03 ATA-24,33 T1T2 E-Jets 366pg

Embraer S.A.
Customer Training
Phone: +55 (12) 3927-5827
Fax: +55 (12) 3927-7535
http://www.embraer.com.br
e-mail: training@embraer.com.br
MAINTENANCE TRAINING MANUAL

ATA 24 - ELECTRICAL POWER
ATA 33 - LIGHTS
Copyright © 2011 by Embraer S.A.. All rights reserved.

This document shall not be copied or reproduced in whole or in part, in any form or by any means without the express written
authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are proprietary
information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer.
July 2011 – Rev. 2

03_ATA-24,33_T1T2_E-Jets_366pg.pdf
Copyright 2011 by EMBRAER S.A.. All rights reserved. MTM Rev. 2

This document shall not be copied or reproduced in whole or in part, in any form or by any means without the express written Authorization of Embraer. The information, technical data, designs and drawings SDS: 1798 Rev.17 / 1933 Rev.12 / 2770 Rev. 6
disclosed in this document are proprietary information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer.
TABLE OF CONTENT IDG CAUTIONS .................................................................................. 52

CREW ACTIONS ................................................................................ 52
ELECTRICAL POWER GENERAL (24-00) ................................................. 2 THERMAL DISCONNECT MECHANISM........................................... 52
INTRODUCTION .................................................................................. 2 THE DISCONNECT SOLENOID ........................................................ 54
EPGDS COMPONENT LOCATIONS................................................... 4 IDG RESETTING ................................................................................ 54
INTEGRATED CONTROL CENTRES (ICCs) ...................................... 5 INTEGRATED DRIVE GENERATOR OIL – SERVICING .................. 54
INTEGRATED CONTROL CENTRES (ICCs) ...................................... 6 INTEGRATED DRIVE GENERATOR OIL – INSPECTION/CHECK .. 54
THE ICC COOLING.............................................................................. 6 GCU AND PMG .................................................................................. 56
LICC (GCU 1, EPM, AND TRU 1) ........................................................ 8 GCU BLOCK DIAGRAM ..................................................................... 58
LICC (CIRCUIT BREAKERS AND FUSES) ....................................... 10 THE PWB A2 ...................................................................................... 58
RICC (GCU 2, AGCU, AND TRU 2) ................................................... 12 THE PWB A3 ...................................................................................... 58
RICC (CIRCUIT BREAKERS AND FUSE) ......................................... 14 IDG ELECTRICAL CONNECTIONS................................................... 60
THE ESSENTIAL INTEGRATED CONTROL CENTRE (EICC)......... 16 APU AC GENERATION (24-22) ................................................................ 62
EICC (CIRCUIT BREAKERS) ............................................................ 18 INTRODUCTION ................................................................................ 62
EICC (TRU ESS) ................................................................................ 18 THE AUX GENERATOR..................................................................... 63
THE AUXILIARY INTEGRATED CONTROL CENTRE (AICC).......... 20 THE AUX GENERATOR..................................................................... 64
AICC ELECTRICAL COMPONENTS ................................................. 22 THE APU GENERATOR SWITCH ..................................................... 64
AC GENERATION GENERAL (24-20) ...................................................... 24 THE AUXILIARY GENERATOR CONTROL UNIT ............................. 65
INTRODUCTION ................................................................................ 24 THE AUXILIARY GENERATOR CONTROL UNIT ............................. 66
AC BUS TIES ..................................................................................... 26 GCUs .................................................................................................. 66
LOAD RESTORATION....................................................................... 32 THE AUXILIARY GENERATOR LINE CONTACTOR (ALC).............. 68
NBPT - NO BREAK POWER TRANSFER ......................................... 34 THE AUXILIARY GENERATOR LINE CURRENT TRANSFORMER 70
INTEGRATED DRIVE GENERATORS (24-21) (IDGs) ............................. 36 APU GEN ELECTRICAL..................................................................... 72
INTRODUCTION ................................................................................ 36 THE EICAS ......................................................................................... 74
THE CONSTANT SPEED DRIVE ...................................................... 38 AC EMERGENCY GENERATION (24-23) ................................................ 76
THE HYDRAULIC LOG UNIT............................................................. 40 INTRODUCTION ................................................................................ 76
A DIFFERENTIAL PRESSURE INDICATOR (DPI) ........................... 40 THE RAM AIR TURBINE (RAT) SYSTEM ......................................... 76
THE SCAVENGE RELIEF VALVE ..................................................... 40 RAT GCU (RGCU) INSTALLATION LOCATION................................ 78
ROTATING DEAERATOR.................................................................. 40 RAT DEPLOYMENT ........................................................................... 80
IDG & IDG COOLER INSTALLATION ON GE CF34-8E ................... 42 RAT SYSTEM COMPONENTS .......................................................... 82
ENGINE (EMB170)............................................................................. 42 RAT SYSTEM FUNCTIONAL INTERFACE ....................................... 83
IDG & IDG COOLER INSTALLATION ON GE CF34-10E ................. 43 RAT SYSTEM FUNCTIONAL INTERFACE ....................................... 84
IDG & IDG COOLER INSTALLATION ON GE CF34-10E ................. 44 RAT SYSTEM BLOCK DIAGRAM ...................................................... 86
ENGINE (EMB190)............................................................................. 44 Training Information Points ................................................................. 88
IDG 1 AND 2 SELECTOR KNOBS..................................................... 45 RAT SYSTEM MAINTENANCE SCHEDULED MAINTENANCE ....... 90
IDG 1 AND 2 SELECTOR KNOBS..................................................... 46 UNSCHEDULED MAINTENANCE ..................................................... 90
IDG DISCONNECTION ...................................................................... 48 STATIC INVERTING (24-24) ..................................................................... 92
IDG MECHANICAL DISCONNECT.................................................... 49 Introduction ......................................................................................... 92
IDG MECHANICAL DISCONNECT.................................................... 50 Operation ............................................................................................ 94
TOC
DC GENERATION SYSTEM (24-30) ........................................................ 96 Three Phase AC SSPCs................................................................... 150

Introduction ......................................................................................... 96 DC SSPCs used in Parallel............................................................... 150
DC POWER ........................................................................................ 98 SSPC Initialization ............................................................................ 150
Normal Operation ............................................................................... 99 SSPCs Used as Power Feeds .......................................................... 150
Normal Operation ............................................................................. 100 SSPCs Not Used .............................................................................. 150
MAIN BATTERIES (24-36) ...................................................................... 102 Discrete Outputs Not Used ............................................................... 150
Introduction ....................................................................................... 102 MCDU CB CONTROL....................................................................... 152
BATTERY CASE CONTAINER ........................................................ 104 CAS ADVISORY MESSAGE REMOTE CB TRIP ............................ 154
BATTERY STORAGE ...................................................................... 104 MCDU CB CONTROL PAGE............................................................ 158
SHORT TERM STORAGE ............................................................... 104 MCDU ............................................................................................... 160
BATTERY LOCATION...................................................................... 106 MULTI-PURPOSE CONTROL DISPLAY UNIT (MCDU)
APU START WITH BATT 2 .............................................................. 108 COMMUNICATIONS ........................................................................ 160
BATTERY TEMPERATURE SENSORS .......................................... 110 MCDU DESCRIPTION...................................................................... 162
MAINTENANCE CHECKS ............................................................... 112 MCDU DISPLAY FORMAT............................................................... 164
AVIONICS BATTERY(BATT 1)FUNCTIONAL INTERFACE............ 112 CB MENU SCREEN ......................................................................... 166
APU START BATTERY (BATT 2) FUNCTIONAL INTERFACE ...... 112 NEW TRIP IN CB MENU .................................................................. 166
EXTERNAL POWER (24-40)................................................................... 114 OUT/ LOCK SCREEN....................................................................... 166
Introduction ....................................................................................... 114 OUT/ LOCK SCREEN AFTER CB TRIP ACKNOWLEDGEMENT... 166
EPM INSTALLATION ....................................................................... 120 OUT / LOCK Screen after State Change.......................................... 168
EPM (BLOCK DIAGRAM) ................................................................ 122 OUT / LOCK Screen New Trip Selection (page 2 of 2) .................... 170
SECONDARY POWER DISTRIBUTION ASSEMBLIES (SPDA) (24-50)124 OUT / LOCK Screen with No CBs Out or Locked............................. 170
Introduction ....................................................................................... 124 OUT / LOCK Screen (No CBs Out or LOCKED - NEW TRIP) ......... 170
SPDA FUNCTION ............................................................................ 125 OUT/LOCK Opposite Screen Display Update .................................. 170
SPDA FUNCTION ............................................................................ 126 CB By SYS (page 1 of 3) .................................................................. 170
SPDA 1 LOCATION.......................................................................... 128 CB By SYS (page 2 of 3) .................................................................. 172
SPDA 2 LOCATION.......................................................................... 129 CB By SYS (page 3 of 3) .................................................................. 172
SPDA 2 LOCATION.......................................................................... 130 CB by SYS (NAV Screen)................................................................. 172
SPDA MODULAR COMPOSITION AND POWER SOURCES........ 132 CB by SYS (NAV Screen after 2R selection).................................... 172
SPDA 2 LINE REPLACEABLE MODULES (LRMS) ........................ 134 CB by SYS (NAV Screen with Unacknowledged Trip) ..................... 174
DC POWER MODULES ................................................................... 136 CB by SYS (NAV Screen after State Change & Acknowledge) ....... 174
SSPC THEORY ................................................................................ 136 CB BY Bus Screen (page 1 of 2) ...................................................... 174
DC POWER MODULES (CONTINUED) .......................................... 138 AC 1 BUS Screen (page 1 of 3)........................................................ 176
AC POWER MODULE...................................................................... 140 AC 1 BUS Screen (page 2 of 3)........................................................ 176
DISCRETE I/O MODULES............................................................... 142 AC 1 BUS Screen (page 3 of 3)........................................................ 176
ANALOG I/O MODULE .................................................................... 144 FUSE Screen .................................................................................... 178
ARINC 429 COMMUNICATION MODULES .................................... 146 FUSE Screen (NEW TRIP - Unacknowledged) ................................ 178
SPDA LRM REPLACEMENT ........................................................... 148 OUT / LOCK Screen (FUSE blown - Unacknowledged)................... 178
Solid State Power Contactors........................................................... 150 FUSE Screen (FUSE blown - Acknowledged).................................. 178
SSPC Functional Separation............................................................ 150 MAINT (Maintenance) Screen .......................................................... 179
TOC
MAINT (Maintenance) Screen .......................................................... 180 APU GEN Supplying Airplane ALC Close Command .......................... 231
CB LOCKOUT Screen...................................................................... 180 A/C EXT Power Supplying Aircraft ....................................................... 232
CB LOCKOUT (NAV Screen) ........................................................... 180 AC EXT PWR Supplying Airplane - BTC Close Command (Primary
ENAB CORE Screen ........................................................................ 180 Control) ................................................................................................. 233
ENAB CORE Screen (In Progress) .................................................. 182 AC EXT PWR Supplying Airplane - BTC Close Command (Secondary
ENAB CORE Screen (After Successful Enable) .............................. 182 Control) ................................................................................................. 234
ENAB CORE Screen (After Unsuccessful Enable) .......................... 182 A/C EXT Power Supplying Ground SVC Buses ................................... 235
INV RESET Screen .......................................................................... 182 IDGS Supplying Aircraft (Ground Mode) .............................................. 236
INV RESET Screen (In Progress) .................................................... 184 IDGS Supplying Airplane (Ground Mode) - GLC Close Command...... 237
INV RESET Screen (After Successful Reset) .................................. 184 IDGS Supplying Airplane (Ground Mode) - Ground Mode Determination
INV RESET Screen (After Unsuccessful Reset) .............................. 184 .............................................................................................................. 238
LOAD SHED Screen......................................................................... 184 IDGS Supplying Aircraft (Air Mode)...................................................... 239
LOAD SHED Restoration Sequence ................................................ 186 IDGS Supplying Airplane (Air Mode) - AIR Mode Determination ......... 240
LOAD SHED Screen (In Progress)................................................... 186 IDG 1 and APU GEN Supplying Aircraft............................................... 241
LOAD SHED Screen (After Successful Reset) ................................ 186 IDG 1 Supplying Aircraft ....................................................................... 242
LOAD SHED Screen (After Unsuccessful Reset) ............................ 186 IDG 1 Supplying Airplane BTC Close Command ................................. 243
CORE CB LIST................................................................................. 188 RAT and Batteries Supplying the Airplane (Air Mode) ......................... 244
CB LIST (USED)............................................................................... 190 IDGS Supplying Airplane (Air Mode) - TRU 2 Failed ........................... 245
CB LIST (OPTIONS)......................................................................... 202 TRU1C or TRU2C Close Command - Primary Control ........................ 246
ELECTRICAL SYSTEM INDICATION.............................................. 206 TRU1C or TRU2C Close Command - Secondary Control ................... 247
Introduction ....................................................................................... 206 IDGS Supplying Airplane (Air Mode) - AC BUS 1 Short ...................... 247
EPGDS SYNOPTIC PAGE............................................................... 208 IDGS Supplying Airplane (Air Mode) - AC BUS 1 Short ...................... 248
MFD ELECTRICAL SYSTEM SYNOPTIC PAGE ............................ 208 IDGS Supplying Airplane (Air Mode) - DC BUS 2 Short ...................... 249
MFD ELECTRICAL SYNOPTIC PAGE ............................................ 210 IDGS Supplying Airplane (Air Mode) - DC ESS BUS 3 Short .............. 249
Engine AC generators ...................................................................... 210 IDGS Supplying Airplane (Air Mode) - DC ESS BUS 3 Short .............. 250
AC EXTERNAL POWER .................................................................. 212 EICAS Messages ................................................................................. 251
EPGDS SYNOPTIC PAGE BATTERIES.......................................... 214 MEL ...................................................................................................... 252
EPGDS COMMUNICATIONS ARCHITECTURE ............................. 216 DDP ......................................................................................................253
MAIN AVIONICS INTERFACE ......................................................... 216 DC EXTERNAL POWER (24-61)............................................................. 256
CROSS-CHANNEL COMMUNICATIONS........................................ 216 Introduction ....................................................................................... 256
MAINTENANCE MESSAGE FIM REFERENCE .............................. 220 APU START WITH DC EXT PWR .................................................... 258
ELECTRICAL SYSTEM DIAGNOSTIC TESTS ............................... 222 CAS CAUTION MESSAGE GPU CONNECTED.............................. 262
System Diagnostics Menu ................................................................ 222 LIGHTS (33-00)........................................................................................ 266
Electrical System Diagnostic Tests ...................................................... 225 LIGHTS – ATA Breakdown................................................................... 267
Unpowered A/C .................................................................................... 226 COCKPIT LIGHTING (33-10)................................................................... 268
Batteries Only....................................................................................... 227 General Description .......................................................................... 268
Battery 2 Supplying APU Start Function .............................................. 228 Components...................................................................................... 270
DC EXT Power Supplying APU Function............................................. 229 COCKPIT LIGHTS CONTROL PANEL ............................................ 272
APU Generator Supplying A/C............................................................. 230 DOME LIGHTS ................................................................................. 274
TOC
MULTI-CHANNEL DIMMER............................................................. 276 GENERAL DESCRIPTION ............................................................... 342

COCKPIT CHART LIGHTS .............................................................. 278 EMERGENCY LIGHT POWER UNIT (ELPU) .................................. 344
FLOOD LIGHT ASSEMBLY ............................................................. 278 EMERGENCY LIGHTS ASSEMBLIES............................................. 346
COCKPIT READING LIGHTS .......................................................... 282 PHOTOLUMINESCENT STRIPES................................................... 348
Operation .......................................................................................... 284 EXTERNAL EMERGENCY LIGHTS (ONLY FOR EMBRAER 190 /
LIGHT PLATES ................................................................................ 286 195) ................................................................................................... 350
PASSENGER COMPARTMENT LIGHTS (33-20) .................................. 288 FLASHLIGHTS ................................................................................. 352
General Description .......................................................................... 288 EMERGENCY LIGHTS CONTROL .................................................. 354
Components ..................................................................................... 290 EMERGENCY LIGHTS SYSTEM INDICATION ............................... 356
CABIN LIGHTS................................................................................. 290 EMERGENCY LIGHTS SYSTEM TEST........................................... 358
BALLASTS........................................................................................ 292
PASSENGER WARNING SIGNS..................................................... 294
ATTENDANT CALL INDICATORS................................................... 296
PASSENGER READING LIGHTS.................................................... 298
General Description .......................................................................... 298
COURTESY / AIRSTAIR LIGHTS .................................................... 300
LAVATORY LIGHTS SYSTEM......................................................... 304
GALLEY LIGHTS.............................................................................. 306
CARGO AND SERVICE COMPARTMENTS LIGHTS (33-30)................ 308
CARGO BAY LIGHTS ...................................................................... 310
SERVICE COMPARTMENT LIGHTS............................................... 312
EXTERIOR LIGHTS (33-40).................................................................... 314
Components ..................................................................................... 316
EXTERNAL LIGHTS CONTROL PANEL ......................................... 316
TAXI LIGHTS.................................................................................... 318
LANDING LIGHTS............................................................................ 320
NAVIGATION LIGHTS ..................................................................... 322
NAVIGATION LIGHTS TRANSFORMERS ...................................... 324
NAVIGATION LIGHTS SWITCH ...................................................... 326
INSPECTION LIGHT ........................................................................ 328
LOGO LIGHTS ................................................................................. 330
RED BEACON LIGHTS.................................................................... 332
RED BEACON POWER SUPPLY .................................................... 334
RED BEACON LIGHTS SWITCH..................................................... 336
WHITE STROBE LIGHTS ................................................................ 338
WHITE STROBE LIGHTS POWER SUPPLY .................................. 340
EMERGENCY LIGHTS (33-50) ............................................................... 342
TOC
ATA 24 - ELECTRICAL POWER
ATA 24-00 - Page 1

ELECTRICAL POWER GENERAL (24-00)

INTRODUCTION
The Electrical Power Generating and Distribution System (EPGDS) is

comprised of AC and DC power sources.
The AC system consists of:
• Two engine-driven Integrated Drive AC Generators (IDGs);

• One Auxiliary Power Unit driven AC-Generator (APU GEN);
• One Ram Air Turbine driven AC-Generator (RAT) and
• One AC external power input.
The DC system consists of:
• Two nickel cadmium accumulators,

• One DC external power input and.
Normal operation of the EPGDS is in automatic mode, whereby selection

of the power source for each bus is accomplished automatically.
ATA 24-00 - Page 2

Electrical Power Generating and Distribution

System (EPGDS) Schematic
ATA 24-00 - Page 3

• RAT Actuator
EPGDS COMPONENT LOCATIONS • Uplock
• Manual Release Cable Assembly
Each IDG is installed on its respective engine gearbox.
The following LRU is accessible from the nose wheel bay:
The APU Generator is installed on the APU gearbox.
• Restow Pump
The following EPGDS equipment is installed in the pressurized FWD E-
bay: The RAT GCU is installed in the FWD E-bay.
• Essential Integrated Control Centre (EICC)

• Transformer Rectifier Unit Essential (TRU ESS)
• Secondary Power Distribution Assembly # 1 (SPDA 1)
• Battery #1 (BATT1)
• Static Inverter
The following EPGDS equipment is installed in the pressurized MID E-bay:
• Left Integrated Control Centre (LICC)

• Generator Control Unit # 1 (GCU 1)
• External Power Module (EPM)
• Transformer Rectifier Unit # 1 (TRU 1)
• Right Integrated Control Centre (RICC)
• Generator control Unit # 2 (GCU 2)
• Auxiliary Generator Control Unit (AGCU)
• Transformer Rectifier Unit # 2 (TRU 2)
• Secondary Power Distribution Assembly # 2 (SPDA 2)
The following EPGDS equipment is installed in the pressurized rear

avionics bay:
• Auxiliary Integrated Control Centre (AICC)

• Battery # 2 (BATT 2)
The Ram Air Turbine (RAT) system is installed adjacent to the nose wheel
bay on the right side of the aircraft outside of the FWD E-bay just below the
co-pilot position. The following LRUs are found in this area:
ATA 24-00 - Page 4

Electrical System
ATA 24-00 - Page 5

INTEGRATED CONTROL CENTRES (ICCs)
The Left and Right Integrated Control Centres are located in the
temperature and pressure controlled Mid E-Bay. Access to this equipment
can is through the Mid E-Bay floor access hatch, located on the aircraft left
side behind the left wing. Both ICCs provide control, protection and
distribution of primary AC / DC electrical power.
THE ICC COOLING
The ICCs are mounted and bonded using four bolts through the four
mounting feet. Cooling air is provided from the aircraft Air Management
System (AMS) and drawn through the TRU to ensure adequate heat
dissipation. All other ICC components are cooled by natural convection. All
normal maintenance for removal and replacement of the TRUs, GCUs,
EPM, contractors, relays, fuses and circuit breakers is performed through
the front of both ICCs.
ATA 24-00 - Page 6

LICC and RICC Locations
ATA 24-00 - Page 7

LICC (GCU 1, EPM, AND TRU 1)
The ICCs share some common design features, including the use of Line
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is
used in the LICC and RICC. There is a same Transformer Rectifier Unit
(TRU) in the LICC, RICC, and EICC.
The contactor base plate assembly is similar in the three ICCs. Common
circuit breakers, which are LRMs, are used in all ICCs. Circuit breakers are
mounted and accessible through the front panel of the ICCs. Relays are
common and are socket mounted LRMs.
The LICC provides control, protection, and distribution of primary AC/DC

power. Scheduled maintenance of the LICC is not required. The LICC
contains the following LRMs accessible from the front face without opening
circuit breaker panels:
GCU 1: Generator Control Unit # 1 provides control, protection and

distribution of power generated by IDG 1.
EPM: External Power Module provides protection and distribution of

external AC power.
TRU 1: Transformer Rectifier Unit # 1 provides DC power to DC BUS 1,

DC ESS BUS 1, DC GND SVC Bus, backup power for DC BUS 2 / DC
ESS BUS 3, and charging current for Battery 1 under normal configuration
operation.
ATA 24-00 - Page 8

LICC
TRU 1
GCU 1
EPM
ATA 24-00 - Page 9

LICC (CIRCUIT BREAKERS AND FUSES)
The LICC provides AC and DC power distribution and protection for the
main aircraft busses associated with the left side of the aircraft.
The circuit breakers are thermal type devices with temperature

compensation. When subjected to an overload current, the breaker will trip
open after a predetermined time.
The circuit breakers are the free tripping, push/pull, on/off, manual
actuation type. The CB aux contacts are normally open.
These CBs are accessible by opening the associated front panels.

Removal and replacement can be accomplished by loosening the attaching
hardware and the interface wire harness. Precautions should be taken to
ensure proper maintenance for power considerations are practiced while
conducting maintenance on the circuit. These devices are not to be reset
table or replaced in flight.
The fuses are thermal type devices, which melt when subjected to an
overload current. The fuse blown detector is mounted in parallel to the
fuse. When the fuse melts, the fuse blown detector changes permanently
the position of a “form C” contact. The fuse and fuse blown detector can
only be used one.
ATA 24-00 - Page 10

LICC Internal
ATA 24-00 - Page 11

RICC (GCU 2, AGCU, AND TRU 2)
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is
used in the LICC and RICC. There is a same Transformer Rectifier Unit
(TRU) in the LICC, RICC, and EICC. The contactor base plate assembly is
similar in the three ICCs. Common circuit breakers, which are LRMs, are
used in all ICCs. Circuit breakers are mounted and accessible through the
front panel of the ICCs. Relays are common and are socket mounted
LRMs.
The RICC provides control, protection, and distribution of primary AC/DC

power. Scheduled maintenance of the RICC is not required.
The RICC contains the following LRMs accessible from the front face
without opening circuit breaker panels:
GCU 2: Generator Control Unit # 2 provides control, protection, and

distribution of power generated by IDG2.
AGCU: Auxiliary Generator Control Unit provides control, protection, and

distribution of power generated by the APU Generator.
TRU 2: Transformer Rectifier Unit # 2 provides DC power to DC BUS 2,

DC ESS BUS 2, backup power for DC BUS 1 / DC ESS BUS 3, and
charging current for Battery 2 under normal configuration operation.
ATA 24-00 - Page 12

RICC
ATA 24-00 - Page 13

RICC (CIRCUIT BREAKERS AND FUSE)
CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE

DISCONNECTED PRIOR TO PERFORMING ANY MAINTENANCE ON
THE ICC (SUCH AS OPENING THE PANELS OR REMOVING ANY
LRMS).

open after a predetermined time.
The circuit breakers are the free tripping, push/pull, on/off, manual
actuation type. The CB aux contacts are normally open polarized with a
blocking diode.
Using circuit breakers that incorporate diodes in the auxiliary contacts and
wiring them into a matrix provides a cost-effective means for monitoring the
status of a large number of circuit breakers while minimizing aircraft wiring.

conducting maintenance on the circuit.
These devices are not to be reset table or replaced in flight.
The fuse is a thermal type device, which melts when subjected to an

overload current. The fuse blown detector is mounted in parallel to the
fuse.
When the fuse melts, the fuse blown detector changes permanently the
position of a “form C” contact. The fuse and fuse blown detector can only
be used one.
ATA 24-00 - Page 14

RICC Components
ATA 24-00 - Page 15

THE ESSENTIAL INTEGRATED CONTROL CENTRE

(EICC)
The Essential Integrated Control Centre (EICC) is located in the

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

EICC
ATA 24-00 - Page 17

The following LRM is accessible from the front face of the EICC without
EICC (CIRCUIT BREAKERS) opening circuit breaker panels:
TRU ESS - The Essential Transformer Rectifier Unit provides DC power to

All loads sourced from AC ESS BUS, DC ESS BUS 1, DC ESS BUS 3, DC ESS BUS 3.
HOT BATT BUS 1, or STANDBY AC BUS is protected by a circuit breaker
on the EICC. The TRU ESS can be replaced after removing the 4 captive screws.
The status of these circuit breakers is monitored by SPDA 1 and CAUTION:
annunciated in the cockpit by means of a CAS message (REMOTE CB
TRIP) and by means of the Multi functional Functional Display Unit ALL POWER SOURCES TO THE ICC NEED TO BE DISCONNECTED
(MCDU). PRIOR TO PERFORMING ANY MAINTENANCE ON THE ICC (SUCH AS
OPENING THE PANELS OR REMOVING ANY LRMS).
open after a predetermined time. The circuit breakers are the free tripping,
pull/push, on/off, manual actuation type. The CB aux contacts are normally
open polarized with a blocking diode.

conducting maintenance on the circuit. These devices are not to be reset
table or replaced in flight.
EICC (TRU ESS)
Replaceable Units (LRMs). There is a same Transformer Rectifier Unit
(TRU) in the LICC, RICC and EICC. The contactor base plate assembly is
similar in the three ICCs. Common circuit breakers, which are LRMs, are
used in all ICCs. Circuit breakers are mounted and accessible through the
front panel of the ICCs.
Relays are common and are socket mounted LRMs. The EICC provides
control, protection, and distribution of primary AC/DC power. Scheduled
maintenance of the EICC is not required.
ATA 24-00 - Page 18

EICC Components
ATA 24-00 - Page 19

THE AUXILIARY INTEGRATED CONTROL CENTRE

(AICC)
The Auxiliary Integrated Control Centre (AICC) is located in the

temperature and pressure controlled Aft E-Bay. Access to this equipment is
through an airplane panel located in the rear of the cabin.
The AICC is installed in the aft avionics provides control, protection and
distribution of the APU start system. The AICC is mounted and bonded
using four fasteners through the four mounting feet.
All AICC components are cooled using natural convection.
All normal maintenance for removal and replacement of the contactors,

relays, fuses and circuit breakers is performed through the front of the
AICC.
Precautions should be taken to ensure proper power safety procedures are

practiced while conducting maintenance on the AICC.
ATA 24-00 - Page 20

AICC
ATA 24-00 - Page 21

The APU Start Bus provides an interface to the APU and is powered by DC
AICC ELECTRICAL COMPONENTS EXT PWR or BATT 2 during the APU start cycle.
The AICC contains the following LRMs depicted in the picture bellow and
in the electrical schematic:
• EPDC: The External Power DC Contactor provides an interface

between DC EXT PWR and the APU START BUS. It is controlled
automatically through DC external power relay logic.
The EPDC closes when the following conditions exist:
o Acceptable external DC power quality exists

o DC GPU PWR switch AVAIL lamp illuminates
o DC GPU PWR switch is latched ON
The EPDC opens when the DC GPU PWR switch is unlatched OFF.
• ASC:
The APU Start Contactor allows BATT 2 or DC EXT PWR to be
routed to the APU for starting. It is controlled by SPDA 2.
• ABC:
The APU Start Bus Contactor allows BATT 2 power to be routed to
the APU START BUS. It is controlled by SPDA 2.
• K1 Volt Sensor:
A DC Voltage Sensor Relay is interfaced as part of DC external
power relay logic to prohibit closing of the EPDC, should external
DC Voltage exceed 32 Vdc limits.
• AF1:
Fuse & Detector
• AF2BC:
Fuse
The HOT BATT BUS 2 provides a point of distribution for BATT 2 power.
ATA 24-00 - Page 22

AICC Components
ATA 24-00 - Page 23

AC GENERATION GENERAL (24-20)

INTRODUCTION
The AC system of the airplane operates on 115 Volts AC, at 400Hz

frequency stabilized.
• There are three main AC power sources:
Two Integrated Drive Generators (IDGs), installed on their respective

engine gearboxes, and one APU Generator installed on the APU gearbox.
• An AC external power source interface for ground operation.

• A Ram Air Turbine (RAT) for emergency purposes in flight.
• A Static Inverter which goes into operation when only one main AC
power source is available.
ATA 24-20 - Page 24

AC Power Generation
ATA 24-20 - Page 25

AC BUS TIES
The AC BUS TIES switch provides control of Bus Tie Contactor 1/2 (BTC 1
and BTC 2).
With the switch in the AUTO position, the EPGDS will operate the BTC 1
and BTC 2 automatically. With the switch in the 1 OPEN position, BTC 1
will open and BTC 2 will operate automatically. With the switch in the 2
OPEN position, BTC 1 will operate automatically. For system protection, a
BTC1 and / or BTC2 lockout system will be operative sometimes. To reset
a lockout, the AC BUS TIES switch must be rotated from the AUTO
position to the respective BTC position and back to AUTO position.
ATA 24-20 - Page 26

AC BUS TIE Contactors
ATA 24-20 - Page 27

Notes:
ATA 24-20 - Page 28

AC BUS TIE Contactors
ATA 24-20 - Page 29

LOAD SHED
The load shed/restoration function (logic) is automatically implemented and
controlled in the SPDA(s) utilizing information sent over the ARINC 429
and ASCB communication buses to identify and initiate the
shed/restoration function. The SPDA utilizes the following EPGS status
information:
• ARINC 429 information from the GCUs and EPM

• To determine system configuration (number of AC power sources
on-line based on contactor information)
• ASCB information from the MAUs
• To determine Weight On Wheels status (air/ground mode)
• ARINC 429 information
• To determine individual generator load information
When a single generator (IDG or APU GEN) is operating while the aircraft
is in air mode, the load shed function shall simultaneously shed all the non-
essential loads as shown.
Additionally, independent of air/ground mode configuration, the SPDA(s)

shall interpret load information being provided by the associated GCUs. If
generator phase current load information indicates:
• 116A ≤ generator single phase current < 130A for 2.5 minutes
OR
• 130A ≤ generator single phase current < 174 A for 2.5 seconds
then the load shed function shall simultaneously shed all the
nonessential loads as shown.
ATA 24-20 - Page 30

Single Generator Operation
ATA 24-20 - Page 31

LOAD RESTORATION
Load restoration occurs automatically if one of the following conditions

exists:
• At least two AC Power Source available

o IDG (GLC closes)
o APU Gen (ALC and BTC close)
o AC EXT PWR (EPAC and BTC close while on ground)
• All AC Power Sources are removed while on ground
• Manual restoration of loads is accomplished (on ground)
o LOAD SHED RESET’ command from maintenance
personnel via MCDU to SPDAs
For the increase in AC source capability condition or MCDU manual load

shed reset, an interval restore process is used. The interval restore
process restores loads in 150 ms intervals as identified in the restore
sequence shown below in the table.
If the load restoration process is initiated by sensing that all AC sources

have been removed from the aircraft, the interval restore process is not
needed. In this aircraft configuration, all previously shed loads shall be
simultaneously restored since there is no danger of overloading any of the
AC sources. If an over-current condition occurs, system protection is
provided by the GCU/EPM.
ATA 24-20 - Page 32

LOAD Restoration
ATA 24-20 - Page 33

The time allowed for IDG related NBPTs is 5 seconds. The time allowed for
NBPT - NO BREAK POWER TRANSFER NBPTs between the APU GEN and an IDG is 15 seconds. The time
allowed for NBPTs between the AC EXT PWR source and an IDG or the
APU GEN is 15 seconds. IF an NBPT does not occur within the allowed
COORDINATION OF POWER TRANSFERS ON GROUND time delay, the transfer shall be accomplished by means of a BPT with a
SYSTEM ALLOWS TWO AC SOURCES TO BE CONNECTED TO THE minimum power interruption.
SAME BUS
FOR A LIMITED PERIOD DURING POWER SOURCE CHANGE OVER.

TO PREVENT SYSTEM INTERRUPTION (EG: BLANKING SCREENS)
• IDG RELATED NBPT - TIME ALLOWED - 5 SECS

• APU GEN OR EXT POWER NBPT - TIME ALLOWED – 15 SECS.
During normal operation, the two IDGs operate as the primary AC power
sources in a split bus configuration supplying their respective AC Buses.
IGD 1 supplies AC BUS 1 when the Generator Line Contactor #1 (GLC1) is
commanded closed by Generator Control Unit#1 (GCU1). IDG2 supplies
AC BUS 2 when GLC2 is commanded closed by GCU2. The AC Tie Bus
connects AC BUS 1 and AC BUS 2 enabling the opposite IDG, the APU
GEN, or an AC EXT PWR source to supply an AC BUS. It is powered
when AC EXT PWR is connected to the aircraft, and the External Power
Contactor (EPAC) is commanded closed by the External Power Module
(EPM). It is also powered during No Break Power Transfers (NBPTs),
which occur during APU and engine start on the ground. During flight it is
powered only when an IDG fails or if an engine is shut down. The APU
GEN can deliver sufficient power to serve as an alternate source of power
in flight if one or both IDGs fail.
The EPGDS is designed to coordinate NBPTs on the ground between

IDGs, AC EXT PWR, and the APU GEN. Power transfers in the air are
break power transfers (BPTs). Positioning the cockpit control panel
switches to the auto position enables the associated AC power source for
transfer of power according to availability and bus priority rules.
Manually selecting a system control switch to the OFF position either

initiates a power transfer or trips the associated contactor without any time
delay depending on whether a power transfer is feasible at the time.
ATA 24-20 - Page 34

NBPT No Break Power Transfer
ATA 24-20 - Page 35

INTEGRATED DRIVE GENERATORS (24-21)

(IDGs)
INTRODUCTION
Two Integrated Drive Generators normally provide the source of aircraft

electrical AC power on ground during taxi, during takeoff and during in-
flight operation.
Each mechanically-driven IDG is mounted on an engine gearbox. The IDG

supplies 30/40 kilovolt-amps at 115/200 volts AC, using a three-phase,
brushless type, four output wire system which is stabilized at 400Hz
frequency. Stabilized operation frequency is accomplished by the Constant
Speed Drive, CSD, which is part of the IDG unit. The purpose of the CSD
is to ensure constant rpm by converting variable input speed into a
constant output speed by means of a hydro-mechanical mechanism. The
constant speed of the generator is necessary to produce the required
stabilized 400Hz operation frequency of the AC electrical power supply
system. Control and monitoring is provided by the associated Generator
Control Unit (GCU), linked to the Secondary Power Distribution Assembly
(SPDA) by digital interface (ARINC 429).
ATA 24-21 - Page 36

IDG Integrated Drive Generator
ATA 24-21 - Page 37

THE CONSTANT SPEED DRIVE
The Constant Speed Drive enables the generator to operate at a constant

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

planetary differential gear, the generator rpm increases or decreases less
than the input shaft rpm. As a result, the generator frequency stays
constant.
ATA 24-21 - Page 38

IDG Internal
ATA 24-21 - Page 39

THE SCAVENGE RELIEF VALVE

THE HYDRAULIC LOG UNIT
A scavenge relief valve is provided for filter bypass and external circuit
The hydraulic log unit operates at 240-280 psi pressure. This oil pressure when the filter or external circuit remains plugged. In this case the bypass
is maintained by a charge pump and charge relief valve. The charge oil is oil flows directly from the scavenge pump to the deaerator inlet. The oil is
also used to cool and lubricate the generator and the other CSD still circulating within the IDG; therefore the moving mechanism still
components. It is not part of the engine oil circuit. receives adequate lubrication. However, the oil is not cooled when the IDG
is in the bypass mode. The bypassing, uncooled oil will cause the IDG oil
The oil flow is between 7 and 12 gal / min. Drain oil from the generator and temperature to increase, and may cause the amber "FAULT" light in the
sump is supplied through a scavenge filter to an external oil cooler by three IDG control panel switch to illuminate.
pumps, which are driven by the accessory drive gear on the planetary
differential gear at a constant speed. These pumps are the generator The scavenge relief valve also opens during cold start conditions, because
scavenge pump, sump scavenge pump and the inversion scavenge pump. of the high pressure created by high oil viscosity in the external circuit.
The generator scavenge pump collects lubricating oil from the generator
and returns it to the CSD scavenge system to supply the sump scavenge ROTATING DEAERATOR
pump. The sump scavenge pump collects the lubricating oil that returns to
the bottom of the CSD (sump). These pumps press the oil through the
The entering oil passes through a rotating deaerator. This device extracts
scavenge filter, out of the IDG through the external oil cooler and back into
air from the oil with centrifugal force. The deaerated oil exits the deaerator
the IDG.
discharge and enters the charge pump. The overflow oil leaving the
deaerator that does not feed the charge pump fills a holding tank inside the
The inversion scavenge pump acts as a sump pump during negative-G
CSD housing.
operation to ensure a continuous flow to the oil cooler and to supply the
charge pump.
The holding tank is an all-attitude reservoir designed to assure a
continuous supply of oil charge and lubrication oil through all flight
A DIFFERENTIAL PRESSURE INDICATOR (DPI) attitudes, including negative-G conditions.
A scavenge oil filter is provided between the scavenge pumps and the
external oil cooler. This filter cleans the oil before it exits the IDG to prevent
contamination of the external oil circuit.
A Differential Pressure Indicator (DPI) detects a plugged filter, which

means it monitors the oil pressure before and after the scavenge oil filter.
In this case the red DPI button will extend as a visual indication.
ATA 24-21 - Page 40

A Differential Pressure Indicator (DPI)
ATA 24-21 - Page 41

IDG & IDG COOLER INSTALLATION ON GE CF34-8E
ENGINE (EMB170)
The IDGs are installed one per engine on the engine accessory gearbox.
When standing aft of the gearbox, looking forward, IDG1 is installed on the
left engine accessory gearbox, and IDG2 is installed on the right hand
engine accessory gearbox. Access to each IDG can be obtained by
opening the power plant nacelle thrust reverser cowl.
An IDG air-to-oil cooler is installed above and forward of each IDG on the
engine. The air inlet duct is always open allowing air to cool the IDG oil
whenever there is airflow through the inlet duct.
ATA 24-21 - Page 42

IDG and IDG Cooler Installation on GE CF34-8E

ENGINE (EMBRAER 170)
ATA 24-21 - Page 43

IDG & IDG COOLER INSTALLATION ON GE CF34-10E
ENGINE (EMB190)
The EMB190 IDGs are installed one per engine on the engine accessory
gearbox. When standing aft of the gearbox, looking forward, IDG1 is
installed on the left engine gearbox, and IDG2 is installed on the right
engine gearbox. Access to each IDG can be obtained by opening the
associated engine fan cowl. An IDG air-to-oil cooler and a fuel-to-oil cooler
are mounted below and aft of each IDG on the engine. The air inlet duct of
the air-to-oil heat exchanger is always open allowing air to cool the IDG oil
whenever there is airflow through the inlet duct.
ATA 24-21 - Page 44

IDG and IDG Cooler Installation on GE CF34-10E

ENGINE (EMBRAER 190)
ATA 24-21 - Page 45

IDG 1 AND 2 SELECTOR KNOBS
AUTO: allows automatic operation of the electrical system. This position

closes the IDG contactor, connecting the IDG to the respective AC BUS.
OFF: opens the IDG contactor isolating the IDG from the respective AC
BUS.
DISC: must be held in this position for one second to mechanically
disconnect the IDG.
NOTE: AN AMBER LED ILLUMINATES INDICATING TO THE PILOT

WHICH IDG MUST BE DISCONNECTED.
ATA 24-21 - Page 46

IDG Control
ATA 24-21 - Page 47

IDG DISCONNECTION
In case of malfunction, the IDG can be manually disconnected through a

switch located on the cockpit control panel (CCP), controlling the electric-
mechanical disconnect mechanism, which is part of the IDG input shaft.
This mechanism consists of a solenoid-operated, spring loaded disconnect
plunger, camshaft and reset ring.
The manual disconnect should be performed if the associated cockpit (IDG

DISC) amber indicator light and/or the (IDG OIL) CAS message is
displayed.
These indicate low oil pressure or high oil temperature in the IDG.
ATA 24-21 - Page 48

IDG Disconnect
ATA 24-21 - Page 49

IDG MECHANICAL DISCONNECT
The IDG incorporates a disconnect device to mechanically separate the

Gearbox driven input shaft from the other transmission gears in order to
minimize internal component damage caused by induced or hardware
failure.
The IDG contains a manual disconnect mechanism and a thermal

disconnect mechanism. The manual disconnect is operated by the flight
crew when a low oil pressure (LOP) or over temperature (OT) condition
occurs in the IDG.
The LOP switch setting for illuminating the LED is 140 ± 25 psi (965 ± 172
kPa). The high oil temperature setting for illuminating the LED is 335 ±
10°F (168 ± 6°C).
The manual disconnect mechanism is made up of a solenoid, spring-

loaded disconnect plunger, cam shaft, and reset ring. The disconnect
mechanism disconnects the output shaft of the engine gearbox from the
IDG input shaft if the aircrew momentarily pulls and rotates the IDG switch
located on the flight deck panel when the associated DRIVE LED comes
on. When the disconnect solenoid is operated, the spring-loaded
disconnect plunger is released and moves into contact with a cam on the
shaft. The cam shaft moves like a screw in a threaded hole, and as it turns,
causes the cam to move away from the input shaft. When the jaw teeth
have been separated, the input shaft, which is still driven by the engine
gearbox, turns freely in the IDG but does not cause the IDG components to
turn. The disconnect mechanism may be set again if the reset ring is pulled
after all input to the IDG has stopped.
The thermal-operated mechanism automatically engages the disconnect

plunger and disconnects the output shaft of the engine gearbox from the
IDG input shaft if the IDG “sump” temperature is hot enough to melt the
eutectic solder. The thermal disconnect setting is 366 ± 8 °F (185 ± 4 °C).
In case the manual or thermal disconnect is not activated, the IDG input
shaft shears at 3,150 ± 250 lb.in. (384.9 to 412.4 N•m) torque.
ATA 24-21 - Page 50

IDG Mechanical Disconnect (MANUAL &

THERMAL)
ATA 24-21 - Page 51

disconnect pin retracts. The same chain of events occurs during a manual
IDG CAUTIONS disconnect.
However, if the IDG thermally disconnects, pulling on the reset ring will not
In case the operational oil pressure in the IDG drops below 140 +/-25psi, reset the IDG. The IDG must be returned to the repair shop.
the charge pressure switch inside the CSD closes. The GCU interprets this
as a low oil pressure condition.
In case oil temperature in the IDG sump, sensed by the temperature bulb
reaches 335 degrees F (168 degrees C) an IDG over temperature
condition is interpreted by the GCU. In this case the GCU will send a
corresponding signal over ARINC 429 to the associated SPDA. The SPDA
illuminates an AMBER lamp at the IDG DISC switch.
This lamp illuminates if the following SPDA input signals are active:
• IDG over temperature signal or low oil pressure signal, and

• IDG not already disconnected, and
• IDG input speed greater than 4500 RPM, which senses that the
engine is running.
CREW ACTIONS
When the lamp illuminates, the flight crew should take action to hold the
IDG selector knob in the “DISC” position for one second.
The disconnect mechanism inside the CSD provides a means of

separating the transmission and generator shaft from the IDG input shaft.
THERMAL DISCONNECT MECHANISM
For safety reasons automatic disconnection is also possible by a thermal

disconnect mechanism, part of the IDG input shaft. This mechanism
consists of a eutectic solder pellet in combination with a spring loaded
retraction pin system.
If the IDG oil temperature at the thermal disconnect assembly reaches 366
degrees F, 185 degrees C, the solder pellet melts, and the thermal
ATA 24-21 - Page 52

IDG 1 Disconnect
ATA 24-21 - Page 53

THE DISCONNECT SOLENOID
Actuating the disconnect solenoid by turning the cockpit knob results in the
solenoid pin retracting. This action releases a plunger, which engages the
cam on the transmission shafts. As the shaft rotates, the plunger rides
along the cam, moving the shaft axially away from the input shaft. The IDG
input shaft part remains engaged with the drive spline of the gearbox.
When the IDG DISC knob is turned, a signal is also passed over ARINC
429 to the respective GCU to trip the Generator Control Relay (GCR) and
the Generator Line Contactor (GLC).
IDG RESETTING
The disconnect mechanism can be reset by pulling the reset ring on the
outside of the IDG. This can only be done when the input shaft is not
spinning.
The mechanism should only be reset for a disconnect test and not for the
reset of an anomaly condition. If the IDG is disconnected for reason, it
should be replaced and returned to the repair shop.
INTEGRATED DRIVE GENERATOR OIL – SERVICING

The IDG OIL Servicing can be found in the AMM (Part II) 12-13-09-03
INTEGRATED DRIVE GENERATOR OIL –

INSPECTION/CHECK
The IDG OIL Inspection/Check can be found in the AMM (Part II) 12-
13-09-06
ATA 24-21 - Page 54

The Disconnect Reset Ring
ATA 24-21 - Page 55

GCU AND PMG
For control and regulation, there are inter link circuits between the
brushless IDG and the Generator Control Unit. These systems are used to
stabilize the IDG output voltage and frequency, and protect the AC
generation and supply.
A Permanent Magnet Generator, PMG, which is part of the Planetary

Differential inside the CSD, rotates with the stabilized IDG speed. The
PMG induces three phase 100V / 1200 Hz AC inside the PMG stator,
which is sent to the Generator Control Unit.
The Power Unit of the GCU rectifies the AC from the PMG into DC (Direct
Current) for the Voltage Regulator of the GCU. This regulated DC voltage
supplies the ten pole stator windings of the generator’s exciter field. A
three phase AC voltage is generated in the exciter rotor by induction. This
AC voltage needs to be converted to DC voltage by a rectifier unit which is
installed on the generator's common rotor shaft. This DC voltage is
supplied to the windings of the four pole main field rotor in which the DC
current flow creates a magnet field. This rotating magnetic field induces the
output AC voltage in the windings of the generator's main stator. This
generator output is connected to the terminal block on the IDG housing.
In summary, stabilization of the IDG is accomplished when the generator

output AC voltage is stabilized by varying the exciter input DC voltage by
the GCU, according to the generator output frequency. The generator
output frequency is stabilized by the Constant Speed Drive using the AC
voltage and frequency data provided by the Permanent Magnet Generator.
ATA 24-21 - Page 56

Generator Schematic
ATA 24-21 - Page 57

THE PWB A3 Assembly contains the GCU Internal Power Supply

GCU BLOCK DIAGRAM (IPS) circuitry, IDG Voltage Regulator circuitry, the IDG Servo (speed)
control interface, and the Contactor Drive functions. Three 28 Volt DC
THE PWB A1 Assembly performs the processing functions for the GCU. It power inputs are supplied to the PWB A3 Assembly from DC BUS 1, DC
contains the digital hardware and related peripherals of the GCU, including BUS 2, and either DC ESS BUS or EPM +28V power depending on the
the 80C186 microprocessor and 40 MHz clock, (instructions run at half this GCU position. PMG 3 phase AC voltage is also supplied to the PWB A3
speed [20 MHz]). The PWB Assembly A1 contains the 512k x 16 Flash
Memory for operational software (program flight code), the 32k x 8 Non- Assembly via an internal Transformer Rectifier Unit (TRU) for the switching
Volatile Memory (NVM) for Bite storage/retrieval, and a 128k x16 RAM for internal DC power supplies. The switching DC power supplies provide +15
data transfer. A Watchdog Timer (WDT) is also resident to monitor for Volts, -15 Volts, +5 volts and filtered +28 volts power to various
proper microprocessor operation. If an errant operation is detected, a fail-
safe is initiated. The PWB A1 Assembly contains support hardware GCU circuits. The switching and filtered power supplies are monitored and
including the Application Specific Integrated Circuit (ASIC), the Digital if their performance is out of specification, a control unit fail-safe will be
Signal Processor (DSP) and the Analog to Digital Converter (A/D). The initiated. A backup power supply is included on this board to supply power
ASIC device assists the microprocessor by performing repetitive tasks to the fail-safe circuits. The voltage regulator circuitry provides control of
such as serial communications (ARINC429, 1553 and RS485) control, the generator excitation field (exciter coil) current. PMG power is supplied
frequency and phase angle measurements, A/D control, phase sequence through the generator control relay (GCR) to a rectification bridge. This
protection, Pulse Width Modulation (PWM) output, chip select and address high DC voltage is applied to the generators exciter field positive (+)
latching. The DSP provides the ASIC with processed POR voltage, as well terminal. Current through exciter field, and thus main generator excitation
as generator and line current data. The A/D converter converts raw analog is controlled with a switching device in the exciter field negative (-) terminal.
data to a digital equivalent. Input/Output buffers (DATA BUS The switching device is controlled by a pulse width modulated (PWM)
TRANSCEIVERS) provide and receive discrete information to and from A2 signal.
PWB hardware sensing/driver circuits.
Speed control for the IDG is accomplished by providing isolated regulated
current to the IDG Servo Valve, a current controlled device. The PWB A3
THE PWB A2 Assembly is an input/output board, which receives Assembly converts a PWM signal from the PWB A1 Assembly to a linear
various discrete signals (switches, auxiliary contacts etc.) from the system control signal through a linear current controlled element located at the
and provides filtering prior to passing the information to the PWB A1 Servo Valve negative (-) terminal, to regulate the Servo Valve current.
microprocessor board for processing. The PWB A2 Assembly also Solid State Relays (SSRs) provide contactor drive interfaces to
provides an I/O control interface for discrete outputs (servo control, energize/de-energize system contactors including the associated GLC,
contactor commands, and circuit breaker row drivers) to the external BTC and TRUC.
environment. It also receives analog signals (Generator/Line current, POR,
Main and Tie Bus voltage, and Engine tachometer and temp bulb), which
are filtered and supplied to the PWB A1 Assembly. All signals are isolated
and filtered in order to provide HIRF and lightning protection.
Additionally, the PWB A2 Assembly contains the serial communications

bus drivers for the ARINC429, 1553 inter-LRU bus, and RS485 test link.
ATA 24-21 - Page 58

Block Diagram
ATA 24-21 - Page 59

IDG ELECTRICAL CONNECTIONS
Resistance readings should be performed at ambient temperature 77°F

(25°C) after disconnecting the harness connectors and feeder terminals.
ATA 24-21 - Page 60

Generator Schematic
ATA 24-21 - Page 61

The stator side of the AUX GEN consists of:

APU AC GENERATION (24-22) • A permanent magnet generator stator,
• An exciter stator,
INTRODUCTION • A main stator.
The APU system is used primarily when the airplane is on ground for All stator coils are of the three phase concept and are installed in the
maintenance and flight preparation. The APU generation of AC power can generator housing. Also the three Control Transformers (CT) are installed
also be used to dispatch the airplane with an altitude restriction or as a in these generator housing. The coils of the Control Transformers are
backup source of electric power in flight. connected on the neutral side of the main stator windings. The transformer
signals are used by the Auxiliary Generator Control Unit to monitor current
The APU AC generation system consists of the following main for the differential fault detection and protection.
components:
• The Generator Unit (AUX GEN),

• The Generator Control Unit (AUX GCU),
• The Line Contactor (ALC),
• The Current Transformer (AUX GEN CT),
• The APU GEN switch,
• The crew alerting system (CAS) which is part of the EICAS
indication.
The APU Auxiliary Generator is a four pole, three-phase, brushless type,

spray oil cooled and lubricated, rotating rectifier machine. It is rated at
30/40 kVA, 115/200 VAC, 400 Hz. Constant 400 Hz frequency AC power is
obtained by rotating the generator with a constant APU engine speed of
12000 RPM.
The AUX GEN rotor unit consists of:
• A permanent magnet generator,

• An exciter field rotor,
• A diode rectifier assembly,
• And a main field rotor.
All these rotor parts are installed on a common shaft, and driven by the
APU gearbox.
ATA 24-22 - Page 62

The APU Auxiliary Generator
ATA 24-22 - Page 63

THE AUX GENERATOR
The AUX generator is installed on the gearbox of the Auxiliary Power Unit,
which is located in the tail cone of the airplane. The generator unit and a
seal plate are mounted to the gearbox via threaded studs with washers
and nuts. Two alignment pins are installed for ease of installation and for
preventing torque motion of the generator housing. The three feeder
cables and the neutral cable are attached to the main terminal block of the
generator. The terminal blocks of IDG and AUX Gen. are the same type.
The external connector is used for Permanent Magnet Generator (PMG)

stator AC output to the Generator Control Unit (GCU), for Exciter Field DC
input from the GCU and for Control Transformer AC signal output to the
GCU.
For safety purposes, the generator is protected by an input shaft shear

section.
The Auxiliary generator spray lubrication system shares the oil cooling
system with APU engine.
THE APU GENERATOR SWITCH
The APU GEN switch is located on the ELEC Control panel, part of the
overhead panel. The switch has a latched IN-, and an unlatched OUT-
position. A status lamp is part of the switch-button.
Latched IN is the usual position, which operates the Auxiliary Generator

automatically, and provides power to the aircraft AC distribution system.
The status lamp of the switch is OFF in this position. The unlatched OUT
position gives the flight crew the option to manually de-energize the AUX
Generator. In this case it opens the Generator Control Relay (GCR) and
the Auxiliary Line Contactor (ALC).The switch status lamp is ON in this
position.
ATA 24-22 - Page 64

The APU Generator Control
ATA 24-22 - Page 65

GCUs
THE AUXILIARY GENERATOR CONTROL UNIT
The following are main functions performed by each GCU depending on its
The Auxiliary Generator Control Unit is a Line Replaceable Module (LRM); location on the aircraft:
it is located in the Right Integrated Control Centre (RICC).
• GCU1 (installed in the LICC)
The AUX GCU is a microprocessor controlled assembly that gives: o Voltage Regulation and Frequency Control for IDG1
o Protection for IDG1 and its feeders
• Control, o Control and Protection for AC BUS 1
• Protection, o No Break Power Transfer (NBPT) for AC System
• Voltage regulation,
• Generator frequency control and • GCU2 (installed in the RICC)
• Built-In Test functions. o Voltage Regulation and Frequency Control for IDG2
o Protection for IDG2 and its feeders
It will command the Auxiliary Line Contactor (ALC) to open and stop AC o Control and Protection for AC Bus 2
power supply to the AC system if a system fault occurs. o NBPT for AC System
The AUX Generator Control Unit gives protection to the APU AC- • AGCU (installed in the RICC)
generation system as follows: o Voltage regulation for the APU GEN
o Protection for the APU GEN and its feeders
• Over voltage; o Send speed command signal to the APU FADEC for NBPT
• Under voltage; between the APU GEN and AC EXT PWR
• Over frequency; o NBPT for AC system on the ground
• Under frequency; o Bus controller for the Inter-LRM communication link
between the GCUs and the EPM.
• Over current;
• Phase sequence;
• Differential fault;
• Shorted internal wiring;
• Shorted rotating diode system;
• Inadvertent paralleling trip;
• Open phase;
• Failure of the Central Processing Unit (CPU) of the GCU.
ATA 24-22 - Page 66

The Auxiliary Generator Control Unit
ATA 24-22 - Page 67

THE AUXILIARY GENERATOR LINE CONTACTOR

(ALC)
The Auxiliary Generator Line Contactor (ALC) is a Line Replaceable

Module (LRM) located in the Right Integrated Control Centre (RICC).
The ALC is a normal open, electrically held contactor that is controlled by

the Auxiliary Generator Control Unit. When the AUX GCU has determined
that the Aux GEN power quality is good, it sends a signal to close the ALC,
and then the Auxiliary Generator AC power is supplied to AC BUS 1 and
AC BUS 2. The ALC has six usually open and six usually closed auxiliary
contacts.
The ALC contacts are rated at a minimum continuous 150 Amps current
per phase. The contactor coil is operated by +28 VDC controlled by the
GCU. The pull in current of the coil is less than 2 Amps and a hold current
of less than 0.4 Amps.
ATA 24-22 - Page 68

Auxiliary Generator Control Unit (AUX GCU)
ATA 24-22 - Page 69

THE AUXILIARY GENERATOR LINE CURRENT

TRANSFORMER
The Auxiliary Generator Line Current Transformer (AUX GEN Line CT) is
located in the Right Integrated Control Centre (RICC).
There is one CT for each AC phase. The purpose of each current

transformer is to provide differential protection for the phase output leads
of the Auxiliary Generator. The Current Transformer (CT) has a
transformation ratio of 500:1, used to detect differential fault currents.
ATA 24-22 - Page 70

APU Generator Block Diagram
ATA 24-22 - Page 71

inch pounds (this is equivalent to 2100 +/ - 187 inch pounds at the APU
APU GEN ELECTRICAL GEN shaft).
The APU GEN is a single-bearing, three-stage, brushless, oil cooled

machine. The generator rotor assembly has an exciter rotor, permanent
magnet generator (PMG), main generator rotor, and diode rectifier
assembly all mounted on a common shaft.
The exciter stator, PMG stator and main generator stator are mounted in
the APU GEN housing. The generator is spray-oil cooled with oil provided
and scavenged by the APU.
The APU provides the mechanical power to drive the APU GEN rotor at a
nominal speed of 12,000 rpm. The rotation of the PMG induces an
alternating current (AC) voltage in the three-phase windings of the PMG
stator armature. This AC voltage is supplied to the generator control unit
(GCU) where it is conditioned and rectified into DC voltage. The rectified
DC voltage is used by the GCU’s voltage regulator to control the current
supplied to the windings of the exciter generator field, also called the
exciter stator.
The stationary magnetic field created by the DC voltage in the exciter

stator induces a three-phase AC voltage in the rotating windings of the
exciter generator armature (exciter rotor). The rotating diode assembly in
the APU GEN rotor assembly then rectifies the AC voltage of the exciter
rotor to DC voltage. This DC voltage is applied to the field windings of the
main generator rotor. Current flow in the main generator field windings
causes a rotating magnetic field, which induces an AC voltage in the main
generator stator armature. The power output of the main generator stator is
fed through the terminal block on the APU GEN housing, out to the point of
regulation. If system conditions are acceptable, the GCU will close the ALC
to distribute the APU GEN power to the aircraft loads. Current transformers
are mounted on the APU GEN output and monitored by the GCU in
combination with the line current transformers at the input side of the ALC
for differential protection purposes.
To ensure isolation of the APU GEN from the APU gearbox during a high
torque generation failure (typically a bearing failure), the drive shaft of the
APU gearbox incorporates a shear section engineered to fail at 533 +/ - 48
ATA 24-22 - Page 72
APU Generator Electrical Schematic
ATA 24-22 - Page 73

THE EICAS
The Engine Indication and Crew Alerting System (EICAS) display screen is
located in the centre instrument panel. The Crew Alerting System (CAS)
provides the pilots with displayed alerts. The CAS display is integrated as
an upper right window on the EICAS display.
The APU GEN icon is shown in green if the Auxiliary Generator output is
greater than 90 VAC, and the APU GEN switch is latched to the IN
position. The APU GEN icon is shown in white if the output voltage is less
than 70 VAC or the APU GEN switch is unlatched in the OUT position.
The APU GEN voltage-number indication shows the output voltage in VAC
measured at the Point Of Regulation (POR).
The APU GEN frequency-number indication shows the output frequency in

Hertz (Hz).
The kVA number indication shows the electrical output load in kilo-Volt-
Ampere (kVA) always measured at the same point of regulation.
AC BUS 1 and AC BUS 2 icons are shown in green if the output voltage is
higher than 90VAC, the APU GEN is switched to the IN position, the Aux
Line Contactor (ALC) is closed and both Bus Tie Contactors (BTC) are also
closed. These AC BUS 1 and 2 icons appears in white, in case output
voltage is below 70VAC, the APU GEN switch is in the OUT position, or
either Bus Tie Contactor 1 or 2 are open.
ATA 24-22 - Page 74

Indications
ATA 24-22 - Page 75

The turbine assembly consists of two turbine blades connected to a

mechanical governor, installed inside a hub housing assembly which is
AC EMERGENCY GENERATION (24-23) connected to the generator shaft.
INTRODUCTION The outside diameter of the turbine blades is 24 inches (483 mm). The
mechanical governor maintains the rotating speed of the turbine within
The Emergency AC Generation System provides emergency electrical 7200 and 8800 rpm by the automatic-mechanical regulated variable pitch
power for the airplane in the event of a loss of all other sources of AC angle of the turbine blades. This rotation speed depends upon the airplane
electrical power. These AC emergency system supplies the AC ESS BUS. airspeed, altitude and electrical load.
It consists of the following main components: The Air Driven Generator assembly is a three-phase, air cooled, brushless
AC machine. It produces 15 kVA continuous electrical power at 115/200
• The Ram Air Turbine, Volts, and 360 / 440 Hz.
• The Integrated Control Centre and
• The associated Generator Control Unit.
In case of loss of AC electricity in flight, the Ram Air Turbine AC power will
provide power for the following airplane systems:
• The AC driven hydraulic pump for the primary flight controls and
the landing gear,
• The operation of the essential lighting system,
• The operation of the essential avionics and communication
equipment.
THE RAM AIR TURBINE (RAT) SYSTEM
The Ram Air Turbine (RAT) system, also called the Air Driven Generator
(ADG) is installed in a bay in the aircraft nose-right side section. It provides
emergency electrical power for the airplane in the event of a loss of all
other sources of AC electric power.
In the event of an in-flight loss of electrical power, the RAT is deployed

automatically into the air stream surrounding the aircraft. The kinetic
energy of airflow across the turbine is converted into mechanical power to
drive the integral AC-generator.
ATA 24-23 - Page 76

The Emergency AC Generation System
ATA 24-23 - Page 77

RAT GCU (RGCU) INSTALLATION LOCATION
The RAT Generator Control Unit (RGCU) is installed in the Forward

Fuselage in a temperature controlled and pressurized region on the right
side in the Forward E-Bay of the aircraft.
The RAT PMG powers the RAT GCU. No aircraft power is required.
The RAT GCU has the following functions:
• Provides RAT Generator Voltage Regulation.

• Controls RAT Line Contactor (RLC) allowing RAT GEN power to
supply AC ESS BUS.
• Provides Over voltage protection (sensed at POR)
o Trips RLC
Automatic reset if voltage subsequently OK.
• Provides Under Frequency protection (PMG sensing)
o RLC
Reset if frequency subsequently OK.
• Provides BITE function

o Tests Over voltage circuit.
o RLC to test drive circuit.
o Pass indicated by LED illumination.
o BIT Fail indicated by LED not illuminated.
Will not energize.
• Provides HIRF / Lightning protective wire shielding.
ATA 24-23 - Page 78

RAT GCU Location
ATA 24-23 - Page 79

RAT DEPLOYMENT
The Ram Air Turbine (RAT) deployment occurs automatically in case of an

airborne loss of AC power from both Integrated Drive Generators (IDG1
and IDG2).
The Ram Air Turbine can also be deployed manually by a flight crew
member using a deployment lever located in a console between the flight
crew seats.
The distribution of emergency AC power is controlled and monitored

through contactors, circuit breakers, relays and protections which is
provided by the RAT-Generator Control Unit (RATGCU) and the
Emergency Integrated Control Centre (EICC).
The main stator in the generator of the RAT has an electrical heater
(115V/137W) installed to prevent moisture from freezing in the air gap
between the stators and rotor during cold temperatures and icing
conditions. The Heater power comes from SPDA 1 AC Power Module. This
feature helps assure smooth start-up at deployment. The RAT will remain
deployed and operational during the entire flight and the landing phase.
After a RAT system inspection procedure, maintenance technicians can
restow the RAT with the restow pump.
ATA 24-23 - Page 80

RAT Deployment
ATA 24-23 - Page 81

RAT SYSTEM COMPONENTS
The RAT System is comprised of the following components:
• RAT with Generator

o Mechanically governed turbine assembly, which direct
drives a 3-phase brushless generator to produce 115
volts/400 Hz power at the Point of Regulation (POR)
• RAT Actuator
o Spring-loaded, hydraulic actuator, which provides the initial
forces required to deploy the RAT Also provides hydraulic
damping to limit impact loads at the end of deployment
• RAT Restow Pump

o Utilized to manually retract the RAT to the stowed position
by providing hydraulic pressure to the Ejection Jack
• RAT Uplock
o Holds RAT in stowed position until release is commanded
• RAT GCU
o Provides excitation control for the RAT electrical output
Monitors power quality of RAT electrical output for system
protection purposes. Coordinates closure of RLC, allowing
RAT GEN to power AC ESS BUS.
ATA 24-23 - Page 82

RAT System
ATA 24-23 - Page 83

During landing, the MAU removes a ground for the TRUEC enable relayas
RAT SYSTEM FUNCTIONAL INTERFACE air speed is sensed below 126 knots.
This causes the TRUEC to open and allow the RAT to supply the AC ESS
If both IDG1 and IDG2 fail with the APU GEN not available, each GCU BUS (AC Motor Pump 3A) independent of the DC ESS BUSES, which are
commands its respective GLC/ALC tripped open. then powered by the batteries.
Under these conditions, SPDA logic recognizes, via system configuration With the BATT 1 switch in the ON position and the BATT 2 switch in the
contactor command status over ARINC 429 that no generator is operating. AUTO position, BC1 and BC2 are closed.
If in air mode with appropriate air speed, the SPDA automatically With the TRU ESS and DC BUS TIES switches latched IN position,
commands the RAT to be deployed. TRUEC, ETC1, ETC2 are commanded closed to ensure that battery
charging takes place during RAT deployment.
As a backup, there is a mechanical lever available in the cockpit to
manually deploy the RAT is necessary. The TRU ESS converts the three phase AC input power from the RAT into
a + 28 VDC output to supply the DC ESS Bus 1, DC ESS Bus 2, and DC
During this emergency mode operation, AC ESS BUS load logic is ESS Bus 3.
implemented to ensure RAT loading is properly coordinated.
BATT 1 and BATT 2 receive a charging current through the associated
After the RAT GCU senses that the RAT has enough governing speed to BC1 and BC2 contactors if the BATT1 switch is in the ON position and the
power loads, the RAT GCU closes the RLC, allowing the RAT to power the BATT 2 switch is in the AUTO position.
AC Motor Pump 3A.
DC ESS Buses remain powered via Batteries during this transition. The
timing of the DC ESS BUS loads and the AC ESS BUS Motor Pump 3A
load coming on-line is staggered after RAT deployment by a 1-second
delay relay.
This ensures that inrush current for the DC ESS Buses and AC Motor
Pump 3A does not overload the RAT.
The 1-second delay coordinates control of the TRUEC contactor to delay

RAT power being applied to the DC ESS BUSES.
After the RLC closes, DC ESS BUS 1 power from BATT 1 is routed to 1-
second delay relay.
After the time delay has been met, the 1-second delay relay closes. This
allows the TRUEC to close.
ATA 24-23 - Page 84

RAT System
ATA 24-23 - Page 85

system between pump and deployment actuator is self-contained through

RAT SYSTEM BLOCK DIAGRAM hydraulic flex hoses provided on the actuator.
The RAT Restow pump also includes the hydraulic fluid reservoir sized to
The RAT consists of a ram-air-turbine, which has two turbine blades account for fluid expansion/contraction associated with temperature
mounted into a hub assembly. The outside diameter of the turbine is 24 changes and the difference in fluid volume between the two sides of the
inches. Within the hub assembly is a mechanical speed governor that actuator piston. It also has a sight glass level indicator to facilitate ease of
maintains the rotating speed of the turbine within a range of 7200 to 8800 inspections and maintenance associated with the RAT deployment/stow
RPM depending upon airspeed, altitude and electrical load. The turbine system.
hub assembly is mounted directly onto the generator shaft. The generator
is a three phase, air-cooled, AC machine. In addition to the main generator The RGCU operates in conjunction with the generator to provide voltage
section, a small permanent magnet generator (PMG) is mounted on the regulation, control, built-in test (BIT), and system protection functions for
main shaft. The PMG provides power to the RAT GCU that, in turn, the emergency ac generating system.
provides the power to excite the main generator stator field.
The generator is mounted into aluminum alloy housing with an integral

mount strut.
The RAT deployment actuator is a spring loaded hydraulic cylinder that

provides the force to push the RAT out of its bay against the aerodynamic
load on the RAT bay door and/or g-forces acting on the RAT system. When
the RAT nears the end of its deployment travel, the actuator provides
hydraulic damping to reduce the impact force when the actuator reaches
its stop. Once the deployment is complete, an internal down lock engages
preventing movement of the RAT in the direction of the stowed position,
which may occur during step load changes or heavy braking upon landing.
In conjunction with the restow pump, the deployment actuator also
provides the force to retract the RAT into its bay after a deployment. The
actuator housing has hydraulic fluid fittings, one at either end of the
cylinder, that are connected via hydraulic hoses to the hydraulic inlet and
outlet of the RAT Restow pump.
The RAT Restow pump is a small, manually operated hydraulic pump that
is used to provide the hydraulic pressurization of the deployment actuator
to retract the RAT into the RAT bay. It provides the manual interface for
retracting the RAT to the stowed position.
The RAT Restow pump is used to pressurize the actuator providing the
reversing force to stow the RAT. The hydraulic pressure is generated
manually via a piston, which is attached to the pump handle. The hydraulic
ATA 24-23 - Page 86
RAT System Block Diagram
ATA 24-23 - Page 87

an RLC failure. If the test does not pass, the fault is reported to the CMC
Training Information Points (Central Maintenance Computer) and the EICAS shows the RAT FAIL
message. The BIT locks if the PMG frequency is present, which indicates
that the emergency power system is in the operational mode.
The RAT system requires some special attention:
• Persons and equipment must be kept away from the range of

travel of the AT and from the RAT compartment door because they
move quickly.
• The RAT GEN must not be touched when the heater operates
because it can be hot.
• The RAT blades have sharp edges and can cause injuries.
• During ground maintenance, the RAT blades must be covered with

protective covers.
• The stow lock pin must not be removed if the RAT has received a
command to deploy (automatic or manual).
• The downlock pin must be unlocked before the RAT is restowed.
• The RAT must not be lifted by the turbine blades.
The RAT GCU contains a self-diagnostic circuitry that verifies proper

operation of the overvoltage and undervoltage circuits. It also contains an
RLC drive (generator ready signal) whose circuit works without the
operation of the RAT GEN.
The BIT is performed by SPDA 1. A DC SSPC (Solid State Power

Controller) provides 28 VDC from the aircraft BATT (Battery) to the RAT
GCU for 5 s. During the power-up test, RAT GCU performs a self-test, then
RAT GCU cycles the RLC to test the drive circuit. The total time of the RAT
GCU test is approximately 6.5 s. The first 1.5 s after SPDA 1 turns off the
28 VDC to RAT GCU are used to sense a failure on the SPDA DC SSPC.
During the command to cycle the RLC, the RAT GCU sends the RLC
COMMAND MONITOR input to SPDA 1 that checks if the RAT GCU
passed its self-test or not. SPDA 1 also uses the RLC STATUS to sense
ATA 24-23 - Page 88

RAT System Schematic
ATA 24-23 - Page 89

RAT SYSTEM MAINTENANCE SCHEDULED

MAINTENANCE
RAT operational check is required every 12 months or 2,500 flight hours

(MRB) by a ground operational checkout using back drive system and will
check the:
• Turbine governor function

• Generator operation (limited by GTM – Ground Test Motor and
hydraulic cart power) RAT operational check includes the
following:
o Visual blade inspection after deployment/checkout.
o Replenish hydraulic fluid in Restow Pump reservoir (as
required)
o Grease RAT swivel post and door link attachment on strut
using MIL-G-81322 (as required)
UNSCHEDULED MAINTENANCE
Minor repair of scratches and dents in the RAT blades should be

performed per instructions in the Aircraft Maintenance Manual (AMM).
The bonding strap should be replaced after 500 deployments, if required.
NOTE: TURBINE MUST BE HELD WITH ARROWS ALIGNED DURING

RESTOWING TO ENSURE CORRECT TURBINE RELEASE PLUNGER
ENGAGEMENT.
NOTE: DOWN LOCK PIN MUST BE PULLED PRIOR TO AND HELD

DURING INITIAL RESTOWING FUNCTION.
ATA 24-23 - Page 90

ATA 24-23 - Page 91

STATIC INVERTING (24-24)

Introduction
The Static Inverter is located in the temperature and pressure controlled

Forward E-Bay. Access to the Static Inverter can be accomplished through
the Forward E-Bay floor access hatch which is located in front of the nose
gear. The static inverter is a Line replaceable Unit (LRU). The purpose of
the unit is to convert 28 volts DC into AC, in order to provide the Stand-by
AC Bus with single-phase, 115 volts RMS (Root Mean Square), 400 Hz AC
stabilized power output. The capability to convert DC into AC is 250 VA
(Volt-Amps) of electrical power.
ATA 24-24 - Page 92

The Static Inverter
ATA 24-24 - Page 93

Operation
SPDA1 sets the Static Inverter to an OFF state during normal system
operation to enhance its reliability.
SPDA1 coordinates control for turning the Static Inverter ON or OFF based
on the fault monitor interface and the number of available main AC power
sources (IDG1, IDG2, and APU GEN). SPDA1 sets the Static Inverter to an
ON state when only one main AC power source is available (IDG1, IDG2,
or APU GEN). When the Static Inverter is turned ON by SPDA1, it is
supplied by DC ESS BUS 1.
If the AC ESS BUS is not powered because there is no AC power source

available (IDG1, IDG2, APU GEN, or RAT GEN), the Standby Contactor
(STBYC) is de-energized to the relaxed Static Inverter position enabling
the Static Inverter to supply the STANDBY AC BUS.
If the Static Inverter internal fault monitor logic detects a problem, a

discrete status signal will inform the SPDA1 to coordinate a Static Inverter
shutdown, as necessary.
SPDA1 will reset a Static Inverter faults two times within a given flight. On
the third detected fault, the Static Inverter will be turned off.
A Static Inverter power up reset (removal of all power from the unit
subsequent reapplication of power) will allow reset of this fault condition. In
addition, the MCDU provides the capability to reset the Static Inverter on
the ground.
ATA 24-24 - Page 94

Operation
ATA 24-24 - Page 95

DC GENERATION SYSTEM (24-30)

Introduction
The DC system of the airplane operates by 28 Volts DC stabilized.
DC power will be generated by:
• Three Transformer Rectifier Units,

• Two accumulator batteries,
• An external DC power connection.
For operation of DC-powered airplane equipment, the conversion from AC

power to DC power is provided by three Transformer Rectifier Units
(TRU`s). The TRUs are located inside the associated Integrated Control
Centers (ICCs).
Batteries 1 and 2 are used to backup all DC buses to ensure a continuous

supply for DC loads. Battery 2 also provides energy necessary for an APU
start. DC external power is provided via a one External DC power plug and
is only used to perform an APU start.
ATA 24-30 - Page 96

DC Power Sources
ATA 24-30 - Page 97

DC POWER
DC power is generated by conversion of AC to DC by the TRUs to supply

the associated DC bus. The input of each TRU is 115VAC, 400Hz
frequency stabilized, and the output is 28VDC / 300 A.
Both Nickel Cadmium batteries have 19 accumulator cells. Battery 1 is

located in Forward E-Bay, Battery 2 is located in the Aft E-Bay.
ATA 24-30 - Page 98

Transformer Rectifier Unit
ATA 24-30 - Page 99

Normal Operation
In normal operation any available AC power source will provide charging

current for batteries 1 and 2. Both batteries are in operation to backup all
DC buses ensuring a break free environment for DC loads.
Battery 2 also provides electrical power for an APU start through the APU
start bus, when the electrical system is automatically isolated from battery
2.
DC external power is routed through the airplane DC power receptacle to

the External DC Power Contactor (EPDC) and is used for powering the
APU Start Bus upon an APU start attempt. External DC power is controlled
by dedicated system relay logic.
ATA 24-30 - Page 100

Battery
ATA 24-30 - Page 101

MAIN BATTERIES (24-36)

Introduction
Two Nickel-Cadmium (NiCad) Accumulator-Batteries are provided for

powering essential loads if Transformer-Rectifier-Unit (TRU) power is not
available.
Battery 1 and battery 2 are be used to backup all DC buses to ensure a

break free environment for DC loads.
The batteries are installed in mounting trays in such a manner that they
cannot detach from their mountings during an emergency landing. They
utilize ARINC style locating pins/swing bolt hold downs for mounting. Each
battery weighs 56 lb (25 kg).
ATA 24-36 - Page 102

Nickel-Cadmium (NICD) Accumulator-Batteries
ATA 24-36 - Page 103

BATTERY CASE CONTAINER SHORT TERM STORAGE
Each battery consists of a steel case containing 19 semi-open NiCad-cells.

The cells are connected to each other in series by copper bus bars. The
nominal battery voltage is 22,8 VDC, with a capacity of 27 Ah (Amp-hours,
at a 1 hour discharge rate).
Adequate battery ventilation is provided through a tube interconnecting the

battery-venting nozzle to the fuselage surface. A caliber orifice close to the
fuselage and a check valve on the battery vent inlet assure that gases
emitted by the batteries, under normal or abnormal conditions, will not
accumulate hazardous quantities.
BATTERY STORAGE
• Place the charged battery in a cool room.
o Light greasing of cells terminals.
o Place in a storage room.
ATA 24-36 - Page 104

Battery Details
ATA 24-36 - Page 105

BATTERY LOCATION
Battery 1 is located in the forward E-bay directly below the SPDA 1 unit.
Battery 1 provides stored energy to selected equipment during normal
operations and during flight in the absence of all other airplane electrical
power.
Battery 2 is located in the aft E-bay directly below the AICC. Battery 2 also
provides the power used for an APU start through the APU start bus during
ground or flight operations, when the electrical system is automatically
isolated from the battery 2.
ATA 24-36 - Page 106

BATTERY 2
ATA 24-36 - Page 107

SPDA2 commands the ASC to open when the APU start command is no
APU START WITH BATT 2 longer received by the APU FADEC or after 121 ± 1 seconds (whichever
occurs first).
The APU start function consists of two modes: SPDA2 commands the ABC to open when it senses via auxiliary contacts
that the ASC is open and that the APU start command is no longer
• APU Start with BATT2 received by the APU FADEC or after 121 ± 1 seconds (whichever occurs
• APU Start with DC EXT PWR first).
An APU start is initiated when the APU start command is received by SPDA2 allows the BC2 to close when it senses via auxiliary contacts that
SPDA2 from the APU FADEC via ASCB message. If DC EXT PWR is not the ASC and ABC are open.
connected to the airplane, SPDA2 immediately reconfigures the DC system
to start the APU with power from BATT 2.
After the APU start command is received by SPDA2 from the APU FADEC,
SPDA2 commands Battery Contactor 2 (BC2) to open when it senses via
auxiliary contacts that the External Power DC Contactor (EPDC) is open
and the Battery Contactor 1 (BC1) is closed. The EPDC must be open to
ensure that DC EXT PWR is not already connected to the airplane and
supplying the APU START BUS during APU start with BATT 2. BC1 must
be closed to ensure that there is at least one source of battery DC power
available to the other airplane DC buses during APU start.
SPDA2 commands the APU Bus Contactor (ABC) to close when it senses
via auxiliary contacts that BC2 is open. This ensures that DC power from
ESS BUS 2 is not subjected to voltage transients during APU start.
SPDA2 commands the APU Start Contactor (ASC) to close when it senses
via auxiliary contacts that ABC is closed.
During APU Start with BATT2, SPDA2 maintains the following

configuration for 121 ± 1 seconds or until the APU start command is no
longer sent by the APU FADEC:
• BC2 open
• ABC closed
• ASC closed
ATA 24-36 - Page 108

APU Start With BATT 2
ATA 24-36 - Page 109

BATTERY TEMPERATURE SENSORS
Two temperature sensors, fitted in each battery, are continuously

monitored by the Modular Avionics Units (MAU’s). Both sensors (see page
107) are used to provide continuous indication of the battery temperature
on the Multi function Display (MFD) and to display an EICAS warning
message "BATT OVERTEMP" if battery limits are exceeded. The higher of
the two temperature values sensed is the one utilized for indication and
alarm.
MAU1 generates CAS Warning Message BATT1 OVERTEMP when the

following conditions exist for 2 seconds:
• BATT1 temp sensor A reading exceeds 70o C (158o F) or BATT1

temp sensor B reading exceeds 70o C (158o F).
MAU3 generates CAS Warning Message BATT2 OVERTEMP when the

following conditions exist for 2 seconds:
• BATT2 temp sensor A reading exceeds 70o C (158o F) or BATT2

temp sensor B reading exceeds 70o C (158o F).
Whenever a battery over temperature condition is sensed, the battery

should be isolated by the pilot from the charging source. The chemical
nickel cadmium cells are protected by the battery case.
Battery over temperature will never generate sufficient heat to damage the
battery’s surroundings, including those caused by a short circuit at it
terminals or at any of it cells. Any mechanical deformation of the battery
will be contained within its steel case.
ATA 24-36 - Page 110

BATTERY(1/2) Over temperature
ATA 24-36 - Page 111

MAINTENANCE CHECKS AVIONICS BATTERY(BATT 1)FUNCTIONAL

INTERFACE
Maintenance requirements for the battery include a regular check every
600 flight hours and a general overhaul every 12 month. Battery contactor BC 1 (internal on the EICC) connects the avionics battery
(BATT1) to DC ESS BUS 1 when the BATT 1 switch is in the ON position.
The battery must be removed from the airplane for both the regular check This enables BATT 1 to provide DC power to the following when there is no
and the general overhaul. other power source available:
The regular check consists of the following: • DC ESS BUS 1
• DC ESS BUS 3 when ETC 1 is closed
• Exterior cleaning, • DC ESS BUS 2 when ETC 1 and ETC 2 are closed
• Voltage check, • Static Inverter
• Nut tightness check,
• Discharge and shorting of all cells,
• Insulation check, recharge,
• Adjustment of electrolyte level,
APU START BATTERY (BATT 2) FUNCTIONAL
• Capacity check, INTERFACE
• Cleaning of battery vents.
Battery contactor BC 2 (internal on the RICC) connects the APU start
The general overhaul consists of the following: battery (BATT 2) to DC ESS BUS 2 when the BATT 2 switch is in the
AUTO position. This enables BATT 2 to provide DC power to the following
• Voltage check, when there is no other power source available:
• Nut tightness check,
• Discharge disassembly and shorting of all cells, • DC ESS BUS 2
• Thorough cleaning and inspection of all components, • DC ESS BUS 3 when ETC 2 is closed
• Check of the thermal sensors, • DC ESS BUS 1 when ETC 1 and ETC 2 are closed
• Replacement of fault components, • Static Inverter
• Assembly of all battery components,
• Insulation check,
• Recharge and adjust the electrolyte level of all cells,
• Capacity check of battery,
• Cleaning of battery vents.
ATA 24-36 - Page 112

Battery Schematic
ATA 24-36 - Page 113

EXTERNAL POWER (24-40)

Introduction
The airplane gets its external AC power from the Ground Power Unit
(GPU). The three-phase, 115 Volt, 400 Hz external AC power is used for
ground maintenance and flight preparation.
External DC can be used for APU start.
External 3-phase, 115 Volts AC, 400 Hz may be connected to the aircraft
via a receptacle on the LH side of the fuselage. The external AC can be
used to power the AC ground service bus and the DC ground service bus
without powering any other busses on the airplane. The operation of the
system is controlled by the External Power Module (EPM).
ATA 24-40 - Page 114

AC External Power – Receptacle Location
ATA 24-40 - Page 115

Notes:
ATA 24-40 - Page 116

DC External Power – Receptacle Location
ATA 24-40 - Page 117

GPU POWER PANEL

The plugged-in six-pin external power plug activates the EPM (External
Power Module) in order to monitor the quality of the supplied AC. The E-F
bus 1. Interlock monitors the proper plug set.
The AVAIL lamp on the AC GPU Power Panel will illuminate if power
quality is acceptable and system pin E-F interlock is achieved. At the same
time, the GPU AVAIL lamp on the Cockpit Control Panel will illuminate.
The Ground Service switch on the AC external power panel allows

activation of the GSTC from outside the airplane. When the switch is
pressed, the AVAIL indications inside the switch changes to IN USE. When
the AVAIL indication inside the switch changes into IN USE, the ground
service buses will be powered.
The Ground Power Unit (GPU) switch in the cockpit provides the ability to
activate the system from inside the airplane. When the AVAIL indication
inside the switch changes into IN USE, the main Aircraft AC buses will be
powered, plus the ground service buses, via AC bus 1.
ATA 24-40 - Page 118

GPU Power Panel
ATA 24-40 - Page 119

EPM INSTALLATION
One EPM is utilized in the EMB 170/190 EPGDS design. It is installed in

the LICC to provide control and protection for the AC EXT PWR channel.
Access to the EPM is accomplished through the Mid E-Bay floor access
hatch, which is located on the aircraft left side behind the left wing. The
EPM is mounted in a pressurized location with no forced air cooling. All
cooling of the EPM is through natural convection.
The following are the main functions performed by the EPM (installed in the
LICC):
• Control and Protection for AC EXT PWR channel

• Control of EPAC and GSTC
• Control for Pins E/F Interlock
ATA 24-40 - Page 120

External Power Module
ATA 24-40 - Page 121

EPM (BLOCK DIAGRAM) PWB circuits. The switching and filtered power supplies are monitored and
if their performance is out of specification, a control unit fail-safe shall be
initiated. To allow closure of the BTCs when only external AC Power is
The EPM primary function is to provide AC external power protection.
connected (DC BUS 1 unpowered), the EPM routes +28 VDC through a
There is one EPM LRM integrated in the EPGDS and this component is
driver to the AGCU. The AGCU has BTC control with the respective GCU1
physically located within the Left ICC. This EPM consists of a two Printed
and GCU2 unpowered.
Wiring Board (PWB) assembly mounted in a board stack Line Replaceable
Module (LRM).
Beyond the power supply function, the A2 PWB performs many
input/output functions to receive various discrete signals (switches,
The A1 PWB performs the processing functions for the EPM and the A2
auxiliary contacts etc.) from the system and provides filtering prior to
PWB is the Input/Output interface with the A1 processing PWB as well as
passing the information to the A1 microprocessor board for processing.
the power supply and power drive for system functions.
An interface for discrete outputs (lamp driver commands etc.) to the
The A1 PWB contains the digital hardware and related peripherals of the
external environment and an interface for contactor driver Solid State
EPM, including the microprocessor which is an 80C186 supplied with a
Relays (SSRs) are provided on the A2 PWB to provide contactor control to
40MHz clock (instructions run at half this speed, 20 MHz).
energize/de-energize system contactors including the EPAC and GSTC.
The memory consists of a 512k x 16 Flash for program (flight code), 32k x
Analog signals (External Power voltages and currents) are also received
8 Non-Volatile Memory (NVM) for Bite Storage and retrieval and a 128k x
through the A2 PWB and filtered prior being processed on the A1 PWB.
16 RAM for data transfer. A Watchdog Timer (WDT) is also resident to
Additionally, this A2 PWB contains the serial communications bus drivers
monitor for proper microprocessor operation. If an errant operation is
for the 1553 inter-LRU bus and RS485 test link. All A2 PWB signals are
detected, a fail-safe is initiated.
isolated and filtered in order to provide HIRF and lightning protection.
Another function provided through the A2 PWB relates to the Pin E/F
Support hardware includes the Application Specific Integrated Circuit
interlock circuitry. During operation with an AC external power source
(ASIC), the Digital Signal Processor (DSP) and the Analog to Digital
connected to the aircraft, the EPM routes a nominal 28Vdc from pin F
Converter (A/ D). The ASIC device assists the microprocessor by
through an external AC Ground power source and back to pin E to verify
performing repetitive tasks such as serial communications (1553 and
appropriate interlock of the external power receptacle.
RS485) control, frequency and phase angle measurements, A/D control,
phase sequence protection, chip select and address latching. The DSP
A 28 Vdc nominal voltage is provided on pin F when enabled by the
provides the ASIC with processed External Power voltage and current
microprocessor. An indication that 28Vdc is present at Pin E is monitored
data.
by the microprocessor (A1) to determine if the External Ground Power Plug
is properly mated to the aircraft (proper interlock).
The A/D converter converts raw analog data to a digital equivalent.
Input/Output buffers provide and receive discrete information to and from
the A2 hardware sensing/driver circuits.
The A2 PWB interfaces directly with the 3-phase AC External Power and
+28VDC power (from DC BUS 1) to power the EPM. The A2 PWB uses an
Internal Power Supply (IPS) to regulate the input power to needed +15 volt,
- 15 volt, + 5 volt and filtered + 28 volt power for various A2 PWB and A1
ATA 24-40 - Page 122
EPM - Bloch Diagram
ATA 24-40 - Page 123

SECONDARY POWER DISTRIBUTION

ASSEMBLIES (SPDA) (24-50)
Introduction
Secondary DC power is distributed by LRUs located in the Secondary

Power Distribution Assembly (SPDA 1 and SPDA 2).
Secondary Power Distribution Assembly, (SPDA 1) is located in the

forward avionics bay and SPDA 2 is located in the mid avionics bay. In the
DC distribution system, SPDA 1 provides secondary power control and
monitoring of three Integrated Control Centers (LICC, RICC and EICC) and
SPDA 2 provides secondary power control and monitoring of all four ICCs.
SPDA 1 consists of twenty slots for modules; SPDA 2 has twenty-six

modules that are individually replaceable. Some of these modules assist in
DC power distribution. An EICAS message "SPDA FAIL" indicates a total
failure of any module in SPDA 1 or SPDA 2, or a loss of communication
with the other SPDA. This indication is shown as an advisory message.
ATA 24-50 - Page 124

SPDA Locations
ATA 24-50 - Page 125

SPDA FUNCTION
• Integrate electric power distribution/control with aircraft utility

system control
• Electrical power received from four independent DC buses
o SPDA 1 SPDA 2
o DC BUS 1/2 DC BUS ½
o DC ESS BUS 1/2/3 DC ESS BUS 1/2/3
o DC GND SVC DC GND SVC
• Monitoring and distribution control of aircraft utility system

o Air Management Oxygen
o Electrical Power Engine Ignition
o Fuel Engine Starting
o Hydraulics APU
o Anti Ice Fire Extinguishing
o Lighting Water
• Distribution / control via Solid State Power Controllers (SSPCs)

o Trip characteristics match traditional circuit breakers
o No moving parts.
ATA 24-50 - Page 126

SPDA 1 Power Supplies
ATA 24-50 - Page 127

SPDA 1 LOCATION
SPDA 1 is located in the temperature and pressure controlled forward E-

Bay. Access to this equipment can be accomplished through the forward
E-Bay floor access hatch, which is located in front of the nose gear.
SPDA 1 mounts to the aircraft rack using 8 screws. The screws are
installed from inside the chassis into captive fasteners in the aircraft rack.
The electrical connectors for SPDA 1 are on the back panel. Cooling air is
provided from the aircraft Air Management System (AMS) and drawn
through SPDA 1 to ensure adequate heat dissipation for the SPDA 1
modules (20). A Cooling Plenum with two ports is located in the top of
SPDA 1. Air inlet holes are on the bottom and on the top. SPDA 1 requires
150 cubic feet per minute of cooling airflow, requiring 1.28 inches of water
pressure (under normal conditions of two fans operating at sea level and
40°C).
The position of the Identification Plate for each LRM is on the

Insert/Extractor and Stiffener.
SPDA 1 has 20 modules. SPDA1 is not considered a line replaceable unit

(LRU), but each of the 20 modules is considered to be a line replaceable
module (LRM). SPDA 1 and its LRMs should be handled using static
discharge prevention equipment and practices. Dimensions and weight for
SPDA 1 (excluding Cooling Plenum) are as follows:
• Height = 8.7 in (222 mm)

• Depth = 11.8 in (299 mm)
• Width = 22.2 in (565 mm)
• Weight = 58.7 lbs (26.6 kg)
The weight of the Cooling Plenum for SPDA 1 is 3.7 lbs (1.7 kg).
ATA 24-50 - Page 128

SPDA 1 Location
ATA 24-50 - Page 129

SPDA 2 LOCATION
SPDA 2 is located in the temperature and pressure controlled Mid EBay.

Access to this equipment can be accomplished through the Mid E-Bay floor
access hatch, which is located on the aircraft left side, behind the left wing.
SPDA 2 mounts to the aircraft rack using 8 screws. The screws are
installed from inside the chassis into captive fasteners in the aircraft rack.
The electrical connectors for SPDA 2 are on the back panel.
Cooling air is provided from the aircraft AMS to ensure adequate heat
dissipation for the SPDA 2 modules (26). A Cooling Plenum with two ports
is located above and in the front of SPDA 2. Air inlet holes are on the
bottom and on top.
SPDA 2 requires 200 cubic feet per minute of cooling airflow, requiring
1.16 inches of water pressure (under normal conditions of two fans
operating at sea level and 40oc).
The position of the Identification Plate for the chassis is on the left side.
The position of the Identification Plate for each LRM is on the
Insert/Extractor and Stiffener.
SPDA 2 has 26 modules (including eight for the AMS). SPDA 2 is not
considered a line replaceable unit (LRU), but each of the 26 modules is
considered to be a line replaceable module (LRM). SPDA 2 and its LRMs
should be handled using static discharge prevention equipment and
practices.
Dimensions and weight for SPDA 2 (excluding Cooling Plenum) are as

follows:
• Height = 8.7 in (222 mm)

• Depth = 11.8 in (299 mm)
• Width = 28.5 in (724 mm)
• Weight = 66.1 lbs (30.0 kg)
The weight of the Cooling Plenum for SPDA 2 is 4.6 lbs (2.1 kg).
ATA 24-50 - Page 130

SPDA 2 Location
ATA 24-50 - Page 131

• One RTD temperature monitor

SPDA MODULAR COMPOSITION AND POWER • Four 28VDC voltage monitors
SOURCES • One combined 28VDC voltage and ripple monitor
• Two voltage ripple monitors for 28VDC supplie
• Two counter inputs for speed/frequency measurements
DC Power I/O Modules provide the following:
• Four 2.5 to 15 Amp Outputs ARINC 429 Communication Modules provide the following:
• Eight 2.5 to 7.5 Amp Outputs • Eight ARINC-429 Receivers
• One 7.5 Amp Isolated FET • Four ARINC-429 Transmitters
• Four Ground/Open Inputs
• Four 28V/Open Inputs Receiver channels can be independently programmed to receive 12.5 kHz
or 100 kHz ARINC data. Label filtering is provided to ignore data not
All outputs are individually programmable with respect to current rating and intended for use by SPDAs. Transmitter channels are independently
default state. programmable for 12.5 kHz or 100 kHz operation.
• ASCB Modules provide the following:
AC Power I/O Modules provide the following: • Transmit function on two ASCB-D busses
• Nine 2.5 to 7.5 Amp Outputs • Receive function on three ASCB-D busses
• Four Ground/Open Inputs • Transmit and Receive on one LAN
• Four 28V/Open Inputs • Discrete inputs for module ID assignment
All outputs are individually programmable with respect to current rating and Microprocessor Modules provide the following:
default state. Power outputs can be used separately or configured in • Cross-channel SPDA communication interface (CAN)
groups of three with the same current rating and default state for three
• Master chassis Identification
phase loads.
• Application identification pin strapping
Discrete I/O Modules provide the following:
Power Supply Modules provide the following:
• Twelve 250mA 28V/Open Outputs
• Dedicated Power Supply for each Microprocessor Module
• Twelve 250mA Ground/Open Outputs
• Distributed power supply for other modules
• Twelve 28V/Open Inputs
• Redundant 28VDC inputs
• Twelve Ground/Open Inputs
Filler Modules are utilized where provision for another module type has
All outputs above are individually programmable with respect to default
been made but is not utilized. They protect the back plane connector and
states.
installation guides from FOD. A cover plate is used to cover the aircraft
side of the EPXB connector to satisfy EMI and environmental
Analog I/O Module provides the following:
requirements.
• Six 115 VAC voltage monitors
• One 500A high side current monitor
• Two 500A low side current monitors
ATA 24-50 - Page 132

SPDA 1 Modules
ATA 24-50 - Page 133

SPDA 2 LINE REPLACEABLE MODULES (LRMS) Communication LRMs are used to communicate with the avionics
computers and can be used as sub system interfaces to display units, local
control panels or other sub system controllers.
SPDA 2 contains twenty-four LRMs and two filler modules for the two
spare slots.
Discrete I/O LRMs interface with aircraft switches, sensors and low current
loads such as indicator lights.
SPDA 2 utilizes a 26 slot chassis, which houses not only the SPDA
components but also the Air Management System (AMS) control modules.
Analog I/O LRMs interface with aircraft sensors and control elements. DC
Ducted AMS cooling air is utilized for SPDA cooling.
and AC Power I/O LRMs provide the dual function of providing a circuit
breaker function and output control.
The SPDA LRMs fall within 3 categories:
• Power supply
• Microprocessor
• Input/Output (I/O)
Power Supply LRMs are utilized in pairs to provide redundant control

power for all of the other LRMs in a SPDA chassis. They are located on
each end of the chassis for the best thermal environment.
Microprocessor LRMs are also utilized in pairs for redundancy. They

implement all of the control laws of the utility management system
coordinating SPDA operation and interface to the aircraft avionics system
(flight deck. Since they are the second highest power dissipating LRMs
after the power supply LRMs, they are also placed where they can obtain
the best thermal environment. They are not adjacent to the power supply
LRMs. There are three slots between the two microprocessor LRMs. The
ASCB LRM is located between the two microprocessor LRMs since it must
share the common PCI bus. Since the ASCB LRM is also high power
dissipating, it is installed in the middle of these three slots so that it is not
directly next to either microprocessor LRM.
The Input/Output (I/O) LRMs fall within the following five categories:
• Communication (ASCB and ARINC 429)

• Discrete I/O
• Analog I/O
• DC Power I/O
• AC Power I/O
ATA 24-50 - Page 134

SPDA 2 (MODULE LOCATION)
ATA 24-50 - Page 135

DC POWER MODULES SSPC THEORY
The distribution control of the SPDA (Secondary Power Distribution

Assembly) is achieved through the SSPCs. These devices provide trip
characteristics, which match traditional circuit breakers without the need for
moving parts.
The DC power module provides 4 SSPCs capable of switching up to 15.0

A and 8 SSPCs capable of switching up to 7.5 A. These 12 SSPCs are all
connected to one common +28 VDC (Volt Direct Current) input that is
capable of carrying 40 A. The SSPCs emulate a thermal circuit breaker
and are programmable in rating:
• The 7.5 A SSPCs can be programmed with 2.5, 5.0, or 7.5 A

ratings.
• The 15 A SSPCs can be programmed with 2.5, 5.0, 7.5, 10.0, or
15.0 A ratings.
Each SSPC provides the following status information:
• A discrete bit if there is voltage at the output.

• A discrete bit if the circuit breaker function is closed.
• A discrete bit if the SSPC has tripped on over current.
• A discrete bit if the SSPC has failed off (open).
• A discrete bit if the SSPC has failed on (shorted).
• A discrete bit if there is voltage at the diode output (if applicable).
• An 8-bit analog value representing load current.
Six SSPC outputs have an optional blocking diode that can be used via
aircraft wiring to diode “OR” multiple outputs to drive one load. One diode
output is rated for up to 15 A. The others are rated for 7.5 A.
All the DC power modules have the same part number. What differentiates
their function is the slot where they are installed. During the power-up, the
MICRO/COMM modules check the status of the DC power modules and
configure them according to the slot in which they are installed.
ATA 24-50 - Page 136

SPDA DC Power Module - SPDA1 SLOT 2

(Example)
ATA 24-50 - Page 137

DC POWER MODULES (CONTINUED)
The tables below show the SSPC list for each DC power module installed
in the SPDAs. The tables present the relation between the SSPC number
(which identifies SSPC inside the module), the system ATA (Air Transport
Association of America) that comprises the load, and the SSPC name that
shows on the MCDU (Multifunction Control Display Unit). It also gives
information about the bus that supplies power to the respective slot.
NOTE: THE TABLES BELOW SHOW ALL THE DC SSPCS THAT ARE
PROVIDED IN THE SPDAS. SOME SSPCS SUPPLY POWER TO
OPTIONAL COMPONENTS. IF THESE COMPONENTS ARE NOT
INSTALLED IN THE AIRCRAFT, THE RESPECTIVE SSPC WILL BE
INHIBITED.
ATA 24-50 - Page 138

Examples of DC Power Module, SSPC Locations
ATA 24-50 - Page 139

• SPDA1 Slot 16
AC POWER MODULE • SPDA2 Slots 13 & 14
The AC Power Module is a removable, line-replaceable module (LRM) in

the secondary-power distribution assemblies (SPDA)s on the aircraft. It is
one of the input/output (I/O) modules and is installed in a card slot of the
SPDA chassis and connects to the aircraft wiring through the SPDA
backplane connectors. Card clamps are used to hold the module in the
chassis.
The AC Power Module interfaces to the external 115 volts AC utility loads.
It uses three programmable hybrid modules to do this function. Each hybrid
module has three solid-state power controllers (SSPCs) or programmable
power switches that remotely switch the loads.
All the SSPCs have control logic functions included in the microprocessor-
based logic.
Each SSPC is configured to control a single-phase load or to work together

with two other SSPCs to control a three-phase load. A SSPC can be
configured to supply a single, three-phase load or three, single-phase
loads. The SSPCs simulate the thermal circuit breaker functions. If an
output goes past its current rating, it will automatically turn off. The system
supplies an interface for a manual reset from the flight deck multifunction
control and display unit (MCDU). A status report of the SPPC condition is
also given to the flight deck MCDU.
A SSPC is programmable for three different AC current ratings. The current

ratings are as follows:
• 2.5 amperes (A)

• 5.0 A
• 7.5 A
The SSPCs have built-in monitoring circuitry to sense current and voltage.
AC Power Modules are installed in the following SPDA slots:
ATA 24-50 - Page 140

SPDA AC Power Module - SPDA1 SLOT 16

(Example)
ATA 24-50 - Page 141

DISCRETE I/O MODULES
The Discrete I/O Module is an LRM installed in a card slot of the SPDA
chassis and connected to the aircraft wiring through the SPDA backplane
connectors. The card clamps are used to hold the module in the chassis.
The Discrete I/O Module provides the following functions and interfaces:
• Twelve 250 milliampers (mA) 28 VDC / Open outputs

• Twelve 250 mA Ground / Open outputs
• Twelve 28 Vdc open inputs
• Twelve Ground / Open inputs
• Local power supply regulation
• Backplane interface and switch control/interface logic.
The Discrete I/O Module inputs and outputs are used individually and can
also be configured to strobe and decode the switch positions in a circuit
breaker (CB) status-matrix. The status matrix monitors the CB position
(opened or closed) and reduces the wiring to the circuit breaker panels.
The 250 mA 28 V / Open and 250 mA Ground / Open outputs are over
current-protected discrete outputs. Each output gives the following status
information:
• A discrete bit when voltage is at the output.

• A discrete bit for output over current.
The Discrete I/O Module provides the following three versions of the 28 V
Open and Ground / Open discrete inputs:
• unfiltered
• filtered
• filtered with persistence.
Discrete I/O Modules are installed in the following SPDA slots:
• SPDA1 Slots 9, 11, & 19

• SPDA2 Slots 9 & 11
ATA 24-50 - Page 142

Discrete I/O Module - SPDA1 SLOT 9 (Example)
ATA 24-50 - Page 143

ANALOG I/O MODULE
The Analog I/O Module is an LRM in SPDA1 Slot 17 only. Card clamps are
used to hold the module in the SPDA1 chassis.
The Analog I/O Module provides both an unfiltered and a filtered state for
each of the inputs. The unfiltered input state is the state of the latest
sample of the input. The de-bounce input state is filtered to eliminate
switch contact bounce and transient input changes due to outside effects
such as lightning.
The Analog I/O Module has capacity for the following inputs:
• Two AC voltage monitors (115 VAC)

• One high side current monitor (500A) – Not Used –
• Two low side current monitors (500A) – One used –
• One resistive temperature detector (RTD) monitor – Not Used –
• Four DC voltage monitors (28 VDC)
• One combined voltage and ripple monitor (28 VDC)
• Two voltage ripple monitors (for 28 VDC supplies) - Not Used –
• Two counter inputs (for speed/frequency measurements) – Not
Used –
• One AC BUS FREQ monitor
ATA 24-50 - Page 144

SPDA Analog I/O Module
ATA 24-50 - Page 145

Each receiver channel is capable of receiving either 100 kHz or 12.5 kHz
ARINC 429 COMMUNICATION MODULES ARINC data. The label filtering is used to ignore the data that is not for use
by the SPDA. A minimum of eight labels to filter the incoming data are
available to each receiver channel. A 32-word first in-first out (FIFO) is
The ARINC 429 Module is one of the input/output (I/O) modules, which given for all the receiver channels.
communicates with the avionics computers. It is a sub-system interface to
the display units and the other sub-system controllers. The ARINC 429 Each transmitter channel is independently programmable with a bit rate
Module is installed in a card slot of the SPDA chassis and connects to the that can transmit ARINC data at either 100 kHz or 12.5 kHz. A 32-word
aircraft wiring through the SPDA backplane connectors. The card clamps FIFO is given for all the transmitter channels.
hold the module in the chassis.
The ARINC 429 interface between the ARINC 429 Module and the MCDUs
The ARINC 429 Module includes the functions necessary to interface with is used to communicate the circuit breaker status from integrated control
the internal redundant (IEEE-1394) communication buses. The centers (ICCs). The ARINC 429 interface is also used to communicate the
SPDA solid state power controller (SSPC) status from the SPDA to the
ARINC 429 Module interfaces with the bus A and bus B of the IEEE-1394 MCDU. Another use for the interface is to communicate the control signals
interface through the backplane connector. The ARINC 429 Module has from the MCDUs to the SPDA. There is one transmit and one receive line
the following additional characteristics: between the SPDA and each MCDU.
• Eight (8) ARINC 429 - receiver channels Over voltage protection is supplied for the receiver and the transmitter
• Four (4) ARINC 429 - transmitter channels channels.
• Receiver channels can be independently programmed to
receive12.5 kHz or 100 kHz ARINC data.
• Label filtering is provided to ignore data, which is not intended for
use by SPDAs.
• Transmitter channels are independently programmable for 12.5
kHz or 100 kHz operation.
The ARINC 429 Module uses these channels to communicate with the
avionics computers and the sub-system controllers. The ARINC 429
Module usually receives (or transmits) data from (or to) the following
sources:
• Generator control units (GCUs)

• Auxiliary GCU (AGCU)
• Multi-function control and display units (MCDUs)
• Auxiliary power unit (APU) full-authority digital-engine control
(FADEC)
• Air-management system (AMS) modules
ATA 24-50 - Page 146

SPDA ARINC 429 Module
ATA 24-50 - Page 147

SPDA LRM REPLACEMENT
Access to any of the SPDA LRMs can be accomplished by loosening the

nine front cover fasteners.
Each SPDA LRM is held in place by means of a board mounted wedge

lock scheme, which is controlled through thumb release extractor levers.
Precautions should be taken to ensure proper power and ESD safety
considerations are practiced while conducting maintenance on the SPDA.
SPDA LRM removal requires that an ESD wrist strap be worn since these
LRMs are static sensitive modules. An ESD jack is provided on the each
SPDA.
After removal of a SPDA LRM, it should immediately be placed inside an

ESD protective container for shipment back to the repair shop.
An alignment pin will keep the connectors aligned during the last portion of
LRM installation.
NOTE:
DO NOT PROBE INSIDE SPDA WITH ANY TOOLS SINCE DAMAGE
CAN BE DONE TO THE MOTHERBOARD CONNECTOR PINS.
ATA 24-50 - Page 148

SPDA LRM Replacement
ATA 24-50 - Page 149

Solid State Power Contactors SSPCs Used as Power Feeds
SSPC Functional Separation SSPCs used as power distribution feeds only and which have no
associated control logic, are switched ON once the defined current rating
SSPC circuit breaker and switch functions utilize independent control logic. has been programmed and verified.
After CB ratings are programmed at initial power up, the CB command SSPCs Not Used
function operates independently of the switch command function.
All unused SSPCs are configured as follows:
Three Phase AC SSPCs
• Circuit Breaker rating is 2.5A
Unless otherwise specified, all three phase AC SSPCs turn ON, OFF, and • The default state is OFF
trip on over current within 10 ms of each other.
When the operating schedule is enabled and running, all unused SSPCs
are commanded OFF.
DC SSPCs used in Parallel
DC SSPCs within the same SPDA, which are used as Diode “or’d” sources
Discrete Outputs Not Used
controlled by common logic, turn OFF within 10 ms of each unless
staggered for BIT, but they trip independently in the event of over current. All unused discrete outputs are configured with the default state OFF.
When the operating schedule is enabled and running, all unused Discrete
Outputs are commanded OFF.
SSPC Initialization
When power is first applied to an SPDA, all SSPCs initially have the CB
and switch functions set to OFF and verified to be OFF.
SSPC switch ON are independent of the state of the associated power bus
unless dictated otherwise by control logic such that when the power feed or
bus subsequently becomes available, all “on” outputs on that module
simultaneously become live.
SSPCs do not turn ON unless the following requirements are satisfied:
• The switch state is ON

• The CB function is IN
• Programmed CB rating has been verified
ATA 24-50 - Page 150

SPDA Module LEDs
ATA 24-50 - Page 151

MCDU CB CONTROL Table: DC Circuit Breakers - Remote CB Monitoring
The MCDU reports the status of the remote Thermal Circuit Breakers CB Location Monitored Discrete Input
(TCBs), Fuses, and Solid State Power Controllers (SSPCs). In the case of
Communication
thermal CBs the location is displayed. The way the thermal CBs are
displayed is different from the way SSPCs are displayed so that they can EICC / SPDA 1 Discrete I/O SPDA 1 SPDA 1
easily be distinguished. The SSPCs can also be opened/closed through
the MCDU. Each MCDU is capable of toggling all aircraft SSPCs. Slot 19
Each MCDU reports the current status of the breakers. Each SPDA directly LICC CGU 1 SPDA 1
reads the status of its SSPCs or, in the case of TCBs, its discrete inputs for
RICC GCU 2 SPDA 2
display on the MCDU screen. Tripped breakers are displayed in reverse
video (black letters on white background) until they are acknowledged. AICC AGCU SPDA 2
When a breaker is acknowledged from either MCDU, both SPDAs will
display it acknowledged. If one SPDA knows that an SSPC was
commanded out (rather than tripping) and does not need to be
acknowledged, the other SPDA will not display that breaker as having
been unacknowledged. The SPDAs will cross-communicate the status of
“ACK” for each breaker. Each SPDA also receives the status of the
opposite-side SPDAs breakers via ASCB communication lines for display
on the MCDU.
In most cases, if the opposite SPDA is not available to communicate, the

SPDA shall display “UNK” for the opposite-side breakers. At power up, if
communications are unavailable between the SPDAs the OUT/LOCK
screens display only the same-side breakers. If communications between
the SPDAs fail during the course of normal operation the OUT/Lock
screens would display “UNK” for the opposite-side SPDAs breakers.
ATA 24-50 - Page 152

DC Circuit Breakers - Communication Block

Diagram
ATA 24-50 - Page 153

CAS ADVISORY MESSAGE REMOTE CB TRIP
The EPGDS control units (GCU1, GCU2, AGCU, SPDA1, and SPDA2)
generate the CAS Advisory Message REMOTE CB TRIP when one of the
following circuit breakers (CBs), fuses, or Solid State Power Controllers
(SSPCs) are tripped or blown:
• GCU1
o LICC thermal circuit breaker (CB) detected as tripped
o LICC fuse detected as blown
• GCU2
o RICC thermal circuit breaker (CB) detected in tripped state
o RICC fuse detected as blown
• AGCU
o AICC thermal circuit breaker (CB) detected as tripped
o AICC fuse detected as blown
• SPDA1
o EICC thermal circuit breaker (CB) detected in tripped state
o EICC fuse detected as blown
o SPDA1 SSPC detected as tripped
• SPDA2
o SPDA2 SSPC detected as tripped
The message is inhibited by CAS (MAU) during takeoff, while in flight and
during landing.
ATA 24-50 - Page 154

Remote CB Trip CAS Advisory Message Logic
ATA 24-50 - Page 155

Notes:
ATA 24-50 - Page 156

CB TRIP
ATA 24-50 - Page 157

MCDU CB CONTROL PAGE
• Select CB button on MCDU

• CB pages show all CBs on aircraft (virtual and mechanical CBs)
• Virtual CBs (inside SPDAs) can be pushed in or pulled out by
selection on MCDUs
• Mechanical CBs have indications if in or out and location labels
(LICC, RICC, EICC)
ATA 24-50 - Page 158

MCDU CB CONTROL PAGE
ATA 24-50 - Page 159

MCDU
MULTI-PURPOSE CONTROL DISPLAY UNIT (MCDU)

COMMUNICATIONS
The MCDU is an Active Matrix Liquid Crystal Display (AMLCD) display unit
providing alphanumeric data inputs to various aircrafts subsystems through
the use of a keyboard. Pertinent aircraft subsystem information for the flight
crew is displayed on the LCD display.
The MCDU functions as a terminal for the aircraft subsystems. It sends

button push and optional data entry knob information to the aircraft
subsystem, and receives aircraft subsystem data for the display. The
MCDU display is comprised of 24 characters per line and 14 lines per
display. The top line of the display is used as the title line. The bottom line
of the display is used as the "scratch pad" for the entering data. The
remaining lines are utilized to display data. The MCDU is shared between
multiple aircraft subsystems. There are two units (MCDUs) on the
EMB170/190 aircraft (Pilot's MCDU and Co-Pilot's MCDU). The Pilot's
MCDU communicates directly with the SPDA 1 and the Co-Pilot's MCDU
communicates with SPDA2 over ARINC 429 Bus.
ATA 24-50 - Page 160

SPDA to MCDU Communications
ATA 24-50 - Page 161

MCDU DESCRIPTION
The MCDU reports the status of remote Thermal Circuit Breakers (TCBs),
Fuses, and Solid State Power Controllers (SSPCs).I n the case of TCBs,
the location is displayed to direct the operator to the location of the
breaker. The display for the breakers is differentiated such that the
operator can readily distinguish between SSPCs and TCBs. The MCDU
also provides the operator the ability to close or open SSPCs. Each MCDU
is capable of toggling all aircraft SSPCs.
Each MCDU reports the current status of the breakers. Each SPDA directly
reads the status of its SSPCs or, in the case of TCBs, its discrete inputs for
display on the MCDU screen. Tripped breakers are displayed in reverse
video (black letters on white background) until they are acknowledged.
When a breaker is acknowledged from either MCDU, both SPDAs will

display it acknowledged. If one SPDA knows that an SSPC was
commanded out (rather than tripping) and does not need to be
acknowledged, the other SPDA will not display that breaker as having
been unacknowledged. The SPDAs will cross-communicate the status of
“ACK” for each breaker. Each SPDA also receives the status of the
opposite-side SPDAs breakers via ASCB communication lines for display
on the MCDU.
In most cases, if the opposite SPDA is not available to communicate, the

SPDA shall display “UNK” for the opposite-side breakers. At power up, if
communications are unavailable between the SPDAs the OUT/LOCK
screens display only the same-side breakers. If communications between
the SPDAs fail during the course of normal operation the OUT/LOCK
screens would display “UNK” for the opposite-side SPDAs breakers.
ATA 24-50 - Page 162

MCDU Description
ATA 24-50 - Page 163

MCDU DISPLAY FORMAT Current State (LOCK) shows the CB preset state in amber color with larger
font.
Prompts
Status Unknown (UNK) shows is whithe color that the CB status is unkown
or not available.
The ■ prompt (white in color) appears in the left most column and shows a
CB trip which needs to be acknowledged.
Screen Updating (-----) shows in amber color that data is unavailable or
invalid.
The ◄ or ► prompt (white in color) appears in the left or right most column
for changing to a specific page.
Advisory Message (NEW TRIP) shows in cyan color when there has been
a new CB trip, which has not yet been acknowledged.
The prompt (white in color) appears in the right most column for
changing active and preset.
Hold Message shows in yellow color that a requested action is currently in
progress.
The TITLE (while in color) describes the heading or name for each screen.
Failure Message shows in cyan that a requested action has failed.
An UNACKNOWLEDGED BREAKER NAME (black in color on white
background) shows the name of a CB, which has not been acknowledged.
Success Message shows in green color that a requested action was
successful.
A NORMAL NAME (white in color) shows the name of the CB as it appears
in the aircraft.
LOCATION (white in color) shows the physical location of thermal circuit

breakers (TCBs) and fuses (for example – LICC, RICC, EICC, or AICC).
Current State (OUT) or (IN) shows the CB active state in green color with
larger font.
Current State (OUT) or (IN) shows the CB preset state in green color with
smaller font.
Current State (OPN) or (CLS) shows the Fuse active state in green color
with larger font.
Current State (OPN) or (CLS) shows the Fuse preset state in while color
with smaller font.
Current State (LOCK) shows the CB active state in amber color with larger
font.
ATA 24-50 - Page 164

MCDU Display Format
ATA 24-50 - Page 165

NOTE: Actual screen display names are identified at end of this

CB MENU SCREEN section. Location of thermal breakers is indicated in white below the
breaker name.
The CB MENU screen is entered from the main menu by selecting “CB Indirect selection occurs when the Electrical System is selected while there
MENU” and is not controlled by the SPDA. It is accessed when all breakers is a CAS Advisory Message “REMOTE CB TRIP” being displayed. Instead
are in. It is displayed only if there is no CAS Advisory Message REMOTE of the CB BY SYS screen being displayed, the OUT/Lock screen is
CB TRIP. displayed.
The CB MENU screen displays five selections, each having a left page If several CBs are already OUT when the relevant SPDA is powered up,
branch prompt (◄): they are displayed in the order they occurred with the most recent at the
top.
• OUT / LOCK
• CB BY SYS The OUT/Lock screen displays all the CBs (SSPCs and thermal CBs) that
• CB BY BUS are out or locked. CBs that are currently OUT are displayed in green, with
• FUSE the most recent trip displayed at the top of the screen.
• MAINT (only if maintenance mode conditions exit)
The OUT/Lock screen is displayed when the “OUT / Lock” soft key is OUT/ LOCK SCREEN AFTER CB TRIP
selected on the CB MENU screen.
ACKNOWLEDGEMENT
NEW TRIP IN CB MENU
Upon selection of the left-most ■ prompt (1L) associated with the
highlighted CB name, that particular CB trip occurrence is acknowledged
If a breaker trip occurs while in the CB MENU screen, a “NEW TRIP” without changing the state of the breaker.
indication will appear adjacent to the 6R soft key.
The CB name is then displayed normally, (not highlighted in white), and
Selection of the 6R soft key will display the OUT / Lock screen with the without the left-most ■ prompt.
newly tripped breaker.
OUT/ LOCK SCREEN
The OUT/Lock screen will be displayed by selection of the following:
• Menu “OUT/Lock” selection from the CB MENU screen.

• CB Hard Key press.
• “New Trip” selected, without changing the state of the particular
breaker.
ATA 24-50 - Page 166

CB Menus
ATA 24-50 - Page 167

OUT / LOCK Screen after State Change
If the right-most (1R) is selected prior to the left-most ■ prompt (1L), the
alternate state is executed and the CB is acknowledged. The CB toggles
OUT to IN, and the prompt extinguishes.
Only the IN continues to be displayed (in green color) for as long as the
OUT/LOCK screen is displayed even if PREV or NEXT page is selected.
OUT / LOCK Screen after Exiting / Updating
The CB name is removed from the OUT/LOCK display only if the

OUT/LOCK screen is exited and re-entered.
OUT / LOCK Screen with a New Trip

If a CB trips while the OUT/LOCK screen is displayed, a NEW TRIP
message is displayed with a right page branch (►) prompt (6R) and the
CAS Advisory Message “REMOTE CB TRIP” message is (or remains)
displayed.
Selecting the PREV or NEXT hard key maintains NEW TRIP displayed on
all pages until the NEW TRIP soft key (6R) is selected, even if the
OUT/LOCK page is entered by selecting the CB hard key.
OUT / LOCK Screen New Trip Selection (page 1 of 2)

If the NEW TRIP soft key is selected while in the OUT/LOCK screen, the
OUT/LOCK screen will be redrawn with the most recent CB trip
(highlighted) on top.
ATA 24-50 - Page 168

CB Menus
ATA 24-50 - Page 169

OUT/LOCK Opposite Screen Display Update

OUT / LOCK Screen New Trip Selection (page 2 of 2)
When a breaker is acknowledged from either MCDU screen while in the
If the NEW TRIP soft key is selected while in the OUT/LOCK screen, the OUT/LOCK screen, the opposite display shall subsequently display the
OUT/LOCK screen will be redrawn. If all tripped CBs do not display on breaker acknowledged within 3 secs.
page 1, additional pages are available for display.
CB By SYS (page 1 of 3)
A breaker that is in the ‘Lock’ state cannot be toggled while in CB BY SYS
and therefore has no right prompt associated with it.
The CB BY SYS screen is displayed when the “CB BY SYS” soft key is
selected from the CB MENU screen.
OUT / LOCK Screen with No CBs Out or Locked
All aircraft systems are displayed in one or more screens in an alphabetical
The CAS Advisory Message REMOTE CB TRIP will only be reset if all the order with 5 names maximum arranged in two columns.
tripped CB’s (SSPCs, TCBS and Fuses) are acknowledged.
Acknowledging one CB trip does not reset the CAS Advisory Message
REMOTE CB TRIP if other CBs remain unacknowledged.
If the OUT/LOCK screen is entered and no CBs are OUT, the screen
displays “NO CBS OUT/LOCKED”.
OUT / LOCK Screen (No CBs Out or LOCKED - NEW

TRIP)
If a new breaker trip occurs while in the OUT/LOCK screen with “NO CBS
OUT/LOCKED” displayed, the “NEW TRIP” will appear and the CAS
Advisory Message REMOTE CB TRIP will be displayed.
Selection of “NEW TRIP” will refresh the screen with the name of the newly
tripped breaker.
Thermal Circuit Breakers (TCB’s) will never display a right page branch
(►) prompt since they are not remotely resettable. However, they
willrequire to be acknowledged by the left-most ■ prompt.
If however the operator manually resets an out TCB, the OUT/LOCK

screen will update that occurrence.
ATA 24-50 - Page 170

CB Menus
ATA 24-50 - Page 171


order with 5 names maximum arranged in two columns. Page 2 is
displayed when the NEXT key is selected.

order with 5 names maximum arranged in two columns. Page 3 is
displayed when the NEXT key is selected.
CB by SYS (NAV Screen)
Each system is associated with a left or right soft key.
Upon selection of a soft key, the CBs associated with the selected system
are displayed beginning with SSPCs in alphabetical order followed by
TCBs in alphabetical order, with their respective status.
NOTE: If communication is lost with a particular SPDA or relevant module

within an SPDA, ‘UNK’ is displayed.
CB by SYS (NAV Screen after 2R selection)
If the right-most prompt is repetitively selected, the CB will toggle

repetitively between OUT and IN without restrictions and with the following
indications:
• Green / larger font for active

• White / small font for preset.
Note: A breaker that is in the LOCKED state cannot be toggled while

in the CB BY SYS menu.
ATA 24-50 - Page 172

CB Menus
ATA 24-50 - Page 173

CB BY Bus Screen (page 1 of 2)

CB by SYS (NAV Screen with Unacknowledged Trip) The CB BY BUS screen is displayed by direct soft key selection from the
CB MENU screen.
If the CB BY SYS screen is requested for display while there is an
unacknowledged trip of one of its members, the screen appears with the All electrical system buses are displayed in two screens. The screens have
unacknowledged CB name highlighted with black text over white the buses displayed in alphabetical order with a maximum of five buses in
background and the left-most ■ prompt. each column.
Either the left-most prompt ■ (2L) or the right-most prompt (2R) can be Each bus has an associated soft key with a page branch prompt (◄or►).
selected to acknowledge the CB trip. Selection of the appropriate soft key takes you to the relevant bus display.
CB BY Bus Screen (page 2 of 2)
CB by SYS (NAV Screen after State Change &
There are two pages of CB by BUS screens
Acknowledge)
If the left most prompt ■ (2L) is selected, the adjacent CB trip occurrence is
acknowledged.
The CB name is then displayed normally, (not highlighted in white), and

without the ■ prompt.
The state of the CB, however, remains unchanged.
If the right most prompt (2R) is selected, the CB trip is acknowledged, and
the CB state is changed, as shown in the figure.
If CB BY SYS soft key (6L) is selected, the CB BY SYS screen is

displayed.
If another CB trips while the CB BY SYS screen is displayed, a NEW TRIP

message is displayed and the associated soft key (6R), as shown in the
figure.
Selection of the NEW TRIP soft key (6R) displays the OUT/LOCK screen
with the newly tripped breaker displayed.
A breaker that is displaying ‘UNK’ cannot be toggled in any of the screens

ATA 24-50 - Page 174

CB Menus
ATA 24-50 - Page 175

The FUSE screen is displayed when the “FUSE” soft key is selected from
AC 1 BUS Screen (page 1 of 3) the CB MENU screen.
Each Fuse is shown as being CLS (closed) or OPN (open). This status is
received from the Fuse Blown Detector installed in the associated ICC,
Upon selection of the AC 1 soft key (1L), the CBs associated with AC BUS shown immediately below each Fuse name.
1 are displayed grouped by the system to which they belong, beginning
with SSPCs in alphabetical order followed by TCBs in alphabetical order
and with respective status.
AC 1 BUS Screen (page 2 of 3)
Upon selection of the AC 1 soft key (1L), the CBs associated with AC BUS
1 are displayed grouped by the system to which they belong. If the right-
most prompt is repetitively selected, the CB will toggle repetitively between
OUT and IN without restrictions and with the following indications:
• Green / larger font for active

• White / small font for preset.
NOTE: A breaker that is in the LOCKED state cannot be toggled while

in the CB BY BUS menu.
A breaker that is displaying ‘UNK’ cannot be toggled in any of the screens

AC 1 BUS Screen (page 3 of 3)
If the right-most prompt is selected first, the state will be changed and the
CB acknowledged identically to the CB BY SYS behavior.
If the left-most ■ prompt is selected first, the associated CB trip occurrence

is acknowledged. The CB name is then displayed but not highlighted and
without the left-most ■ prompt identically to the CB BY SYS behavior.
If CB BY BUS soft key is selected, the CB BY BUS screen is displayed.

FUSE Screen.
ATA 24-50 - Page 176

CB Menus
ATA 24-50 - Page 177

FUSE Screen (FUSE blown - Acknowledged)

FUSE Screen
Selection of the left-most prompt ■ (3L) on the previous FUSE screen will
Since a maximum of 5 Fuse names can be displayed on each screen, it acknowledge the blown FUSE.
requires 2 screens to display all eight (8) Fuse names. The FUSE name is then displayed normally, (not highlighted in white), and
without the ■ prompt.
FUSE Screen (NEW TRIP - Unacknowledged)
However, the state of the FUSE will remain unchanged until it is physically
replaced.
If the FUSE screen is requested for display while there is an
unacknowledged trip of one of its members, the screen appears with the If a CB trips while the FUSE screen is displayed, a ‘NEW TRIP’ message
unacknowledged FUSE name highlighted with black text over white will be displayed along with the associated soft key. Selection of the NEW
background and the left-most ■ prompt. TRIP soft key (6R) will display the OUT/LOCK screen with the newly
tripped breaker displayed.
The following two options are available:
If CB MENU soft key is selected, the CB MENU screen will be displayed.
• Selection of the NEW TRIP soft key (6R) will display the
OUT/LOCK screen with the newly blown FUSE name highlighted
indicating that it is not yet acknowledged.
• Selection of the left-most prompt ■ (3L) will acknowledge the blown
FUSE. The FUSE name is then displayed normally, (not
highlighted in white), and without the ■ prompt. However, the state
of the FUSE will remain unchanged since it must be physically
replaced.
OUT / LOCK Screen (FUSE blown - Unacknowledged)
Selection of the NEW TRIP soft key (6R) on the previous FUSE screen will
display the OUT/LOCK screen with the newly blown FUSE name
highlighted with black text over white background and the left-most ■
prompt, indicating that it is not yet acknowledged.
Selection of the left-most prompt ■ (1L) will acknowledge the blown FUSE.
The FUSE name is then displayed normally, (not highlighted in white), and
without the prompt. However, the state of the FUSE will remain unchanged
until it is physically replaced.
ATA 24-50 - Page 178

CB Menus
ATA 24-50 - Page 179

CB LOCKOUT (NAV Screen)

MAINT (Maintenance) Screen
Upon selection of a soft key, the system selected will display its member
The MAINT (maintenance) screen will be displayed upon selection of the SSPCs in alphabetical order with each SSPCs current status.
‘MAINT’ left most prompt ◄ from the CB MENU screen.
The CB LOCKOUT screen allows SSPCs to be changed as follows:
The MAINT screen will only be available for selection when the aircraft is in
maintenance mode: • From the LOCK state to the OUT state
• From the OUT state to the LOCK state
• Airplane on the Ground. • From the IN state to the LOCK state
• Airspeed below 50 knots.
However, the CB LOCKOUT screen does not allow SSPCs to be changed
The following screen selections are available from the MAINT screen: directly from the LOCK state to the IN state. This task must be
accomplished on the CB BY SYS screen
• CB LOCKOUT
• LOAD SHED ENAB CORE Screen
• ENAB CORE
• INV RESET The MCDU provides the capability to close aircraft essential SSPCs
following installation of a replacement SPDA LRM by selecting the left-
Each screen selection will be available, as indicated by a left page branch most prompt (2L) for "ENABLE CORE CBS” from the ENAB CORE screen.
prompt when its respective preconditions are satisfied.
The core CBs are those SSPCs, which are powered by the Essential
CB LOCKOUT Screen Buses. These are shown in the Appendix marked with a ‘X’ in the ATA
utility chapter column.
The MCDU provides the capability to lock out certain SSPCs via soft key
selection of “CB LOCKOUT” from the previously shown MAINT screen.
The function of the CB LOCKOUT screen is to provide manual control over

locking the SSPCs OUT, or resetting a SSPC from LOCK to OUT, and
displaying that via the MCDU.
The CB LOCKOUT screen has the systems arranged alphabetically with a

maximum of five systems in each column. Three CB LOCKOUT screens
are required to display all the systems having SSPCs.
Each system is associated with a soft key by means of a page branch

prompt (◄or►).
ATA 24-50 - Page 180

CB Menus
ATA 24-50 - Page 181

ENAB CORE Screen (In Progress)
After selecting the left-most prompt ■ (2L) for "ENABLE CORE CBS” from
the ENAB CORE screen, an “IN PROGRESS” screen will be displayed to
indicate the process of enabling core CBs has been initiated.
ENAB CORE Screen (After Successful Enable)
After all relevant SSPCs are confirmed to be closed (or open), the ENAB
CORE screen displays “CORE CBS ENABLED”.
ENAB CORE Screen (After Unsuccessful Enable)
If one or more of the SSPCs fail to close or open after selecting “ENAB
CORE CBS”, the message “CORE CBS FAILED” will be displayed.
INV RESET Screen
If the Static Inverter internal fault monitor logic detects a problem, a

discrete status signal is sent to SPDA1 to coordinate a Static Inverter
shutdown, as necessary.
SPDA1 will reset a Static Inverter faults two times within a given flight. On
the third detected fault, the Static Inverter will be turned off.
A Static Inverter power up reset (removal of all power from the unit and
subsequent reapplication of power) will allow reset of this fault condition. In
addition, the MCDU provides the capability to reset the Static Inverter on
the ground with airspeed less than 50 knots by selecting the left most
prompt ◄ corresponding to “INV RESET” on the MAINT screen.
ATA 24-50 - Page 182

CB Menus
ATA 24-50 - Page 183

INV RESET Screen (In Progress)
After selecting the left-most prompt ■ (2L) for "INV RESET” from the INV
RESET screen, an “IN PROGRESS” screen will be displayed to indicate
the process of resetting the Static Inverter has been initiated.
INV RESET Screen (After Successful Reset)
After a successful Static Inverter reset has been confirmed, the INV
RESET screen displays “INV RESET” in green.
INV RESET Screen (After Unsuccessful Reset)
If the Static Inverter fails to reset, the message “INV NOT RESET” will be
displayed in red and the operator may try a subsequent reset from the INV
RESET page.
LOAD SHED Screen
Load restoration can be initiated when on the ground from the MAINT
Screen by selecting the left-most prompt ■ (2L) for "LOAD SHED RESET”.
The reset will occur within 10 seconds of selection.
ATA 24-50 - Page 184

CB Menus
ATA 24-50 - Page 185

LOAD SHED Restoration Sequence
Load restoration will occur in the following sequence as a result of a

successful LOAD SHED RESET:
1. Window Heat Control Unit #2 (if Window Heat Control Unit #1 is

operative)
2. Galley 2 Feed 3 (Ovens #1 and #2)
3. Galley 3 Feed 4 (Oven)
4. Galley 3 Feed 1 / Galley 2 Feed 1 (Coffee Makers)
5. Galley Heater
6. Galley 3 Feed 5 (Chiller)
LOAD SHED Screen (In Progress)
An “IN PROGRESS” screen for load shed reset will be displayed during the
ten seconds required for the load restoration process.
LOAD SHED Screen (After Successful Reset)
If restoration of loads is successful, the message LOAD SHED RESET will

be displayed in green.
LOAD SHED Screen (After Unsuccessful Reset)
If loads are not successfully restored, the message LOAD SHED FAIL will
be displayed in red. Further attempts to reset may be tried.
ATA 24-50 - Page 186

CB Menus
ATA 24-50 - Page 187

CORE CB LIST
ATA ATA Name MCDU Name ERJ170 ERJ190 ECJ190 LRU Power Bus Type Location
21 COOL EBAY EMER FAN HI/LO CORE CB CORE CB CORE CB SPDA2 DC ESS 3 SSPC 02_06_02
21 ECS DIST RAM AIR VLV CLS CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_12
21 ECS DIST RAM AIR VLV OPN CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_10
22 DISP CTRL AFCS PANEL PWR1 CORE CB CORE CB CORE CB SPDA1 DC ESS 1 SSPC 01_07_08
22 DISP CTRL DCU 1 CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_07
24 APU ABC CMD PWR CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_07
24 ELEC FLAT BATT PROT CORE CB CORE CB CORE CB SPDA1 DC ESS 1 SSPC 01_07_02
24 ELEC IDG 1 DISCONNECT CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_01
24 ELEC IDG 2 DISCONNECT CORE CB CORE CB CORE CB SPDA2 DC ESS 3 SSPC 02_06_01
24 ELEC RAT DEPLOY CORE CB CORE CB CORE CB SPDA1 DC ESS 1 SSPC 01_07_06
24 ELEC RAT TEST CORE CB CORE CB CORE CB SPDA1 DC ESS 1 SSPC 01_07_04
26 FIRE PROT CRG AFT HRD PWR1 CORE CB CORE CB CORE CB SPDA1 DC ESS 3 SSPC 01_13_08
26 FIRE PROT CRG AFT HRD PWR2 CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_10
26 FIRE PROT CRG AFT LRD PWR1 CORE CB CORE CB CORE CB SPDA1 DC ESS 3 SSPC 01_13_11
26 FIRE PROT CRG AFT LRD PWR2 CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_12
26 FIRE PROT CRG FWD HRD PWR1 CORE CB CORE CB CORE CB SPDA1 DC ESS 3 SSPC 01_13_04
26 FIRE PROT CRG FWD HRD PWR2 CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_08
26 FIRE PROT CRG FWD LRD PWR1 CORE CB CORE CB CORE CB SPDA1 DC ESS 3 SSPC 01_13_03
26 FIRE PROT CRG FWD LRD PWR2 CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_11
ATA 24-50 - Page 188

CORE CB LIST
27 FLT CTRL YAW TRIM PWR CORE CB CORE CB CORE CB SPDA1 DC ESS 3 SSPC 01_13_07
28 APU APU FUEL SOV CLS CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_03
28 APU APU FUEL SOV OPN CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_06
28 FUEL XFEED CLOSE CORE CB CORE CB CORE CB SPDA2 DC ESS 3 SSPC 02_06_05
28 FUEL XFEED OPEN CORE CB CORE CB CORE CB SPDA2 DC ESS 3 SSPC 02_06_06
29 HYD FLV CMD CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_09
29 HYD PUV CMD CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_09
31 FDR CVR DVDR 2 CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_11
31 FDR CVR FDR ACCEL CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_05
32 LDG GEAR BRAKE INBD SOV CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_05
32 LDG GEAR BRAKE OUTBD SOV CORE CB CORE CB CORE CB SPDA1 DC ESS 1 SSPC 01_07_07
32 LDG GEAR LG LEVER LoCK CORE CB CORE CB CORE CB SPDA1 DC ESS 3 SSPC 01_13_12
33 LTS CABIN CLNG LT DC ESS1 CORE CB CORE CB N/A SPDA1 DC ESS 1 SSPC 01_07_01
34 NAV TRANSPONDER 1 CORE CB CORE CB CORE CB SPDA1 DC ESS 1 SSPC 01_07_10
49 APU APU FADEC CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_06
49 APU ASC CMD PWR CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_03
80 ENGINE E1 START VLV CORE CB CORE CB CORE CB SPDA2 DC ESS 1 SSPC 02_04_04
80 ENGINE E2 START VLV CORE CB CORE CB CORE CB SPDA2 DC ESS 2 SSPC 02_05_04
ATA 24-50 - Page 189

CB LIST (USED)
21 COOL EBAY EBAY FWD FLOW DC1 USED USED USED SPDA1 DC 1 SSPC 01_03_11
21 COOL EBAY EBAY FWD FLOW GSV USED USED USED SPDA1 DC GND SVC SSPC 01_02_11
21 COOL EBAY EBAY MID FLOW DC2 USED USED USED SPDA2 DC 2 SSPC 02_03_11
21 COOL EBAY EBAY MID FLOW GSV USED USED USED SPDA2 DC GND SVC SSPC 02_07_11
21 COOL EBAY EMRG FAN EBAY FWD USED USED USED EICC AC ESS TCB CB25
21 COOL EBAY EMRG FAN EBAY MID USED USED USED EICC AC ESS TCB CB30
21 COOL EBAY FAN 1 EBAY FWD USED USED USED LICC AC GND SVC TCB CB20
21 COOL EBAY FAN 1 EBAY MID USED USED USED LICC AC GND SVC TCB CB21
21 COOL EBAY FAN 2 EBAY FWD USED USED USED RICC AC 2 TCB CB18
21 COOL EBAY FAN 2 EBAY MID USED USED USED RICC AC 2 TCB CB15
21 ECS DIST ADD HEAT VLV1 USED USED USED SPDA2 DC 1 SSPC 02_02_06
21 ECS DIST ADD HEAT VLV2 USED USED USED SPDA2 DC 2 SSPC 02_03_04
21 ECS DIST LH RECIRC FAN USED USED USED LICC AC 1 TCB CB15
21 ECS DIST RH RECIRC FAN USED USED USED RICC AC 2 TCB CB19
23 COM VHF 2 USED USED USED SPDA2 DC 2 SSPC 02_03_05
24 CKPT CBP CBP AC1 PWR USED USED USED LICC AC 1 TCB CB02
24 CKPT CBP CBP AC2 PWR USED USED USED RICC AC 2 TCB CB27
24 CKPT CBP CBP DC ESS1 PWR1 USED USED USED EICC DC ESS 1 TCB CB34
ATA 24-50 - Page 190

CB LIST (USED)
24 CKPT CBP CBP DC ESS2 PWR1 USED USED USED RICC DC ESS 2 TCB CB09
24 CKPT CBP CBP DC1 PWR1 USED USED USED LICC DC 1 TCB CB07
24 CKPT CBP CBP DC2 PWR1 USED USED USED RICC DC 2 TCB CB03
24 CKPT CBP CBP HOT BUS1 PWR USED USED USED EICC HOT BATT 1 TCB CB18
24 CKPT CBP CBP HOT BUS2 PWR USED USED USED AICC HOT BATT 2 TCB CB15
ATA 24-50 - Page 191

CB LIST (USED)
24 ELEC AETC AC1 PWR USED USED USED LICC AC 1 TCB CB03
24 ELEC AETC AC2 PWR USED USED USED RICC AC 2 TCB CB01
24 ELEC AGCU PWR1 USED USED USED LICC DC 1 TCB CB38
24 ELEC AGCU PWR2 USED USED USED RICC DC 2 TCB CB32
24 ELEC BC1 CMD PWR USED USED USED EICC HOT BATT 1 TCB CB19
24 ELEC BC2 CMD PWR USED USED USED AICC HOT BATT 2 TCB CB02
24 ELEC DC BKUP/CTRL PWR USED USED USED EICC DC ESS 1 TCB CB16
24 ELEC EC1 CMD PWR USED USED USED LICC DC 1 TCB CB43
24 ELEC EC2 CMD PWR USED USED USED RICC DC 2 TCB CB33
24 ELEC EPM PWR1 USED USED USED LICC DC 1 TCB CB42
24 ELEC ETC1 CMD PWR1 USED USED USED EICC DC ESS 1 TCB CB08
24 ELEC ETC1 CMD PWR2 USED USED USED RICC DC ESS 2 TCB CB52
24 ELEC ETC2 CMD PWR1 USED USED USED RICC DC ESS 2 TCB CB53
24 ELEC ETC2 CMD PWR2 USED USED USED EICC DC ESS 1 TCB CB15
24 ELEC GCU1 PWR1 USED USED USED LICC DC 1 TCB CB44
24 ELEC GCU1 PWR2 USED USED USED RICC DC 2 TCB CB41
24 ELEC GCU1 PWR3 USED USED USED EICC DC ESS 1 TCB CB13
24 ELEC GCU2 PWR1 USED USED USED RICC DC 2 TCB CB34
24 ELEC GCU2 PWR2 USED USED USED LICC DC 1 TCB CB39
24 ELEC GCU2 PWR3 USED USED USED RICC DC ESS 2 TCB CB54
24 ELEC INVERTER PWR USED USED USED EICC DC ESS 1 TCB CB17
ATA 24-50 - Page 192

CB LIST (USED)
24 ELEC OV SNSR RLY OPTION OPTION USED AICC HOT BATT 2 TCB CB09
24 ELEC RAT HEATER USED USED USED SPDA1 AC GND SVC SSPC 01_16_09
24 ELEC REM CBP AC2 OPTION OPTION USED RICC AC 2 TCB CB55
24 ELEC RLY CMD PWR1 USED USED USED LICC DC 1 TCB CB45
24 ELEC RLY CMD PWR2 USED USED USED RICC DC 2 TCB CB35
24 ELEC RLY CMD PWR3 USED USED USED EICC DC ESS 1 TCB CB02
24 ELEC STAT BIT ESS1 USED USED USED EICC DC ESS 1 TCB CB03
24 ELEC STAT BIT PWR1 USED USED USED LICC DC 1 TCB CB46
24 ELEC STAT BIT PWR2 USED USED USED RICC DC 2 TCB CB30
24 ELEC TRU ESS PWR USED USED USED EICC AC ESS TCB CB26
24 ELEC TRU1 PWR USED USED USED LICC AC GND SVC TCB CB04
24 ELEC TRU2 PWR USED USED USED RICC AC 2 TCB CB29
24 ELEC TRUEC CMD PWR1 USED USED USED EICC DC ESS 1 TCB CB09
24 ELEC TRUEC CMD PWR2 USED USED USED RICC DC ESS 2 TCB CB46
24 N/A FUSE AF1 USED USED USED AICC N/A FUSE
24 N/A FUSE AF2 USED USED USED AICC N/A FUSE
24 N/A FUSE EF1 USED USED USED EICC N/A FUSE
ATA 24-50 - Page 193

CB LIST (USED)
24 N/A FUSE RF1 USED USED USED RICC N/A FUSE
24 N/A FUSE RF2 USED USED USED RICC N/A FUSE
24 SPDA FEED SPDA1 AC GND SVC USED USED USED LICC AC GND SVC TCB CB24
24 SPDA FEED SPDA1 DC ESS1 USED USED USED EICC DC ESS 1 TCB CB05
24 SPDA FEED SPDA1 DC GND SVC USED USED USED LICC DC GND SVC TCB CB30
24 SPDA FEED SPDA1 DC1 PWR1 USED USED USED LICC DC 1 TCB CB09
24 SPDA FEED SPDA1 DC1 PWR2 USED USED USED LICC DC 1 TCB CB10
24 SPDA FEED SPDA1 DC2 PWR1 USED USED USED RICC DC 2 TCB CB06
24 SPDA FEED SPDA1 DC2 PWR2 USED USED USED RICC DC 2 TCB CB07
24 SPDA FEED SPDA1 I/O MOD 11 USED USED USED RICC DC ESS 2 TCB CB49
24 SPDA FEED SPDA1 I/O MOD 19 USED USED USED EICC DC ESS 1 TCB CB01
24 SPDA FEED SPDA1 PWR SPLY 1 USED USED USED LICC DC 1 TCB CB51
24 SPDA FEED SPDA1 PWR SPLY 2 USED USED USED RICC DC ESS 2 TCB CB48
24 SPDA FEED SPDA1 PWR SPLY 3 USED USED USED EICC DC ESS 1 TCB CB04
24 SPDA FEED SPDA1 PWR SPLY 4 USED USED USED LICC DC GND SVC TCB CB33
24 SPDA FEED SPDA2 AC1 PWR USED USED USED LICC AC 1 TCB CB16
24 SPDA FEED SPDA2 AC2 PWR USED USED USED RICC AC 2 TCB CB17
ATA 24-50 - Page 194

CB LIST (USED)
24 SPDA FEED SPDA2 DC ESS2 USED USED USED RICC DC ESS 2 TCB CB14
24 SPDA FEED SPDA2 DC GND SVC USED USED USED LICC DC GND SVC TCB CB31
24 SPDA FEED SPDA2 DC1 PWR USED USED USED LICC DC 1 TCB CB50
24 SPDA FEED SPDA2 DC2 PWR USED USED USED RICC DC 2 TCB CB08
24 SPDA FEED SPDA2 I/O MOD 11 USED USED USED RICC DC ESS 2 TCB CB50
24 SPDA FEED SPDA2 I/O MOD 9 USED USED USED EICC DC ESS 1 TCB CB07
24 SPDA FEED SPDA2 PWR SPLY 1 USED USED USED RICC DC 2 TCB CB40
24 SPDA FEED SPDA2 PWR SPLY 2 USED USED USED RICC DC ESS 2 TCB CB45
24 SPDA FEED SPDA2 PWR SPLY 3 USED USED USED EICC DC ESS 1 TCB CB10
24 SPDA FEED SPDA2 PWR SPLY 4 USED USED USED LICC DC GND SVC TCB CB34
25 GALLEY AC OUTLET CMD USED USED USED SPDA2 DC GND SVC SSPC 02_07_10
25 GALLEY AC OUTLET PWR USED USED USED LICC AC GND SVC TCB CB27
25 GALLEY GALLEY 3 CTRL USED USED USED LICC DC 1 TCB CB49
25 IFE IFE AC BUS 1 OPTION OPTION USED LICC AC 1 TCB CB29
25 IFE IFE AC GND SVC OPTION OPTION USED LICC AC GND SVC TCB CB05
25 IFE IFE CTRL OPTION OPTION USED SPDA2 DC ESS 3 SSPC 02_06_12
25 IFE IFE DC GND SVC OPTION OPTION USED LICC DC GND SVC TCB CB11
ATA 24-50 - Page 195

CB LIST (USED)
25 IFE IFE POWER OPTION OPTION USED RICC AC 2 TCB CB22
25 INTERIOR INT FEED 12 DC1 N/A N/A USED SPDA2 DC 1 SSPC 02_02_09
25 INTERIOR INT FEED 8 GSVC N/A N/A USED SPDA2 DC GND SVC SSPC 02_07_09
26 FIRE PROT LAV AFT SMK DET USED USED USED RICC DC ESS 2 TCB CB51
27 FLT CTRL FLAP ACE1 AC PWR USED USED USED EICC AC ESS TCB CB24
27 FLT CTRL FLAP ACE2 AC PWR USED USED USED RICC AC 2 TCB CB16
27 FLT CTRL PITCH TRIM 1 AC N/A USED USED LICC AC 1 TCB CB28
27 FLT CTRL PITCH TRIM 1 PWR USED N/A N/A LICC DC 1 TCB CB06
27 FLT CTRL PITCH TRIM 2 AC N/A USED USED EICC AC ESS TCB CB27
27 FLT CTRL PITCH TRIM 2 PWR USED N/A N/A RICC DC ESS 2 TCB CB13
27 FLT CTRL ROLL TRIM PWR USED USED USED SPDA1 DC 2 SSPC 01_06_04
27 FLT CTRL SLAT ACE1 AC PWR USED USED USED LICC AC 1 TCB CB14
27 FLT CTRL SLAT ACE2 AC PWR USED USED USED EICC AC ESS TCB CB29
28 FUEL FUEL AC PUMP 1 USED USED USED LICC AC 1 TCB CB13
28 FUEL FUEL AC PUMP 2 USED USED USED EICC AC ESS TCB CB28
28 FUEL FUEL AUX SYSTEM N/A N/A USED RICC DC 2 TCB CB44
28 FUEL FUEL DC PUMP USED USED USED RICC DC ESS 2 TCB CB47
28 FUEL REFUELING 3 USED USED USED AICC HOT BATT 2 TCB CB08
29 HYD ACMP 1B CMD USED USED USED SPDA2 DC 2 SSPC 02_03_01
ATA 24-50 - Page 196

CB LIST (USED)
29 HYD HYD1 PUMP PWR USED USED USED RICC AC 2 TCB CB02
29 HYD HYD2 PUMP PWR USED USED USED LICC AC 1 TCB CB01
29 HYD HYD2 SOV USED USED USED AICC HOT BATT 2 TCB CB05
29 HYD HYD3 PUMP A PWR USED USED USED EICC AC ESS TCB CB20
29 HYD HYD3 PUMP B PWR USED USED USED RICC AC 2 TCB CB28
29 HYD PTU VALVE USED USED USED SPDA1 DC 1 SSPC 01_03_10
30 ICE RAIN ADS PROBE 1 HTR USED USED USED LICC DC 1 TCB CB54
30 ICE RAIN ADS PROBE 2 HTR USED USED USED LICC DC 1 TCB CB55
30 ICE RAIN ADS PROBE 4 HTR USED USED USED RICC DC 2 TCB CB36
30 ICE RAIN E1 NAI VLV USED USED USED SPDA1 DC 1 SSPC 01_04_01
30 ICE RAIN E2 NAI VLV USED USED USED SPDA2 DC 2 SSPC 02_03_10
30 ICE RAIN TAT 1 HEAT USED USED USED SPDA1 DC 1 SSPC 01_03_06
30 ICE RAIN TAT 2 HEAT USED USED USED SPDA1 DC 2 SSPC 01_06_06
30 ICE RAIN WINDSHIELD 1 CMD USED USED USED RICC DC 2 TCB CB42
30 ICE RAIN WINDSHIELD 1 PWR USED USED USED RICC AC 2 TCB CB21
30 ICE RAIN WINDSHIELD 2 CMD USED USED USED LICC DC 1 TCB CB41
30 ICE RAIN WINDSHIELD 2 PWR USED USED USED LICC AC 1 TCB CB17
WATER
30 DRAIN AFT HEAT USED USED USED SPDA1 AC GND SVC SSPC 01_16_05
WASTE
ATA 24-50 - Page 197

CB LIST (USED)
WATER
30 DRAIN FWD HEAT USED USED USED SPDA1 AC GND SVC SSPC 01_16_04
WASTE
31 FDR CVR DVDR 1 USED USED USED SPDA1 DC 2 SSPC 01_05_07
33 LTS CABIN ATTND LT AFT LH USED USED N/A SPDA2 DC 1 SSPC 02_02_12
33 LTS CABIN ATTND LT FWD LH USED USED USED SPDA1 DC 1 SSPC 01_04_11
33 LTS CABIN ATTND LT FWD RH USED USED N/A SPDA1 DC 1 SSPC 01_04_12
33 LTS CABIN CABIN LT FEED 1 N/A N/A USED RICC DC 2 TCB CB37
33 LTS CABIN CABIN LT FEED 2 N/A N/A USED RICC DC 2 TCB CB38
33 LTS CABIN CABIN LT FEED 3 N/A N/A USED LICC AC GND SVC TCB CB22
33 LTS CABIN CABIN LT FEED 4 N/A N/A USED LICC AC GND SVC TCB CB23
33 LTS CABIN CABIN LT FEED 5 N/A N/A USED LICC DC 1 TCB CB47
33 LTS CABIN CABIN LT FEED 6 N/A N/A USED LICC DC 1 TCB CB48
33 LTS CABIN CLNG LT AC USED USED N/A LICC AC GND SVC TCB CB22
33 LTS CABIN CLNG LT DC GSVC USED USED N/A SPDA1 DC GND SVC SSPC 01_02_01
33 LTS CABIN CLNG/LAV LT DC1 USED USED N/A SPDA2 DC 1 SSPC 02_02_03
33 LTS CABIN CLNG/LAV LT GSVC USED USED N/A SPDA2 DC GND SVC SSPC 02_07_03
33 LTS CABIN COURTESY LT GSVC USED USED USED LICC DC GND SVC TCB CB35
33 LTS CABIN DOOR LT AFT DC1 USED USED N/A SPDA2 DC 1 SSPC 02_02_05
33 LTS CABIN DOOR LT AFT GSVC USED USED N/A SPDA2 DC GND SVC SSPC 02_07_05
33 LTS CABIN DOOR LT FWD DC1 USED USED N/A SPDA1 DC 1 SSPC 01_04_03
33 LTS CABIN DOOR LT FWD GSVC USED USED N/A SPDA1 DC GND SVC SSPC 01_02_03
33 LTS CABIN EMER AFT BAT HTR USED USED USED RICC DC 2 TCB CB39
ATA 24-50 - Page 198

CB LIST (USED)
33 LTS CABIN EMER LT BAT HTR N/A USED USED LICC DC 1 TCB CB53
33 LTS CABIN GLY LT FWD DC1 USED USED N/A SPDA1 DC 1 SSPC 01_04_05
33 LTS CABIN GLY LT FWD GSVC USED USED N/A SPDA1 DC GND SVC SSPC 01_02_05
33 LTS CABIN LAV LT FWD DC1 USED USED N/A SPDA1 DC 1 SSPC 01_04_07
33 LTS CABIN LAV LT FWD GSVC USED USED N/A SPDA1 DC GND SVC SSPC 01_02_07
33 LTS CABIN READ LT AFT RH USED USED N/A RICC DC 2 TCB CB37
33 LTS CABIN READ LT FWD RH USED USED N/A RICC DC 2 TCB CB38
33 LTS CABIN READ LT MID LH N/A USED N/A SPDA1 DC 2 SSPC 01_05_01
33 LTS CABIN READ LT MID RH N/A USED N/A SPDA1 DC 2 SSPC 01_05_06
33 LTS CABIN READ LTS AFT LH USED USED N/A LICC DC 1 TCB CB48
33 LTS CABIN READ LTS FWD LH USED USED N/A LICC DC 1 TCB CB47
33 LTS CABIN SIDEWALL LT USED USED N/A LICC AC GND SVC TCB CB23
33 LTS CMPT CRG AFT CMPT LTS USED USED N/A SPDA2 DC GND SVC SSPC 02_07_02
33 LTS CMPT CRG AFT CMPT LTS N/A N/A USED SPDA2 DC GND SVC SSPC 02_07_06
33 LTS CMPT CRG AFT DOOR LT USED USED N/A SPDA2 DC GND SVC SSPC 02_07_06
33 LTS CMPT CRG FWD LT USED USED N/A LICC DC GND SVC TCB CB32
33 LTS CMPT FWD COMPT LTS N/A N/A USED SPDA2 DC GND SVC SSPC 02_07_02
33 LTS CMPT SVC COMPT LT PWR N/A N/A USED LICC DC GND SVC TCB CB32
ATA 24-50 - Page 199

CB LIST (USED)
33 LTS CMPT SVC COMPT LTS USED USED USED SPDA2 DC GND SVC SSPC 02_07_01
33 LTS EXT LANDING LT LH USED USED USED SPDA2 AC 1 SSPC 02_13_01
33 LTS EXT LANDING LT NOSE USED USED USED SPDA1 AC GND SVC SSPC 01_16_06
33 LTS EXT LANDING LT RH USED USED USED SPDA2 AC 2 SSPC 02_14_08
33 LTS EXT LOGO LTS USED USED USED SPDA2 DC 2 SSPC 02_03_06
33 LTS EXT NAV LTS MAIN USED USED USED SPDA2 AC 2 SSPC 02_14_07
33 LTS EXT NAV LTS STBY USED USED USED SPDA2 AC 1 SSPC 02_13_08
33 LTS EXT RED BCN LTS USED USED USED SPDA2 AC 1 SSPC 02_13_03
33 LTS EXT STROBE LT USED USED USED SPDA2 AC 2 SSPC 02_14_06
33 LTS EXT TAXI LT LH USED USED USED SPDA2 AC 1 SSPC 02_13_02
33 LTS EXT TAXI LT NOSE USED USED USED SPDA1 AC GND SVC SSPC 01_16_07
33 LTS EXT TAXI LT RH USED USED USED SPDA2 AC 2 SSPC 02_14_09
33 LTS EXT WING INSP LTS USED USED USED SPDA2 DC 1 SSPC 02_02_01
34 NAV DME 2 USED USED USED SPDA2 DC 2 SSPC 02_03_03
34 NAV MRC 2 USED USED USED SPDA2 DC 2 SSPC 02_03_09
34 NAV RALT 1 USED USED USED SPDA2 DC 1 SSPC 02_02_07
34 NAV TCAS USED USED USED SPDA1 DC 2 SSPC 01_05_09
34 NAV TRANSPONDER 2 USED USED USED SPDA2 DC 2 SSPC 02_03_08
34 NAV VOR/ILS 2 USED USED USED SPDA2 DC 2 SSPC 02_03_07
34 NAV WX RADAR USED USED USED SPDA1 DC 1 SSPC 01_03_01
35 PAX OXY OXY DEPLOY 1 USED USED USED SPDA1 DC 1 SSPC 01_03_02
ATA 24-50 - Page 200

CB LIST (USED)
35 PAX OXY OXY DEPLOY 2 USED USED USED SPDA1 DC 2 SSPC 01_06_05
WATER
38 TOILET AFT DC1 USED USED N/A SPDA2 DC 1 SSPC 02_02_09
WASTE
WATER
38 TOILET AFT GSVC USED USED N/A SPDA2 DC GND SVC SSPC 02_07_09
WASTE
WATER
38 TOILET FWD DC1 USED USED N/A SPDA1 DC 1 SSPC 01_04_09
WASTE
WATER
38 TOILET FWD GSVC USED USED N/A SPDA1 DC GND SVC SSPC 01_02_09
WASTE
WATER
38 WASTE VAC BLOWER USED USED USED LICC AC GND SVC TCB CB26
WASTE
WATER
38 WATER COMPRESSOR OPTION OPTION USED SPDA1 AC GND SVC SSPC 01_16_01
WASTE
WATER
38 WATER WASTE HTR USED USED USED LICC AC GND SVC TCB CB25
WASTE
WATER
38 WATER WASTE CTRL1 USED USED USED LICC DC GND SVC TCB CB36
WASTE
WATER
38 WATER WASTE CTRL2 USED USED USED LICC DC 1 TCB CB40
WASTE
WATER
38 WATER WASTE CTRL3 USED USED USED AICC HOT BATT 2 TCB CB03
WASTE
74 ENGINE E1 IGN EXC 1B USED USED USED SPDA2 AC 1 SSPC 02_13_07
74 ENGINE E2 IGN EXC 2B USED USED USED SPDA2 AC 2 SSPC 02_14_04
74 ENGINE ENG 1 EXCITER 1A USED USED USED EICC AC STBY TCB CB21
74 ENGINE ENG 2 EXCITER 2A USED USED USED EICC AC STBY TCB CB22
76 ENGINE E1 TLA IDLE LoCK USED USED USED SPDA1 DC 1 SSPC 01_03_03
76 ENGINE E2 TLA IDLE LoCK USED USED USED SPDA1 DC 2 SSPC 01_06_07
77 ENGINE ENG VIB CTL USED USED USED RICC AC 2 TCB CB25
78 ENGINE E1 REVERSER USED USED USED LICC DC 1 TCB CB37
78 ENGINE E2 REVERSER USED USED USED RICC DC 2 TCB CB31
80 ENGINE E1 TR COWL LoCK USED USED USED SPDA1 DC 1 SSPC 01_04_08
80 ENGINE E2 TR COWL LoCK USED USED USED SPDA1 DC 2 SSPC 01_05_08
ATA 24-50 - Page 201

CB LIST (OPTIONS)
21 COOL CBAY CARGO BAY SOV OPTION OPTION OPTION SPDA1 DC 2 SSPC 01_05_04
21 COOL CBAY CARGO FAN OPTION OPTION N/A SPDA2 AC 1 SSPC 02_13_04
21 ECS DIST GASPER VLV CLS OPTION OPTION N/A SPDA2 DC 1 SSPC 02_02_04
21 ECS DIST GASPER VLV OPN OPTION OPTION N/A SPDA2 DC 1 SSPC 02_02_08
23 COM HF PWR AMPLIFIER OPTION OPTION OPTION RICC DC 2 TCB CB43
23 COM SATCOM DAU OPTION OPTION OPTION SPDA1 DC 1 SSPC 01_04_02
23 COM SATCOM PWR AMPL OPTION OPTION OPTION SPDA1 DC 1 SSPC 01_04_06
23 COM VHF 3 OPTION OPTION OPTION SPDA2 DC 1 SSPC 02_02_02
24 ELEC LD SHED RLY OPTION OPTION OPTION SPDA2 DC GND SVC SSPC 02_07_04
24 ELEC REM CBP AC1 OPTION OPTION N/A LICC AC 1 TCB CB12
24 ELEC REM CBP DC2 OPTION OPTION N/A RICC DC 2 TCB CB44
24 ELEC REM CBP DCGNDSVC OPTION OPTION OPTION LICC DC GND SVC TCB CB56
25 GALLEY GALLEY DC FEED OPTION OPTION N/A SPDA1 DC GND SVC SSPC 01_02_02
25 GALLEY GALLEY FEED 1 OPTION OPTION N/A LICC AC 1 TCB CB18
25 GALLEY GALLEY FEED 2-5 OPTION OPTION OPTION RICC AC 2 TCB CB20
25 GALLEY GALLEY FEED 3 OPTION OPTION OPTION RICC AC 2 TCB CB23
25 GALLEY GALLEY FEED 4 OPTION OPTION N/A LICC AC 1 TCB CB19
25 GALLEY GALLEY G1/G3 OPTION OPTION N/A SPDA1 AC GND SVC SSPC 01_16_08
25 INTERIOR INT FEED 10 DC1 N/A N/A OPTION SPDA2 DC 1 SSPC 02_02_03
21 COOL CBAY CARGO BAY SOV OPTION OPTION OPTION SPDA1 DC 2 SSPC 01_05_04
ATA 24-50 - Page 202

CB LIST (OPTIONS)
25 INTERIOR INT FEED 4 GSVC N/A N/A OPTION SPDA1 AC GND SVC SSPC 01_16_08
25 INTERIOR INT FEED 5 GSVC N/A N/A OPTION SPDA1 DC GND SVC SSPC 01_02_02
25 INTERIOR INTERIOR FEED 1 N/A N/A OPTION LICC AC 1 TCB CB12
30 ICE RAIN DOORSILL HTR OPTION OPTION OPTION RICC AC 2 TCB CB26
33 FIRE PROT LAV AFT2 SMK DET N/A OPTION OPTION SPDA2 DC ESS 3 SSPC 02_06_03
33 LTS CABIN ATTND LT AFT RH OPTION OPTION N/A SPDA2 DC 1 SSPC 02_02_10
33 LTS CABIN CABIN LT 10 GSVC N/A N/A OPTION SPDA2 DC GND SVC SSPC 02_07_07
33 LTS CABIN CABIN LT 12 DC1 N/A N/A OPTION SPDA2 DC 1 SSPC 02_02_12
ATA 24-50 - Page 203

CB LIST (OPTIONS)
33 LTS CABIN CABIN LT 19 ESS1 N/A N/A OPTION SPDA1 DC ESS 1 SSPC 01_07_01
33 LTS CABIN LAV LT AFT2 DC1 N/A OPTION N/A SPDA2 DC 1 SSPC 02_02_11
33 LTS CABIN LAV LT AFT2 GSVC N/A OPTION N/A SPDA2 DC GND SVC SSPC 02_07_07
34 NAV ADF 2 OPTION OPTION OPTION SPDA2 DC 2 SSPC 02_03_12
34 NAV LSS OPTION OPTION OPTION SPDA1 DC 2 SSPC 01_05_10
34 NAV RALT 2 OPTION OPTION OPTION SPDA1 DC 2 SSPC 01_05_03
34 NAV RALT 3 OPTION OPTION OPTION SPDA1 DC ESS 3 SSPC 01_13_10
34 NAV VOR/ILS 3 OPTION OPTION OPTION SPDA1 DC 1 SSPC 01_03_07
36 PNEUMATIC LH FAID CMD CLS OPTION N/A N/A SPDA1 DC 1 SSPC 01_03_05
36 PNEUMATIC LH FAID CMD OPN OPTION N/A N/A SPDA1 DC 1 SSPC 01_03_04
36 PNEUMATIC RH FAID CMD CLS OPTION N/A N/A SPDA1 DC 2 SSPC 01_06_08
36 PNEUMATIC RH FAID CMD OPN OPTION N/A N/A SPDA1 DC 2 SSPC 01_06_03
NOTE: CORE CB to LTS CABIN not available to ECJ190
ATA 24-50 - Page 204

Notes:
ATA 24-50 - Page 205

ELECTRICAL SYSTEM INDICATION
Introduction
The Electrical Power Generation and Distribution System (EPGDS)

communications scheme provides an interface with the Avionics Standard
Communications Bus (ASCB), enabling the EPGDS to provide system
information via the Modular Avionic Units (MAUs) to the Cockpit Indicating
and Crew Alerting system.
On the interactive EPGDS communications schematic, you can view the

different components, their locations and their functions within the
Electrical Power Generation and Distribution System.
ATA 24-50 - Page 206

Cursor Control Device
ATA 24-50 - Page 207

EPGDS SYNOPTIC PAGE
To display the Electrical synoptic page select ELECTRICAL on the MFD

using the CCD.
MFD ELECTRICAL SYSTEM SYNOPTIC PAGE
Operation of the electrical system can be monitored by the flight crew on

the MFD Electrical System Synoptic Page, which consists of both analog
and discrete data.
Analog data is used to display actual values like voltage, current and
generator frequencies, while discrete data is used to indicate electrical flow
paths, conditions of batteries and generators.
ATA 24-50 - Page 208

ATA 24-50 - Page 209

MFD ELECTRICAL SYNOPTIC PAGE
Engine AC generators
• The IDG icon outline is displayed in green when it is producing

power and voltage above 90 VAC
• Normal voltage, frequency and load readouts are green
• IDG icon is white when not producing power
• IDG icon is amber dashed for invalid information or a value out of

the valid range.
ATA 24-50 - Page 210

MFD Electrical Synoptic Page
ATA 24-50 - Page 211

AC EXTERNAL POWER
• AC GPU is displayed in green if conditions for AC GPU AVAIL

have been satisfied.
• AC GPU is not displayed if conditions for AC GPU AVAIL have not

been satisfied.
• AC GPU voltage (V), frequency (Hz), and load (KVA) are

displayed in green if conditions for AC GPU AVAIL have been
satisfied.
• AC GPU voltage (V), frequency (Hz), and load (KVA) are not
displayed if conditions for AC GPU AVAIL have not been satisfied.
ATA 24-50 - Page 212

ATA 24-50 - Page 213

EPGDS SYNOPTIC PAGE BATTERIES
• BATT 1 temperature (°C) is red if BATT 1 temp is greater than or

equal to 70°C (over temp condition).
• BATT 1 temperature (°C) is green if BATT 1 temp is less than 70

°C (normal condition).
• HOT BATT BUS 1 voltage (V) is always green reflecting values

transmitted over ASCB.
• BATT 2 temperature (°C) is red if BATT 2 temp is greater than or

equal to 70°C (over temp condition).
• BATT 2 temperature (°C) is green if BATT 2 temp is less than 70

°C (normal condition).
• HOT BATT BUS 2 voltage (V) is always green reflecting values

transmitted over ASCB.
• BATT 2 is green if HOT BATT BUS 2 voltage is greater than 18

VDC.
• BATT 2 is white if HOT BATT BUS 2 voltage is less than 10 VDC.
• BATT 1 is green if HOT BATT BUS 1 voltage is greater than 18

VDC.
• BATT 1 is white if HOT BATT BUS 1 voltage is less than 10 VDC.
ATA 24-50 - Page 214

ATA 24-50 - Page 215

EPGDS COMMUNICATIONS ARCHITECTURE communication module will connect to the processor modules via the
Peripheral Component Interconnect (PCI) bus. Only the active processor
will transmit data. Both the active and stand-by processors will read data
The Electrical Power Generation and Distribution System (EPGDS)
from the ASCB module.
communications scheme provides an interface with the Avionics Standard
Communications Bus (ASCB).
High bandwidth communications protocols such as ASCB cannot be
supported adequately on the IEEE-1394 buses. These interfaces are
This interface enables the EPGDS to acquire system information (such as
connected to the processors using a 33 MHz, 32 bit, Peripheral
weight on wheels status) from the Modular Avionic Units (MAUs). In
Component Interconnect (PCI) bus back plane. The two SPDA processors
addition, it enables the EPGDS to provide maintenance related information
share the PCI bus segment with the ASCB module.
to the Central Maintenance Computer (CMC) and crew alert messages to
the Engine Indication and Crew Alerting System (EICAS).
CROSS-CHANNEL COMMUNICATIONS
The GCUs and EPM transmit and receive data as needed for EPGDS
coordination via a dedicated 1553 communication bus. The cross-channels communications bus is used to coordinate the utility
and load management systems between the SPDAs and as a backup to
An independent Controller Area Network (CAN) communication bus (1553) ASCB. If one SPDA loses its aircraft interface, necessary data will be
is provided to allow data to be transferred between the Secondary Power relayed via the other SPDA to and from the avionics. Only the active
Distribution Assemblies (SPDAs). processors in each SPDA communicate on the bidirectional cross-channel
bus. The cross channel communications between SPDAs is implemented
An ARINC 429 communication scheme is utilized to allow data to be using the Controller Area Network (CAN) bus operating at 500K
transmitted between the GCUs and SPDAs, and between the SPDAs and bits/second. The cross-channel communications is a dual channel system
Multipurpose Control and Display Units (MCDUs). An additional ARINC for redundancy. The total wire length for each of the redundant buses is
429 bus scheme is implemented to enable communication with the Air 262 feet (80 meters) maximum.
Management System (AMS).
The GCUs, EPM, and SPDAs have a RS-485 communication interface for
their interrogation in a repair shop.
Another ARINC 429 interface is utilized to coordinate APU start activity

with the APU FADEC. The RS485 communication interface is provided on
the GCUs and EPM, and the RS232 communication interface is provided
on the SPDAs for interrogation of the controllers during repair shop visit.
MAIN AVIONICS INTERFACE
The main avionics communications interface used on the ERJ170 is the

Avionics Standard Communications Bus (ASCB). The SPDA architecture
characterizes ASCB as a high bandwidth interface. As such, the ASCB
ATA 24-50 - Page 216

Electrical Power Generation and Distribution

System (EPGDS) Schematic
ATA 24-50 - Page 217

CAS Messages List (FROM FIM 24-00-00)
ATA 24-50 - Page 218

Fault Code Index (IN FIM)
ATA 24-50 - Page 219

MAINTENANCE MESSAGE FIM REFERENCE
TASK 24-21-00-810-855-A
Different GLC 1 Status Sensed by AGCU and GCU 1
A. General
(1) This task is for fault code 2421001AGC (GLC1/AGCU/WRG

FAULT)
(2) The GCU 1 controls the GLC1.
B. Fault Description
(1) There is a disagreement between the AGCU and the GCU 1 as

they sense the GLC 1 status.
C. Probable causes
(1) Failure of the GLC 1 (AMM MPP 24-21-21/401) (AIPC 24-21-

21)
(2) Failure of the AGCU (AMM MPP 24-22-03/401) (AIPC 24-22-

03)
(3) Defective harness (WM 24-61-53)
(4) Defective harness in the LICC (AMM MPP 24-51-01/401) (AIPC

24-51-01)
(5) Defective harness in the RICC (AMM MPP 24-51-03/401)

(AIPC 24-51-03)
ATA 24-50 - Page 220

MFD CMC ACCESS (CO-PILOT ONLY)
ATA 24-50 - Page 221

ELECTRICAL SYSTEM DIAGNOSTIC TESTS
System Diagnostics Menu
Select System Diagnostics in the Maintenance menu by:
• Using the CCD No.2 touch pad to move the cursor to the System
Diagnostics Soft Key.
• Select the System diagnostics Soft Key by pushing one of the

enter keys on CCD no.2
• The System diagnostics menu is displayed and a list of member

systems organized by ATA chapter that have system diagnostic
pages associated with them are presented.
ATA 24-50 - Page 222

Electrical System Diagnostic Tests
ATA 24-50 - Page 223

Notes:
ATA 24-50 - Page 224

Electrical System Diagnostic Tests
ATA 24-50 - Page 225

Unpowered A/C
ATA 24-50 - Page 226

Batteries Only
ATA 24-50 - Page 227

Battery 2 Supplying APU Start Function
ATA 24-50 - Page 228

DC EXT Power Supplying APU Start Function
ATA 24-50 - Page 229

APU Generator Supplying A/C
ATA 24-50 - Page 230

APU GEN Supplying Airplane ALC Close

Command
ATA 24-50 - Page 231

A/C EXT Power Supplying Aircraft
ATA 24-50 - Page 232

AC EXT PWR Supplying Airplane - BTC Close

Command (Primary Control)
ATA 24-50 - Page 233

AC EXT PWR Supplying Airplane - BTC Close

Command (Secondary Control)
ATA 24-50 - Page 234

A/C EXT Power Supplying Ground SVC Buses
ATA 24-50 - Page 235

IDGS Supplying Aircraft (Ground Mode)
ATA 24-50 - Page 236

IDGS Supplying Airplane (Ground Mode) - GLC

Close Command
ATA 24-50 - Page 237

IDGS Supplying Airplane (Ground Mode) - Ground

Mode Determination
ATA 24-50 - Page 238

IDGS Supplying Aircraft (Air Mode)
ATA 24-50 - Page 239

IDGS Supplying Airplane (Air Mode) - AIR Mode

Determination
ATA 24-50 - Page 240

IDG 1 and APU GEN Supplying Aircraft
ATA 24-50 - Page 241

IDG 1 Supplying Aircraft
ATA 24-50 - Page 242

IDG 1 Supplying Airplane BTC Close Command
ATA 24-50 - Page 243

RAT and Batteries Supplying the Airplane (Air

Mode)
ATA 24-50 - Page 244

IDGS Supplying Airplane (Air Mode) - TRU 2

Failed
ATA 24-50 - Page 245

TRU1C or TRU2C Close Command - Primary

Control
ATA 24-50 - Page 246

TRU1C or TRU2C Close Command - Secondary

Control
ATA 24-50 - Page 247

IDGS Supplying Airplane (Air Mode) - AC BUS 1

Short
ATA 24-50 - Page 248

IDGS Supplying Airplane (Air Mode) - DC BUS 2

Short
ATA 24-50 - Page 249

IDGS Supplying Airplane (Air Mode) - DC ESS

BUS 3 Short
ATA 24-50 - Page 250

EICAS Messages
ATA 24-50 - Page 251

MEL
ATA 24-50 - Page 252

DDP
ATA 24-50 - Page 253

ATA 24-50 - Page 254

ATA 24-50 - Page 255

DC EXTERNAL POWER (24-61)

Introduction
DC EXTERNAL POWER switch is located on the DC External Power

Panel. It is a push-button latching switch. This switch provides control of
the External-Power-DC-Contactor (EPDC).
If acceptable external DC power quality exists with the DC EXTERNAL

POWER-switch in the OFF position, the DC EXTERNAL POWER
AVAILABLE lamp, located on the DC External Power Panel, will illuminate
via aircraft wiring, and the EXTERNAL POWER IN USE lamp will be OFF.
When the External DC Power Source is plugged in, power quality is
acceptable and the DC EXTERNAL POWER switch is closed, the External
Power DC Contactor (EPDC) will close. With the EPDC closed, the DC
EXTERNAL POWER IN USE lamp, located on the DC External Power
Panel, will illuminate via aircraft wiring, and the AVAIL lamp will be OFF.
An additional indication of DC GPU IN USE will be provided as a Crew
Alert System Advisory message. With the DC EXTERNAL POWER switch
in the OFF position, the EPDC will open.
ATA 24-61 - Page 256

DC External Power
AVAIL
IN USE
ATA 24-61 - Page 257

APU START WITH DC EXT PWR
The APU start function consists of two modes:
• APU Start with BATT2

• APU Start with DC EXT PWR
DC external power is routed through the aircraft DC power receptacle to

the External Power DC Contactor (EPDC). The external DC power is
controlled by dedicated system relay logic. The DC Ground Power Unit
Power (DC GPU PWR) switch (located on the DC External Power Panel)
enables control of the EPDC.
The EPDC closes when the following conditions exist.
• DC EXT PWR quality acceptable

• ABC open (auxiliary contact closed)
• DC GPU PWR switch latched in to ON position
The IN USE lamp (located on the DC External Power Panel) illuminates

and the AVAIL lamp extinguishes when the EPDC is closed.
The EPDC opens when the DC GPU PWR switch is selected to the OFF
position.
The AVAIL lamp (located on the DC External Power Panel) illuminates and
the IN USE lamp extinguishes when the following conditions exist.
• DC EXT PWR quality acceptable

• DC GPU PWR switch unlatched out to OFF position
A dedicated voltage sense relay provides DC EXT PWR over voltage

protection. Reverse polarity protection is provided through the physical
connector wiring interface. Additionally, a fuse is provided for over current
protection.
ATA 24-61 - Page 258

APU START WITH DC EXT PWR
ATA 24-61 - Page 259

APU START WITH DC EXT PWR (CONTINUED)
An APU start is initiated when the APU start command is received by

SPDA2 from the APU FADEC via ASCB message. If DC EXT PWR is
connected to the airplane, SPDA2 immediately reconfigures the DC system
to start the APU with power from DC EXT PWR.
ATA 24-61 - Page 260

APU START WITH DC EXT PWR (CONTINUED)
ATA 24-61 - Page 261

CAS CAUTION MESSAGE GPU CONNECTED
SPDA2 generates CAS Caution Message GPU CONNECTED when the

parking brake has been released while the AC ground power unit (AC
GPU) is still connected to the AC EXT PWR receptacle or the DC ground
power unit (DC GPU) is still connected to the DC EXT PWR panel. CAS
(MAU) inhibits the message during takeoff, landing, and in flight.
ATA 24-61 - Page 262

CAS Caution Message
ATA 24-61 - Page 263

Notes:
ATA 24-61 - Page 264

ATA 33 - LIGHTS
ATA 33-00 - Page 265

Copyright 2011 by EMBRAER S.A. All rights reserved. MTM Rev. 2
LIGHTS (33-00)
The LIGHTS includes these subsystems:
• COCKPIT (AMM SDS 33-10-00)

• PASSENGER CABIN (AMM SDS 33-20-00)
• CARGO AND SERVICE COMPARTMENTS (AMM SDS 33-30-00)
• EXTERNAL LIGHTS (AMM SDS 33-40-00)
• EMERGENCY LIGHTING (AMM SDS 33-50-00)
ATA 33-00 - Page 266

LIGHTS – ATA Breakdown
ATA 33-00 - Page 267

COCKPIT LIGHTING (33-10)

General Description
The cockpit lights system provides lighting to the work area, panels and
instruments, and consists of the following sub-systems:
• The cockpit lights system, which provides beam ambient lighting;

used on the side walls, seats, and floor of the crew station and
observer area.
• The instrument and control panel lights system, which provides

lighting for instruments, panels, and pushbuttons.
• The flood/storm lights system, which provides a proper lighting

level in the cockpit for the instruments and assures instrument
readability.
ATA 33-10 - Page 268

Cockpit Lighting
ATA 33-10 - Page 269

Components
The cockpit lights system includes the following components:
• One cockpit lights control panel, located on the overhead panel;
• Two dome lights located on the cockpit ceiling panels;
• One multi-channel dimmer, located on the forward e-bay;
• Two flood / storm light assemblies, located under the glareshield

panel;
• Two chart light assemblies, one for the pilot and other for the
copilot.;
• Two lighting control panels, located on the glareshield panel;
• Three reading light assemblies, one for the pilot, one for the
copilot, and another for the observer;
ATA 33-10 - Page 270

The Cockpit Lights
ATA 33-10 - Page 271

COCKPIT LIGHTS CONTROL PANEL
The cockpit lights control panel is located on the overhead panel.
This panel has switches for dome lights control and annunciator lights test
and it has three potentiometers for controlling instrument and panels
backlights on the:
• Overhead panel
• Main panel
• Pedestal
ATA 33-10 - Page 272

Cockpit Lights Control Panel
ATA 33-10 - Page 273

DOME LIGHTS
There are two dome lights designed to provide general lighting for the
cockpit area during flight and/or ground operations as required by the flight
crew.
These lights are located on the cockpit ceiling panel: one on the left side
and one on the right side.
They are controlled by a switch on the overhead panel as well as by the

courtesy lighting system.
The electrical power comes from the DC ESS BUS 3. This bus ensures the
supply of power to the dome lights in case of an electrical emergency
condition.
ATA 33-10 - Page 274

Dome Lights
ATA 33-10 - Page 275

MULTI-CHANNEL DIMMER
There is one electronic dimmer located in the forward e-bay that provides
the necessary dimming function for the illumination of the pushbuttons,
overhead panel, pedestal, and main panel.
The dimmer has four output channels and each channel has an
independent 28 VDC (Volt Direct Current) power source, control circuits
and 0-5 VDC power outputs to provide linear control of LED (Light-Emitting
Diode) illumination levels.
The channels provide 0-5VDC to the main panel, pedestal and overhead
panel and a 5VDC output to the annunciator lights test system
ATA 33-10 - Page 276

Multi-Channel Dimmer
ATA 33-10 - Page 277

COCKPIT CHART LIGHTS
There are two chart light assemblies, one for the pilot and other for the
copilot. The assemblies are located at the bottom of the cockpit side
windows.
The lighting for the chart lights is adjusted (intensity and direction) for the
chart holder. In addition, supplemental lighting is provided for the pilot and
copilot.
The chart lights have the following features:
• Light beam orientation up to 20 degrees from the vertical axis and 40-
degree movement in any direction;
• The Reading plane area is adjustable by the crew by rotating the bezel.
FLOOD LIGHT ASSEMBLY
The flood/storm lights system consists of two thunderstorm light

assemblies located under the glareshield, one on the pilot’s side and the
other on the copilot’s side.
This system includes these components:
• Flood light assembly.

• Ballast / Dimmer.
• Flood / storm light switches.
There are two flood light assemblies each with one fluorescent lamp.
They are on the pilot’s panel and on the copilot’s panel. The lamp
assemblies are installed under the glareshield.
ATA 33-10 - Page 278

Chart Lights and Flood Lights Assembly Lighting

Control Panels
ATA 33-10 - Page 279

Lighting Control Panels
ATA 33-10 - Page 280

Lighting Control Panels
ATA 33-10 - Page 281

COCKPIT READING LIGHTS
The reading lights provide lighting of adequate intensity to aid the flight
crew in reading charts, technical manuals, and checklists.
Three reading light assemblies, one for the pilot, one for the copilot, and
another for the observer are installed on the cockpit ceiling panel.
The lighting for the reading lights is adjusted (intensity and direction)
through the same reading light assembly by clockwise/ counterclockwise
movements.
The units permit light beam orientation, focus, and full movement in any
direction.
The reading lights have the following features:
• ON/OFF switching and dimming in a single rotary movement of the

bezel;
• Light beam orientation up to 35 degrees from the vertical axis and

70-degree movement in any direction;
• The Reading plane area is adjustable by the crew by rotating the

outer bezel.
ATA 33-10 - Page 282

Cockpit Reading Lights
ATA 33-10 - Page 283

Operation
The DC ESS BUS 3 supplies 28 VDC (Volt Direct Current) to the dome
lights, which are controlled by the DOME LIGHTS switch. The dome lights
can also be controlled by an automatic courtesy light logic provided that
the aircraft is in the ground service configuration and the DOME LIGHTS
switch is set in the ON position.
The DC BUS 2 supplies 28 VDC to the reading lights, which are controlled
by rotation of the bezel.
The DC BUS 1 supplies 28 VDC to the chart lights, which are controlled by
the CHART knob located in the LH and RH lighting control panels. Turning
the CHART knob fully clockwise causes the lights to have a normal
brightness. The lights have minimum brightness if the knob is turned fully
counterclockwise.
The chart lights provide directional control of the light beam and can be
used to supplement the reading lights if desired.
In the DIM position, the lights come on with minimum brightness. In the RT
position, the light comes on with normal brightness.
ATA 33-10 - Page 284

Cockpit Lights
ATA 33-10 - Page 285

LIGHT PLATES
The light plates are circuit boards installed on the cockpit to provide
backlight to the panels. The panels are illuminated with series of LEDs
welded to this circuit card, and therefore they cannot be replaced
individually by the line technician; the panel must be sent to a repair shop.
ATA 33-10 - Page 286

Light Plate Installation
ATA 33-10 - Page 287

PASSENGER COMPARTMENT LIGHTS

(33-20)
General Description
The passenger compartment lighting system provides illumination for the

passenger cabin. It includes of these subsystems:
• cabin lights,
• warning signs,
• attendant call indicators,
• reading lights
• courtesy/stair lights,
• lavatory lights
• galley lights.
ATA 33-20 - Page 288

Passenger Compartment Lights
ATA 33-20 - Page 289

Components
CABIN LIGHTS
The passenger cabin lights provide general illumination of the cabin and
include the ceiling lights (mounted above the overhead bins) and the side
wall lights (mounted along the side walls).
Control is provided by 4 switches located on the forward and aft flight

attendants panel. Two of the switches are used to turn the lights on and
off, and the other two switches are used to control the brightness of the
lights.
Ballasts provide electrical power to the ceiling and side wall lights. These
ballasts are mounted throughout the cabin behind the passenger service
units.
ATA 33-20 - Page 290

Passenger Cabin Lights
ATA 33-20 - Page 291

BALLASTS
The ceiling and sidewall light electronic ballasts control the power supply to
the fluorescent ceiling lights. There are AC (Alternating Current) and DC
(Direct Current) ballasts and both are designed to operate fluorescent
lamps from 13 to 40 W For the different members of the E-Jest family,
there are different number of ballasts, as follows:
LOCATION
CEILING SIDEWALL
ACFT
AC: 14
EMBRAER 170 AC: 18
DC: 4
AC: 18
EMBRAER 175 AC: 22
DC: 4
AC: 21
EMBRAER 190 AC: 26
DC: 5
AC: 25
EMBRAER 195 AC: 30
DC: 5
ATA 33-20 - Page 292

Ballasts
ATA 33-20 - Page 293

PASSENGER WARNING SIGNS
The passenger warning signs provide the passengers and flight attendants
with the following signs:
• NO SMOKING
• FASTEN SEATBELTS
• RETURN TO SEAT
• LAVATORY OCCUPIED
The system comprises:
• The FASTEN SEAT BELT switch, located on the overhead panel,

which controls the FASTEN SEAT BELT signs located in the
passenger service units
• RETURN TO SEAT sign in the lavatory;
• Lavatory door latch engaged switch, which controls the lavatory

occupied signs.
• The NO SMOKING switch, also located on the overhead panel,

which controls the NO SMOKING signs located in the passenger
service units.
• Optionally, the NO SMOKING lights on the passenger cabin can

be replaced by a NO ELEC DEVICES indication, to advice the
passengers to turn any electronic devices OFF.
Note that the NO SMOKING and FASTEN SEATBELT signs will

illuminate automatically in case of depressurization or the cabin
altitude exceeding 14,000 ft.
ATA 33-20 - Page 294

The Passenger Warning Signs
ATA 33-20 - Page 295

ATTENDANT CALL INDICATORS
The attendant call indicators give a visual indication to the attendants when
a call is originated from the cockpit or the passengers.
There are indicators installed on the forward and aft ceiling panels and on
the PSU (Passenger Service Unit)s. These indicators allow the flight
attendants to quickly locate a passenger or cockpit call.
Four zonal attendant call lights, distributed along the cabin ceiling, help the
flight attendant locate the call.
The attendant lights indicator panels provide a visual indication to

attendant when there is a call from the flight crew or passengers. Each
type of call to the flight attendant is identified by a specific color. For all
types of call there is just one color, which could be orange, blue, red, green
and amber.
• Orange: when a pax presses the attendant call switch located

inside the lavatory.
• Blue: when a pax in the cabin area presses the attendant call
switch on the PSU located above the seat.
• Red: when the pilot makes an emergency call to the flight

attendant from the cockpit.
• Green: when the pilot calls the flight attendant from the cockpit.
• Amber: when the pilot does not want to be disturbed. This light is
controlled by a switch installed on the overhead panel in the
cockpit, and is designated to illuminate the sterile light.
ATA 33-20 - Page 296

Attendant Light Indicator Panel
ATA 33-20 - Page 297

PASSENGER READING LIGHTS
General Description
The passenger reading lights are installed in the PSU (Passenger Service
Unit)s and the flight attendant reading lights are installed in the ceiling
panels.
There is one reading light for each passenger seat and one for each flight
attendant seat, in a manner to allow them to have a good source of light for
reading or other purposes.
The reading lights can be activated and deactivated when the passenger
press the switch installed in the PSU
ATA 33-20 - Page 298

Reading Lights
ATA 33-20 - Page 299

COURTESY / AIRSTAIR LIGHTS
The lighting system in the forward and aft entrance and galley areas
contains dedicated courtesy and service lights to illuminate the internal
area near the main and service doors. The courtesy lights provide
illumination at each aircraft door for safe boarding of the crew members
and passengers.
The courtesy lighting system has the following components:
• Passenger/service entrance courtesy lights

• Cockpit step courtesy light
• Passenger door microswitches
• A COURTESY LIGHT switch on each flight attendant control
panels
• A COURTESY LIGHT RESET membrane pushbutton on each
flight attendant control panels
ATA 33-20 - Page 300

Courtesy Lights
ATA 33-20 - Page 301

COURTESY LIGHTS (CONT.)
Courtesy lights are controllable by a switch mounted on the flight attendant

panels. The switch gives the crew the option of having the courtesy lights
in OFF or AUTO mode.
When normal aircraft power is not available, for example on ground with no
AC or DC power available, it is still possible to use the courtesy lights using
the battery 1 as a power source. However, to preserve battery power,
these lights operate on a five minute cycle.
Reset buttons located on the forward and aft flight attendant panels allow
an additional 5 minutes of lighting every time the switches are pressed.
ATA 33-20 - Page 302

Courtesy Lights System
ATA 33-20 - Page 303

LAVATORY LIGHTS SYSTEM
The lavatory lighting system consists of lights positioned in the ceiling

panel and adjacent to the mirror of each lavatory. These lights are
controlled by two switches installed in the lavatories.
The lavatory lights consist of:
• Dome light
• Fluorescent lights
• Manual switch
• Door latch-engage microswitch
ATA 33-20 - Page 304

Lavatory Lights System
ATA 33-20 - Page 305

GALLEY LIGHTS
The forward and aft galley lights systems provide a direct light source in
the galley area for the flight attendants.
Each consists of a two lamp housing with fluorescent lamps that receive
electrical current from two ballasts which regulate the power output to the
lamps.
The galley lights are controlled by switches installed on the respective flight
attendant panels.
Also there are work lights mounted over the galleys spigots, that consist of
LED assemblies controlled by two dedicated switches:
• ON/OFF
• DIM/BRT.
ATA 33-20 - Page 306

Galley Lights
ATA 33-20 - Page 307

CARGO AND SERVICE COMPARTMENTS

LIGHTS (33-30)
General Description
The lights of the cargo and service compartments give illumination inside
these compartments and make their operation / inspection easier when the
aircraft is on the ground.
The CARGO AND SERVICE COMPARTMENTS includes these

subsystems:
• CARGO COMPARTMENT LIGHTS (AMM SDS 33-31-00)

• SERVICE COMPARTMENT LIGHTS (AMM SDS 33-32-00)
ATA 33-30 - Page 308

Cargo Compartment Lights
ATA 33-30 - Page 309

CARGO BAY LIGHTS
The cargo compartments have two different types of lights: loading lights
and cargo lights. Loading lights are installed close to the cargo door area,
while the cargo lights are distributed on the cargo compartment .
Depending on the type of aircraft, the number of lights change, as follows:
COMPARTMENT
FWD CARGO AFT CARGO
Loading Cargo Loading Cargo

ACFT
EMBRAER 170 1 4 1 3
EMBRAER 175 1 5 1 4
EMBRAER 190 1 6 1 5
EMBRAER 195 1 6 1 6
There is a cargo compartment manual switch located by each cargo door

that can be selected to “AUTO” or "OFF" position. In “AUTO” mode the
cargo lights illuminate when the cargo door is opened, and go out when the
door closes. The “OFF” mode will turn the lights off regardless of the door
position.
ATA 33-30 - Page 310

Embraer 170 Cargo Lights
ATA 33-30 - Page 311

SERVICE COMPARTMENT LIGHTS
The service lights system provides lighting to the service compartments for
quick inspection and accomplishment of simple maintenance tasks while
the aircraft is on the ground.
The service light is a small floodlight that provides general illumination to

the various service compartments in which it is mounted. There are six
service lights installed, one in each of these compartments:
• Aft avionics compartment.

• Aft hydraulic compartment.
• Middle avionics compartment.
• Forward avionics compartment.
• APU (Auxiliary Power Unit) compartment.
• Fueling compartment.
ATA 33-30 - Page 312

Service Lights
ATA 33-30 - Page 313

EXTERIOR LIGHTS (33-40)

General Description
The exterior lighting system uses high-intensity lights. These lights are
used for taxiing, takeoff and landing procedures.
They are also used for in-flight orientation and identification of aircraft
position, and promotion of the aircraft operator logo.
The exterior lights include the following subsystems:
• TAXI LIGHTS (AMM SDS 33-42-00)

• NAVIGATION LIGHT (AMM SDS 33-43-00)
• INSPECTION LIGHT (AMM SDS 33-44-00)
• RED BEACON LIGHT (AMM SDS 33-45-00)
• LOGOTYPE LIGHT (AMM SDS 33-46-00)
• STROBE LIGHT (AMM SDS 33-47-00)
ATA 33-40 - Page 314

This document shall not be copied or reproduced in whole or in part, in any form or by any means without the express written Authorization of Embraer. The information, technical data, designs and drawings SDS: 1798 Rev.17 / 1933 Rev.12 / 2770 Rev . 6
Exterior Lights
ATA 33-40 - Page 315

Components
EXTERNAL LIGHTS CONTROL PANEL
The external lights control panel is located on the overhead panel.
ATA 33-40 - Page 316

External Lights Control Panel
ATA 33-40 - Page 317

TAXI LIGHTS
The ERJ 170/190 has a total of three 450 watt taxi lights.
Their location is similar to the landing lights:
• Two in the wing roots

• One on the nose landing gear assembly.
The 115 volts AC from SPDA 1 and 2 AC Power Modules is converted by

the transformers into 28 volts AC, and then supplied to the 3 taxi lights.
The taxi lights have two separate switches for appropriate ambient lighting.
The two taxi lights in the wing to fuselage fairing have a common switch
while the nose landing gear taxi light has a separate switch.
The nose gear taxi light will automatically extinguish if the nose gear is not
in the down locked position.
ATA 33-40 - Page 318

Taxi Lights
ATA 33-40 - Page 319

LANDING LIGHTS
Two 600 watt landing lights are installed in the LH and RH wing roots and
one 600 watt landing light is installed on the nose landing gear assembly.
The landing lights receive 23 VAC from transformers installed near the
wing roots and nose landing gear bay.
They are controlled by separate switches located on the overhead panel.

The landing lights are energized by the SPDAs 1 and 2.
In case of a single failure, two lights can provide enough lighting for a safe
landing at night. The landing light installed on the nose landing gear will
automatically extinguish when the landing gear is retracted.
ATA 33-40 - Page 320

Landing Lights
ATA 33-40 - Page 321

NAVIGATION LIGHTS
There is one forward red navigation light assembly installed in the left wing
tip and one forward green navigation light assembly installed in the right
wing tip. The forward navigation light assemblies are mounted inside a
transparent cover.
Two aft white navigation light assemblies are installed on the aft portion of
each wing tip. Each light assembly has two lamps. Normally, only one lamp
is ON while the other is STANDBY.
Standby red, green, and white light assemblies are provided in each
navigation light location.
Both the color and the white navigation lights assemblies have two bulbs to
increase the aircraft dispatchability, providing continuous safe flight
operations.
ATA 33-40 - Page 322

Nav Lights
ATA 33-40 - Page 323

NAVIGATION LIGHTS TRANSFORMERS
Located in the wing tips, the transformers convert 115 VAC into 10 VAC
for the green and red nav lights, and 6.5VAC for the white nav lights.
In accordance with international standards, the left nav light is red while the
right one is green. Other nav lights, which are visible from behind the
aircraft, are white.
ATA 33-40 - Page 324

Navigation Light Transformers
ATA 33-40 - Page 325

NAVIGATION LIGHTS SWITCH
To increase dispatchability, there is an additional navigation lights switch

on the maintenance panel, that turns the backup lights when a main light
gets inoperative.
The minimum number of navigation and position lights is one per assembly
(green, red and white lights.), according to MMEL (Cat. C, 10 consecutive
days).
ATA 33-40 - Page 326

Navigation Lights Switch – Maintenance Panel
ATA 33-40 - Page 327

INSPECTION LIGHT
The inspection lights system provides illumination for inspection of the wing
and engines by the pilot and copilot while the aircraft is flying at night or
during IFR (Instrument Flight Reference) operation.
There are two lamps installed in the fuselage, one on each side of the
aircraft. The light beams are directed to the wing leading edge and engine
intake nacelle.
There are two inspection lights installed in the center fuselage on each
side of the aircraft, inside a transparent cover. The light beam is directed to
the wing leading edge and engine intake nacelle. Each light is a 75 watts
halogen and sealed beam lamp.
ATA 33-40 - Page 328

Inspection Lights
ATA 33-40 - Page 329

LOGO LIGHTS
The logotype light system provides lighting for the logotype of the operator
printed on the vertical stabilizer.
There are two lights with 75-watt sealed beam lamps. They are installed on
the top of each side of the horizontal stabilizer, and the light beam is
directed to the vertical stabilizer.
The logotype lights are fed with 28VDC, provided by the SPDA (Secondary
Power Distribution Assembly) 2. The SPDA 2 is located in the mid e-bay.
ATA 33-40 - Page 330

Logotype Light
ATA 33-40 - Page 331

RED BEACON LIGHTS
Red beacon lights are used for ground operations, to warn other traffic and
airport personnel, or as a backup for the white strobe lights.
There are two red beacon lights, installed on top of the center fuselage I
and on the bottom part of the wing-to-fuselage fairing.
The red beacon lights can be turned ON and OFF by its switch, located on
the external lights control panel, on the overhead panel.
ATA 33-40 - Page 332

Red Beacon Lights
ATA 33-40 - Page 333

RED BEACON POWER SUPPLY
There are two red-beacon power supplies. One is installed on the RH side
of the forward cargo compartment, adjacent to the cargo door, and
supplies power to the upper red beacon light. The other power supply is
installed in the wing-to-fuselage fairing, and it supplies power to operate
the lower red beacon light.
Note: Wait 10 minutes after you remove the power before you
disconnect the electrical cables. A high-voltage electric charge is
stored in the power supply. If you do not obey this precaution, injury
to persons and/or damage to the equipment can occur.
ATA 33-40 - Page 334

Red Beacon Power Supply
ATA 33-40 - Page 335

RED BEACON LIGHTS SWITCH
To increase dispatchability there is an additional switch on the

maintenance panel that increases the red beacon lights brightness when
the white strobe lights are inoperative.
The minimum number of red beacon lights is zero, according to MMEL

(Cat. C, 10 consecutive days), provided the white strobe lights work
normally or the aircraft does not operate at night.
ATA 33-40 - Page 336

Red Beacon Lights Switch
ATA 33-40 - Page 337

WHITE STROBE LIGHTS
The anti collision light system includes four white strobe lights that supply
reference from one aircraft to another when in flight.
The white 400 candle strobe-light lamps are installed inside a transparent
cover assembly in the forward and rear edges of both wing tips. Associated
with each pair of strobe lights is a power supply.
The strobe lights are controlled by the strobe light switch located on the
overhead panel.
ATA 33-40 - Page 338

White Strobe Lights
ATA 33-40 - Page 339

WHITE STROBE LIGHTS POWER SUPPLY
There are two strobe light power supplies. The power supplies are located
in the wing main box, one on the left and one on the right side.
Each power supply provides high voltage to operate both lights in the same
side. The white strobe lights installed on the same side flash alternately.
Note: Wait 10 minutes after you remove the power before you
disconnect the electrical cables. A high-voltage electric charge is
stored in the power supply. If you do not obey this precaution, injury
to persons and/or damage to the equipment can occur.
ATA 33-40 - Page 340

White Strobe Lights Power Supply
ATA 33-40 - Page 341

EMERGENCY LIGHTS (33-50)

GENERAL DESCRIPTION
The emergency lights are installed in the aircraft cabin to provide adequate
illumination for rapid evacuation of the flight crew and passengers. Even in
the event of a single transverse vertical separation of the fuselage, the
emergency lighting system will still provide no less than 75 percent of
illumination.
The emergency lighting system is independent from the main lighting

system.
ATA 33-50 - Page 342

The Emergency Lights System
ATA 33-50 - Page 343

EMERGENCY LIGHT POWER UNIT (ELPU)
The Emergency lighting system is powered by Emergency Light Power

Units (ELPUs).
For the different members of the E-JETS family, there are different
numbers of ELPUs, as follows:
• Embraer 170 / 175: 4 ELPUs

• Embraer 190 / 195: 6 ELPUs
Two ELPUs are attached to the forward fuselage, and two at the center
fuselage III to ensure power supply in case the cabin breaks apart after a
crash landing. On the Embraer 190 / 195, there are two ELPUs mounted to
the central fuselage II, just above the overwing emergency exits.
An ELPU is made up of a holder assembly, a battery pack and an

electronics package. The ELPUs automatically provide 6VDC to the
emergency lights in case of:
• main DC power loss, OR

• if commanded by the crew or flight attendants, OR
• if in test mode.
The ELPUs enable emergency illumination for at least 10 minutes, and are
recharged by the DC buses 1 and 2.
ATA 33-50 - Page 344

Emergency Light Power Unit (ELPU)
ATA 33-50 - Page 345

EMERGENCY LIGHTS ASSEMBLIES
All emergency light assemblies uses white LEDs.
All exits are marked with exit locators, markers and identifiers which are
clearly visible when energized. The exit signs contain red letters on a white
background. Emergency exit area floodlight assemblies are installed at
each exit.
For general cabin emergency illumination floodlight assemblies are

installed on the aisle ceiling panels, distributed along the fuselage. Their
purpose is to illuminate the passageway leading from the main aisle to
each of the four exit openings.
In the event of an emergency evacuation, a photoluminescent indicator

strip light, installed along the cabin aisle, helps the passengers and flight
crew identify the evacuation path.
ONLY FOR EMBRAER 190 / 195: There are three exterior emergency
lights assemblies to help the passenger evacuation through the overwing
emergency exits.
ATA 33-50 - Page 346

Emergency Markers and Identifiers
ATA 33-50 - Page 347

PHOTOLUMINESCENT STRIPES
In the event of an emergency evacuation, a photo luminescent indicator

strip light, installed along the cabin aisle, helps the passengers and flight
crew identify the evacuation path.
The photo luminescent lights are charged by the ambient light. With all the
cabin lights ON and set to BRIGHT, 30 minutes is enough to charge the
photo luminescent lights for about 6.5 hours.
The photo luminescent material is a strontium aluminate compound, whose

particles are excited by light. When the environment is dark, this compound
gradually dissipates the accumulated energy by glowing.
ATA 33-50 - Page 348

Photo Luminescent Stripes
ATA 33-50 - Page 349

EXTERNAL EMERGENCY LIGHTS (ONLY FOR

EMBRAER 190 / 195)
Both overwing escape paths are illuminated by the exterior emergency

lights. The external emergency lights provide sufficient illumination under
all environmental conditions.
The external emergency lights provide illumination for the passenger

escape path, distributed as follows:
• Under the overwing emergency exit: illuminates the door step area;
• Over the inboard flap: illuminates the flap area, where the
passengers escape;
• Under the inboard flap: illuminates the ground, where the
passengers effectively escape.
ATA 33-50 - Page 350

Emergency Lighting - External Emergency Light
ATA 33-50 - Page 351

FLASHLIGHTS
Two flashlights are provided to help the crew during an emergency

condition. The flashlight can be activated manually when it is removed from
the retention bracket through a slide switch located on the flashlight body.
It provides up to 45 minutes of illumination. To turn the flashlight off, you
return the slide switch to the normal position.
Each flashlight has a 6VDC, Ni-Cad battery which is recharged when the
flashlight is inserted into its retention bracket. An internal circuit controls
the battery recharging process, which can be monitored via an LED
indicator, near the head of the flashlight.
WARNING:
DO NOT RE-INSERT THE FLASHLIGHT WITH THE SLIDE

SWITCHITCH LEFT IN THE ON POSITION. THIS WILL RESULT IN
OVERHEATING OF AND DAMAGE TO THE FLASHLIGHT ASSEMBLY.
ATA 33-50 - Page 352

Flashlights Position
ATA 33-50 - Page 353

EMERGENCY LIGHTS CONTROL
The emergency lights system may be commanded by the emergency light

knob located on the overhead panel or by the attendant emergency light
switch located on the attendant control panel installed in the forward entry
area.
The emergency light switch in the cockpit has three positions:
• In the OFF position, the emergency lights are turned off. This
position is used before the aircraft electrical power is removed.
This position prevents the emergency lights from illuminating and
the batteries from being drained after power shutdown.
• In the ARM position, the emergency lights are in the stand-by

mode and the ELPU battery packs are charged. When normal
aircraft power is lost, the emergency lights will automatically
illuminate, powered by the ELPUs battery packs.
• In the ON position, the emergency lights are turned on, powered

by the ELPUs battery packs.
ATA 33-50 - Page 354

The Emergency Control Panels
ATA 33-50 - Page 355

EMERGENCY LIGHTS SYSTEM INDICATION
The emergency lights system provides an indication on EICAS display

about its status. The possible messages are:
• EMER LT NOT ARMED (AMBER): The emergency lights are not

ARMED, therefore the ELPUs are not being charged.
• EMER LT ON (AMBER): This message alerts the flight crew that

the emergency lights are ON, therefore the ELPUs are not being
charged.
• EMER LT BATT FAULT (CYAN): Indicates an ELPU fault.
There is also an amber LED on the flight attendant panel that illuminated
when the emergency lights are commanded to ON.
ATA 33-50 - Page 356

Emergency Lights System Indication
ATA 33-50 - Page 357

EMERGENCY LIGHTS SYSTEM TEST
On the forward and aft flight attendant panel, the TEST switch allows a
timer test in the emergency lighting system.
When the TEST switch is pushed, the emergency lights are turned and
remain ON for 1 minute, using power from the emergency light power unit.
Appropriate EICAS messages are displayed.
NOTE: The emergency lights test lasts automatically for one minute.
The test mode is commanded directly from the SPDA 1 to the ELPUs,
so it cannot be aborted, not even by the knob on the cockpit.
ATA 33-50 - Page 358

Emergency Lights System Test
ATA 33-50 - Page 359

Notes:
ATA 33-50 - Page 360


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Embraer S.A.

MAINTENANCE TRAINING MANUAL

Copyright © 2011 by Embraer S.A.. All rights reserved.

July 2011 – Rev. 2

Copyright 2011 by EMBRAER S.A.. All rights reserved. MTM Rev. 2

TABLE OF CONTENT IDG CAUTIONS .................................................................................. 52

DC GENERATION SYSTEM (24-30) ........................................................ 96 Three Phase AC SSPCs................................................................... 150

MULTI-CHANNEL DIMMER............................................................. 276 GENERAL DESCRIPTION ............................................................... 342

ATA 24 - ELECTRICAL POWER

ATA 24-00 - Page 1

ELECTRICAL POWER GENERAL (24-00)

The Electrical Power Generating and Distribution System (EPGDS) is

The AC system consists of:

• Two engine-driven Integrated Drive AC Generators (IDGs);

The DC system consists of:

• Two nickel cadmium accumulators,

Normal operation of the EPGDS is in automatic mode, whereby selection

ATA 24-00 - Page 2

Electrical Power Generating and Distribution

ATA 24-00 - Page 3

• Essential Integrated Control Centre (EICC)

The following EPGDS equipment is installed in the pressurized MID E-bay:

• Left Integrated Control Centre (LICC)

The following EPGDS equipment is installed in the pressurized rear

• Auxiliary Integrated Control Centre (AICC)

ATA 24-00 - Page 4

ATA 24-00 - Page 5

INTEGRATED CONTROL CENTRES (ICCs)

THE ICC COOLING

ATA 24-00 - Page 6

LICC and RICC Locations

ATA 24-00 - Page 7

LICC (GCU 1, EPM, AND TRU 1)

The LICC provides control, protection, and distribution of primary AC/DC

GCU 1: Generator Control Unit # 1 provides control, protection and

EPM: External Power Module provides protection and distribution of

TRU 1: Transformer Rectifier Unit # 1 provides DC power to DC BUS 1,

ATA 24-00 - Page 8

ATA 24-00 - Page 9

LICC (CIRCUIT BREAKERS AND FUSES)

The circuit breakers are thermal type devices with temperature

These CBs are accessible by opening the associated front panels.

ATA 24-00 - Page 10

ATA 24-00 - Page 11

RICC (GCU 2, AGCU, AND TRU 2)

The RICC provides control, protection, and distribution of primary AC/DC

GCU 2: Generator Control Unit # 2 provides control, protection, and

AGCU: Auxiliary Generator Control Unit provides control, protection, and

TRU 2: Transformer Rectifier Unit # 2 provides DC power to DC BUS 2,

ATA 24-00 - Page 12

ATA 24-00 - Page 13

RICC (CIRCUIT BREAKERS AND FUSE)

CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE

The circuit breakers are thermal type devices with temperature

These CBs are accessible by opening the associated front panels.

These devices are not to be reset table or replaced in flight.

The fuse is a thermal type device, which melts when subjected to an

ATA 24-00 - Page 14

ATA 24-00 - Page 15

THE ESSENTIAL INTEGRATED CONTROL CENTRE

The Essential Integrated Control Centre (EICC) is located in the

ATA 24-00 - Page 16

ATA 24-00 - Page 17