
containing the services hydraulically supplied by each system.
The function of the push buttons is to shut off the hydraulic fluid supply to the engine. They must
be pushed if an engine-driven pump does not operate, independently of the fire handle.
These switches will not operate in normal operation since it can cause damage to the pumps.
These switches have guards for protection purposes.
The function of the rotatory three-position switches is to select the operation mode of the
electrical-motor-driven pumps.
System Operation
Each hydraulic system (1 and 2) consists of:
• Reservoir assembly;
• Engine Driven Pump;
• Electric Motor Driven Pump;
• Shut-off valve;
• Manifold including filters, check valves, relief valve, pressure switches, and pressure
transmitter;
• Priority valve (system 1 only).
A bootstrap reservoir stores the fluid required for each system. A high flow relief valve prevents
excessive pressure build up.
Both the engine driven pump and the electric motor-driven pump are variable delivery, pressure
compensated units.
A shut-off valve is installed in the main pump suction line accepting inputs either from the engine
fire handle or from the switch located on the hydraulic overhead panel. The valves isolate the
hydraulic system from the pump in case of failure.
All filters are disposable cartridges and the return filter incorporates a by-pass. The filters are
located in a manifold to facilitate maintenance tasks.
Ground test connections are provided for system testing on the ground from an external
hydraulic power supply.
The priority valve in system 1 assures priority to the primary flight controls during landing gear
actuation when the back up electrical pump powers the hydraulic system.
December, 2005
29-04
29-30 Protection and Indication
Each system is protected from contamination by five micron filters located in the pump pressure
lines, pump case drain lines, and return lines. All filters are equipped with differential pressure
indicators.
Each hydraulic system is provided with the following cockpit controls:
• Switch to close the engine pump suction line independently from the fire handle;
• Switch to control the electric motor-driven pump;
• Indication and alerting messages are provided on the EICAS.
December, 2005
29-05
December, 2005
29-06
30 Ice and Rain Protection

The following parts of the aircraft are protected to permit unrestricted operation into known or
forecast icing conditions or heavy rain within certification limits:
• Wing and horizontal stabilizer leading edges;
• Engine air inlet lips;
• Frontal windshields;
• Pitot-static tubes;
• Angle of attack (AOA) sensors;
• Total air temperature (TAT) probes;
• Static ports;
• Lavatory water drain and potable water service nipples;
• Ice detector unit;
• Air Data Computers (ADCs).
The windshields are provided with electronically controlled motor-driven wipers.
30-11 Leading Edges

The wing and horizontal stabilizer leading edges are protected by a bleed air anti-icing system.
Thermal anti-icing is performed by the impingement of hot bleed air on the internal leading edge
surfaces. Dedicated outlets are provided to exhaust the hot air after leading edge heating.
Pressure regulating and shut-off valves control the hot airflow into distribution ducts and Piccolo
tubes.
Low and high-pressure switches are installed in the wing and stabilizer leading edge supply
tubing to monitor the minimum and maximum operating limits. These sensors operate in
conjunction with temperature sensors installed in the pneumatic system pre-coolers.
30-12 Power Plant

The engine air inlet lip is anti-iced by bleed air, controlled by a pressure regulating and shut-off
valve, and monitored by dedicated low and high-pressure switches.
30-30 Sensors Heating

The pitot-static tubes, Angle of Attack (AOA) sensors, Total Air Temperature (TAT) probe,
pressurization static ports, lavatory water drain and service nipples are heated by means of
electrical resistance elements built into each component.
Protection and Indication
The wing and stabilizer leading edges are equipped with low and high-pressure switches to
provide system monitoring in conjunction with pre-cooler temperature sensors.
Engine air inlet lips are provided with low and high-pressure switches to monitor the system.
The front windshield panels are provided with temperature sensors to prevent overheating.
December, 2005
30-01
All ice protection systems are monitored, and provide messages on the EICAS.
During an icing encounter, the dual ice detection systems will provide an “ICE CONDITION”
message on the EICAS and will automatically turn on all thermal anti-ice systems (engine air
intake, wing and horizontal stabilizer).
Figure 30-01: Ice and Rain Protection Systems
30-41 Windshield Wipers

Rain protection is provided by two windshield wiper subsystems, comprised of two motor-
converters with an integral micro controller based control circuits, drive arms and wiper blades.
Two speed operation, synchronization, off-screen parking and delay functions are electronically
controlled by the control box.
Two wiper speeds of 80 ± 10 and 140 ± 14 strokes per minute, intermittent wiper, and off-screen
park can be selected from the cockpit controls.
Automatic synchronization is provided whenever the control switches are in the same position.
30-42 Front Windshield Heating

The left and right front windshields are electrically heated by means of conductive layers
embedded between laminated panels that make-up the windshields. Electrical power for the
windshields is controlled to prevent windshield overheating as well as to maintain a level of
heating sufficient to prevent external ice accumulation and continuously defog the internal side.
December, 2005
30-02
31 Indicating/ Recording System
31-00 General Descriptions

The indicating/recording systems give visual and/or aural warning of conditions in unrelated
systems.
The instrument and control panels system shows the fixed and movable panels with their
replaceable components.
The independent instruments system shows the instruments, units and components, which are
not related to particular systems.
The recorders system shows the systems and components used for recording data not related to
particular systems.
The central computers system shows the systems and components used for computing data
from different sources.
The central warning system shows the systems and components, which give audible or visual
warning of conditions in unrelated systems.
The Indicating and Recording Systems includes this (these) subsystem(s):
• Instrument & Control Panels;
• Independent Instruments;
• Recorders;
• Central Computers;
• Central Warning System.
The aircraft Avionics system is an advanced design, making extensive use of the newest
technologies to allow a highly integrated and automated architecture. The major characteristics
are as follows:
• Dual central Integrated Avionics Computer, encompassing functions such as display

driving, Autopilot/Flight Director, and EICAS;
• All glass cockpit based on five 8" x 7" CRT displays;
• Engine Indication and Crew Alerting System (EICAS), with multi system display;
• Dual, centralized radio management with integrated radios and digital audio;
• Dual digital ADC, IFOG AHRS with cross-side reversionary capabilities;
• Digital Autopilot/Flight Director with optional CAT II and CAT IIIa capabilities;
• TCAS, EGPWS, windshear detection and escape guidance;
• Extensive use of serial links between equipment and solid state flight and voice
recorders.
31-10 Instrument and Control Panels

This system includes all fixed or movable panels, with their replaceable components.
These systems show all panels located in the cockpit station.
December, 2005
31-01
Figure 31-01: Instrument and Control Panel – Panel Locations
1 Circuit Breaker Panel
2 Overhead Panel
3 Glareshield Panel
4 Light Control Panel

5 Main Panel
6 Control Pedestal
The Instrument & Control Panels includes this (these) subsystem(s):
! Main Panel;
! Glareshield Panel;
! Light Control Panel;
! Control Pedestal;
! Overhead Panel;
! Circuit Breaker Panel.
31-11 Main Panel

The main panel system includes the primary instruments of the pilots.
The main panel system is divided into pilot, center, and copilot panels.
December, 2005
31-02
The pilot panel includes these components:
• Primary Flight Display - PFD (DU-1);
• Multi-Function Display - MFD (DU-2);
• Electronic clock;
• Digital Audio Panel (DAP);
• Reversionary panel;
• AHRS control panel;
• Pedal adjust switch;
• Gasper;
• Foot rests;
• Foot air handle.
The center panel includes these components:
• EICAS display (DU-3);
• Integrated standby;
• Landing gear control lever;
• Parking brake light;
• Two Radio Management Units (RMU-1 and RMU-2).
The copilot panel includes these components:
• Primary Flight Display - PFD (DU-5);
• Multi-Function Display - MFD (DU-4);
• Electronic clock;
• Digital audio panel;
• Reversionary panel;
• AHRS control panel;
• Pedal adjust switch;
• Gasper;
• Foot rests;
• Foot air handle.
31-12 Glareshield Panel

The glareshield panel system includes the avionics panels and provides protection for the main
instrument panel against sun wash-outs.
The glareshield panel system includes the components:
• Display controller (DC-550);
• Guidance controller (GC-550);
December, 2005
31-03
• Master warning/caution lights/pushbuttons;
• Weather radar controller panels (Aircraft with weather radar controller installed on
the glareshield panel).
31-13 Light Control Panel

The light control panel system includes potentiometers to control the light brightness.
The light control panel system includes these components:
• Left light control panel.
• Right light control panel.
31-14 Control Pedestal

The control pedestal system includes navigation and communication controls, thrust controls,
and reversionary controls.
The control pedestal system is divided into control pedestal forward panel, control stand, and
control pedestal aft panel.
The control pedestal forward panel includes these components:
• Two FMS control display unit;
• One elevator disconnection handle;
• One aileron disconnection handle;
• One TO configuration panel.
The control stand includes these components:
• Two thrust levers;
• One elevator disconnection warning light;
• One aileron disconnection warning light;
• One speed brake lever;
• One gust lock lever.
The control pedestal aft panel includes these components:
• One thrust rating control panel;
• One tuning back-up control unit;
• One EICAS reversion/EGPWS terrain inhibit (optional)/LG warning cutout panel;
• One stall protection/FMS joystick panel;
• One flap selector lever;
• One trim control panel;
• One pressurization manual controller;
• One pressurization digital controller;
• One autopilot control panel;
• One parking brake handle.
December, 2005
31-04
31-20 Independent Instruments
The independent instruments system shows the instruments, which are not related to a particular
subsystem.
This system shows both clocks installed on the main instrument panel.
The clock system supplies the flight crew with the time, date, flight number, and stopwatch
functions.
31-21 Clock System

The clock system supplies the flight crew with the time, date, flight number, and stopwatch
functions.
The clock system is an electronic clock, which shows, through a microprocessor, time (local,
GMT, and flight time), date, and flight number, on a LCD (Liquid Crystal Display).
The system also has a stopwatch button installed on the control wheel, which has the same
function as the CHR button of the clock.
The electronic clock is equipped with an encoding system for data, and the message is sent in
ARINC 429.
In the clock there is an internal lighting feature (0 - 5 V DC) connected to the light system. The
clock also has a rechargeable nickel-cadmium battery (4 V DC) for the clock internal circuit for
the case of aircraft power interruption.
31-30 Recorders
The record system gives such information as engine parameters and aircraft system parameters.
This system has interfaces with the EICAS and other aircraft systems.
The RECORDERS includes this (these) subsystem(s):
• FLIGHT DATA RECORDER (Section 31-31);
• EXTENDED-STORAGE QUICK-ACCESS RECORDER (EQAR) (Section 31-33);
• OPTICAL QUICK-ACCESS RECORDER (OQAR) (Section 31-34).
31-31 Flight Data Recorder

The FDR system is used to store the mandatory and recommended parameters.
This data can be used to help with an investigation if an accident occurs, or even used for
troubleshooting.
The FDR system can store data automatically, with no pilot action, from engine start to engine
stoppage.
These data are mandatory and recommended parameters. Additional parameters are stored
when necessary.
31-40 Central Computers

The central computer system shows the systems and components used for computing data from
different sources.
December, 2005
31-05
This system has the function of collecting and processing data from the engines and other
systems.
The Central Computers includes this (these) subsystem(s):
! EICAS (Section 31-41);
! Integrated Computers (Section 31-42).
31-41 EICAS
The Engine Indication and Crew Alerting System (EICAS) receives and processes signals from
engine and system sensors.
The architecture of the system starts from the engine and system sensors. In this system there
are two Data Acquisition Units (DAUs), which collect data from systems in all parts of the aircraft.
The DAU 1 collects the data from the sources located in the front part of the aircraft and engine
# 1. The DAU 2 collects the data from the sources located in the rear part of the aircraft and
engine # 2.
Either message or indication goes through a DAU, where the analog signal is changed to a
digital one and sent to the integrated computer (IC-600).
This system also uses reversion switches for display units, data acquisition unit, and symbol
generators.
The Data Acquisition Unit (DAU) receives analog and digital signals for using them in the EICAS.
The aircraft systems interface with the EICAS for indication and alert functions:
! Powerplant;
! Landing gear;
! Flaps;
! Spoilers;
! Pressurization;
! APU;
! Trims;
! Brakes;
! Hydraulics;
! Electrical;
! Fuel;
! Ice/rain protection;
! Oxygen;
! Doors;
! Air conditioning;
! Head-up guidance system (Aircraft with CAT-IIIa configuration).
The EICAS also has interfaces with some systems for alerting purposes only, as follows:
! Air turbine starter;
December, 2005
31-06
! Master announcement;
! Aural warning;
! Central Maintenance Computer (CMC);
! Fire protection;
! EGPWS/windshear;
! Rudder;
! Smoke;
! Stall protection system;
! Thrust reverser.
The integrated architecture of the system uses the EICAS display and MFDs for indications. The
RMUs are also used for EICAS information, but as a backup system for engine parameters and
critical messages. The displays are divided into two parts: Display Unit (DU) and different bezels.
31-42 Integrated Computers

The integrated computers system is the "BRAIN" of the avionics system connecting different
inputs to different information sources.
The integrated computers system is the primary component of the whole avionics system. The
integrated computers system together with controllers and sensors are the Primus-1000 (P-
1000) Honeywell System.
Between the IC's there is a cross-talk bus called Intercommunication Control Bus (ICB), which is
used for comparison purposes.
In normal condition, the Essential DC Bus 1 supplies the IC # 1, protected by a 10A circuit
breaker. The DC Bus 2 supplies the IC # 2, protected by a 10A circuit breaker.
The IC # 1 normally provides images to DUs 1/2/3, while the IC # 2 provides images to DUs 4/5.
The integrated computers system includes these components:
! Integrated computer # 1 (IC-600);
! Integrated computer # 2 (IC-600);
! Integrated computer # 1 configuration module;
! Integrated computer # 2 configuration module.
31-50 Central Warning System

The central warning system generates audio signals to inform, advert, or alert the crew when
there is an abnormal condition in the aircraft systems.
This system generates audio signals to inform, advert, or alert the crew when there is an
abnormal condition in the aircraft systems.
The Central Warning System includes the Aural Warning subsystem.
31-51 Aural Warning

This system is responsible for generating and controlling aural warning signals.
December, 2005
31-07
The aural warning system receives signals from the following aircraft systems:
! TCAS
! Windshear detection system (Section 34-41);
! GPWS/EGPWS (Section 34-41);
! IC-600 (Section 31-42);
! Fire detection system (Section 26-12);
! Stall protection system (Section 27-36);
! Trims (Section 27-00);
! Flaps (Section 27-50);
! Brakes (Section 32-40);
! Spoilers (Section 27-60);
! Radio altimeter (Section 34-31);
! Autopilot (Section 22-10).
The system generates voice messages, and warning and caution tones associated with a failure.
The tones have different forms.
The aural warnings are divided into four levels, as follows:
! Emergency: Associated with situations that can be dangerous. The system can
generate a voice. If an emergency fault occurs, with voice message, the Aural Warning
Unit (AWU) generates a specific sound, three chimes (called Attenson 3), plus the voice
message. If an emergency fault occurs, without voice message associated, the AWU
generates only master warning tone (Attenson 3). In any condition, the aural warning is
repeated every second until cancellation through the master warning light or until the
failure is removed.
! Abnormal: Associated with malfunctions or failures. The AWU generates a master

caution tone, every five seconds, until cancellation through the master caution light or
the failure is removed.
! Advisory: Associated with the least important failures such as loss of redundancy or
degradation of a system.
! Information: The information alerts are related to information situations.
If multiple alerts occur, the highest level (emergency) alert operates first. After cancelling the
emergency aural alerts, the abnormal alerts operate. If all emergency and abnormal alerts are
canceled, the advisory alerts operate. Finally, if there are no other alerts, then the information
alerts operate.
But, any alert that is in progress will be completed before another alert signal starts to operate
(even if the priority is higher).
A special condition occurs in the emergency fault level without voice message. Attenson 3 is
inhibited when any other alert occurs at the same time. Only after canceling an alert generated
by the AWU system is Attenson 3 generated.
If a stall or fire fault occurs at the same time as any emergency fault with voice message
associated, the two operate simultaneously. The amplitude of the discrete sound (clacker or bell)
is reduced, but is sufficiently distinct to permit the crew to understand the voice message and the
discrete sound easily.
December, 2005
31-08
A special condition occurs for windshear, TCAS, or EGPWS alert condition. No other voice
message is generated with them to avoid misunderstanding. Only stall condition has priority over
windshear, EGPWS, and TCAS alerts.
There are two switches to cancel emergency or abnormal failures. They are the master warning
light and the master caution light. The associated light flashes when an emergency or caution
failure occurs. The pilot or copilot can cancel all the alerts through the master warning/caution
lights, except:
! Stall;
! Landing configuration alarm generated because of the flap;
! EGPWS;
! Windshear;
! TCAS R/A;
! Overspeed;
! Advisory and information alerts.
The aural warning system interfaces with:
! Master warning and master caution light inputs - They are used to cancel a warning or
a caution fault. A ground signal comes through the switches.
! TCAS auxiliary audio input - There is an auxiliary audio input for the audio generated in
the TCAS computer.
! EGPWS/windshear auxiliary audio input - There is an auxiliary audio input for the audio
generated in the EGPWS and W/S computer.
Note: The AWU uses these interfaces to give priority of alerts.
! Rolling take-off configuration input - This input is used for a take-off configuration
simulation during aircraft taxi. There is a switch in the control pedestal to simulate a
condition of power-levers in the take-off configuration. This function permits the crew to
do a take-off configuration test during aircraft taxi.
! Emergency, advisory and information inputs - These inputs are connected to some
systems, namely:
– Altitude alert (Section 34-22);
– Autopilot (Section 22-10).
! Channel A shutdown, channel B shutdown, self test, fail ch A and fail ch B inputs and
outputs - These inputs are used for laboratory tests.
! Pilot/copilot and observer digital audio panels output - The aural warning system
interfaces the 3 audio panels to have headphone and speaker outputs. The speaker
output, for warning purposes, on the pilot and copilot audio panels can never be
switched off from crew members' action.
! Abnormal and emergency inputs - The two inputs come from EICAS when an
emergency or abnormal fault occurs associated only to the CAS messages on the
EICAS display. These inputs will cause the AWU to generate a master warning tone
(Attenson 3) and master caution tone.
! Abnormal and emergency outputs - The two outputs go to the EICAS when the AWU is
ready to generate the audio signal. Even when the master warning light of master
caution light is pushed, the AWU sends a ground signal to cancel the light flashing.
! AWU total fail output - This output informs the EICAS if the AWU fails totally.
December, 2005
31-09

26 Fire Protection: 26-00 General Description

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26 Fire Protection: 26-00 General Description

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26 Fire Protection

26-00 General Description

26-11 Engine Fire/Overheat Detection System

26-11-01 Protection and Indication

• Fan speed: fan spool speed (percent);

• Interturbine temperature: thermocouple average at the interturbine station (ºC);

• Gas generator speed (percent);

• Fuel flow: engine fuel consumption (pounds per hour);

• Oil pressure and temperature (psig and ºC);

• Fan and gas generator spool vibration.

26-21 Engine Fire Extinguishing

27-00 General Description

Each set of rudder pedals is electrically adjustable (fore and aft).

All trims are electrically actuated.

Flap panels are electrically actuated and electronically controlled.

Spoilers are hydraulically actuated and electrically controlled.

27-00-03 Control Cables and Rods

Cables are employed on all primary control systems.

27-01 Systems Operation

27-01-01 Automatic Flight Control System (AFCS)

Automatic Flight Control functions are performed by an integrated Flight Director/Autopilot

• Altitude preselect mode: to capture and hold the desired altitude;

• Heading mode: selectable by the HSI heading bug;

• Approach mode: for VOR, FMS or ILS approaches up to CAT II;

• Go around: when selected, commands a nose up attitude after the decision to

• Low-bank mode: to reduce the normal bank limit;

• Windshear escape guidance mode: activated by pilots after a windshear warning, to

27-01-02 Lateral Control System – Aileron

27-01-03 Lateral Trim System

Conventional mechanisms provide the feel, trim, and centering functions.

27-01-05 Directional Trim System

27-01-06 Longitudinal Control System – Elevator

27-01-07 Stall Protection System (SPS)

27-01-09 Flap System

An asymmetry protection system precludes asymmetric flap displacement in case of jamming or

27-01-10 Spoiler System

27-01-11 Gust Lock

Figure 27-01: Flight Control Systems

28-00 General Description

Model ERJ 135 ERJ 140 ERJ 145

28-00-01 Fuel Specification

The following fuel specifications are approved:

• Brazilian Specification CNP-08/QAV 1

• ASTM Specification D1655 - JET A, JET A-1

• American Military Specification MIL-T-83133 - JP-8

28-21-01 Boosters Pumps

28-21-02 Relief Valve

28-21-03 Shut-off Valve

28-21-04 Cross Feed Shut off Valve

28-21-05 Fuel Transfer

28-21-06 Line Shrouds

28-23-02 Refueling Shut off Valve

28-23-03 Pilot Valve

28-23-04 Vent Valve

28-23-05 Defueling Shut off Valve

An electrically operated valve is installed to allow the interconnection of cross-feed and

Figure 28-01: Fuel System (for ER, EU, and MP VERSIONS)

Figure 28-03: Fuel System (for XR VERSION)

The Indicating includes these subsystems:

• Electrical Fuel Quantity Indicating (Section 28-41);

• Mechanical Fuel Quantity Indicating (Section 28-42);

• Fuel Temperature Indication (Section 28-43);

• Fuel Low Level Warning (Section 28-44);