Book 4 Short Emb 190

190
ATA 28 Fuel System

190
Table of Content DC powered electric centrifugal pump . . . . . . . . . . . . . . . . . . . . . .21

DC Aux pump electrical interface . . . . . . . . . . . . . . . . . . . . . . . . . .23
28-00 Fuel General DC Aux pump removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DC Aux pump synoptic page . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Fuel control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
28-10 Fuel Storage General Pressure switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Engine feed SOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Tank equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Fuel SOV electrical interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
The tank vent system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 SOV Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
The vent lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Check valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
NACA air inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 L/H Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 R/H Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
28-20 Fuel Distribution 28-21 Cross feed system

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The fuel feed system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cross feed valve electrical interface . . . . . . . . . . . . . . . . . . . . . . . .3
The primary fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 CMC faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
MOTIVE FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Cross feed operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Scavenge Ejector Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Cross feed valve synoptic page . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Primary feed indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AC Auxiliary pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 28-22 APU Fuel Feed
AC aux pump power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
AC Aux pump removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 APU start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
AC Aux pump Synoptic page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 The APU shut off valve operation . . . . . . . . . . . . . . . . . . . . . . . . . .5
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190
SOV Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Suction defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
APU SOV FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Pressure defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
CMC status page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Fuel transfer from the right to the left tank . . . . . . . . . . . . . . . . . . .35
EICAS indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Fuel transfer from the left to the right tank . . . . . . . . . . . . . . . . . . .37
APU start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
28-40 Indicating General
28-23 Refuel-Defuel Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The pressure refuelling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 28-41 Electric fuel Quantity indicating
The pressure refuel adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The adapter incorporates a cap to prevent the escape of hazardous Fuel quantity probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
quantities of fuel from the system if the poppet valve fails. . . . . . . . 5 Tank Probe Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
The refuel Shut-Off Valve (SOV) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fuel low level sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
The pilot float valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The Fuel Conditioning Unit (FCU) . . . . . . . . . . . . . . . . . . . . . . . . . .9
The refuel control solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 FCU power selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Pressure switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 The fuel temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 The fuel system synoptic page . . . . . . . . . . . . . . . . . . . . . . . . . . .15
The refuel/defuel indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Valve status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Pressure refuelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 EICAS messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Pressure Refuelling - Shut off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Pressure Refuelling- High Level Shut off . . . . . . . . . . . . . . . . . . . . 23 CMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Pre selected Refuelling- Electrical Diagram . . . . . . . . . . . . . . . . . 25 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
The defuel shut-off valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 28-TOC Page II
190
28-42 Mechanical Fuel Indication

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The mechanical fuel indicators location . . . . . . . . . . . . . . . . . . . . . . 1
The Magnetic Level Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
28-MEL (Example)
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190
Intentionally left blank
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190
28-00 Fuel General

Introduction
The fuel system is designed to provide fuel to both engines and the APU.
The fuel system consists of three subsystems:
• the storage subsystem, which includes vented integral fuel tanks in

the aircraft wings;
• the distribution subsystem, which permits operations like engine
feeding, APU feeding, tank refuelling and defueling;
• and finally the fuel indicating subsystem, which provides indications
and failure information to the crew and maintenance personnel.
Table 1: Fuel Specification and Temperature
STANDARD FUEL TYPE LOW TEMP. LIMIT
ANP 1/2003 QAV-1 - 44
ASTM D1655 JET A - 37
ASTM D1655 JET A1 - 44
MIL-T-83133A JP-8 - 44
STAGNAG 3747 ED5 F-34 - 44
STAGNAG 3747 ED5 F-35 - 37
Issue: June06 Chapter 28-00 Page 1

Figure 1: The fuel system subsystems:
The distribution subsystem

RIB 1 RIB RIB RIB RIB 1
(Y=445) (C/L) (Y=445)
OUTER WING
WING STUB WING STUB
SCAVENGE
EJECTOR
CROSS-FEED
The storage subsystem

COLLECTOR
TANK AC AC SOV
DC
SURGE TANK
RIGHT MAIN
TANK COLLECTOR
TANK
MP MP
RIB 23 SCAVENGE EJECTOR
(Y=11,335) APU
MOTIVE PUMP
RIB 22
ENGINE ENGINE
(Y=10,831)
PRESSURE SWITCH
LEFT MAIN TANK

SURGE TANK
The fuel indicating subsystem
Map Pl an Sys t ems Fuel 93. 8 T 0- 1
T/ 94. 0 FUELSM
LAV 1OKLO
E LEVEL
RIB 1 GROUND SPOI LERS FAI L
RIB (Y=1380) LG NO DI SPATCH
LG NOSE DOOR OPEN
(Y=445) OFF OFF DME 2 FAI L
ENG 1- 2REV TLA FAI L
AC AC ADF 1 FAI L
0. 0 N1 0. 0
BLEED 1FAI L
AMS CTRL FAI L
OXY CREW LO PRESS
TEMP CRG AFT FI RE SYS FAI L
RIB 23 8 °C DC CRG FWD FI RE SYS FAI L
(Y=-11,335) E1- 2 NO DI SPATCH
RIB 1 26° 28° YD OFF
RIB 22 2000 TANK 1 TANK 2 2000 I TT
T
(Y=-1380) KG KG
STALL PROT FAI L
(Y=-10,831) 0. 0 N2 0. 0
11 12 1
APU
RIB 0. 0 FF PPH0. 0
LANDI NG GEAR
LA
(Y=-445) TOTAL 4000 KG

FUEL QTY
DN
2000 2000
USED 1000 KG FQ KG
CENTER 4000
DN DN
WING RIB OI L VP APU
OFF
(Y=0) CABI N
CA
ALT 19000 FT
RATE
RA 0 FPM
1 45° 48° P 0. 0 PSI
PRE
RESS T MP
TE LP HP LFE 2915 FT
SLA
LAT/ FLA
LAP/ SPD
DBRK TRI MS
TR
SPD
DBRK PI TC
TCH
S F ROLL
RO
FU
ULL
0
TCAS Weat her Checkl i s t
S F
S/
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 28-00 Page 2
190
28-10 Fuel Storage General

Introduction
The aircraft has two structurally integral wing tanks between the centre wing
rib and rib number 23.
An expansion space of 2% of the full tank capacity is provided. Each wing
contains a surge tank to collect fuel during wing-down or uncoordinated ma-
noeuvres, and a collector bay, to ensure continuous fuel feed to the engine
throughout the whole flight envelope. The arrangement of the tanks permits
the fuel to flow from the outer tank area to the wing root, and into the collec-
tor bay.
The total capacity of the fuel tanks is approximately 16000 l (4220 gal.).
Issue: Sept06 Chapter 28-10 Page 1

Figure 1: Wing tanks
RIGHT WING TANK

(ZONES 144, 621, AND 631)
RIB 23
(Y=11,335)
LEFT WING TANK

(ZONES 143, 521, AND 531)
CENTER
WING RIB
(Y=0)
RIB 23
(Y= -11,335)
SURGE TANK
RIGHT MAIN
TANK COLLECTOR
TANK
RIB 23
(Y=11,335)
RIB 22
(Y=10,831)
LEFT MAIN TANK

SURGE TANK
RIB 1
RIB (Y=1380)
(Y=445)
RIB 23
(Y=-11,335)
RIB 1
RIB 22
(Y=-1380)
(Y=-10,831)
RIB
(Y=-445)
CENTER
WING RIB
(Y=0)
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 28-10 Page 2
190
Tank equipment
Each tank contains the following equipment:
Baffle and Flapper check valves, to allow fuel flow inboard towards the col-
lector bay, but not outboard
• Three ejector pumps to assure maximum fuel availability in the col-

lector bay
• An ejector pump to feed the engine
• An electrical AC fuel pump for engine starting and backup for the
ejector pump
• a check valve in the fuel feed line
• two drain valves for water drain and fuel inspection, and
• a gravity fill cap.
• There is a DC motor-driven fuel pump inside the right hand tank.
Access to the wing tanks and surge tank is possible through 12 manholes
underneath the aircraft wing. In addition one manhole for the surge tank and
collector tank.
A vent system is incorporated in each tank, along with the necessary parts
for automatic and manual refuelling and defueling.

Figure 2: Tank equipment
ENGINE ENGINE
DCM
LS ACM ACM LS
DCM
DCM T DCM DCM DCM

PS PS PS
DCS DCS
PS PS
ACM
APU
AC AUXILIARY BOOST PUMP PRESSURE FUELING/DEFUELING ADAPTER
DCM
DC APU/ENGINE START PUMP GRAVITY REFUELING ADAPTER
EJECTOR PUMP (ENGINE FEED OR SCAVENGE) GROUNDING RECEPTACLE
CHECK VALVE REFUELING/DEFUELING CONTROL PANEL
PRESSURE SWITCH AND FUEL QUANTITY REPEATER INDICATOR

PS
LEGEND:
SHUTOFF VALVE (DC MOTOR-OPERATED) REFUELING CONTROL SOLENOID
DCM FUEL FEED LINE DCS
DRAIN VALVE VENT LINE REFUELING SHUTOFF VALVE
BAFFLE OVAL CHECK VALVE REFUEL/DEFUEL LINE FLOAT PILOT VALVE
FLAP VALVE MOTIVE FLOW LINE T TEMPERATURE SENSOR
FLOAT VENT VALVE SCAVENGE/TRANSFER LINE LS LOW-LEVEL SENSOR

REFUEL/DEFUEL PILOT LINE FLOAT ACTUATED DRAIN VALVE
PRESSURE RELIEF VALVE
REFUEL/DEFUEL CONTROL LINE FUEL RESTRICTOR
FLAME ARRESTOR/SURGE RELIEF VALVE
190
The tank vent system
The tank vent system is designed to keep the pressure differential between
the tank and ambient within structural limits (+5psig) under all operating con-
ditions, and to prevent fuel spillage.
The vent system incorporates:
• the surge tank, which is connected to ambient via the flame arrestor
and surge relief valves, and
• a NACA air inlet.
The system also includes a wing main vent line with a float-actuated drain
valve, and an outboard vent line with float vent valve. In addition, a second-
ary or wing stub vent line with a float-actuated drain valve is fitted to each
tank.
As a safety against over pressure, you will find a pressure relief valve mount-
ed into each wing tank. The relief valve is flush mounted on fuel tank access
panels 531FB and 631FB. The relief valve consists of a cavity open to the
atmosphere and a spring-loaded sealing poppet assembly. The relief valve
opens when the differential pressure between the interior and the exterior of
the fuel tank is more than 3psig.

Figure 3: The tank vent system
Each fuel tank is vented through two

independent lines into a surge tank NACA air inlet
located in the outboard section of the wing.
Flame arrester
ENGINE ENGINE
DCM
LS ACM ACM LS
DCM
Surge relief
valve
DCM T DCM DCM DCM
PS PS PS
DCS DCS
PS PS
APU
Pressure relief valve
190
The vent lines
The inboard part of the fuel tank is vented by the main vent line into the surge
tank. Fuel which collects in the vent line can drain back into the tank when
the fuel level decreases; a float-actuated drain valve, installed at the low
point of the inboard main vent line, will open.
Air from the outer tank can move through the outboard vent line into the
surge tank. If the fuel level rises during aircraft manoeuvres, a float vent
valve, installed at the fuel tank closure rib, will close, preventing fuel from
leaking into the surge tank.
A secondary vent line vents all residual air out of the wing stub to the main
wing.
Fuel that has leaked into the surge tank can flow back into the fuel tank
through a check valve when the fuel level inside the tank has decreased be-
low the check valve.

Figure 4: The vent lines
190
NACA air inlet
Through the NACA air inlet, airflow into and out of the tank is guaranteed.
The inlet provides slight ram pressure in the tank during flight, and is fitted
with a flame arrestor.
The flame arrestor prevents flames from entering the fuel tank vent system
for a minimum time of 2.5 minutes if there is a fire.
If the flame arrestor becomes blocked, it can be bypassed via inward and
outward pressure relief valves.

Figure 5: NACA air inlet
NACA
air intake The inlet provides slight ram pressure in the tank
during flight, and is fitted with a flame arrestor.
Flame arrestor
Relief valve If the flame arrestor becomes blocked, it can be by-

passed via inward and outward pressure relief valves.
190
Drain Valves
The drain valves operate manually and allow for the removal of water and
contaminants from the wing tanks. They are also used to remove remaining
fuel from the wing tanks after they have been defueled.
The drain valves are spring-loaded poppet valves.
There is one drain valve in each main tank wing stub.
Drain Valve Operation
The drain valves have three positions:
Closed
Normal position of drain valve.
Open
Draining water, contaminants and remaining fuel from wing tanks.
Service
Replacing drain valve packing.
The service position allows for the replacement of the packing without re-
moval of the drain valve or defueling of the wing tanks.

Figure 6: Water drain valve
A
ZONE
192
A
D ACCESS DOOR
192 AL
TO LOCK OPEN FROM TO CLOSE FROM FOR MAINTENANCE
CLOSED POSITION: OPEN POSITION: FROM CLOSED POSITION: ACCESS DOOR
192 BR
1. TURN COUNTER- 1. TURN CLOCKWISE 1. TURN CLOCKWISE
CLOCKWISE TO TO CLOSED TO SERVICE POSITION
OPEN POSITION POSITION
B B B D
190
28-20 Fuel Distribution

Introduction
The aircraft fuel distribution system has 3 subsystems:
• engine feed,
• APU feed and
• refuel/defuel.
The engine feed system ensures a continuous supply of pressurized fuel to

the engine during aircraft operation by using ejector and electrical pumps. It
also has a cross feed feature that allows fuel supply to both engines from
either one of the wing fuel tanks.
The APU fuel feed system ensures a continuous supply of pressurized fuel
to the APU using a tap from the right-hand-side engine supply line. The re-
fuel/defuel system allows fuel to be moved into and out of the main wing
tanks using a single point pressure refuelling station, or 2 over wing gravity
refuel ports.

Figure 1: The fuel distribution system
ENGINE ENGINE
DCM
ACM ACM
DCM
DCM PS DCM PS DCM PS DCM
DCS DCS
PS PS
APU
LEGEND:
ACM
AC AUXILIARY BOOST PUMP GROUNDING RECEPTACLE FUEL FEED LINE
DCM
DC APU/ENGINE START PUMP REFUEL/DEFUEL LINE
REFUELING/DEFUELING CONTROL
EJECTOR PUMP MOTIVE FLOW LINE
PANEL AND FUEL QUANTITY
(ENGINE FEED OR SCAVENGE) REPEATER INDICATOR SCAVENGE/TRANSFER LINE
CHECK VALVE REFUEL/DEFUEL PILOT LINE

DCS
REFUELING CONTROL SOLENOID REFUEL/DEFUEL CONTROL LINE
PS
PRESSURE SWITCH
REFUELING SHUTOFF VALVE MOTIVE-FLOW RELIEF VALVE
SHUTOFF VALVE (DC MOTOR OPERATED)
DCM
FLOAT PILOT VALVE
PRESSURE FUELING/DEFUELING ADAPTER
FUEL RESTRICTOR
GRAVITY REFUELING ADAPTER
190
The fuel feed system
The fuel feed system has one main engine feed ejector pump and one AC
electrical pump for each wing. Each of these pumps can provide more than
enough fuel to feed one engine plus the APU at maximum fuel demand,
such as during take-off (TO) and go-around (GA).
The pumps are installed in the main wing tank`s collector bay.

Figure 2: The fuel feed system

(Y=445) (C/L) (Y=445)
OUTER WING
WING STUB WING STUB
SCAVENGE
EJECTOR
COLLECTOR CROSS-FEED
TANK AC AC SOV
DC
MP MP
SCAVENGE EJECTOR
APU
MOTIVE PUMP
ENGINE ENGINE
PRESSURE SWITCH
190
The primary fuel pump
The primary fuel pump is an ejector pump, operated from motive flow sup-
plied by the engine-driven fuel pump. The ejector pump is a venturi with no
moving parts, that draws fuel from the collector bay when fed with high-pres-
sure motive flow. The inlet port is equipped with a strainer to avoid ingestion
of foreign objects.
A pressure switch is installed immediately upstream of the engine mounted

low-pressure fuel pump to monitor engine inlet feed pressure.
This pressure switch provides inputs to MAU No.3.
MOTIVE FLOW
A motive-flow relief valve is installed in each wing to limit motive system
pressures. The cracking pressure of the motive-flow relief valve is 425 psig.
By limiting this motive flow pressure, the main ejector pump will establish an
adequate feed pressure level to ensure fuel flow through the AC pump which
will exceed the necessary flow to maintain a fuel balance and consequently
correct any fuel imbalance in the wings.

Figure 3: The primary fuel pump function
HIGH VOLUME,
LOW VOLUME
LOWER PRESSURE
HIGH PRESSURE
THAN MOTIVE-
FUEL FROM
FLOW FUEL
ENGINE DRIVEN
FUEL PUMP
SCAVENGE/BOOST FUEL
FUEL SUPPLY (SUCTION) (SCAVENGE)
MOTIVE FLOW FUEL

SUPPLY
190
Scavenge Ejector Pumps
There are three scavenge ejector pumps in each wing tank.
The ejector pumps are venturi pumps with no moving parts that draw fuel
from the tank when fed motive flow. The ejector pumps receive their motive
flow from the engine-driven fuel pump.
There is a forward, an outboard and an aft scavenge ejector pump.
The forward scavenge ejector pump is installed in the forward inboard cor-
ner of each wing stub, forward of the collector tank dam. These ejector pump
collects fuel from the inboard area of the wing tanks and transfers it to the
collector tank.
The outboard scavenge ejector pump is installed in the lowest point of the
wing tank outboard of rib1. These ejector pump collects fuel from the wing
tank and transfers it to the collector tank.
The aft scavenge ejector pump is installed in the aft section of the wing tank,
just inboard of rib1. These ejector pump collects fuel from the wing tank and
transfers it to the collector tank.
The scavenge ejector pumps derive their motive flow from the engine driven
fuel pump.

Figure 4: Scavenge Ejector Pump
190
Primary feed indication
The mode of operation of the primary ejector pump is indicated on the fuel
system page on the MFD.
If the fuel pressure at the inlet of the engine driven fuel pump drops below
5 PSIG, with the engine operating at or above idle, an E 1(2) FUEL LO
PRESS caution message will appear on the EICAS.

Figure 5: Synoptic page
• “ “ represents the primary ejector pump on the

fuel synoptic page
– represents pump in operating Engine
mode (Based on Eng Fuel Press Sw) Engine
15°C
– represents pump in non-operating

P
mode
P P
– represents pump in undetermined 5500 LBS
state 5550 LBS

TOTAL FUEL
11050 LBS
•E1(2)
“ FUEL LO PRESS ” will annunciate FUEL USED
3000 LBS
on EICAS if engine fuel pressure is approx.

< 5 psig on fuel pressure switch and engine >
idle speed (N2 > 65%)
190
AC Auxiliary pump
In the event of failure of the main engine feed ejector pump, the AC auxiliary
boost pump provides backup fuel flow to the engine.
The fuel cooled centrifugal pump uses a dual-pole motor to operate on a 400
Hz, 3-phase power supply.
In case of overheat, a thermal fuse will disconnect the pump.
The inlet is equipped with a 8 mesh wire screen strainer to avoid ingestion
of foreign objects.
The pump is a cartridge and canister type design that allows removal of the
pumping element without entering or draining the tank.

Figure 6: AC Auxiliary pump
AC AUXILIARY PUMP
CANISTER
(C/L)
AC AUXILIARY PUMP
CARTRIDGE
NOTE: LEFT WING S HOWN, RIGHT WING OP P OS ITE.
190
AC aux pump power supply
AC Bus 1 powers the left AC aux pump, and AC ESS Bus powers the right
hand AC aux pump.
In case of an electrical emergency, the right hand AC aux pump will be sup-
plied from the ram air turbine.

Figure 7: AC aux pump 1 power supply
OVERHEAD PANEL
FUEL CONTROL PANEL
C
AUTO
D
ON
FUEL OFF
ENG 1 XFEED ENG 2
OFF
LOW 1 LOW 2
AC PUMP 1
E
APU SW
FWD AVIONICS COMPT
DC PUMP
AUTO
GENERIC
I/O 1
MAIN
INSTRUMENT PANEL C
AC PUMP 1
OFF ON
AC PUMP 2
A OFF
AUTO
AC PUMP 1 OFF
EICAS DISPLAY
D E C
AC PUMP 1 AUTO
AUTO AUTO
ON
OFF ON ON AC PUMP 1 ON
B
OFF
LH AC PUMP PRESS SW D
FUEL CONTROL PANEL
HI E
A
AC1 FUEL SPAR II
LO PUMP PRESS SW
E FWD AVIONICS COMPT

SPAR II
GENERIC
I/O MODULE 1
LEFT NACELLE
LO CUSTOM ENG FUEL SOV 1
ASCB
I/O 1 CLOSED
LEFT ENGINE ENG FUEL SOV 1
PRESS SW OPEN
HI
MAU 1
FUEL SHUTOFF VALVE 1
PRESS SW
MAU 1
CB PANEL
MID AVIONICS COMPT HOT BATT BUS 1

MID AVIONICS COMPT
LICC SPDA 2 ENG
FUEL
AC FUEL PUMP 1 RELAY SOV 1
SLOT 11
AC 1 RELAY CMD
5A
TO
+28V
SLOT 13 CLOSE
AC 1 RELAY STAT
OVERHEAD M
CONTROL PANEL 1
FUEL SHUTOFF EXTG SW TO
EICAS OPEN
AC PUMP 1 LH AUX FUEL PUMP
B C SHUTOFF
AC PULL TO ROTATE
SHUTOFF TO EXTG
BUS
RNF
F
1
M
FIRE HANDLE
7.5A NOT SHUTOFF
D WING F
190
Notes:

Figure 8: AC Aux pump 2 power supply
OVERHEAD PANEL
FUEL CONTROL PANEL
AUTO
C
OFF ON
FUEL
ENG 1 XFEED ENG 2
OFF
LOW 1 LOW 2
APU
AC PUMP 2
SW E FWD AVIONICS COMPT
GENERIC MAIN
I/O 2 INSTRUMENT PANEL
DC PUMP
AUTO D
OFF ON A OFF AC PUMP 2 OFF
C
AC PUMP 1
AUTO
AC PUMP 2
AUTO
AUTO
ON
AC PUMP 2 AUTO
AC PUMP 2 ON
EICAS DISPLAY
C E D
OFF ON OFF ON
MAU 2 B
MID AVIONICS COMPT
FUEL CONTROL PANEL RH AC PUMP PRESS SW

MAU 3
D
GENERIC
A HI
I/O 3 MID AVIONICS COMPT
SPAR II
A AC2 FUEL
MAU 3
E
E
LO PUMP PRESS SW GENERIC
I/O MODULE 3
ENG FUEL SOV 2

CLOSED
ASCB
RIGHT NACELLE SPAR II
ENG FUEL SOV 2
LO CUSTOM I/0 2
OPEN
RIGHT ENGINE
PRESS SW FUEL SHUTOFF VALVE 2
HI
PRESS SW
CB PANEL
HOT BATT BUS 2
FWD AVIONICS COMPT ENG

EICC FWD AVIONICS COMPT FUEL
SPDA 1 SOV 2
AC FUEL PUMP 2 RELAY
5A
TO
SLOT 19 CLOSE
+28V AC 2 RELAY CMD
SLOT 5
AC2 RELAY STAT
OVERHEAD
PANEL
M 2
SHUTOFF EXTG SW TO
OPEN
RH AUX FUEL PUMP
C SHUTOFF
PULL TO
SHUTOFF
ROTATE
TO EXTG
EICAS AC
ESS FIRE HANDLE
F
RNF
B
M
BUS
7.5A D WING
F
190
AC Aux pump removal
1. Remove electrical connector. Loosen, but not remove drain plug.

Remove 6 screws/washers securing cartridge to canister.
2. Pull handle to vertical pos, pull cartridge down until it hits vertical
stop.
3. Rotate cartridge counter-clockwise until it contacts radial stop.

Remove drain plug and drain pump.
4. Rotate cartridge clockwise until notch in cartridge and notch in

canister match. Pull cartridge from canister.

Figure 9: AC Aux pump removal
190
AC Aux pump Synoptic page
The mode of operation of the AC Aux Pump is shown on the fuel system
page on the MFD.
“FUEL AC PUMP (1,2) FAIL” annunciates on EICAS in case of pump failure

(pump command on with pressure switch indicating low pressure for approx.
5 sec).

Figure 10: AC Aux pump synoptic page
represents AC fuel pump on fuel

synoptic page
– pump command indicating
pressure
– pump not commanded on
– failed pump (indicates low

pressure when commanded on)
– undetermined state
190
DC powered electric centrifugal pump
A DC powered electric centrifugal pump located in the RH collector tank pro-

vides a source of pressurized fuel supply for APU and engine start in flight,
or on the ground if the engine feed ejector pump and AC power or the AC
aux pump are not available.
The inlet is equipped with a strainer to avoid ingestion of foreign objects. The
motor housing incorporates a resetable thermal protector to ensure hazard-
ous temperatures are not exceeded.
The pump is a cartridge and canister type that allows removal of the pump-
ing element without entering or draining the tank. Electrical power will be
supplied from the ESS DC BUS.

Figure 11: DC powered electric centrifugal pump
DC APU/ENGINE
START PUMP
CANISTER
DC APU/ENGINE
START PUMP
CARTRIDGE
A
190
DC Aux pump electrical interface
The DC electrical fuel pump is powered from the ESS DC BUS 2.
The pump is monitored by the pump pressure switch, which is connected to

MAU3.

Figure 12: DC Aux pump electrical interface
ENG 1 XFEED ENG 2

OFF
LOW 1 LOW 2
APU
DC PUMP
AUTO
D
OFF ON
AC PUMP 1 AC PUMP 2
AUTO AUTO
OFF ON FUEL CONTROL PANEL PUMP PRESS SW DC APU/ENGINE START
D
OFF ON
FIRE EXTINGUISHER CONTROL PANEL FUEL PUMP
APU CONTROL PANEL
COCKPIT CB PANEL
AUTO
FUEL CONTROL PANEL

DC ESS BUS 2 F E OFF ON HI
M
5
A3
B3
A3
NOT SHUTOFF
APU RNF
5A EMER APU FUEL
EXT SW DC PUMP
STOP SW
AUTO
SW
OFF
APU FUEL
B1
A1
B2
A2
A1
A2
ON
FIRE EXTINGUISHER SOV 1
CARGO SMOKE
FWD AFT
TEST
APU
E
FIRE EXTINGUISHER CONTROL PANEL
APU CONTROL
ON
OFF START EMER STOP
F
MASTER
APU CONTROL PANEL
APU FUEL SOV

APU FUEL SOV
APU SOV CLOSE
APU SOV OPEN
DC PUMP STATUS
FUEL PRESS SW
DC FUEL PUMP
DC PUMP SW AUTO
CLOSE INPUT
DC PUMP SW ON
DC PUMP SW OFF
OPEN INPUT
COMMAND
COMMAND
COMMAND
TO
M TO
OPEN CLOSE
DC
FUEL PUMP 25 A
DC ESS BUS 2
FUEL SHUTOFF VALVE
SPDA 2 MAU 3 MAU 1 RICC-APU DC PUMP RELAY
MID ELECTRONIC MID ELECTRONIC FWD ELECTRONIC MID ELECTRONIC

COMPARTMENT COMPARTMENT COMPARTMENT COMPARTMENT
190
DC Aux pump removal
Requires special tool (slide hammer) to remove cartridge.
1. Remove lock wire from drain plug (15).
2. While pressing on the shaft end of the fuel shut-off lever arm,
remove hex head shoulder screw (10).
3. Release pressure on fuel shut-off lever arm and rotate out of the
way of the cartridge.
NOTE: This lever shuts off fuel to the pump.
4. Loosen drain plug (15). Place container under the drain plug to
capture the fuel that will drain from the pump. Remove drain
plug and drain the fuel from pump.
5. Remove any remaining obstructions below cartridge.
6. Remove retaining ring (25).
7. Disconnect wire harness electrical connector from its air frame

mating connector.
8. Install E2-10-1 removal tool in drain plug boss and pull the slide
downward impacting the bolt head, removing the cartridge (30).
9. Clean the retaining ring (25) and cartridge hole for any foreign
matter.

Figure 13: DC Aux pump removal
190
DC Aux pump synoptic page
The operational mode of the DC Aux Pump is shown on the Fuel system
page on the MFD in different colorcodes.
“FUEL DC PUMP FAIL” annunciates on EICAS in case of pump failure

(pump command on with pressure switch indicating low pressure for approx.
5 sec).

Figure 14: DC Aux pump synoptic page
represents AC fuel pump on fuel

synoptic page
– pump command indicating
pressure
– pump not commanded on
– failed pump (indicates low

pressure when commanded on)
– undetermined state
190
Fuel control panel
CONTROL POSITION FUNCTION

Opens the cross-feed valve.
XFEED Switch LOW 1 Turns right AC auxiliary pump on (when AC PUMP 2 switch is set to
AUTO).
Closes the cross-feed valve.
OFF Turns AC auxiliary pumps off (when AC PUMP 1 and AC PUMP 2
switches are set to AUTO).
Opens the cross-feed valve.
LOW 2 Turns the left AC auxiliary pump on (when AC PUMP 1 switch is set to
AUTO).
AC PUMP 2 Switch OFF Turns the right AC auxiliary pump off.
Allows automatic operation of the right AC auxiliary pump when the
AUTO
engine feed ejector pump fails or the XFEED switch is set to LOW 1.
ON Turns right AC auxiliary pump on.
AC PUMP 1 Switch OFF Turns left AC auxiliary pump off.
Allows automatic operation of the left AC auxiliary pump when the en-
AUTO
gine feed ejector pump fails or the XFEED switch is set to LOW 2.
ON Turns left AC auxiliary pump on.
Fire Handle Pushed (Normal Position) Opens applicable engine SOV.
Pulled Closes applicable engine SOV.
Turned Activates fire extinguishing system for applicable engine.
OFF Turns DC pump off.
DC PUMP Switch Allows automatic operation of DC pump when an AC auxiliary pump

AUTO
fails or is not available.
ON Turns DC pump on.
When the AC Aux Pump switches are in the AUTO position, which is the nor-
mal position, the detection of an ejector pump failure (sensed by the engine
inlet low pressure switch) will result in automatic start of the AC Aux Pump.
When the DC Start Pump switch is in the AUTO position, the detection of an
AC Aux Pump failure will result in automatic start of the DC Start Pump.

Figure 15: Fuel control panel
FUEL
ENG 1 XFEED ENG 2
OFF
LOW 1 LOW 2
APU
DC PUMP
AUTO
OFF ON
AC PUMP 1 AC PUMP 2
AUTO AUTO
OFF ON OFF ON
190
Pressure switches
Pressure switches, one for each pump, monitor the output of the electrical
pumps.
MAU No.1 monitors the status of the AC pump 1 pressure switch and MAU
no.3 monitors the status of the AC pump 2 and the DC start pump pressure
switches.
Each MAU transmits the data on the ASCB for EICAS display and control
functions. The EICAS messages “FUEL AC 1/2 PUMP FAIL” or “FUEL DC
PUMP FAIL” indicate that the respective pump is not operating properly.

Figure 16: Pressure switches
AC PUMP
PRESSURE
SWITCHES
DC PUMP
PRESSURE
SWITCH
SPAR II
SPAR II
190
Engine feed SOV
A 28 VDC motor operated ball valve is installed in each engine feed line to
prevent hazardous quantities of fuel from flowing into designated fire zones.
The valves, one for each of the two engine feed lines, are mounted on the
rear spar of the wing with the hydro-mechanical portion of the valve inside,
and the electrical actuator outside of the tank.
MAU 1 monitors the status of the left Engine feed shut off valve, while MAU
3 receives position feedback from the right valve.
The position of the valves is displayed on the EICAS. The two valves can be
operated by the crew by means of the two fire handles mounted on the over-
head panel in the cockpit. when pulled, the respective shut off valve will
close. The advisory message E1 (E2) FUEL SOV CLOSED will be displayed
on the EICAS. If the valve fails, or the handle position does not correspond
to the actual valve position, the caution “ ENG 1 FUEL SOV FAIL “ or “ENG
2 FUEL SOV FAIL” will be displayed on the EICAS.

Figure 17: Engine feed SOV
SPAR II
SPAR II
ENGINE SOV
ENGINE SOV ACTUATOR

ASSEMBLY
L M
190
Fuel SOV electrical interface
The SOV electrical motors receive electrical power directly from the Hot
Busses. They are controlled by the movement of the fire handles on the
overhead panel.
The position of the L/H SOV is monitored by MAU 1, the R/H by MAU 3.

Figure 18: Fuel SOV electrical interface
ENG 2
SHUTOFF/EXTG SW
OVERHEAD PANEL
TO OPEN TO CLOSE
M
9 16 24 F E D A C B G
P34
P32
22 D A
20 D A
22 D A
20 D A 22 S A
20 D A
20 D A
22 S A
22 S A
20 D A
20 D A
20 D A
22 S A
22 S A
20 D A
22 D A
P36 P37 PXX PXX

P35 F E D A C B G
9 16 24 47 60 60 47
J3 J4 J4 J3
28-7
MAU 1 MAU 3
FWD ELECTRONIC FWD ELECTRONIC
COMPARTMENT COMPARTMENT
190
EICAS Messages Associated CMC Faults Suspect LRU’s

E1 FUEL SOV FAIL · ENG 1 SOV/MAU 1[11]/WRG FAULT · Wiring (Eng 1 SOV to MAU 1)
· ENG 1 SOV
· MAU 1
· ENG 1 SOV/FIRE HANDLE 1/WRG FAULT · Wiring (Eng 1 SOV to Eng 1 Fire Handle)
· ENG 1 SOV
· ENG 1 Fire Handle
E2 FUEL SOV FAIL · ENG 2 SOV/MAU 3[9]/WRG FAULT · Wiring (Eng 2 SOV to MAU 3)
· ENG 2 SOV
· MAU 3
· ENG 2 SOV/FIRE HANDLE 2/WRG FAULT · Wiring (Eng 2 SOV to Eng 2 Fire Handle)
· ENG 1 SOV
· ENG 2 Fire Handle
FUEL AC PUMP 1 FAIL · AC1 PUMP/PR SW/RLY/MAU 1[12] FAULT · Wiring (AC 1 Pump Press Switch to MAU 1)
· AC1 Pump Pressure Switch
· AC1 Pump
· MAU 1
· AC PUMP 1 SW/MAU 1[11]/WRG FAULT · Wiring (AC 1 Pump Switch to MAU 1)
· AC1 Pump Switch
· MAU 1
FUEL AC PUMP 2 FAIL · AC2 PUMP/PR SW/RLY/MAU 3[10] FAULT · Wiring (AC 2 Pump Press Switch to MAU 3)
· AC2 Pump Pressure Switch
· AC2 Pump
· MAU 3
· AC PUMP 2 SW/MAU 2[9]/WRG FAULT · Wiring (AC 2 Pump Switch to MAU 3)
· AC2 Pump Switch
· MAU 3

Figure 19: SOV Faults
MAU 1
ENG 1 Fuel Shutoff Valve
ENG 1 FUEL SOV CLOSED
ENG 1 FUEL SOV OPEN
5 sec FAULT
MAU 1
ENG 1 Fuel Shutoff Valve
ENG 1 FUEL SOV CLOSED
ENG 1 FUEL SOV OPEN
5 sec FAULT
ENG 1 Overhead Panel

ENG 1 FIRE HANDLE
PULLED
HOT BUS 1 on and valid and no fault, CB FUEL SOV 1 on

190

FUEL DC PUMP FAIL · DC PUMP/PR SW/RLY/MAU 3[9/10] FAULT Wiring (DC Pump Press Switch to MAU 3)
·
DC Pump Pressure Switch
·
DC Pump
·
MAU 3
·
· DC PUMP SW/MAU 1[11]/WRG FAULT Wiring (DC Pump Switch to MAU 1)
·
DC Pump Switch
·
MAU 1
·
E1 FUEL SOV CLSD · N/A (Check wiring) · N/A
E2 FUEL SOV CLSD · N/A (Check wiring) · N/A
E1 FUEL LO PRESS · N/A · Wiring (Eng 1 Pump Press Switch to MAU 1)
1. Confirm Pressure Switch is reading low (turn AC pumps o · Eng 1 Pump Pressure Switch
and verify if message still annunciates) · MAU 1
2. If yes, check wiring/replace pressure switch OR
3. If no, check left primary ejector pump system · Motive Flow Lines
· Left Primary Ejector Pump
E2 FUEL LO PRESS · N/A · Wiring (Eng 2 Pump Press Switch to MAU 3)
1. Confirm Pressure Switch is reading low (turn AC pumps o · Eng 2 Pump Pressure Switch
and verify if message still annunciates) · MAU 3
2. If yes, replace pressure switch OR
3. If no, check right primary ejector pump system · Motive Flow Lines
· Right Primary Ejector Pump
FUEL FEED 1 FAULT · N/A · Wiring (Eng 1 Pump Press Switch to MAU 1)
1. Perform operational test of primary ejector pump system · MAU 1
2. If pass, check wiring/replace left engine inlet pressure switch · Motive Flow Lines
· Left Primary Ejector Pump
· Eng 1 Pump Pressure Switch
FUEL FEED 2 FAULT · N/A · Wiring (Eng 2 Pump Press Switch to MAU 3)
1. Perform operational test of primary ejector pump system · MAU 3
2. If pass, check wiring/replace right engine inlet pressure switch· Motive Flow Lines
· Right Primary Ejector Pump
· Eng 2 Pump Pressure Switch

Figure 20: Engine feed CMC status page
190
SOV Synoptic Page
The position of the shut off valve is indicated on the fuel system page on the
MFD in different colorcodes and by rotation of the SOV symbol.
The E 1(2) FUEL SOV CLOSED status message indicates that the valve is
closed.
The E 1(2) FUEL SOV FAIL caution message annunciates on the EICAS in
case of engine SOV failure when:
• commanded open but indicates closed

• commanded closed but indicates open
• indicates open and closed at the same time

Figure 21: SOV synoptic page
• SOV represented on Fuel Synoptic Page by:

– = open position
– = closed position
– = conflict (feedback signals)
– = failed (cmd/feedback disagree)
– = undetermined state
• “ E1(2) FUEL SOV CLSD ” indicates valve is

closed
• “ E1(2) FUEL SOV FAIL ” annunciates on

EICAS in case of engine SOV failure when
a) Command open & indicates closed
b) Command close & indicates open
c) Indicates open & closed
190
Check valves
Check valves are located in the low-pressure engine feed delivery line on
the discharge of each pump.
Check valves are also installed in the high pressure motive flow line to pre-
vent excessive fuel loss if the line between the air frame and engine is
opened due to failure or maintenance activity.
Each valve is a simple in-line swing check valve. The fittings on each end
are different, to prevent reverse installation.

Figure 22: Check valves
Check valve
ENGINE ENGINE
ACM ACM
DCM
DCM PS DCM DCM PS PS DCM
APU
LEGEND:
ACM
AC AUXILIARY BOOST PUMP
PS
PRESSURE SWITCH
DCM
DC APU/ENGINE START PUMP DCM
SOV (DC MOTOR OPERATED)
EJECTOR PUMP (ENGINE FEED OR SCAVENGE) APU FEED LINE

CHECK VALVE
190
L/H Engine start
For L/H engine start with the APU in operation, the L/H AC pump is used to
supply initial fuel flow to the engine. The AC pump switch in the cockpit has
to be in the AUTO position.
The main ejector pump will then supply fuel during normal operation. In case
the engine inlet pressure switch senses a low fuel pressure and the AC
pump switch is in AUTO, the AC pump will automatically start up and take
over the supply of fuel to the engine.
If the APU is inoperative and no AC ground power is available, the DC pump

will be used for initial fuel supply. In this case the cross feed valve has to be
opened by moving the cross feed knob to LOW 1 or LOW 2.
As well in the case of a main ejector pump and AC pump failure, the DC
pump will supply fuel.

Figure 23: Engine start LH
L/H Engine Start
LH Engine Start
No AC Power,
RH engine not
Operating
Select LH
engine
RH engine control to
APU Operating operating "RUN" or
"STAR T"
DC Aux Pump
will be powe red
Select
LH Select
engine LH
Crossf eed
control to engine
control to control
"RUN" or
selected to
"STAR T" "RUN" or
Low 1 or Low
"STAR T"
2 position
DC pump
pressurizes LH Note: Ensure pump control
engine f eed line
LH AC Pump will LH AC Pump will
be powere d (power
through Crossf eed switches on the Cockpit
be powere d ( power v alv e
receiv ed f rom APU receiv ed f rom RH Control Panel are in the
engine generator
generator)
“AUTO” position prior to
Once LH engine > idle RPM, selecting APU Master SW
Ejector pump prov ides pressure
DC Aux Pump powers down to “ON” or “START”
Once LH engine > idle RPM, Once LH engine > idle RPM,
Ejector pump prov ide pressure Ejector pump prov ide pressure Crossf eed
AC Pump powers down AC Pump powers down control
(unless low press is sensed at LH (unless low press is sensed at LH selected to
pressure switch) pressure switch) "OFF"
position
190
R/H Engine start
For engine start with the APU in operation, the AC pump is used to supply
initial fuel flow to the engine. The AC pump switch in the cockpit has to be in
the AUTO position.
The main ejector pump will then supply fuel during normal operation. In case
the engine inlet pressure switch senses a low fuel pressure and the AC
pump switch is in AUTO, the AC pump will automatically start up and take
over the supply of fuel to the engine.
If the APU is inoperative and no AC ground power is available, the DC pump

will be used for initial fuel supply. The DC Pump selector has to be in the
AUTO position.
As in the case of a main ejector pump and AC pump failure, the DC pump
will supply fuel.

Figure 24: Engine start RH
R/H Engine Start
RH Engine Start
LH engine No AC Power, LH
APU Operating operating engine not
Operating
Select Select Select

RH RH RH
engine engine engine
control to control to control to
"RUN" or "RUN" or "RUN" or
"START" "START" "START"
Note: Ensure pump control
switches on the Cockpit
Control Panel are i n the
“AUTO” position prior to
RH AC Pump will
RH AC Pump will
be powered (power selecting APU Master SW
be powered (power DC Aux Pump will
received from APU received from LH be powered to “ON” or “START”
generator) engine generator
Once RH engine > idle RPM, Once RH engine > idle RPM,
Ejector pump provides pressure Ejector pump provides pressure Once RH engine > idle RPM,
AC Pump powers down AC Pump powers down Ejector pump provides pressure
(unless low press sensed at RH (unless low press sensed at RH DC Aux Pump will power down
inlet press switch) inlet press switch)
190
28-21 Cross feed system

Introduction
The cross feed function allows both engines to be fed from a single fuel tank.
This feature permits correction of minor lateral fuel imbalances by temporar-
ily feeding both engines from one wing tank. The cross feed function will also
be used to feed a single engine from both wing tanks following shutdown of
one engine, to prevent lateral imbalance from occurring.
The cross feed subsystem consists of a motor-operated shut off valve in a

line connecting the right and left-hand engine feed lines.
The cross feed shut off valve remains closed during normal operation.
Lateral fuel imbalances exceeding 360kg (792 lbs) are annunciated on the
EICAS by the message "FUEL IMBALANCE". This message will disappear
when the difference is reduced to 45kg (99 lbs).

Figure 1: Lateral fuel imbalance
28VDC
SPDA 1 SPDA 2
ASCB
MAU 1 MAU 2 MAU 3
CROSS-FEED SOV
SPAR II
CROSS-FEED
ACTUATOR
190
Cross feed valve electrical interface
28 VDC power is supplied to the Cross feed Shut off Valve via the Solid
State Power Controllers in SPDA 2 from DC ESS BUS 2.
Control Selector knob position is directed into MAU 2 and position feedback
of the cross feed valve is directed into MAU 3.

Figure 2: Cross feed valve electrical interface
OVERHEAD PANEL
FUEL CONTROL PANEL

C
OFF
FUEL LOW 1 LOW 2
ENG 1 XFEED ENG 2
E
OFF
LOW 1 LOW 2
APU
D
DC PUMP MAIN INSTRUMENT PANEL
AUTO NOTE:
FUEL XFEED OPEN LH SIDE SHOWN;
OFF ON LOW 1
RIGHT SIDE OPPOSITE
OFF
AC PUMP 1
AUTO
AC PUMP 2
AUTO LOW 2 B
A
EICAS DISPLAY
OFF ON OFF ON E
FWD AVIONICS COMPT
MID AVIONICS COMPT MAU 2

MAU 3
GENERIC
FUEL CONTROL PANEL ASCB I/O 2
GENERIC
A I/O 3 FUEL XFEED SW

LOW 1
FUEL XFEED FUEL XFEED SW
VALVE CLOSED OFF
FUEL XFEED SW
FUEL XFEED LOW 2
VALVE OPEN
MID AVIONICS COMPT

SPDA 2
CROSS-FEED VALVE
SLOT 6
ESS DC BUS 2
F
C
XFEED SOV
APU
OPEN COMM
MID AVIONICS COMPT
LICC ESS DC BUS 2
F
AC FUEL PUMP 1 RELAY XFEED SOV
CLOSED COMM
SLOT 11
+28V AC 1 RELAY CMD SPAR II
TO SLOT 3
OPEN AC 1 RELAY STAT
M
FUEL
AC PUMP 1
E
LH AUX FUEL PUMP
TO
CLOSE
AC
BUS
RNF
1 M
EICAS
B F 7.5A
D
190
CMC faults
In the CMC following faults can be logged for the cross feed system:
• XFEED SOV/MAU 3/WRG FAULT

• XFEED SOV/WRG FAULT
• FUEL XFEED SW/MAU2/WRG FAULT

Figure 3: CMC faults
XFEED
EED SO
SOV/MA
MAU 3/WRG FAULT
MAU 3
Xfeed Fuel Shutoff Valve
FUEL XFEED VALVE CLOSED
FUEL XFEED VALVE OPEN
5 sec FAULT
ESS DC BUS 2 is on and valid
EED SO
XFEED SOV/WRG FAULT
Xfeed Fuel Shutoff Valve
FUEL XFEED VALVE CLOSED
FUEL XFEED VALVE OPEN
SPDA2 5 sec FAULT

FUEL XFEED VALVE CMD POS = TRUE
FUEL XFEED OPEN CMD = NO FAULT
FUEL XFEED CLOSE CMD = NO FAULT FUEL XFEED VALVE CMD POS =
TRUE: Valve commanded open
EL XFEED
FUEL EED SW
SW/MAMAU 2/WRG FAULT
– MAU detects open from all three feedback signals from Fuel Xfeed Switch or
detects ground from at least two of the feedback signals
190
Cross feed operation
A three-position rotary switch located on the cockpit control panel controls

the cross feed valve and associated AC Aux Pump, if the AC Pump controls
are in the AUTO position.
If an AC Aux Pump switch is in the OFF or ON position, this command will

override the cross feed command.
When the XFEED switch is in the LOW 1 or LOW 2 position, SPDA 2 com-
mands the cross feed shut off valve open. When the XFEED switch is in the
OFF position, SPDA 2 commands the shut off valve closed. When the
XFEED switch is placed in the LOW 1 position (indicating the fuel quantity in
the left tank is lower than the right tank), the right AC Aux Pump will be pow-
ered to feed fuel from the right tank. When XFEED is placed in the LOW 2
position, the left AC Aux Pump will be powered.
Note: Cross feed operation is not to be used during takeoff or landing.
MAU No.3 monitors the status of the valve. The EICAS message “FUEL
XFEED SOV OPEN” indicates the cross feed valve is open and associated
AC Aux Pump is operating.
The caution message “FUEL XFEED FAIL” indicates that the Cross feed
Shut off Valve and/or associated AC Aux Pump have not operated according
to the selection of the associated switch.

Figure 4: Cross feed operation

(Y=445) (C/L) (Y=445)
OUTER WING
WING STUB WING STUB
SCAVENGE
EJECTOR
COLLECTOR CROSS-FEED
TANK AC AC SOV
DC
MP MP
SCAVENGE EJECTOR
APU
MOTIVE PUMP
ENGINE ENGINE
PRESSURE SWITCH
190
Cross feed valve synoptic page
The cross feed SOV position is shown on the Fuel System page on the MFD
by colorcode and position indication.
“FUEL XFEED FAIL” annunciates on EICAS in case of Cross feed Shut off
Valve or AC Pump failure.
“FUEL IMBALANCE” annunciates on EICAS alerting crew to run cross feed

operation when there is a lateral imbalance approx. 800 lbs (360kgs) be-
tween tanks.
“FUEL XFEED SOV OPEN” annunciates on EICAS when XFEED valve is

opened.
“FUEL EQUAL-XFEED OPEN” annunciates on EICAS alerting crew that

XFEED valve is open when the lateral imbalance is approx. 100 lbs (45 kgs).

Figure 5: cross feed valve synoptic page
• Crossfeed SOV represented on Fuel Synoptic

Page by:
– = open position
190
28-22 APU Fuel Feed

Introduction
The APU feed system is made up of:
• a DC electric motor-driven pump mounted in the right hand fuel

tank,
• a DC motor operated APU Feed Shut off valve to isolate the APU
from the fuel system after shutdown and the flexible
• APU Feed line.
In addition, the APU makes use of the engine feed system whenever the AC
pump or main ejector pump is in operation.

Figure 1: APU feed system
AC auxillary pump
Ejector pump
ENGINE ENGINE
ACM
DCM
DCM PS DCM DCM PS PS DCM
APU
APU shutoff valve DC auxiliary pump
LEGEND:
ACM
AC AUXILIARY BOOST PUMP
PS
PRESSURE SWITCH
DCM
DC APU/ENGINE START PUMP DCM
SOV (DC MOTOR OPERATED)
EJECTOR PUMP (ENGINE FEED OR SCAVENGE) APU FEED LINE

CHECK VALVE
190
APU start
The 28 VDC centrifugal pump mounted in the right hand side fuel tank col-
lector bay provides one source of pressurized fuel for APU start. This pump
can be operated by battery power.
The APU is fed from the right-hand engine feed line when pressure in that
line is available.
An APU feed shut-off valve is mounted aft of the fuel tank on the APU feed
line to isolate the APU from the fuel system after APU shutdown, or when
commanded from the cockpit. The DC motor-operated valve is mounted out-
side of the fuel tank on the rear spar of the wing stub. It incorporates a man-
ual override and a position indicating lever. 28 VDC power is supplied to the
valve via the solid state power controllers in SPDA 2 from ESS DC BUS 2.

Figure 2: APU start
DC auxiliary pump
Battery
Fuel pressure for APU start
The APU is fed from the right-hand engine feed line when pressure in that line is available.
APU shutoffvalve
The APU feed shut-off

valve is mounted aft of the
fuel tank on the APU feed line
to isolate the APU from the fuel
system after APU shutdown, or when
commanded from the cockpit.
190
The APU shut off valve operation
The shut off valve is controlled by the overhead APU control panel in the
cockpit.
The shut off valve is commanded closed when the APU MASTER switch is
selected to “OFF”. It will be commanded to open when the APU MASTER
switch is selected to the “ON” position.
The APU EMERG STOP and APU FIRE EXTG switches override the valve
commands from the APU MASTER switch. If either of these push buttons is
pressed, the shut off valve is commanded closed.
If a fire is detected in the APU compartment and the aircraft is on the ground,
following a 10 second delay the APU will shut down automatically if there is
no crew intervention. The APU Feed Shut off Valve will be closed and the
RH AC Aux Pump and DC Start Pump will be de-powered.
Note that the electric pump will continue to operate if required for RH engine
operation.

Figure 3: The APU shut off valve operation
DC PUMP
PRESSURE
SWITCH
SPAR II
190
SOV Electrical Interface
28 VDC power is supplied to the valve via the solid state power controllers
in SPDA 2 from the ESS DC BUS 2.
Valve position information is directed to MAU 3.
The valve can be closed by pushing the emergency stop button, pressing
the fire extinguisher button or by stopping the APU with the master knob.

Figure 4: SOV Electrical Interface
ENG 1 XFEED ENG 2

OFF
LOW 1 LOW 2
APU
DC PUMP
AUTO
D
OFF ON
AC PUMP 1 AC PUMP 2
AUTO AUTO
OFF ON FUEL CONTROL PANEL PUMP PRESS SW DC APU/ENGINE START
D
OFF ON
FIRE EXTINGUISHER CONTROL PANEL FUEL PUMP
APU CONTROL PANEL
COCKPIT CB PANEL
AUTO
FUEL CONTROL PANEL

DC ESS BUS 2 F E OFF ON HI
M
5
A3
B3
A3
NOT SHUTOFF
APU RNF
5A EMER APU FUEL
EXT SW DC PUMP
STOP SW
AUTO
SW
OFF
APU FUEL
B1
A1
B2
A2
A1
A2
ON
FIRE EXTINGUISHER SOV 1
CARGO SMOKE
FWD AFT
TEST
APU
E
FIRE EXTINGUISHER CONTROL PANEL
APU CONTROL
ON
OFF START EMER STOP
F
MASTER
APU CONTROL PANEL
APU FUEL SOV

APU FUEL SOV
APU SOV CLOSE
APU SOV OPEN
DC PUMP STATUS
FUEL PRESS SW
DC FUEL PUMP
DC PUMP SW AUTO
CLOSE INPUT
DC PUMP SW ON
DC PUMP SW OFF
OPEN INPUT
COMMAND
COMMAND
COMMAND
TO
M TO
OPEN CLOSE
DC
FUEL PUMP 25 A
DC ESS BUS 2
FUEL SHUTOFF VALVE
SPDA 2 MAU 3 MAU 1 RICC-APU DC PUMP RELAY
MID ELECTRONIC MID ELECTRONIC FWD ELECTRONIC MID ELECTRONIC

COMPARTMENT COMPARTMENT COMPARTMENT COMPARTMENT
190
APU SOV FAULT

APU SOV FAIL · APU SOV/MAU 3[9]/WRG FAULT · Wiring (APU SOV to MAU 3)
· APU SOV
· MAU 3
· APU SOV/EMER STOP/FIREX/WRG FAULT · Wiring (APU SOV to SPDA2, APU SOV to
APU OVERHEAD PANEL, FIRE PROTECTION
PANEL to SPDA2)
· APU SOV
· SPDA2
· APU emergency stop switch
· APU fire extinguishing switch
· APU FUEL SOV/WRG FAULT · Wiring (APU SOV to SPDA2)
· APU SOV
· SPDA2
· APU SOV/APU FIREX SW/WRG FAULT · Wiring (APU SOV to Fire Protection Panel)
· APU SOV
· APU fire extinguishing switch
· APU SOV/EMER STOP SW/WRG FAULT · Wiring (APU SOV to APU Overhead Panel)
· APU SOV
· APU emergency stop switch
APU FUEL SOV CLSD · N/A · N/A

Figure 5: SOV Faults
APU SOV/MAU 3[9]/WRG FAULT APU SOV/EMER STOP/FIREX/WRG FAULT

MAU 3
MAU 3 APU Fuel Shutoff Valve
APU Fuel Shutoff Valve
APU FUEL SOV OPEN
APU FUEL SOV CLOSED
APU FUEL SOV CLOSED
APU FUEL SOV OPEN SPDA2
APU SOV OPEN CMD
5 sec FAULT APU SOV OPEN CMD FAULTS = 5 sec FAULT
NO FAULTS
APU Overhead Panel
EMERG STOP SW =
"NOT PRESSED"
Fire Protection Overhead Panel
APU FIRE EXT SW =
" NOT PRESSED"
APU FUEL SOV/WRG FAULT ESS DC BUS 2 on and valid, CB APU FUEL SOV 1
on, No fire detected
FUEL APU VALVE CLOSED
FUEL APU VALVE OPEN
SPDA2 5 sec FAULT

APU SOV CMD = OPEN
APU SOV OPEN CMD FAULTS = NO FAULTS
APU SOV CMD = CLOSED
APU SOV CLSD CMD FAULTS = NO FAULTS
ESS DC BUS 2 on and valid, CB APU FUEL SOV 1 on
APU SOV/APU FIREX SW/WRG FAULT

MAU 3
APU FUEL SOV CLOSED
APU FUEL SOV OPEN 5 sec FAULT
Fire Protection Overhead Panel

APU FIRE EXT SW =
"PRESSED"
ESS DC BUS 2 on and valid, FIRE EXT SW input to MAU valid, CB APU FUEL SOV 1 on
190
CMC status page
On the APU SOV/DC START PUMP fuel status page switch positions can
be monitored.
In addition Relay faults and SPDA faults can be viewed on this page.

Figure 6: CMC status page
190
EICAS indications
Indication switches in the APU Shut off Valve provide feedback regarding
valve position. MAU No.3 monitors the status of the switches and transmits
the data on the ASCB for EICAS display.
The EICAS caution message “APU SOV FAIL” indicates the APU Shut off
Valve is not operating properly.
The EICAS advisory message “APU SOV CLOSED” will be displayed for 10
seconds following normal closure to confirm valve position.
After 10 seconds, the message “APU SOV CLOSED” will no longer be dis-
played. If either the APU EMERG STOP or the APU FIRE EXTG switch is
used to close the valve, the message “APU SOV CLOSED” will continue to
be displayed.

Figure 7: EICAS indications
• APU SOV represented on Fuel Synoptic

Page by:
– = open position

• “ APU FUEL SOV FAIL ” annunciates on

EICAS in case of APU SOV failure when
a) Command open & indicates closed
b) Command close & indicates open
c) Indicates open & closed
• “ APU FUEL SOV CLSD ” indicates APU SOV

is closed (Message disappears after approx. 10
sec following normal APU shutdown)
190
APU start
For APU start, the DC and AC pump switches have to be in auto position.
If you select APU START, the DC pump will start to supply pressurized fuel.
As soon as AC Power is available, the AC Pump will take over. When the
engine is running and the engine feed system is operating, fuel will be sup-
plied from the ejector pump as well as to the APU.
If necessary, the APU can be supplied with fuel from the left hand tank. By
moving the cross feed switch to LOW 2 and with AC Power available, the left
AC Pump will supply pressurized fuel to the APU. If the left engine is oper-
ating, the left ejector pump will also supply the fuel to the APU.

Figure 8: APU start
APU Start
External AC Power
Available
Engines Running External AC Power

Not Available
Select APU
master switch
to "ON" or
"START"
Select APU master switch to "ON"

Select APU
or "START"
master switch
to "ON" or
1. APU Feed Shutoff
"START"
Valve opens
2. AC Aux Pump will
be powered
Note : Ensure pump control
switches on fuel
1. APU Feed Shutoff
control panel are No delay in
powering DC
Valve opens
If AC Pump
unavailable, selected ´AUTO´ prior Pump
2. DC Pump will be
powered
DC Pump is to selecting APU
powered
Master SW to 'ON'
or 'START.'
RH AC Aux Pump or DC Pump shall Once AC power is available, fuel high
remain powered until APU Master pressure will be sensed at AC Pump
switch set to "OFF" or RH engine > idle pressure switch (due to APU generator) and
speed DC Pump will power down
190
28-23 Refuel-Defuel
Introduction
The Aircraft can be refuelled by gravity through the 2 over wing gravity fill
ports.
Standard refuelling and defueling will be performed by use of the single point
pressure refuelling/ defueling adapter. The adapter, along with the refuel
control panel, is installed behind an access door on the right hand leading
edge.
The adapter must receive a pressure between 35 and 50 psig during refuel
operations.
Defuel operations can be done by suction from an external source or with
the AC auxiliary and DC pumps.

Figure 1: Refuelling defueling components
CL
OS
E
OPEN
B
A
A
ZONES
531/631
GRAVITY FILL CAP
GRAVITY REFUELING
Refuel control panel ADAPTER
REFUEL SELECTION POWER SELECTION

MANUAL AUTO NORMAL BATTERY
DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
REFUELING VALVE LIGHTS
ARE INITIALLY ON
CLOSED CLOSED FUEL QTY REMAINING

OPEN
T 4280 kg
LH TANK RH TANK
6000 kg
O EN O EN
SELECTED
INCR TKSEL
CLOSED CLO ED
DECRT TEST
REFUELING DEFUELING
C
LO
SE
Refuel defuel adapter
OPEN
190
The pressure refuelling system
The pressure refuelling system consists of:
• the single point refuelling adapter,

• a refuel/defuel control panel,
• a refuel shut off valve and
• a high level float pilot valve in each wing tank refuel line.
To control the refuelling, a refuel control solenoid and a refuel pressure

switch are installed on either side.
Grounding points are provided so that the aircraft and the fuelling truck are
properly grounded during refuelling and defueling.

Figure 2: The pressure refuelling system components
Refuel Shutoff Valve

Refuel/Defuel
Panel
Single Point Pressure
Refuel Adapter
Pilot Float Defuel Shutoff Valve
Valve
DCM
ACM ACM
DCM
DCM PS DCM PS PS DCM
DCS DCS
PS Crossfeed Valve PS
Control Solenoid
LEGEND: Refuel pressure switch
ACM
AC AUXILIARY BOOST PUMP REFUELING/DEFUELING CONTROL PANEL

AND FUEL QUANTITY REPEATER INDICATOR
DCM
DC APU/ENGINE START PUMP
DCS REFUELING CONTROL SOLENOID
EJECTOR PUMP (ENGINE FEED OR SCAVENGE)
REFUELING SOV
CHECK VALVE FUEL FEED LINE
PS
PRESSURE SWITCH FUEL FLOAT PILOT VALVE REFUEL/DEFUEL LINE
SOV (DC MOTOR OPERATED) FUEL RESTRICTOR REFUEL/DEFUEL PILOT LINE

DCM
REFUEL/DEFUEL CONTROL LINE

PRESSURE REFUELING/DEFUELING ADAPTER
190
The pressure refuel adapter
The single point pressure refuel adapter is installed on the right hand wing
leading edge.
The adapter flange mates with standard refuelling nozzles. A spring loaded
poppet valve is installed inside the adapter. The poppet valve opens when
the refuel nozzle control lever is moved to the open position with the nozzle
inserted into the adapter. Following refuel completion, the poppet valve is re-
seated by moving the nozzle control lever to the closed position. This allows
the nozzle to be inserted and removed with minimal fuel spillage.
The adapter incorporates a cap to prevent the escape of hazardous

quantities of fuel from the system if the poppet valve fails.

Figure 3: Spring loaded poppet valve
190
The refuel Shut-Off Valve (SOV)
The refuel SOV is a hydro-mechanical device that operates from the pres-
sure differential applied to an internal poppet assembly.
The high level float pilot valve controls the refuel SOV by a pilot line connect-
ed between the shut off valve and the pilot valve. When the pilot port is open
and pressure is applied to the valve inlet, higher pressure on the upstream
side of the poppet causes the valve to open.
When the pilot port is closed, fuel pressure applied to the inlet will equalize
on both sides of the poppet. The piston chamber on the downstream side of
the poppet has a larger surface area than the area on the inlet side; that
causes the closing force to exceed the opening force. A spring acting on the
poppet adds to the hydraulic force to close the valve.

Figure 4: The refuel SOV
SOV open SOV closed
Pilot float valve
(No pressure, OPEN)
Pilot line
25 psi
Pressure switch
Control solenoid
De-Energized (High pressure, closed) Energized
Refuel shut-off valve
Tank Tank
Level Control SOV

Pilot Line Port
Main Poppet
Flow
Valve Inlet
Control Chamber
190
The pilot float valve
The pilot valve consists of:
• a float,
• pilot port and
• control port.
The float can be lifted by fuel level rise or by the application of pressure to
the control port. When the float is up, the pilot port is closed, which allows
pressure buildup in the pilot line connected to the refuel shut off valve. When
the float is down, the pilot port is open and allows fuel pressure to be bled
from the pilot line connected to the refuel shut off valve.
The pilot valve in each fuel tank will close the pilot line to the shut off valve
pilot port approximately 160 litres (42.3 gallons) before the maximum capac-
ity in the fuel tank is reached. The location of the pilot valve ensures that
each fuel tank will have an expansion space of 2 percent before fuel spills
into the surge tank.

Figure 5: The pilot float valve
Pilot float valve
Pilot line
Pressure switch
Control solenoid
(De-Energized)
The pilot line to the shutoff valve pilot

port approximately 160 liters (42.3 gallons)
before the maximum capacity
Refuel shut-off valve
Tank
190
The refuel control solenoid
The refuel control solenoid is installed outside of the fuel tank on the rear
spar to eliminate the potential for an ignition source inside the tank. The sin-
gle coil, normally closed solenoid is installed in a pilot line between the main
refuel line and the High Level Float Pilot Valve. Fuel from the main refuel line
is allowed to flow through the pilot line when 28 VDC is applied to the sole-
noid. Removal of power isolates the supply of refuel pressure to the pilot
line.
The solenoid is energized to the open position automatically when the refuel
access door is opened and the aircraft is energized with external power. The
solenoid is de-energized when the REFUELING switch is placed in the
OPEN position.
DC BUS 1 provides power to Refuel Solenoid Valve 1, and DC BUS 2 pro-

vides power to Refuel Solenoid Valve 2.

Figure 6: The refuel control solenoid
REFUEL/DEFUEL PANEL
REFUEL SELECTION
AUTO/MAN SW
POWER SELECTION
AUTO MANUAL
DO NOT INITIATE THE
REFUELING BEFORE
NORMAL BATTERY
REFUEL
CONFIRMING THAT THE
REFU ALVE LIGHTS
ARE INIT Y ON
AUTO
DC-BUS 2 R
LH TANK RH TANK
OPEN
R VLV CLOSED
OPEN O
SELECTED
INCR TKSEL
CLOSED CLOSED
MAN
DECRT TEST
REFUELING DEFUELING
L
DC-BUS 1 L VLV CLOSED
RDP DOOR SW
Pilot float valve
Pilot line
REFUEL REFUEL
Pressure switch SOLENOID SOLENOID
Control solenoid VALVE 1 VALVE 2
LEFT WING LEFT WING

TANK TANK
e ENERGIZED= ENERGIZED=
NO FLOW NO FLOW
Tank
190
Pressure switch
A refuel pressure switch is installed in the pilot line between the pilot valve
and refuel shut off valve. When the float is up and pressure is applied to the
refuel system, high pressure will be indicated by the pressure switch, closing
the electrical circuit to illuminate the “CLOSED” indication light on the refuel/
defuel control panel.

Figure 7: Pressure switch

AUTO MANUAL NORMAL BATTERY
DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
REFU ALVE LIGHTS
ARE INIT Y ON
CLOSED CLOSED TY REMAINING

OPEN
LH TANK RH TANK
OPEN OPEN
SELECTED
INCR TKSEL
CLOSED CLOSED
TEST
REFUELING DEFUELING
WING REAR SPAR

Energized
Pressure switch
Tank
190
Refuel/Defuel Control Panel
The Refuel/Defuel Control Panel provides control and monitoring facilities

for refuel and defuel shut off valves, as well as power selection. CONTROL/ INDICATOR POSITION/ INDICATION FUNCTION
REFUELING/RH TANK Indicator
CLOSED (Light on) The right tank refueling SOV is closed.
Light
When the Access Panel Door is open, the compartment will be illuminated REFUELING/LH TANK Indicator
Light off The right tank refueling SOV is open.
automatically, and on the EICAS, a "FUELING DOOR OPEN" message will Light
CLOSED (Light on) The left tank refueling SOV is closed.
illuminate. REFUEL SELECTION Switch

Light off
MANUAL
The left tank refueling SOV is open.
Sets the refuel mode to manual (allows use of REFUELING switch).
Sets the refuel mode to automatic (refueling operations are controlled
AUTO
by FCU (Fuel Conditioning Unit)).
If the aircraft is not electrically powered, the system can be connected to the POWER SELECTION Switch NORMAL The DC bus is used to power refueling or defueling operations.
HOT BUS 2 by selecting the POWER SELECTION switch to BATTERY. Re- DEFUELING Indicator Light
BATTERY
OPEN (Light on)
The aircraft battery is used to power refueling or defueling operations.
The defueling SOV is open.
fuelling can now be performed either manually, bypassing the Fuel Condi- Light off The defueling SOV is closed.
tioning Unit, or automatically. The refuelling valves can be controlled by the DEFUELING Switch CLOSED Closes the defueling SOV.
OPEN Opens the defueling SOV.
refuelling switch and monitored via the 2 "refuel shut off valve closed" lights. Repeater Indicator Display Displays the fuel tank and preselected fuel quantities.
TK SEL/TEST Switch TEST Starts the operational test of the repeater indicator.
TK SEL Selects between the total and the individual tank quantity displays.
Increases the preselected fuel quantity when refueling in automatic
INCR/DECRT Switch INCR
mode.
Decreases the preselected fuel quantity when refueling in automatic
DECRT
mode.
REFUELING Switch CLOSED Closes the refueling SOV.
Opens the refueling SOV.
OPEN In auto mode, this position is coupled with the FCU to open and close
the refueling SOV.

Figure 8: Refuel/Defuel Control Panel
Select between normal

(DC bus) & battery power
Select between
manual & preselect
refuel modes Indication light
Indication lights
Open and close the
defuel shutoff valve
Open and close
the refuel shutoff
valves
Displays total fuel

quantity and qty of fuel
in any tank
Increase and decrease Select between Allows selection of system

the preselect quantity total and individual test mode
tank displays
190
The refuel/defuel indicator
The refuel/ defuel indicator has a two-line, eight character display which dis-
plays the fuel quantity on the upper display and the preselect quantity on the
lower display during automatic refuel. The indicator includes two three-posi-
tion toggle switches. When in the INCR position, the preselect quantity
shown on the indicator lower line will increase. Likewise when in the DECR
position, the preselect quantity will decrease. The top line of the indicator
normally displays the current total fuel quantity in both tanks. When moved
to the TK SEL position, the display will alternate from total tank quantity, to
left quantity, to right quantity.
Moving this switch to the TEST position will initiate self-test of the fuel quan-
tity indicating subsystem. In case of a failure, "FAIL" will be indicated. More
information is then available in the CMC.

Figure 9: The refuel/defuel indicator
T 4022kg
6000 kg
+/- preselected value INCR TKSEL

Shows total fuel
DECR TEST
LEFT LOW LEVEL FAIL FAIL

Right FCU Processor fault
Probe TU2L failed Test
"END" INCR TKSEL
DEC ST
L 3280 kg
6000 kg
INCR TKSEL
TK SEL position, shows the
left and right tank quantity.
DECR TEST
190
Pressure refuelling
For automatic pressure refuelling, a quantity higher than the actual fuel
quantity has to be selected.
After pressurizing the refuel line, an automatic pre-check is performed and

indicated by the two closed lights illuminated on the refuel panel. This veri-
fies proper function of the shut off system. Now the refuelling switch has to
be moved to open and refuel will start. The fuel control unit will energize the
refuel control solenoid and lift the pilot float valve to stop refuelling when the
actual fuel quantity has reached the pre selected value.
It is possible to override the FCU by selecting "MANUAL" on the refuel panel.

Then, the refuel valves can be controlled manually with the refuelling switch.

Figure 10: Pressure refuelling
FLOAT
P ILOT FUEL
VALVE FLOAT LEVEL
DOWN
REFUELING CONTROL
S OLENOID (CLOS ED) REFUELING
P RES S URE
(SIGNAL = LOW PRESSURE)

S WITCH
FUEL
TANK
WALL
P RES S URE
REFUELING/DEFUELING
ADAP TER AS S EMBLY
REFUELING S HUTOFF VALVE (OP EN)

(S IGNAL = DE-ENERGIZED
DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
[CLOS E S OLENOID]) REFUELING VALVE LIGHTS
ARE INITIALLY ON

OPEN
LH TANK RH TANK
OPEN
OPEN REFUELING/DEFUELING
Red - High pressure
SELECTED
INCR TK SEL CONTROL PANEL
CLOSED
Blue - Low pressure

CLOSED
DECRT TEST
DEFUELING
REFUELING
NOTE: LEFT CIRCUIT S HOWN, RIGHT CIRCUIT OP P OS ITE.
190
Pressure Refuelling - Shut off
Fuelling can be stopped by opening the refuelling control solenoid. The re-
fuelling control solenoid has to be energized to open. Pressure will than be
supplied to the pilot float valve and close the pilot line from the refuel valve.
Pressure in this line will increase and close the refuel valve. The increasing
pressure is sensed by the refuelling pressure switch and the refuel closed
lights will come on.
The refuel control solenoid can be energized either by moving the refuelling
switch on the refuel/defuel control panel to “CLOSED” or automatically by
the FCU if automatic refuelling has been selected, and the preselected
quantity is reached.

Figure 11: Pressure Refuelling-Preselect Shut off
FUEL LEVEL (MAXIMUM CAPACITY)
FLOAT
(SIGNAL = DE-ENERGIZED [CLOSE SOLENOID]) P ILOT
VALVE FLOAT P ILOT
UP LINE
REFUELING CONTROL
REFUELING
S OLENOID (CLOS ED)
P RES S URE
(SIGNAL = HIGH PRESSURE)

S WITCH
FUEL
TANK
WALL
P RES S URE
REFUELING/DEFUELING
ADAP TER AS S EMBLY
REFUELING S HUTOFF VALVE (CLOS ED)

DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON

OPEN
LH TANK RH TANK
Red - High pressure OPEN

OPEN
REFUELING/DEFUELING
SELECTED CONTROL PANEL
Blue - Low pressure CLOSED
INCR TK SEL
CLOSED
DECRT TEST
DEFUELING
REFUELING
190
Pressure Refuelling- High Level Shut off
The high level or overfill protection is a pure mechanical function. If the fuel
level in the fuel tank will rise to the full level it will lift the float in the pilot float
valve. This will close the pilot line. Pressure in this line will increase and
close the refuel valve. The increasing pressure is sensed by the refuelling
pressure switch and the refuel closed lights will come on.
This function works independent of any selection or control system failure.

Figure 12: Pressure Refuelling- High Level Shut off
P ILOT
FLOAT LINE
P ILOT
VALVE FLOAT
FUEL
(SIGNAL = ENERGIZED [OPEN SOLENOID])
UP
ENERGIZED REFUELING LEVEL
REFUELING
CONTROL S OLENOID (OP EN)
P RES S URE
(SIGNAL = HIGH PRESSURE)

S WITCH
FUEL
TANK
WALL
P RES S URE
REFUELING/DEFUELING
ADAP TER AS S EMBLY
REFUELING S HUTOFF VALVE (CLOS ED)

DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON

OPEN
LH TANK RH TANK
OPEN REFUELING/DEFUELING
OPEN
SELECTED
INCR TK SEL
CONTROL PANEL
Red - High pressure CLOSED
DECRT TEST
CLOSED
Blue - Low pressure

DEFUELING
REFUELING
190
Pre selected Refuelling- Electrical Diagram
Notes:

Figure 13: Pre selected Refuelling- Electrical Diagram
REFUEL/ DEFUEL PANEL FC U

REFUEL SW AUTO / MAN SW
FUEL RELAY
FUEL RELAY
R TANK VALVE OPEN

L TANK VALVE OPEN
AUTO R
R TANK
L TANK
28 VDC R VLV OPEN
PWR INPUT
Provided by
many sources. MAN L
L VLV OPEN
RDP DO O R SW
REFUEL REFUEL
SOLENOID SOLENOID
FUEL Q TY C NTL
VALVE 1 VALVE 2 FUEL Q TY C NTL
RELAY 1 RELAY 2
LEFT WING RIGHT WING

TANK TANK
ENERGIZED = ENERGIZED =
OPEN OPEN
LICC RICC
190
Defueling
Defueling of the aircraft tanks can be performed by:
• suction or
• pressure defueling,
• or by using both at the same time via the single pressure refuel
adapter.
The system includes the following components:
• The refuel/ defuel panel (to control defueling), and
• a defuel shut off valve (to open or close the defuel line).
To defuel the tanks the cross feed valve will also be used. For pressure de-
fueling, the electrically-driven pumps can be used, and may also be used to
assist suction defueling.
Note that AC-Power is required to perform defueling.

Figure 14: Defueling
Defueling of the aircraft tanks can be performed by:

Suction Refuel defuel adapter
Pressure defueling
or by using both at the same time
DCM
ACM ACM
DCM
Refuel control panel


DCS DCS DO NOT INITIATE THE
PS PS
REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON

OPEN
T 4280 kg
LH TANK RH TANK
6000 kg
OPEN O EN
SELECTED
INCR TKSEL
CLOSED CLO ED
DECRT TEST
REFUELING DEFUELING
Defuel shut-off valve AC auxiliary pumps
Cross feed valve
LEGEND:
ACM

DCM
REFUELING SOV
PS

DCM

190
The defuel shut-off valve
The defuel valve is a 28 VDC motor-operated ball valve installed in an inter-

connecting line between the refuel and cross feed lines. The valve incorpo-
rates a manual override and a position-indicating lever that can be wire
locked in the closed position in the event of a failure. Electrical power is sup-
plied to the Defuel Shut off Valve via the Solid State Power Controllers in
SPDA 2. Whenever the valve is open it will be indicated by a Defuel Valve
“OPEN” light on the Refuel/Defuel Panel.
If the aircraft is on the ground, a “DEFUEL VALVE OPEN” advisory message

will appear on the EICAS.

Figure 15: Defuel Shut-off valve
28 VDC motor operated ball valve

Defuel shut-off valve
DEFUEL VALVE OPEN

"END"
The valve incorporates a manual override and a position indicating lever
SPDA 2
190
Suction defueling
To perform suction defueling, the defuel shut off valve located between the
engine feed manifold and the refuel line is opened to provide a flow path be-
tween the collector bay and the adapter.
Suction is applied at the single point refuel adapter by ground equipment,

and fuel is drawn through the main engine feed ejector pumps. When the re-
quired fuel level inside the tank is reached, defueling can be stopped by
closing the defuel valve with the switch on the refuel /defuel panel.
To defuel as well the right tank the crossfeed valve has to be opened with
the XFEED knob on the overhead panel.

Figure 16: Suction defueling
ENGINE FEED
AC AUXILIARY PUMP (OFF) EJECTOR PUMP CROSS-FEED
VALVE (OPEN)
RIGHT WING TANK
DCM
ACM
DEFUEL
LINE
DCM
PRESSURE
REFUELING/DEFUELING
ADAPTER ASSEMBLY
DCM
ACM
LEFT WING TANK
AC AUXILIARY
PUMP (OFF) ENGINE FEED
EJECTOR PUMP

DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON 3
1
OPEN
LH TANK RH TANK
OPEN
OPEN 2 1
SELECTED
INCR TK SEL
XFEED SWITCH SET TO LOW 1.
2
CLOSED
DECRT TEST
CLOSED
DEFUELING SWITCH SET TO OPEN.
REFUELING DEFUELING
3 INDICATOR LIT FUEL CONTROL
REFUELING/DEFUELING (SHUTOFF VALVE OPEN). PANEL
CONTROL PANEL
190
Pressure defueling
To perform pressure defueling, the electric pumps have to be selected on,

and the defuel shut off valve has to be opened to provide pressurized fuel at
the adapter.
To defuel both tanks, the cross feed valve also has to be opened in this con-
dition. Suction by ground equipment can be applied to assist in the defuel
process.
Note: Do not operate the electrical pumps, especially the DC pump, dry!

Figure 17: Pressure defueling
AC AUXILIARY PUMP (ON) ENGINE FEED

EJECTOR PUMP 5
CROSS-FEED
VALVE (OPEN)
RIGHT WING TANK
DCM
ACM
DEFUEL
LINE
DCM
PRESSURE
REFUELING/DEFUELING
ADAPTER ASSEMBLY
DCM
ACM
ENGINE FEED
5
EJECTOR PUMP
LEFT WING TANK
AC AUXILIARY
PUMP (ON)

DO NOT INITIATE THE
REFUELING BEFORE
1 XFEED SWITCH SET TO LOW 1. 1
CONFIRMING THAT THE
ARE INITIALLY ON 4
2 AC PUMP 1 AND AC PUMP 2
SWITCHES SET TO ON. 2 2
OPEN
LH TANK RH TANK 3 DEFUELING SWITCH SET TO OPEN.
OPEN
OPEN
3 4 INDICATOR LIT
SELECTED
INCR TK SEL (SHUTOFF VALVE OPEN). FUEL CONTROL
CLOSED
CLOSED 5 PANEL
DECRT TEST EJECTOR PUMPS WILL OPERATE ONLY
REFUELING DEFUELING
IF SUCTION IS APPLIED BY GROUND
EQUIPMENT.
REFUELING/DEFUELING
CONTROL PANEL
190
Fuel transfer from the right to the left tank
Fuel can be transferred from wing to wing for maintenance purposes only on
ground and with AC-power available.
To transfer fuel from the right hand tank to the left hand tank, the REFUEL
1 circuit breaker has to be pulled. This will de-energize the left refuelling con-
trol system and allow the fuel pressure to open the left refuel shut-off valve.
Open the defuel valve on the refuel/defuel panel. Then select the AC PUMP
2 switch to AUTO and the XFEED switch to LOW 1. Fuel will now be trans-
ferred to the left tank. When the desired fuel transfer is finished, move the
respective switches to OFF or CLOSED and reset the circuit breaker.

Figure 18: From right to left tank
FUEL
ENG 1 XFEED ENG 2 REFUEL SELECTION POWER SELECTION
OFF MANUAL AUTO NORMAL BATTERY
DO NOT INITIATE THE
W1 L W2 REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON

APU OPEN
T 4280 kg
LH TANK RH TANK
2000 kg
DC PUMP OPEN OP
PE
EN
AUTO SELECTED
OFF ON INCR TKSEL
CLOSED CLOSED
TEST
REFUELING DEFUELING
AC PUMP 1 AC PUMP 2
AUTO A TO
AU
OFF ON FF
F ON
DCM
ACM ACM
DCM
DCM PS DCM PS PS DCM REFUEL1

DCS DCS
PS PS
LEGEND: 5
ACM

DCM
REFUELING SOV
PS

DCM

190
Fuel transfer from the left to the right tank
To transfer fuel from the left hand tank to the right hand tank, the cross feed
valve also has to be used. Now REFUEL 2 circuit breaker has to be pulled,
to deenergize the right hand refuelling system. Select the DEFUELING
switch to open on the refuel/defuel panel, select the AC PUMP 1 to “AUTO”,
and move the CROSSFEED switch to LOW 2. When the desired fuel trans-
fer is finished, move the respective switches to OFF or CLOSED and reset
the circuit breaker.

Figure 19: From left to right
FUEL
ENG 1 XFEED ENG 2
OFF
LO 1 LOW 2
DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
APU REFUELING VALVE LIGHTS
ARE INITIALLY ON
DC PUMP CLOSED CLOSED FUEL QTY REMAINING

OPEN
AUTO
T 4280 kg
OFF ON LH TANK RH TANK
2000 kg
OPEN OP
PE
EN
AC PUMP 1 AC PUMP 2 SELECTED
AUTO AUTO INCR TKSEL
O F ON OFF ON
CLOSED CLOSED
REFUELING DEFUELING
DCM
ACM ACM
DCM

REFUEL2
DCS DCS
PS PS
5
LEGEND:
ACM

DCM
REFUELING SOV
PS

DCM

190
28-40 Indicating General

Introduction
The Fuel system indication system consists of the following elements:
• Electrical fuel quantity and

• mechanical fuel quantity,
• fuel temperature and
• fuel low level indication.
The primary means of determining fuel quantity is an AC capacitance-type

electrical fuel indicating subsystem.
If the electrical fuel indicating system should fail, a backup mechanical quan-
tity indicating subsystem, which operates by means of magnetic level indi-
cators, allows the aircraft to be dispatched.
The fuel system can be monitored by a synoptic page on the cockpit dis-
plays.

Figure 1: The Fuel system indication system components
Fuel temperature sensor

(L/H tank only)
Low level sensor
2
Fuel quantity probe

8 3 1
5
9
7
10
11 1
13
12
14
16 15
17
LEGEND:
TANK UNIT.
TANK UNIT/COMPENSATOR.
LOW-LEVEL SENSOR.
MAGNETIC LEVEL INDICATOR.
1 INSTALLED IN LEFT WING TANK ONLY. FUEL TEMPERATURE SENSOR. Magnetic level indicator(backup indicator)
190
28-41 Electric fuel Quantity indicating

Introduction
The electrical indication system provides a highly accurate measurement of

fuel mass in the wings, of fuel temperature and fuel low-level.
The system includes the following components:
• The fuel conditioning unit in the centre Electrical bay (E-bay) and
• the refuel/ defuel indicator on the fuelling panel.
• Each wing has 17 tank units, 1 compensator and one fuel low level
sensor.
• A temperature sensor is installed in the left hand tank only.
Fuel system operation status can be monitored on the EICAS and the fuel
system synoptic page on the MFD.

Figure 1: The electrical indication system components
Temperature sensor
Compensator
DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON
Refuel defuel indicator

OPEN
T 3200 kg
LH TANK RH TANK
O EN O EN
SELECTED
INCR TKSEL
CLOSED CLOSED
REFUELING DEFUELING
Low level senors
Fuel conditioning unit
Map Pl an Sys t ems Fuel

FUEL 1 LOW LEVEL
MFD
FUEL TEMPERATURE
FUEL MASS
TCAS WX Checkl i s t
190
Fuel quantity probe
The 34 tank units or probes are AC-capacitance type sensors that provide a
direct capacitance vs. height relationship.
Each tank unit is composed of two concentric metal cylinders, a terminal
block and mounting brackets. The cylinders form the capacitor elements.
The inner cylinder is the high-impedance element and the outer cylinder is
the low-impedance element.
The tank units require an excitation from the FCU, which measures the ca-
pacitance to determine fuel quantity. Each tank unit is mounted inside the
wing tank by means of two rib mounted brackets.
No calibration is necessary after installation of a new tank unit.

Figure 2: Fuel quantity probe
Variable Length
Terminal 2
Fixed Bracket
Block Moveable 4
Bracket
6
8 3 1
5
9
7
10
11 1
12
14
16 15
17
LEGEND:
TANK UNIT.
TANK UNIT/COMPENSATOR.
LOW-LEVEL SENSOR.
MAGNETIC LEVEL INDICATOR.
1 INSTALLED IN LEFT WING TANK ONLY. FUEL TEMPERATURE SENSOR.
190
Tank Probe Compensator
Tank unit #1 is a dual function unit, with a coaxially mounted compensator.

The compensator measures the dielectric of the fuel which is required to
compute fuel height and fuel density, which is required to calculate fuel
mass.

Figure 3: Tank Probe Compensator
Compensator
Fixed Terminal
Unit
Bracket Block Moveable
Bracket
190
Fuel low level sensors
The fuel low level sensor is independent of the tank units.

The sensors provide capacitance values to the FCU for low-level indication.
The sensors are composed of two concentric metal cylinders, a terminal
block, a sensing unit and mounting brackets. The cylinders form the capac-
itor elements. The inner cylinder is the high-impedance element and the out-
er cylinder is the low-impedance element.
Each fuel quantity processor of the FCU measures the low level sensor from
the opposite fuel tank, ensuring complete independence from the fuel gaug-
ing.
The warning signals are then sent to the MAU 1 and MAU 2.
When the fuel level in the wing reaches approximately 400 kg (880 lbs),
a “FUEL 1 or 2 LO LEVEL” warning message appears on the EICAS.

Figure 4: Fuel low level sensors
MAIN INSTRUMENT PANEL
EICAS
ASCB
FUEL 1 LO LEVEL
FUEL 2 LO LEVEL
FUEL CONDITIONING UNIT (FCU)

FWD AVIONICS COMPT FWD AVIONICS COMPT
MAU 1 MAU 2
GENERIC
GENERIC
I/O MODULE 1
I/O MODULE 2
LEFT LOW-LEVEL LEFT
WARNING RIGHT RIGHT LOW-LEVEL
LOW-LEVEL
LOW-LEVEL WARNING
WARNING
WARNING
LLS (LO-Z) LLS (LO-Z)
LLS EXCITE LLS EXCITE

(HI-Z) (HI-Z)
L H H L
LOW LEVEL SENSOR LOW LEVEL SENSOR
LEFT WING TANK Indicates fuel low level indication RIGHT WING TANK
at 30 min fuel remaining (<400kg)
190
The Fuel Conditioning Unit (FCU)
The fuel conditioning unit is built of two identical but independent fuel quan-
tity processors; one for the right and one for the left wing quantity. Each channel of the FCU receives these inputs:
• Capacitance inputs (return signals) from 17 tank units, one compensator

Each processor computes the fuel quantity of its associated fuel tank and
transmits it to the EICAS on its own ARINC 429 interface. Each processor and one low-level sensor.
receives fuel quantity data from the other via a serial data link internal to the • Two shield return monitor inputs for Hi-Z shields.
FCU. • Discrete inputs from the refuelling/defueling control panel door
• switch, the REFUELING switch on the refuelling/defueling control panel,
Via strapping, the FCU is forced to send the information either in kilograms and the refuelling valve relay.
(KG) or pounds (LBS). Each processor within the FCU also monitors the sta- • Configuration inputs for display in Error: Pool data deleted or lb. (Pound).
tus of the low level sensor mounted in the opposite fuel tank. • Digital data from the MAU (Modular Avionics Unit) through the ARINC429
data bus.
Only the right hand processor of the FCU interfaces with the repeater indi-
cator, via a serial data link. During automatic refuelling the FCU controls the
left and right refuelling valves. Each channel of the FCU supplies these outputs:
The FCU performs these functions: • Tank unit array excitation (Hi-Z).ow-level sensor excitation (Hi-Z).
• Discrete outputs to the MAU for low-level warning, refuelling valve relay
control.
• Controls automatic refuelling.
• Digital data to the MAU through the ARINC429 data bus.
• Performs continuous self-test (BIT (Built-in Test)).
• Monitors fuel quantity failures.
• Provides excitation signals to the tank units.
• Receives return signals from the tank units.
• Conditions and supplies the signals to the displays and the repeater indi-
cator.

Figure 5: Fuel Conditioning Unit (FCU)
REPEATER
REFUEL/DEFUEL PANEL INDICATOR
Modular Avionics Unit
ARINC 429
ARINC 429
Sends pressure refuel and defuel
commands to the FCU.
Indicator receives fuel quantity
Battery or Battery or information back.
left right
essential Left Right essential
28VDC 28VDC
Fuel Quantity Fuel Quantity
Processor Processor
28 VDC
A/C Config
Lbs / Kgs
Left refuelling Right refuelling
valve relay valve relay
OPEN
28 VDC 28 VDC
Refueling
Door Switch
Left Tank Right Tank
unit array unit array
FWD
Central Avionics Bay
190
FCU power selection
When the power selection switch on the refuel/defuel panel is selected to

battery, the FCU is connected to the battery. In all other cases, it is powered
by the ESS DC BUS 1 and 2.
If the FCU detects a failure, it sends the failure information to the EICAS and
to the CMC. If the fuel quantiy cannot be accurately calculated, the indica-
tions are replaced by amber dashes. If this happens during automatic refu-
elling, the refuel valves close.

Figure 6: FCU power supply
C
COCKPIT CB PANEL COCKPIT CB PANEL
AICC
HOT DC ESS DC ESS

BUS 2 BUS 2 BUS 1
C REFUELING/DEFUELING
CONTROL PANEL
1 1 1
FUEL QTY 2
REFUEL 3
FUEL QTY 1
A 5 5 5
B 2 2 2
POWER
SELECTION SWITCH
D
NORMAL
1
2
3
4
5
17
8
B FUEL CONDITIONING
UNIT (FCU)
10
11
12
BATTERY
CENTRAL AVIONICS BAY
A RIGHT POWER INPUT
RIGHT POWER GND
LEFT POWER INPUT
LEFT POWER GND

DO NOT INITIATE THE
REFUELING BEFORE
CONFIRMING THAT THE
ARE INITIALLY ON
TX HI
MAU 3
CLOSED
LH TANK
CLOSED
RH TANK
FUEL QTY REMAINING
OPEN
D ARINC 429
R FUEL QTY
TX LO
(SSM 31-41-80)
OUTPUT REC HI
OPEN
OPEN
SELECTED REC LO
INCR TK SEL
CLOSED
CLOSED
DECRT TEST
REFUELING DEFUELING TX HI MAU 1
ARINC 429 (SSM 31-41-80)
L FUEL QTY TX LO
REFUELING/DEFUELING CONTROL PANEL OUTPUT
REC HI
C REC LO
190
The fuel temperature sensor
In the left tank only, a fuel temperature sensor is installed.

The fuel temperature sensor is installed on spar II, outside the left collector
tank and can be accessed through the left MLG wheel well.
The temperature sensor is a nickel RTD (Resistance Temperature Detec-
tor). The sensor can be replaced without defueling the fuel tank.
If the temperature in the left tank drops to -37°C (-35°F) or less, a “FUEL
TANK LO TEMP” caution appears on the EICAS.
The fuel temperature can be monitored on the fuel system synoptic page.
If the caution message is displayed prior to take-off, the aircraft cannot be

dispatched unless it has been fuelled with low freezing point fuel (Jet A 1).

Figure 7: Fuel temp sensor
A
ZONE
1441
SPAR II B
(REF.) WING SPAR II
(REF.)
HOUSING
A
C SENSING
ELEMENT
WIRING
HARNESS
C LOCKING
If the temperature in the left tank
B FITTING
drops to -37°C/-35°F , a
"FUEL TEMP" caution
FUEL TANK LO TEMP"
appears on the EICAS.
190
The fuel system synoptic page
The left and right fuel quantities can be monitored on the EICAS.
The fuel system synoptic page can be selected on the MFD by selecting
“systems” and then “fuel”. total fuel quantity and fuel used are displayed as
digital values. In addition to digital values, the left and right tank quantities
are shown on an analog scale. The indication is displayed in 10 kg incre-
ments.
The fuel temperature in the left hand tank is displayed in green as long as
the temperature is above -37°C/-35°F. Below that, it appears in amber.
The status of the main ejector and electrical pumps is indicated in white as
long as they are in stand-by; turns green when in operation and amber if
there is a fault.
Valve status
The Engine Feed, APU feed and Cross feed Valve status are indicated in
white for normal operation and amber when operating incorrectly. If a valve
is open, the valve line is in parallel with the fuel line. When closed it will rotate
90°.

Figure 8: Fuel system synoptic page
190
EICAS messages
ADVISORY
The fuel system-related warning and caution messages are shown on the
EICAS. FUEL TANK LO TEMP
Temperature sensed in the left collector bay is less than or equal to -40°C.
FUEL 1 (2) LO LEVEL (WARNING) FUEL DC PUMP FAIL
Low-level sensors indicate that 300 kg (600 Ib) of fuel remain in the respec- Indicates a discrepancy between the commanded and actual pump states.
tive tank. FUEL AC PUMP 1 (2) FAIL
Indicates a discrepancy between the commanded and actual associated
CAUTION pump states.
DEFUEL SOV OPEN
APU FUEL SOV FAIL Defuel shut off valve is open.
Shut off valve is not in the commanded position. FUEL EQUAL-XFEED OPEN
ENG 1 (2) FUEL SOV FAIL The imbalance is less than 45 kg (100Ib) and the cross feed valve is open.
Associated shut off valve is not in the commanded position. FUEL FEED 1 (2) FAULT
FUEL AC PUMP 1 (2) FAIL Respective AC pump is ON due to a failure in the primary engine feed sys-
tem. The message will not be displayed when the respective N2 is less than
Indicates a discrepancy between the commanded and actual associated idle.
pump states.
FUEL KG-LB MISMATCH
FUEL IMBALANCE
Label units defined at FCU do not agree with label units set on the EICAS.
Indicates an imbalance of fuel between the two tanks of greater than or
equal to 360 kg (800 Ib). It remains displayed until the imbalance is reduced FUELING DOOR OPEN
to 45 kg (100 Ib). The Refuel/Defuel Panel access door is open.
FUEL XFEED FAIL
Indicates a discrepancy between the cockpit control position and either the STATUS
valve position or the affected pump status.
APU FUEL SOV CLOSED
APU fuel shut off valve is fully closed.
ENG 1 (2) FUEL SOV CLOSED
Associated engine shut off valve is fully closed.
FUEL XFEED SOV OPEN
Cross feed selector knob is commanded to LOW 1 or LOW 2.

Mnemonic Priority Classification Type Description
Left wing tank fuel quantity low. Less than 30
FUEL 1 LO LEVEL Warning (red) min remaining at cruise
Right wing tank fuel quantity low. Less than 30
FUEL 2 LO LEVEL Warning (red) min remaining at cruise
E1 FUEL LO PRESS Caution (amber) Left engine feed pressure low
E2 FUEL LO PRESS Caution (amber) Right engine feed pressure low
FUEL XFEED FAIL Caution (amber) Fuel crossfeed operation fail
FUEL IMBALANCE Caution (amber) Fuel imbalance between the tanks
E1 FUEL SOV FAIL Caution (amber) Left engine fuel shutoff valve fail
E2 FUEL SOV FAIL Caution (amber) Right engine fuel shutoff valve fail
APU FUEL SOV FAIL Caution (amber) APU Shutoff valve fail
FUEL DC PUMP FAIL Advisory (cyan) DC Pump fail
FUEL AC PUMP1 FAIL Caution (amber) AC Pump 1 fail
FUEL TANK LO TEMP Advisory (cyan) Fuel temp < -37°C/-35°F
FUEL AC PUMP2 FAIL Caution (amber) AC Pump 2 fail
FUELING DOOR OPEN Advisory (cyan) Refuel access door is open
FUEL EQUAL-XFEED OPEN Advisory (cyan) Fuel Crossfeed Valve is open (Select XFEED to
"OFF" position if imbalance < 45 kg (100 lbs)
DEFUEL SOV OPEN Advisory (cyan) Defuel transfer valve is open
FUEL FEED 1 FAULT Advisory (cyan) Low pressure sensed at engine 1
FUEL FEED 2 FAULT Advisory (cyan) Low pressure sensed at engine 2
FUEL KG-LB MISCOMPARE Advisory (cyan) Unit mismatch between RI and EICAS
E1 FUEL SOV CLSD Status (white) Left wing tank SOV is closed
E2 FUEL SOV CLSD Status (white) Right wing tank SOV is closed
APU FUEL SOV CLSD Status (white) APU SOV is closed
FUEL XFEED SOV OPEN Status (white) Fuel Crossfeed Valve open
190
Figure 9: Fuel Indicating System Test
Repeater Indicator Display Associated CMC Faults Suspect LRU’s

“FAIL” Indication on · FCU Left Power Off · Wiring
AND 1. Power input wiring from Refuel/Defuel Pane
Blank or "-----" on fuel to FCU
synoptic display 2. Power input wiring from ESS DC BUS 1 to
Refuel/Defuel Panel
3. Power input wiring from HOT BUS 2 to
Refuel/Defuel Panel
4. FCU
· FCU Right Power Off · Wiring
1. Power input wiring from Refuel/Defuel Pane
to FCU
2. Power input wiring from ESS DC BUS 2 to
3. Power input wiring from HOT BUS 2 to
Refuel/Defuel Panel
4. FCU
· Refuel Defuel Ind/FCU/WRG Fault · Wiring (FCU to Repeater Indicator)
· Repeater Indicator
· FCU
· Probe Tuxx/FCU/WRG FAULT · Wiring (Tank unit to FCU)
1. Probe is contaminated short (Note 1) · Tank Unit
2. LO-Z to ground short (Note 2) · FCU
3. Probe is open (Note 3)
4. Probe is out of range (Note 4)
5. Excitation to LO-Z (Note 5)
· Probe-comp TU1R/FCU/WRG FAULT · Wiring (Tank unit to FCU)

Figure 10: Test Failures
Repeater Indicator Display Associated CMC Faults Suspect LRU’s

“ X FAIL” Indication on · REFUEL RELY LICC/FCU/WRG FAULT · Wiring (RDP to Fuel Qty Control Relay, FCU
Repeater Indicator
1 Fuel Qty Control Relay 1)
AND · Fuel Qty Control Relay 1
Blank or “-----“ on fuel · FCU
synoptic display
· REFUEL RELY RICC/FCU/WRG FAULT · Wiring (RDP to Fuel Qty Control Relay, FCU
Fuel Qty Control Relay 2)
· Fuel Qty Control Relay 2
· FCU
· FCU Left Processor fault · FCU
· FCU Right Processor fault · FCU
· CMC Input Fault · ARINC 429 wiring (FCU to MAU)
· FCU
· MAU
· TANK Harn L/probe/FCU EXT Grnd Fault · Wiring (Left wing tank units to FCU)
· Left Tank Units
· FCU
· TANK Harn R/probe/FCU EXT Grnd Fault · Wiring (Right wing tank units to FCU)
· Right Tank Units
· FCU
· TANK Harn L/FCU Shield Open Fault · Wiring (Left wing tank units to FCU)
· Left Tank Units
· FCU
· TANK Harn R/FCU Shield Open Fault · Wiring (Right wing tank units to FCU)
· Right tank Units
· FCU
190
Block Diagram
Notes:

Figure 11: Block Diagram
190
CMC
Through the CMC different System Tests can be selected, to be able to per-
form troubleshooting or review the system status.

Figure 12: CMC
190
Troubleshooting

FUEL 1 LO LEVEL · LOW LEVEL LEFT/FCU/WRG FAULT · Wiring (Tank unit to FCU)
FUEL 2 LO LEVEL · LOW LEVEL RIGHT/FCU/WRG FAULT · Wiring (Tank unit to FCU)
FUEL TANK LO TEMP · N/A · Fuel temperature sensor
1. Functional check of fuel temperature indication system · Wiring
2. If pass, replace MAU 3 · MAU 3
3. If fail, follow FIM procedure
FUEL KG-LB · FUEL SYSTEM ID MISCOMPARE FAULT · Wiring
MISCOMPARE 1. Check FCU for proper pin programming · FCU
2. If okay, check EICAS system · EICAS system
3. If okay, replace FCU

190
28-42 Mechanical Fuel Indication

Introduction
The mechanical fuel indicating system is a completely independent system

used to provide an auxiliary visual display of the fuel quantity by means of 3
magnetic level indicators or dipsticks per wing. The magnetic level indicators
are mounted into fuel tank access panels underneath the wing.
The mechanical fuel indicators location
To perform an accurate reading using the magnetic level indicators, the air-
craft should be in a level position. When rotating and lowering the indicator,
the rod magnet will be kept by the float magnet, and the height of the fuel
level is displayed on the stick. The weight of the fuel on board can then be
determined by referring to the chart in the operations manual.
The Magnetic Level Indicators
To perform an accurate reading using the Magnetic Level Indicators, the Air-
craft should be in a level position.
When rotating and lowering the Indicator, the rod magnet will be kept by the
float magnet, and the height of the fuel level is displayed on the stick. The
weight of the fuel on board can then be determined by referring to the chart
in the Operations Manual.
Issue: June06 Chapter 28-42 Page 1

Figure 1: Mechanical fuel Indicators
A
ZONES
521
531 ACCESS PANEL
621 531BB/631BB
631 ACCESS PANEL
ROD MAGNET
521DB/621DB
ACCESS PANEL
521AB/621AB
FLOAT MAGNET
AIRCRAFT LOWER
OUTER CYLINDER WING SURFACE
CALIBRATED ROD
B
TYPICAL
190
28-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
¦ U.S. DEPARTMENT OF TRANSPORTATION ¦ ¦ U.S. DEPARTMENT OF TRANSPORTATION ¦
¦ MASTER MINIMUM EQUIPMENT LIST ¦ ¦ MASTER MINIMUM EQUIPMENT LIST ¦

¦ FEDERAL AVIATION ADMINISTRATION ¦ ¦ FEDERAL AVIATION ADMINISTRATION ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦ ¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 28-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 28-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ 1. ¦ 2. NUMBER INSTALLED ¦ ¦ 1. ¦ 2. NUMBER INSTALLED ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ SEQUENCE ITEM ¦ ¦ 3. NUMBER REQUIRED FOR DISPATCH ¦ ¦ SEQUENCE ITEM ¦ ¦ 3. NUMBER REQUIRED FOR DISPATCH ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ ------------------------- ¦ ¦ ¦ 4. REMARKS OR EXCEPTIONS ¦ ¦ ------------------------- ¦ ¦ ¦ 4. REMARKS OR EXCEPTIONS ¦
¦ 28 FUEL ¦ ¦ ¦ ¦ ¦ 28 FUEL ¦ ¦ ¦ ¦
¦ 11-05 Drain Valves ¦ ¦ ¦ | ¦ ¦ 22-19 APU FUEL SOV FAIL B ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦
¦ Caution EICAS ¦ ¦ ¦ a) APU is used only on the ¦
¦ (ERJ-170) C ¦ 4 ¦ 3 ¦ (M)One may be inoperative provided | ¦ ¦ Message ¦ ¦ ¦ ground, and ¦
¦ ¦ ¦ ¦ there is no evidence of leakage. ¦ ¦ ¦ ¦ ¦ b) APU Fuel Shutoff Valve is ¦
¦ ¦ ¦ ¦ verified closed after APU ¦
¦ (ERJ-170) B ¦ 4 ¦ 2 ¦ (M)One Inner Drain Valve and one | ¦ ¦ ¦ ¦ ¦ shutdown. ¦
¦ ¦ ¦ ¦ Outer Drain Valve on the opposite ¦
¦ ¦ ¦ ¦ side may be inoperative provided ¦ ¦ C ¦ 1 ¦ 0 ¦ May be inoperative provided APU is ¦
¦ ¦ ¦ ¦ there is no evidence of leakage. ¦ ¦ ¦ ¦ ¦ not used. ¦
¦ 21-33 FUEL AC 1(2) PUMP C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided ¦ ¦ 23-00 Pressure C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided ¦
¦ FAIL Caution ¦ ¦ ¦ associated pump is verified to ¦ ¦ Defueling/ ¦ ¦ ¦ airplane is refueled by gravity. ¦
¦ EICAS Messages ¦ ¦ ¦ operate normally before each ¦ ¦ Refueling System ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ flight. ¦
¦ 23-09 Fuel Quantity C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided ¦
¦ 22-01 DC Pump B ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ Indication on ¦ ¦ ¦ airplane is refueled by pressure ¦
¦ ¦ ¦ ¦ a) Pump is deactivated and ¦ ¦ Refueling Panel ¦ ¦ ¦ manual mode or by gravity. ¦
¦ ¦ ¦ ¦ remains selected OFF, and ¦
¦ ¦ ¦ ¦ b) AC Ground Power is available ¦ ¦ 23-13 Pressure C ¦ 1 ¦ 0 ¦ (M)May be inoperative or missing ¦
¦ ¦ ¦ ¦ for ground starting. ¦ ¦ Refueling/ ¦ ¦ ¦ provided: ¦
¦ Defueling Adapter ¦ ¦ ¦ a) Refueling receptacle is ¦
¦ 22-07 APU Fuel Shutoff C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ Cap ¦ ¦ ¦ visually checked for ¦
¦ Valve ¦ ¦ ¦ a) APU is not used, and ¦ ¦ ¦ ¦ ¦ contamination before each ¦
¦ ¦ ¦ ¦ b) Valve is secured closed. ¦ ¦ ¦ ¦ ¦ refueling, and ¦
¦ ¦ ¦ ¦ b) No leakage can be detected ¦
¦ 22-17 APU FUEL SOV CLSD B ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ after refueling is ¦
¦ Status EICAS ¦ ¦ ¦ a) APU is used only on the ¦ ¦ ¦ ¦ ¦ completed. ¦
¦ Message ¦ ¦ ¦ ground, and ¦
¦ ¦ ¦ ¦ b) APU Fuel Shutoff Valve is ¦ ¦ 23-21 Defueling Shutoff C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided ¦
¦ ¦ ¦ ¦ verified closed after APU ¦ ¦ Valve ¦ ¦ ¦ shutoff valve is secured closed. ¦
¦ ¦ ¦ ¦ shutdown. ¦
¦ 23-27 RH/LH Tank C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided ¦
¦ C ¦ 1 ¦ 0 ¦ May be inoperative provided APU is ¦ ¦ Refueling Shutoff ¦ ¦ ¦ valve is confirmed closed prior to ¦
¦ ¦ ¦ ¦ not used. ¦ ¦ Valve Closed ¦ ¦ ¦ each refueling. ¦
¦ Indication Light ¦ ¦ ¦ ¦
¦ on the Refueling ¦ ¦ ¦ ¦
¦ Panel ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 28-MEL Page 1
MEL (Example)
-------------------------------------------------------------------------------
¦ U.S. DEPARTMENT OF TRANSPORTATION ¦
¦ MASTER MINIMUM EQUIPMENT LIST ¦

¦ FEDERAL AVIATION ADMINISTRATION ¦
¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 28-3 ¦
¦ --------------------------------------------------------------------------- ¦
¦ 1. ¦ 2. NUMBER INSTALLED ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ SEQUENCE ITEM ¦ ¦ 3. NUMBER REQUIRED FOR DISPATCH ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ ------------------------- ¦ ¦ ¦ 4. REMARKS OR EXCEPTIONS ¦
¦ 28 FUEL ¦ ¦ ¦ ¦
¦ 23-29 Defueling Shutoff C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided ¦

¦ Valve Open ¦ ¦ ¦ shutoff valve is verified closed ¦
¦ Indication Light ¦ ¦ ¦ and then after each subsequent ¦
¦ on the Refueling ¦ ¦ ¦ defueling. ¦
¦ Panel ¦ ¦ ¦ ¦
¦ 23-31 DEFUEL VALVE OPEN C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided ¦

¦ Advisory EICAS ¦ ¦ ¦ shutoff valve is secured closed ¦
¦ Message ¦ ¦ ¦ except for defueling. ¦
¦ 41-00 Fuel Quantity A ¦ 9 ¦ 3 ¦ (M)(O)Indications for one tank may ¦

¦ Indication on ¦ ¦ ¦ be inoperative provided: ¦
¦ EICAS and MFD ¦ ¦ ¦ a) Fuel quantity in associated ¦
¦ (Electrical Fuel ¦ ¦ ¦ tank is verified by an ¦
¦ Quantity ¦ ¦ ¦ alternate means, ¦
¦ Indicating) ¦ ¦ ¦ b) Fuel flow and fuel used ¦
¦ ¦ ¦ ¦ indications are available, ¦
¦ ¦ ¦ ¦ and are monitored throughout ¦
¦ ¦ ¦ ¦ flight, and ¦
¦ ¦ ¦ ¦ c) Repairs are made within ¦
¦ ¦ ¦ ¦ three flight days. ¦
¦ 42-00 Magnetic Level C ¦ 6 ¦ 0 ¦ May be inoperative provided fuel ¦

¦ Indicators ¦ ¦ ¦ quantity is determined by other ¦
¦ ¦ ¦ ¦ means. ¦
¦ 43-00 Fuel Temperature C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided ¦

¦ Indicating System ¦ ¦ ¦ Total Air Temperature (TAT) is used ¦
¦ ¦ ¦ ¦ as an indication of fuel ¦
¦ ¦ ¦ ¦ temperature and is limited to ¦
¦ ¦ ¦ ¦ -37 degrees C. | ¦
¦ 44-00 FUEL 1(2) LO B ¦ 2 ¦ 1 ¦ (O)One may inoperative provided ¦

¦ LEVEL Warning ¦ ¦ ¦ associated fuel quantity ¦
¦ EICAS Message ¦ ¦ ¦ indications on EICAS and MFD are ¦
¦ ¦ ¦ ¦ available and are monitored ¦
¦ ¦ ¦ ¦ throughout flight. ¦
-------------------------------------------------------------------------------
190
170/190
MAINTENANCE TRAINING MANUAL
ATA 49 APU
170/190
Table of Content The turbine section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
49-30 APU Fuel and control

49-00 APU General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The integral gear pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
APU operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel flow measuring venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Full Authority Digital Electronic Controller (FADEC) . . . . . . . . . . . . 3
Fuel System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
The APU compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
49-10 APU Power plant 49-40 APU Ignition and starting system
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Ignition Exciter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The APU installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The igniter Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The APU air inlet duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Ignition Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The exhaust silencer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Apu fuel supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Brushless Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
49-20 APU Engine The starter controller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The APU operation envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
The combustion process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 APU Start on ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
The APU components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 APU shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
The Gearbox assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
49-50 APU air system
The air inlet housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The compressor section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Bleed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
The combustion assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
170/190
The anti surge valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 49-MEL (Example)

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
49-90 The APU oil system

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Oil storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Oil pressure and scavenge pump assembly . . . . . . . . . . . . . . . . . . 3
The deprime valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The air- oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The oil filter assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The dual oil pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The oil temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The oil service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Oil system operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
APU shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
49-60 APU Control

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
49-70 APU indication system

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
EICAS messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Indicating colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The Data Memory Module (DMM) . . . . . . . . . . . . . . . . . . . . . . . . . . 7
170/190
49-00 APU General

Introduction Leading Particulars
Dry Weight 242LBS (109.77kg)
The APS 2300 auxiliary power unit (APU) is a gas turbine engine designed
to deliver electrical power and bleed air to the aircraft systems, on ground or Exhaust Gas Temperature
in the air. - Start (0 - 100% speed) 1,032° C (1,890× F) max
Exhaust Gas Temperature
The APU compartment is located in the aircraft tail cone, and is accessible - Operating (100% speed) 718° C (1,324° F) max (3 seconds)
through 2 removable panels on the bottom side of the tail cone. 788° C (1,450° F) max (0.5 seconds)
Rotor Speed 100% (47,314 rpm)
Rotor Over speed 105% (49,680 rpm)
Rotor Over speed (Backup) 108% (51,099 rpm)
Rotor Under speed 95% (44,948 rpm)
Starter-Generator Speed 13,463 rpm
Oil Pump Speed 7,030 rpm
Bleed Airflow (Sea Level - Standard Day)
63.05kg/min. (139lb/min.) at 333kPag (48.3 psig)
Oil Pressure 241 kPag (35 psig) min
448 kPag (65 psig) max
Oil Temperature 135° C (275° F) max
Oil Capacity 3.75 l (4 qt)
Issue: June06 FOR TRAINING ONLY

Revision: 00 Reproduction Prohibited Chapter 49-00 Page 1
Figure 1: APS 2300 auxiliary power unit (APU)
Electrical Power
Bleed Air

170/190
APU operation
The APU operates at a constant speed, rated at approximately 600 horse-
power. It consists of a single stage compressor impeller, and a two stage ax-
ial turbine mounted on a common rotor shaft. The gearbox assembly, driven
by the engine rotor shaft, reduces the engine rotor speed sufficiently to drive
the 40 kVA oil cooled AC generator and the oil pump assembly.
Full Authority Digital Electronic Controller (FADEC)

The APU uses a full authority digital electronic controller (FADEC) to operate
various APU components. The FADEC also monitors the operation of the
APU, and provides fault and status information to the aircraft central main-
tenance computer (CMC).
Additional maintenance information is available by down loading the FADEC

data into a lap top computer.

Figure 2: APU Generator and FADEC
MAU 1
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made in Zirl made in Zirl made in Zirl made in Zirl
made in Zirl
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40 kVA Oil cooled AC

made in Zirl
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generator CMC
FADEC

170/190
The APU compartment

The APU compartment is located inside the aircraft tail cone. Removable
panels located on the bottom of the tail cone allow access to the APU for
servicing. Controls for operation of the APU are located in the cockpit over-
head panel, and include a rotary start switch and an emergency stop switch.
The APU is controlled by the FADEC which is located in the aircraft aft avi-
onics compartment.

Figure 3: The APU compartment
APU CONTROL
OFF
ON EMER STOP
START
MASTER

170/190
49-10 APU Power plant

Introduction
The tail cone system provides a fully integrated fireproof tail cone. It is cre-
ated from machined panels and stringers, fabricated from aluminium and
steel. The tail cone is attached to the aircraft rear fuselage using 4 bolts, and
is a designated fire zone. A titanium fire wall separates the forward end of
the tail cone from the adjacent aircraft aft fuselage bay. The tail cone incor-
porates provisions for overboard drains, acoustic silencing of the APU inlet
and exhaust, and two access panels for inspection, servicing and mainte-
nance of the APU system.
The APU installation

The APU is attached to the aft fuselage by 7 struts. The steel struts are hard
mounted to the tail cone, with three struts going to the top of the APU and
two each going to the sides.
Each APU attachment point has an isolation mount made of an elastomeric

material that is designed to isolate the APU from shock and vibration ema-
nating from the aircraft.

Figure 1: The tail cone system
Panels
Stringers
Acoustic silencing
Titanium firewall
The APU is attached to the aft fuselage by 7 struts
astomeric material
Overboard drain

170/190
The APU air inlet duct

The APU air inlet duct is located in the aircraft tail cone at the 6 o’clock po-
sition, and directs outside air to the APU compressor.
The duct flange has a flexible seal which accommodates motion between
the duct and access panel skin, and a mesh screen on the exterior surface
to minimize ingestion of FOD.
The exhaust silencer

The exhaust pipe carries the hot exhaust gases from the APU out of the air-
plane tail cone, and forms the inner liner of the exhaust silencer, which con-
sists of several baffles on the outer skin. This design provides acoustic noise
reduction for the APU exhaust, and it creates cooling system eduction power
by means of the controlled fit of the APU exhaust into this pipe.

Figure 2: The APU air inlet duct
Exhaust silencer

170/190
Apu fuel supply
Fuel for the APU is provided from the aircraft fuel system right wing tank;
however, it is possible to feed the APU with the left wing tank by using the
cross feed system.
An APU feed shut-off valve, mounted aft of the fuel tank on the APU feed
line, isolates the APU from the fuel system after APU normal shutdown or in
an emergency shutdown.

Figure 3: APU fuel supply
It is possible to feed the APU with the ENG 1

FUEL
XFEED ENG 2
left wing tank by using the LOW 1

OFF
LOW 2
crossfeed system
APU RH Engine
Fuel System
APU CONTROL
OFF
APU SOV ON EMER STOP
START
MASTER

170/190
49-20 APU Engine

General
The APS 2300 APU is a continuous cycle engine that is made up of a cen-
trifugal compressor impeller and two axial flow turbines that are connected
by a common shaft. An electric starter is used to start the APU by rotating
the compressor impeller and the turbines. The rotating impeller provides a
high velocity airflow to the diffuser, where the velocity is decreased and the
pressure is increased. From the diffuser, the airflow is delivered to the com-
bustion assembly, where the air is used for the aircraft pneumatic system
and for the combustion process.
The combustion process

The combustion process begins when the air and fuel mixture is ignited by
the ignition system. The heated and expanded gases flow into the turbine
section, where the high velocity gases contact the turbine blades, which
causes the turbine to rotate, driving the compressor and the gearbox.
The gases leaving the turbine section flow into the APU exhaust system
where they are exhausted overboard.

Figure 1: The APU Engine
Where the velocity is decreased

DIFFUSER and the pressure is increased
COMBUSTION ASSEMBLY
2 AXIAL FLOW TURBINES
SHAFT
ELECTRIC STARTER
CENTRIFUGAL
COMPRESSOR IMPELLER
APU EXHAUST SYSTEM

170/190
The APU components

The APU engine consists of the reduction gearbox assembly, the air inlet
housing assembly, the compressor section, the combustion assembly, and
the turbine section.

Figure 2: The APU components
REDUCTION GEARBOX ASSEMBLY
AIR INLET HOUSING ASSEMBLY
TURBINE SECTION
COMPRESSOR SECTION
COMBUSTION ASSEMBLY

170/190
The Gearbox assembly

The gearbox assembly houses the reduction gears and is connected to the
air inlet housing. Drive pads are provided for the generator and permanent
magnet starter, located on the forward side of the gearbox. The lower part
of the gearbox assembly is used as an oil sump for the lubrication system,
from where the oil is drawn by a pump that is driven by the gearbox idler gear
shaft drive.

Figure 3: The Gearbox assembly
GEARBOX ASSEMBLY
REDUCTION GEARS
DRIVE PADS
PUMP
STARTER
OIL SUMP

170/190
The air inlet housing

The air inlet housing is a one piece casting that has a built-in perforated air
inlet that directs air to the compressor impeller through the perforations. The
perforated inlet also acts as a screen to prevent FOD ingestion by the en-
gine. The air inlet housing has external mounts for installation of the oil filter,
the dual oil pressure sensor, the oil temperature sensor, the deprime valve,
and the speed sensor.
The housing provides an internal support for the forward rotor bearing.

Figure 4: The air inlet housing
AIR INLET HOUSING
GEARBOX ASSEMBLY
PERFORATED INLET
FORWARD ROTOR BEARING
OIL FILTER
COMPRESSOR IMPELLER
DUAL OIL PRESSURE
SENSOR
OIL TEMPERATURE
SENSOR
DEPRIME VALVE
SPEED SENSOR
APU bottom view

170/190
The compressor section

The compressor section provides airflow to the combustion assembly for en-
gine operation, and bleed air for the aircraft pneumatic systems.
The rotor assembly consists of a compressor impeller, driven by the turbines

through a mid shaft connection using a TIE bolt and nut. The rotor is sup-
ported by two bearings - forward and aft.
The forward bearing is a ball bearing which is mounted in a gage that is se-
cured to the inside of the air inlet housing. The aft bearing is a roller bearing,
and is located in the turbine section.
The coupling ring, mounted at the front end of the rotor, is splined to the input
pinion gear, which drives the gearbox assembly.
The speed sensor uses the lobes on the outer part of the coupling ring to
generate the engine speed signals for the FADEC.

Figure 5: The compressor section
FORWARD BEARING ROTOR ASSEMBLY:
COMPRESSOR IMPELLER
INPUT PINION GEAR
TURBINES
SHAFT
COUPLING RING
AFT BEARING
SPEED SENSOR
COMBUSTION ASSEMBLY
COMPRESSOR SECTION
FADEC

170/190
The combustion assembly

The combustor assembly is the hot section of the engine, and has a com-
bustion housing and combustion liner.
The combustion housing forms an air plenum around the combustion liner,
and is connected to the compressor impeller shroud and the turbine section
exhaust case. 12 fuel injectors, 2 fuel manifolds, and 2 igniters are located
on the combustion housing. Bleed horns on the housing are used for instal-
lation of the bleed air duct and the anti-surge valve. A combustor drain re-
strictor is threaded into the bottom of the combustor housing to allow, when
present, drainage from the housing.
The combustion liner is a one-piece reverse flow annular design that is lo-
cated inside the combustion housing. The fuel combustion process inside
the liner takes place with air from the compressor mixing with fuel from the
ejectors, and igniting by means of the two igniters. The combustion process
is continuous, and the expanding hot gases are directed to the turbine sec-
tion.

Figure 6: The combustion assembly
BLEED HORN
2 FUEL MANIFOLDS 2 IGNITERS
12 FUEL INJECTORS
COMBUSTION HOUSING
COMBUSTION LINER
COMBUSTION LINER COMBUSTION HOUSING

COMBUSTION HOUSING
COMBUSTOR ASSEMBLY
AIR PLENUM
ANTI-SURGE VALVE
COMBUSTOR DRAIN RESTRICTOR
CONNECTION TO THE TURBINE SECTION EXHAUST CASE

APU BOTTOM VIEW
CONNECTION TO THE COMPRESSOR IMPELLER SHROUD

170/190
The turbine section

The turbine section uses the heated gases generated by the combustion as-
sembly to drive the two axial flow turbines, which drives the compressor and
the reduction gearbox. The turbine section main components are the ex-
haust case and the two axial flow turbines. The exhaust case is attached to
the compressor section and the combustion assembly, and houses the tur-
bines and the aft roller bearing.
Two thermocouples are installed in the exhaust, providing the FADEC with
exhaust gas temperature information.

Figure 7: The turbine section
GEARBOX ASSEMBLY
2 THERMOCOUPLES TURBINE SECTION:

COMPRESSOR SECTION
EXHAUST CASE
2 AXIAL FLOW TURBINES
APU REAR VIEW
AFT ROLLER BEARING
FADEC

170/190
49-30 APU Fuel and control

General Fuel flow measuring venturi
Fuel for the APU is supplied by the aircraft fuel system, metered electroni- A fuel flow measuring venturi is located downstream of the gear pump inside
cally by the fuel module and then sent on to the fuel manifold. From there it the module. A pressure sensor measures venturi inlet and throat pressure,
is directed into the fuel injectors which spray the fuel into the combustion lin- and sends this signal to the fuel module controller. The fuel module control-
er. The fuel module is mounted to the gearbox by a bracket. ler adjusts the speed of the electro motor, thus providing an accurate fuel
flow from start-up until the ready-to-load status. The venturi bypass valve al-
Components include the fuel filter and pressure sensor, the electric motor lows fuel flow around the venturi when APU loads require a higher fuel flow.
and gear pump, a fuel flow measuring venturi, fuel solenoid valve, and the
fuel flow divider.
The fuel filter

The fuel filter is a disposable 10 micron filter element, replaceable by remov-
ing the threaded cap at the bottom of the module. In the event the filter be-
comes contaminated, a pressure sensor signals the FADEC to provide a
maintenance warning when the fuel pressure across the filter reaches 8
PSID.
Note: The filter system does not have a filter by-pass valve.
The integral gear pump

The integral gear pump is driven by an electro motor that is controlled by the
fuel module controller. The fuel module controller uses FADEC signals to
adjust the electro motor speed, to maintain the fuel flow demand for the en-
gine. In the event of excess fuel pressure, the pump relief valve acts as a by-
pass valve by returning fuel to the inlet side of the gear pump.

Figure 1: Components
Electric Motor
and
Gear Pump
Bracket
Fuel Solenoid
Fuel Pressure Sensor Valve
Fuel Flow Measuring

Venturi
Fuel Flow Fuel Filter

Divider
Fuel Module

170/190
Fuel System Operation

When the APU start switch is selected to START, the fuel solenoid valve is
energized open by the FADEC at 7% RPM engine speed, which then sup-
plies fuel to the primary side of the six duplex fuel injectors. After APU light-
up and an increase in RPM and fuel pressure, the flow divider opens at a
fuel pressure of 150 PSID, sending fuel to the six secondary duplex and the
six simplex ejectors. When the FADEC de-energizes the fuel solenoid valve,
the fuel supply is interrupted, which shuts down the APU.

Figure 2: Starting the APU
FADEC
APU CONTROL
OFF
ON EMER STOP
START
MASTER
7% RPM
Simplex Fuel
Fuel Solenoid Injectors
Pump Relief Venturi Bypass
Valve
Valve Valve
150 PSID Secondary

Fuel Filter Fuel
Fuel Flow Divider
Supply
Fuel Flow
Gear Pump
Measuring
Secondary
Venturi
Fuel
Pressure
Sensor Primary
Fuel
Duplex
Fuel
Injectors

170/190
49-40 APU Ignition and starting system

Introduction Operation
The APU ignition and starting system supplies the electrical power for en- The exciter is controlled by the FADEC and is energized at 7% engine
gine acceleration and ignition of the air-fuel mixture in the combustion cham- speed. The exciter supplies an intermittent high-voltage current through the
ber. ignition cables the the ignitor plugs. The ignitor plugs ignite the fuel sprayed
from the fuel injectors. The exciters continues to supply high voltage until de-
energized by the FADEC at 55% engine speed.
Ignition Exciter
The ignition exciter, mounted on the bottom of the gearbox, is a solid state,
capacitor-discharge unit that uses 28 VDC to produce an intermittent high
voltage output to the igniters by two igniter cables. The exciter is controlled
by the FADEC and is energized at 7% engine speed to supply high voltage
to the igniters. The exciter continues to supply this output until de-energized
at 55% engine speed.
The igniter Plugs

The two separate igniters are threaded into the combustor housing, and ex-
tend into the combustion liner where they ignite the fuel/ air mixture.
Warning: The exciter provides dangerous high voltage outputs. When re-
placing ignition components, be sure electrical power is removed from the
exciter for a minimum of 5 minutes.
Ignition Cables
The Ignition Cables connect the exciter to the igniter plugs. A flexible metal
shielding protects the cables. The cables are attached to the external con-
tainment ring with clamps to prevent chafing.

Figure 1: APU Ignition system
APU LEFT HAND SIDE VIEW
COMBUSTOR HOUSING
FADEC
IGNITION EXCITER (28VDC)
SOLID STATE
CAPACITOR-DISCHARGE UNIT
Energized at 7% RPM
De- energized at 55% RPM
2 IGNIT

170/190
Brushless Starter/Generator
The APU starting system consists of a permanent magnet and brushless
starter/ generator motor with its solid-state controller. The starter is integrat-
ed into the APU reduction drive, and drives the high-speed shaft during APU
start.
At 55% engine speed the starter will be converted into a generator. It is ca-
pable of generating up to 1.5 kVA of electrical power during operation, which
is used to power the fuel module motor and controllers and the starter con-
troller cooling fan.
APU Starter Limits:
First and second cycle: 60 sec ON, 60 sec OFF

Third cycle: 60 sec ON, 5 min OFF

Figure 2: The APU starting system
STARTER HIGH SPEED SHAFT
APU REDUCTION DRIVE
STARTER
Up to 1.5 kVA
CONTROLLER
p to .5 kVA
FUEL MODULE MOTOR

STARTER CONTROLLER

170/190
The starter controller system
The starter controller system consists of a starter controller assembly and a

permanent magnet starter, which is mounted on the forward side of the gear-
box.
The starter controller assembly, located in the APU compartment, consists

of a cooling fan and electronic controllers for the cooling fan, permanent
magnet starter and the fuel module. The cooling fan uses ambient air from
the oil cooler air inlet duct to cool the three controllers; the air is then dis-
charged into the APU compartment.
The starter controller uses DC electrical power from the starter contactor to
supply power to the cooling fan and the fuel module controllers. It also con-
verts DC power to a three phase AC power in order to operate the perma-
nent magnet starter during APU start.
The starter controller, in conjunction with the FADEC, controls the operation
of the starter, shuts off the starter at 55% RPM, and is then converted into a
three phase AC generator. The AC power output is then converted inside the
starter controller to DC power, to drive the cooling fan and fuel module con-
trollers.

Figure 3: APU starter controller
ZONES
351
352
A
AIR INTAKE DUCT
ESC COOLING DUCT
ELECTRONIC STARTER CONTROLLER
STARTER CONTROLLER HARNESS
BRUSHLESS
A STARTER GENERATOR

170/190
The APU operation envelope
The APS 2300 APU starting envelope is limited to 30,000 ft, within temper-
ature limits (-54°C/-65°F to ISA +35°C/95°F). APU starting may use either
the on board batteries, power from an external ground cart, or electrical pow-
er from either of the main engine generators, if they are operating.
The APU operation is limited to 33,000 ft, within the temperature limits (-
62°C/-80°F to ISA +35°C/95°F), and air is provided for the main engine start-
ing system (MES) up to 21,000 ft and for bleed supply up to 15,000 ft.

Figure 4: APU operation envelope
35.000 Map Plan Systems Elec

The APU operation is
33.000
limited to 33,000ft
The APS 2300 APU GEN
1
AC GPU APU GEN
2
115 V 115 V
30.000 starting envelope is 400 Hz 0V 0V 400 Hz
40 KVA 0 Hz 0 Hz 40 KVA
limited to 30,000 ft 0 KVA 0KVA
AC BUS 1 AC BUS 2
RAT 0V
25.000
28. 0V TRU AC ESS TRU 28. 0V
60A 1 2 60A
AC STBY TRU 28. 0V
ESS 60A
20000 DC BUS 1 DC BUS 2
DC ESS 1 DC ESS 3 DC ESS 2
15.000 28. 0V BATT 1 DC GPU APU START BATT 2 28.0 V

30 ° C 30° C
10.000
5.000
S/L
TCAS Weather Checklist
COMPRESSOR INLET TEMPERATURE

170/190
Notes:

Figure 5: Starting schematic
APU CONTROL A
A
ON
OFF START EMER STOP
B
MASTER
C D
OVERHEAD PANEL
APU CONTROL
CR0009
OFF
ON
START E
A-C
B
S0029
A-1
A-2
A-3
MASTER SW
A
A REAR AVIONICS COMPARTMENT
START (SDS 49-40)

OFF
ON
(MPP 49-00-01)
FORWARD
AVIONICS COMPT APU FADEC
(SSM 49-60-80)
MAU 1
(SSM 31-41-80)
EXCITER (+)
EXCITER APU COMPT
EXCITER (-)
DIAG # 1
(+)
ASCB
MASTER SW IGN #1
DIAG # 2
(-)
ARINC 429
(OFF-ON-START) IGN #2
MIDDLE
DIAG #1
AVIONICS COMPT
DIAG #2 E
STARTER SPEED CONTROL (+)
STARTER SPEED CONTROL (-)

(SDS 49-40)
SPDA 2
(MPP 49-41-01)
(SSM 24-61-80)
BRUSHLESS STARTER
STARTER BITE 1,2,3,4

FUEL VALVE CDM (+)
FUEL VALVE CDM (-)

GENERATOR APU COMPARTMENT
STARTER BITE RTN

TAPPED REQUEST
STARTER ENABLE
SNS EXCITE +5V

SNS EXCITE -5V
CHASSIS RTN
FUEL CDM (+)

TAPPED CMD
FUEL CDM (-)

M
ASC CONTROL
ASC CONTROL
D
AF2 STATUS
STARTER SENSORS
C
COMMAND
A
B
STATUS
(SDS 49-40)
(MPP 49-42-03)
STARTER POS +15V
STARTER TEMP SW
STARTER POS A
STARTER POS B
STARTER POS C
PHASE C
PHASE B
PHASE A
28 VDC
APU START
BUS
ASC
1
AF2 ELECTRONIC STARTER CONTROLLER

300A R
(ESC)
2
(SDS 49-40)
(MPP 49-42-01)
AICC
(SSM 24-61-80) C
REAR AVIONICS COMPARTMENT APU COMPARTMENT

170/190
APU Start on ground
To start the APU, turn the APU master switch to the ON position. This pow-
ers the APU FADEC and opens the APU fuel shut off valve. When you mo-
mentarily turn the master switch to the START position, the APU FADEC
energizes the anti-surge valve. The oil pump de-prime valve to will open, de-
creasing the start load.
The FADEC energizes the starter controller, permitting to energize the

Brushless Starter Generator (BSG) and the APU to run.
When the APU speed is approximately 7%, the FADEC commands the fuel
valve to open and energize the exciter. At approximately 55% RPM, the ig-
nition exciter, the starter and the de-prime valve are de-energized and the
APU runs on its own.
When the speed reaches 95% RPM + 3 seconds, the electrical and pneu-
matic powers become available.

Figure 6: Starting the APU
START CYCLE- ON GROUND

MASTER
SWITCH
ENERGIZE: DE-ENERGISE :
START-ON IGNITION STARTER
EXCITER IGNITION
EXCITER
DE-PRIME SOLENOID
0.5 SECONDS VALVE CLOSED
ENGINE
SPEED ENERGISE :
BELOW FUEL SOLENOID VALVE
10%
ENERGISE :
FUEL MODULE MOTOR PMS:
FROM STARTER
TO GENERATOR
ENERGISE:
STARTER
ANTI-SURGE EXHAUST GAS
VALVE CLOSED TEMPERATURE RISE
>38°C ENGINE SPEED
DE-PRIME SOLENOID >95% + 3 SECS
VALVE OPEN
ENGINE ENGINE ENERGISE:

SPEED SPEED READY
7% 55% TO LOAD

170/190
Notes:

Figure 7: APU Start in Flight
START CYCLE- IN FLIGHT

MASTER
SWITCH
ENERGIZE: DE-ENERGISE :
START-ON IGNITION STARTER
EXCITER IGNITION
EXCITER
DE-PRIME SOLENOID
0.5 SECONDS VALVE CLOSED
ENGINE
SPEED ENERGISE :
BELOW FUEL SOLENOID VALVE
10%
ENERGISE :
FUEL MODULE MOTOR PMS:
FROM STARTER
TO GENERATOR
ENERGISE:
STARTER
DE-PRIME SOLENOID
VALVE OPEN
EXHAUST GAS
TEMPERATURE RISE
>38°C ENGINE SPEED
DE-ENERGISE:
>95% + 3 SECS
ANTI-SURGE
VALVE OPEN
ENERGISE:
ENGINE ENGINE
READY
SPEED SPEED
TO LOAD
7%-17% 55%
ANTI-SURGE VALVE
CLOSED

170/190
APU shutdown
When the APU master switch is turned to the OFF position, The RTL (Ready
To Load) pneumatic signal is immediately de-energized and the APU pneu-
matic power is unavailable. As well the AC-Generator will be taken off line
immediately.
The APU starts the cool down period.
After 2 minutes the fuel valve, and the anti-surge valve (if applicable) will be
de-energized and the APU will turn off. The oil pump deprime valve will en-
ergize after this cool down period until it becomes lower than 3% RPM.
The FADEC power will be removed after 2.5 minutes.
NOTE: The cool down period does not apply during emergency shutdown.

Figure 8: Turning off the APU
Stop Commands
APU EMER MASTER

SHUTDOWN STOP SWITCH
FAULT SWITCH OFF
BELOW 3% ENGINE SPEED
DE-ENERGISE:
DEPRIME SOLENOID
BLEED AIR DE-ENERGISE: VALVE
Below CLOSED
3% engine speed
VALVE FUEL SOLENOID
CLOSES VALVE
ANTI SURGE
VALVE
ENGINE RTL
COOL DOWN GENERATOR FADEC POWERS
TIMER DOWN
(2 MIN) BLEED AIR
VALVE POWER AS
REQUIRED
GEN ENERGISE: BATTS OFF

OFFLINE DEPRIME SOLENOID
VALVE OPEN

170/190
49-50 APU air system

Introduction
The APU supplies bleed air to the aircraft pneumatic system for use by the
Environmental Control System (ECS), or for the main engine starting system
on ground or in flight.
Bleed air is supplied through the bleed air valve, which is opened and closed
by the FADEC using signals from the cockpit. The bleed air valve is located
on the APU compartment fire wall, and connected to the APU by the bleed
air duct.
To prevent APU compressor surge during operation, an anti-surge valve is

installed.

Figure 1: APU air system
Left
Engine
LP
HP
Fan Air Fan Air
Valve FADEC
Valve
HP
SOV
NAPR SOV NAPR

SOV SOV
Engine APU Engine
Starter Starter
AIRCOND / PNEUMATIC
Fan Air Mod. Valve X Bleed SOV PAX
AMBIENT CKPT RECIRC CABIN
FLOW
C H C H
ATTND
EMER. RAM AIR
PACK 1 PACK 2
WING ANTI-ICE RAM AIR
PRSOV L/H ECS R/H EC
PACK PACK XBLEED
WING 1 WING 2
MIXER START 1 GND START 2
CONN
BLEED 1 APU BLEED BLEED 2
LEAK LEAK
FWD AFT
COCKPIT
CABIN CABIN

170/190
Bleed System
When operating in the ECS mode, the FADEC signals the bleed air valve to
open, and also directs the aircraft Air Management System (AMS) to open
the airflow control valves.
If the APU exhaust gas temperature becomes excessive during ECS mode
operation, the FADEC signals the AMS to modulate the airflow control valve
towards closed so that APU bleed air supply is reduced.
During main engine start mode, the FADEC signals the AMS to close the
ECS flow control valves and open the bleed air valve, directing bleed air to
the starter valve.

Figure 2: Operation
Left
Engine
LP
HP
Fan Air Fan Air
Valve FADEC
Valve
HP
SOV
HP
NAPR SOV NAPR
SOV SOV
Engine APU Engine
Starter Starter
Fan Air Mod. Valve X Bleed SOV Fan Air Mod. Valve
AMBIENT
FLOW
EMER. RAM AIR

WING ANTI-ICE RAM AIR WING ANTI-ICE
PRSOV L/H ECS R/H ECS PRSOV
PACK PACK
MIXER
OPEN
/CLOS
ED
FWD AFT
COCKPIT
CABIN CABIN

170/190
The anti surge valve
The anti-surge valve, mounted on the combustor housing, is electro-pneu-

matic in operation, and is used to prevent compressor surge by discharging
APU bleed air.
The valve operates at altitude with shaft loads only. When the APU is oper-
ating, the valve is either energized closed or de-energized open
Opening and closing of the valve is controlled by the FADEC using total air
temperature, altitude and airspeed signals that are sent from the aircraft Air
Data Computer (ADC).
Operation
The anti-surge valve is energized closed during all ground operation and at
altitude when bleed load is necessary. Air pressure opens the spring-loaded
valve when it is de-energized. Bleed air then bypasses the combustor and
is discharged into the APU compartment respective exhaust.

Figure 3: The anti surge valve
FADEC
TOTAL AIR TEMPERATURE,

ALTITUDE AND AIRSPEED SIGNALS
SENT FROM THE AIRCRAFT AIR DATA COMPUTER
COMBUSTER HOUSING
ANTI-SURGE VALVE

170/190
49-90 The APU oil system

General
The APU oil system has the function of lubricating and cooling the bearings,
shafts and gears of the engine.
The oil warning system indicates low pressure and high temperature of the
lubricating oil.
The APU oil system is a wet sump oil system which lubricates the APU gears
and bearings.
The main oil system components are:
• the oil pump assembly installed in the gearbox,

• the de-prime valve,
• the air-oil cooler,
• the oil filter assembly,
• the dual oil pressure sensor,
• the oil temperature sensor,
• the oil level sight glass,
• and the oil drain plug.

Figure 1: Oil system introduction
OIL
TEMPERATURE
SENSOR GEARBOX GEARBOX
GEARS AND VENT
BEARINGS TO APU
EXHAUST
FORWARD
RELIEF
OIL FILTER ROTOR
BYPASS VALVE BEARING
VALVE OIL
FILTER GENERATOR IDLER GEAR
(AIR OIL SEPARATOR)
DUAL OIL
PRESSURE AFT
COOLER SENSOR ROTOR
BYPASS BEARING
AIR-OIL PRESSURE PUMP
VALVE
COOLER
GEARBOX
COLD START HOUSING
RELIEF
VALVE
SCAVENGE
DEPRIME PUMP
VALVE
OIL SUMP
OIL LEVEL SIGHT GLASS
OIL DRAIN PLUG

170/190
Oil storage The oil filter assembly

The inside bottom of the gearbox is the sump for the oil system. the capacity The oil filter assembly, located at the bottom of the inlet housing, contains a
of the oil system is 4 Quarts (3.75 litres). disposable 15 micron filter element, and can be replaced by removing the
threaded filter cap.
Oil pressure and scavenge pump assembly The dual pressure sensor monitors the oil filter for contamination by sensing
the differential pressure across the filter.
The combination oil pressure and scavenge pump assembly is located in-
side the reduction gearbox, and is driven by the idler gear drive shaft. The
oil pump provides a constant oil flow to the gears and bearings, and scav- If the pressure reaches 35 PSID the sensor will signal the FADEC to provide
enges the oil from the aft rotor bearing and the generator. an impending by-pass maintenance warning. Incorporated into the filter is a
by-pass valve that will open if a filter differential pressure reaches 50 PSID,
to maintain the oil supply to the lubrication system.
The deprime valve
The deprime valve is solenoid-operated and is mounted on the bottom side
of the inlet housing. The valve is energized by the FADEC to prevent the oil
pump from supplying the lubrication system during APU start and shut-
down.
The air- oil cooler

The air-oil cooler is mounted on top of the engine, providing cooling for the
lubrication system.
The cooler is fitted with a bypass valve that opens at 30 PSID in the event
that oil flowing through the cooler becomes restricted. Ambient air used for
cooling enters a scoop mounted on the top right side of the tail cone, and is
ducted to the oil cooler and the starter controller.

Figure 2: Oil system components
15 MICRON FILTER OIL

ELEMENTS TEMPERATURE
GEARS AND VENT
BEARINGS TO APU
EXHAUST
FORWARD
RELIEF
OIL FILTER ROTOR
VALVE OIL
50 PSID (AIR OIL SEPARATOR)
DUAL OIL
PRESSURE AFT
OOLER SENSOR ROTOR
BYPASS BEARING
VALVE
COOLER
GEARBOX
COLD START HOUSING
30 PSID RELIEF
VALVE
SCAVENGE
DEPRIME PUMP
VALVE
OIL SUMP

170/190
The dual oil pressure sensor

The dual oil pressure sensor, mounted at the bottom of the inlet housing, in-
corporates two sensors which monitor low oil pressure and oil filter differen-
tial pressure, and then send their signals to the FADEC.
In the event the oil pressure drops below 35 PSIG during normal APU oper-
ation, the sensors will signal the FADEC, which shuts down the APU auto-
matically when the aircraft is on ground.
The differential pressure sensor senses the differential pressure across the
filter, and sends a signal to the FADEC when a filter impending by-pass con-
dition occurs.
The oil temperature sensor

The oil temperature sensor, mounted on the bottom of the inlet housing,
monitors the oil temperature and sends a signal to the FADEC. Should the
oil temperature reach 275°F/ 135°C, the APU will shut down automatically
when the aircraft is on ground.

Figure 3: The oil temperature and dual oil pressure sensor
TEMPERATURE SENSOR OIL

35 PSID TEMPERATURE
GEARS AND VENT
BEARINGS TO APU
EXHAUST
FORWARD
RELIEF
FILTER ROTOR
VALVE OIL
50 PSID (AIR OIL SEPARATOR)
DUAL OIL
PRESSURE AFT OIL FILTER DIFFERENTIAL
LER SENSOR ROTOR
PASS BEARING PRESSURE SENSOR
FADEC VALVE
COOLER
LOW OIL PRESSURE
GEARBOX
COLD START SENSOR
HOUSING
RELIEF
VALVE
SCAVENGE
DEPRIME PUMP
VALVE
OIL SUMP
Oil pressure below 35 PSIG

normal operation

170/190
The oil service

The oil is serviced by opening the oil filler cap and refilling the oil sump to the
proper level. An oil level sight glass, located on the left side of the gearbox
housing, is marked with FULL and ADD, and provides visual indication of the
oil sump level. The oil sump is FULL at nine pints and low (seven pints) at
the ADD mark. An oil drain plug is provided at the bottom of the oil sump to
drain the system. A check valve and a magnetic chip detector are incorpo-
rated into the drain plug; the check valve prevents oil drainage when the chip
detector is removed for inspection.

Figure 4: The oil service
9 PINTS
FULL
ADD
7 PINTS
CHECKVALVE
MAGNETIC CHIP
DETECTOR
Filler cap
OIL
Drain plug

170/190
Oil system operation

Oil system operation begins when the APU has been started and the engine
RPM reaches 55%. Below 55% RPM the de-prime valve is energized open
by the FADEC to provide rapid engine acceleration at start-up.
After 55% RPM is reached, the deprime valve is de-energized closed and oil
is drawn by the oil pressure pump from the oil sump, where it is routed
through the oil cooler.
If, due to cold oil, there is excessive oil pressure, the cold start relief valve
opens to protect the oil cooler, by-passing oil back to the inlet of the oil pump.
Oil from the oil cooler then passes through the oil filter and through passag-
es inside the gearbox housing, where it is supplied to the gearbox gears and
bearings, to the generator, and to the forward and aft rotor bearings. A relief
valve regulates the oil system pressure and is set to a maximum system
pressure of 65 PSIG.
During the lubrication process oil flows through the system returns to the oil
sump by gravity and two scavenge pumps. One pump scavenges the oil
from the generator, and the other pump scavenges the aft rotor bearing. The
reduction gearbox and the forward bearing are scavenged by gravity into the
oil sump.
During APU operation an air/ oil mist is created inside the gearbox, and is
separated by the rotating action of the air/ oil separator. The air is removed
through passages inside the air/ oil separator into the gearbox vent line,
which is connected to the APU exhaust.

Figure 5: The oil system operation
Max. SYSTEM PRESSURE: 65 PSIG
OIL
TEMPERATURE
GEARS AND VENT
BEARINGS TO APU
EXHAUST
FORWARD
RELIEF
OIL FILTER ROTOR
VALVE OIL
(AIR OIL SEPARATOR)
DUAL OIL
PRESSURE AFT
COOLER SENSOR ROTOR
BYPASS BEARING
VALVE
COOLER
GEARBOX
COLD START HOUSING
RELIEF
VALVE
SCAVENGE
DEPRIME PUMP
VALVE
OIL SUMP

170/190
APU shutdown
When shutdown of the APU is initiated, the deprime valve is energized to
prevent the oil pump from supplying the lubrication system. During normal
shutdown this will happen 2 minutes after OFF has been selected on the
APU control panel (cool down period). The oil remaining in the system re-
turns to the oil sump by gravity and by the action of the two scavenge pumps.
The deprime valve remains energized until the FADEC is electrically de-en-
ergized 2 1/2 minutes after the APU master switch has been selected OFF.

Figure 6: APU shutdown
OIL
TEMPERATURE
GEARS AND VENT
BEARINGS TO APU
EXHAUST
FORWARD
RELIEF
OIL FILTER ROTOR
VALVE OIL
Gravity
(AIR OIL SEPARATOR)
DUAL OIL
PRESSURE AFT
COOLER SENSOR ROTOR
BYPASS BEARING
VALVE
COOLER
GEARBOX
COLD START HOUSING
APU CONTROL RELIEF
OFF
VALVE
ON EMER STOP
START SCAVENGE
DEPRIME PUMP
MASTER VALVE
OIL SUMP
De- energized
after 2,5 min

170/190
49-60 APU Control

Introduction
The APU control panel and switches are located on the cockpit overhead
panel, and provide control signals to the APU FADEC.
The panel contains:
• the master knob and

• the emergency stop switch.
The master knob is a three position switch. The OFF position indicates nor-
mal shutdown of the APU after a 2 minute cool down period.
The ON position indicates normal APU operation. The start position is a mo-
mentary position that initiates the APU start sequence, and when released,
the switch moves to the ON position.
The emergency stop switch is a guarded switch, which when pressed, initi-
ates an immediate stop command to shut down the APU.

Figure 1: APU control panel
APU CONTROL
OFF
ON EMER STOP
START
APU CONTROL
OFF
ON EMER STOP
START
MASTER
MASTER
FADEC

170/190
The FADEC
The FADEC controls and monitors the start, shutdown and operation of the
APU.
The FADEC is located in the aft electronic compartment.
The FADEC:
• Controls the start-up and shutdown sequences of the APU.

• Monitors the APU for correct operational parameters.
• Powers down the APU if a shutdown fault is detected.
• Isolates failures of the APU and provides the information to the
crew through the EICAS and to a lap top computer through the J-3
COMM connector on the front of the FADEC housing.
• Provides APU speed and EGT information.
In the event of a system fault, the FADEC can prevent a start or shut down
the APU.
Critical failures cause an APU shutdown in both, air and ground modes.
Major failures cause an APU shutdown in ground mode only. Major failures
that occur in flight will shut down the APU 30 seconds after landing.
All fault/status information is sent to the CMC.
Note: Do not replace the DMM and the FADEC at the same time. One of the
components have to remain installed to update the new one with the APU
serial number, operating hours/cycles and fault history.
If the FADEC or DMM is replaced, 28VDC has to be removed for a minimum
of 20 seconds. After the FADEC or DMM has been replaced electrical power
should be applied for 10 minutes before starting the APU to allow memory
synchronization.

Figure 2: The FADEC

170/190
Notes:

FIREWALL
3 f POWER
START +28VDC
+28VDC CONTACTOR ROTOR POS A,B,C
(SPDA 2/AICC) STARTER TEMP A,B,C
BSG
ESC
FUEL SOLENOID / FUEL SERVO
START OUTPUT FUEL
FUEL FILTER DELTA PRESS MODULE
FUEL POSITION
OIL PUMP DE-PRIME SOL Oil Press

Sensor
STR SPEED CONTROL
BITE LINES 1-4
FILTER
PRESSURE
SENSORS
OIL TEMP
FADEC SENSOR
EXCITER
RS-485
DMM TEMP DMM
SPEED 1
SPEED 2
SPEED
SENSOR
SPDA 2
BLEED CLOSED EGT 1
EGT T/C 1 & 2
EGT 2
ANTI-
SURGE
VALVE
BLEED SOL
BLEED
BLEED CLOSED
VALVE
BLEED NOT CLOSED

170/190
Notes:

Figure 4: Control Schematic
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU
TEST
A
A C
APU CONTROL
OFF
ON EMER STOP D
START
H
H
E
MASTER
B
B
G
F
C J
OVERHEAD PANEL OVERHEAD PANEL
FIRE EXTG
E
APU CONTROL
E
26-12-80 ON
OFF START
A-C
B-C
A1
A2
D1
C1
B1
D2
C2
B2
B1
B2
REAR AVIONICS COMPARTMENT APU COMPARTMENT

EMER
STOP SW
A-1
A-2
A-3
OFF B-5
ON B-6
START B-7
D3
C3
B3
A3
ELECTRONIC STARTER CONTROLLER
B3
MASTER SW
APU FADEC (ESC)
28-22-80 26-12-80 (SDS 49-61) (SDS 49-42)
26-12-80 (MPP 49-61-01)
D (MPP 49-42-01) F
APU FIRE
EXTG SW
(SSM 26-22-80) B
FADEC
(SDS 49-30)
A (MPP 49-00-01)
COMMANDS
EMERGENCY STOP
EMERGENCY STOP SW
OIL PUMP DEPRIME VALVE
FUEL MOTOR PHASE C

FUEL MOTOR PHASE A
FUEL MOTOR PHASE B

FLTR DELTA PRESS
ANTI SURGE VALVE
LOW DELTA PRESS

SSM 33-12-80
RTL ELECTRICAL
FUEL POSITION C
FUEL PRESS EXC
FUEL POSITION B
FUEL POSITION A
FUEL SOL VALVE
FUEL TEMP RTD

28 VDC POWER
START
SSM 49-70-80
SSM 49-40-80
OFF
ARINC 429
ON
ARINC 429
ARINC 429
SSM 36-12-80
MASTER SW (OFF-ON-START)
ASCB
H J
- + + -
MAU 1 SPDA 2 MAU 3 RICC FUEL MODULE

(SSM 31-41-80) (SSM 24-61-80) (SSM 31-41-80) (SSM (SDS 49-32)
24-61-80) (MPP 49-32-01)
G
FORWARD AVIONICS COMPT MIDDLE AVIONICS MIDDLE AVIONICS MIDDLE OIL PUMP ANTI SURGE VALVE
COMPT COMPT AVIONICS DEPRIME VALVE APU COMPT
COMPT APU COMPT (SDS 49-53)
(SDS 49-90) (MPP 49-53-01)
(MPP 49-91-07)

170/190
Notes:

Figure 5: System Interface
APU / AIRCRAFT
FIREWALL
INTERFACE
APU
- EMERGENCY STOP FUEL
CONTROL
PUMP
PANEL
- MASTER SW ON
- MASTER SW OFF MAU / ARINC 429
- START
- EMERGENCY STOP
MAU 3
ASCB
Comm SHUT-OFF FUEL
Link VALVE
ADC SPDA1
- TAT
- ALTITUDE EMERGENCY
- AIRSPEED STOP
CAN Bus Link
FAULT
INFO A/C APU
CMC
APU HARNESS HARNESS
SPDA / ARINC 429
FADEC
SPDA2 APU
+28 V (DC ESSENTIAL BUS 1)
- SPEED RTL
- EGT ELECTRICAL
- CAS MSGS SERVO CTRL
EICAS AMS
- NBPT FREQ CMD

MASTER SW - NBPT ENABLE - BLD VLV CLSD GEN
MAU 1/2 (OFF-ON-START) - BLD VLV NOT CLSD
AGCU - SOV CMD
- SWITCHES
RICC
- BLEED AIR REQ
AIR COND & BLEED AIR
ECS FCV APU BLD
PNEUMATIC - BLEED DUCT LEAK
PANEL
/ PACKS VLV
POSITION
SWITCHES
START CONTACTOR
AICC +28 VDC TO APU ESC
+28 VDC
Rev M 400 HZ AC POWER

6/15/01

170/190
49-70 APU indication system

General
The APU system incorporates indication and alarms for crew monitoring,
and maintenance indication for troubleshooting. The APU EICAS comprises
two parts on the flight deck display: CAS messages alarms (fault and status)
and APU Speed and EGT indications.
APU malfunction indications are recorded in the aircraft central maintenance
computer (CMC).

Figure 1: APU indication
Central Maintenance Computer (CMC)

EICAS
APU FAIL Map Plan Systems Maint

93. 8 T 0- 1
T/ 94. 0
APU FAULT
Status
Flight Ctrl
OFF OFF
Hydraulics
0. 0 N1 0. 0 Fuel
Electrical
ECS
Anti-ice
Maintenance
26° I TT
T 28°
0. 0 N2 0. 0
0. 0 FF PPH0. 0 11 12 1
LANDI NG GEAR
LA
FU
UEL QTY
5510
FQ LB
L
5520 DN
11030
DN DN
OI L VP APU
0% 76° C
CABI N
CA
ALT 19000 FT
RATE
RA 0 FPM
1 45° 48° P 0. 0 PSI
PRE
RESS T MP
TE L
LP HP L E
LF 2915 FT
SLA
LAT/ FLA
LAP/ SPD
DBRK TRI MS
TR
SPD
DBRK PI TC
TCH
ROLL
RO TCAS Weather Checklist
S F
FU
ULL
0
S F
S/
Speed indication
Temperature indication

170/190
Notes:

Figure 2: Indication schematic
8O.O MTO 8O.O APU FAIL

ATTCS
E
2O.7 N1 2O.7
F
REV
IGN IGN A D
G
463 463
B
ITT
A A
9O.O N2 9O.O
1OOO FF PPH 1OOO

LANDING GEAR
FUEL QTY
9OO FQ LBS 3OOO
UP
ON
1
VIB APU
1OO % 1O2O C
CABIN
ALT -5 FT
RATE -5 FPM
12 81 11 1O6 P -64.6 PSI
PRESS TEMP LP HP LFE 12OO FT
TRIMS
SPDBRK ROLL PITCH
S F
UP
22
2 YAW
S/F
C
H
MAIN PANEL
VWF B
(VISUAL WARNING FUNCTION)
(SSM 31-53-80) A
ASCB
REAR AVIONICS COMPARTMENT

MIDDLE AVIONICS
COMPARTMENT
MAU 3 APU FADEC

ARINC 429
(SSM 31-41-80) (SSM 49-60-80)
OIL TEMP RTD RTN

OIL TEMP RTD LO
OIL TEMP RTD HI
OIL SYSTEM LO
TEMPERATURE
OIL SYSTEM HI
OIL FILTER LO
OIL FILTER HI
SPEED 2 LO
SPEED 1 LO
SPEED 2 HI
SPEED 1 HI
POWER LO
EXCITE (+)
POWER HI
RS 485 LO
RS 485 HI
EGT 2 LO
EGT 1 LO
EGT 2 HI
EGT 1 HI
RTN (-)
RTN
-
+
- AL + CR - AL + CR
EGT T/C 2 H EGT T/C 1

G SPEED 2
MAG PICKUP
SPEED 1 C DATA MEMORY
MODULE(DMM)
D OIL TEMP RTD
F OIL PRESS SENSOR
E
APU COMPARTMENT APU COMPARTMENT APU COMPARTMENT APU COMPARTMENT APU COMPARTMENT APU COMPARTMENT
(SDS 49-72) (SDS 49-72) (SDS 49-71) (SDS 49-74) (SDS 49-93) (SDS 49-93)
(MPP 49-72-01) (MPP 49-72-01) (MPP 49-71-01) (MPP 49-74-01) (MPP 49-93-01) (MPP 49-93-03)

170/190
EICAS messages
During APU operation, the following EICAS messages could be driven by

the FADEC for the APU system:
• APU FAIL Caution - an APU automatic shutdown has occurred
• APU FAULT Caution - an APU Major-level fault is active. Shutdown

inhibited because of in-flight operation.
• APU OIL LO PRESS Caution - The oil pressure is below the mini-
mum limit.
• APU OIL HI TEMP Caution - The Oil temperature is above the max-
imum limit.
• An APU SHUTTING DOWN Status, displayed in white, indicates

that the APU is shutting down. Pneumatic loads are removed, elec-
trical power available.
Indicating colours
APU speed (in units of% rated speed) and APU Exhaust Gas Temperature
(EGT) (in units of °C) will be displayed in the flight deck display as a digital
meter with three colours - green for normal operational range, amber for pre-
cautionary range and red for at or beyond safe operational limit.

Figure 3: EICAS messages
APU EICAS
93. 8
APU
T 0- 1
T/
OIL 94.
HI0 TEMP
Green - for normal operational range APU OIL LO PRESS
OFF APU FAULT OFF
0. 0APU N1 FAIL0. 0
Amber - for precautionary range
APU SHUTTING DOWN
Red - for at or beyond safe operational limit
26° I TT
T 28°
0. 0 N2 0. 0
0. 0 FF PPH0. 0 11 12 1
LANDI NG GEAR
LA
FU
UEL QTY
5510
FQ LB
L
5520 DN
11030
DN DN
OI L VP APU
0% 76° C
CABI N
CA
ALT 19000 FT
RATE
RA 0 FPM
1 45° 48° P 0. 0 PSI
PRE
RESS T MP
TE L
LP HP L E
LF 2915 FT
SLA
LAT/ FLA
LAP/ SPD
DBRK TRI MS
TR
SPD
DBRK PI TC
TCH
S F ROLL
RO
FU
ULL
0
S F
S/

170/190
The Data Memory Module (DMM)
The APU incorporates a Data Memory Module (DMM), which is located on

the left side of the gearbox. The DMM electronically stores APU starts, APU
operating hours, APU fault information (50 shutdowns and 50 advisory
faults), and APU and FADEC serial numbers.
The FADEC updates the DMM with current information, which is stored in
the FADEC non-volatile memory, and in the event the FADEC or DMM is re-
placed, data is automatically transferred to update the unit that has been re-
placed.
Communication is possible between the DMM and a lap top computer (con-
taining special interface software), which can be accomplished with the APU
either installed or removed from the aircraft.
Used DMMs must not be moved between APUs. If a DMM has to be re-
placed, a new or repaired DMM which has had the memory buffer cleared
has to be used. If used DMMs are exchanged between APUs, the operating
hours/cycles and fault history of the subject engine, as updated in the
FADEC and maintained in the DMM, will be invalid. If it is necessary to clear
the memory of the DMM, it has to be returned to an authorized repair facility.

Figure 4: DMM
DMM:
APU start
APU operating hours
APU fault information
APU serial number
FADEC serial number
FADEC

170/190
Notes:

Figure 5: Troubleshooting

170/190

170/190

170/190
49-MEL (Example)
-------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 49-1 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 49 AIRBORNE AUXILIARY ¦ ¦ ¦ ¦
¦ POWER ¦ ¦ ¦ ¦
¦ 00-00 Auxiliary Power C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦

¦ Unit (APU) ¦ ¦ ¦ a) APU is deactivated, and ¦
¦ ¦ ¦ ¦ b) Procedures are not dependent ¦
¦ ¦ ¦ ¦ on its use. ¦
-------------------------------------------------------------------------------

Revision: 00 Reproduction Prohibited Chapter 49-MEL Page 1
190
ATA 71 Powerplant
190
Table of Content Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Fan Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
71-00 Power plant General Core Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electrical Power Cable Harness . . . . . . . . . . . . . . . . . . . . . . . . . . .5
IDG Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
71-70 Engine and Nacelle Drain System
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
71-10 Nacelle Cowling Engine Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Nacelle Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Fan Compartment Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Core Compartment Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
71-20 Engine Mounts
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forward Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Aft Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Failsafe Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
71-30 Fire Zones

Fire Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fire Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Compartment Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
71-50 Electrical Harnesses

Revision: 00 Reproduction Prohibited Chapter 71-TOC Page I
190

Revision: 00 Reproduction Prohibited Chapter 71-TOC Page II
190
71-00 Power plant General

Introduction
The Embraer 190/195 is powered by two GE CF34-10E turbofan engines

that were designed for subsonic commercial airline service.
Each engine is housed in an aerodynamic nacelle and suspended from a py-
lon, attached to the lower wing surface.
The power plant design considers an arrangement that allow the isolation
from one engine to the other in order to ensure continued safe operation.
The main characteristics of the CF34-10E are provided in the table below:
Table 1:
Thrust Rating for Application (klbs) 18.5
Number of Stages - Fan / Booster 1/3
Number of Stages - Compressor 9
Number of Stages - HP / LP Turbine 1/4

Fan diameter (in) 53’’
(mm) 1346.2
Propulsion System Weight (lbs) Appr. 5050

(kg) Appr. 2290
Bypass Ratio (Cruise) 5.4:1
Overall Pressure Ratio Appr. 26

Figure 1: GE CF34-10E turbofan engine
Engine – Left Side

190
Engine
The CF34-10E is a high bypass turbofan engine fully integrated with a na-
celle and thrust reverser.
The engine is comprised of a 53’’ (1.346m) diameter single stage fan, a

nominal bypass ratio of 5.4:1, a three-stage axial booster cantilever mount-
ed from the rear outer flange of the fan disk, and a nine-stage axial core
compressor.
The combustor is a single annular, machined ring design.
The high-pressure turbine has a single, air cooled, axial stage.
The low-pressure turbine has four uncooled axial stages.
The accessory gearbox (AGB) is mounted in the L/H fan compartment and
provides provisions for the IDG and hydraulic pump as well as provisions for
the required engine accessories.The AGB is an integral portion of the CF34-
10E engine.
The hydraulic pump drive shaft and the IDG drive shaft both incorporate a
shear neck that is designed to break in the event of seizure of the engine
driven accessory units, therefore preventing damage to the AGB or engine.
Bleed ports are provided at the 5th stage and the 9th stage for customer
bleed air connection.
The CF34-10E uses a 2 frame and sump structural arrangement.This ar-

rangement utilizes a series of internal bearings, at the fan frame and turbine
rear frame, to transmit engine loads to the aircraft.
Engine control is accomplished by a dual channel FADEC system to provide

flexibility in engine operation and reduced pilot workload while ensuring the
highest level of reliability, safety and maintainability.

Figure 2: Engine

190
IDG Cooling System directed from the fuel metering unit bypass valve through the IDG FCOC to
the inlet of the main fuel oil heat exchanger.
Introduction
The purpose of the IDG cooling system is to maintain the integrated drive
generator (IDG) cooling oil temperature within a specified temperature
range.This task is performed by an Air-Cooled Oil Cooler heat exchanger
(ACOC) in series with a Fuel-Cooled Oil Cooler heat exchanger (FCOC).
The ACOC is mounted in the fan case, aft of the fan and in the flow path.
The FCOC is located on the R/H exterior of the fan case.
The IDG oil cooling system is self contained,with an integral oil tank in the
IDG.
The IDG oil system is totally independent of the engine lubrication sys-
tem.There is no oil drain provision for the IDG Oil cooling system.
Component Description
Air Cooled Oil Cooler (ACOC)
The circuit includes a pressure relief valve, which is integrally mounted on

the ACOC.
The purpose of this device is to control the system pressure during engine
cold day starts.During a cold start, sump oil does not circulate through the
external cooling circuit.The ACOC is bypassed until the oil warms up.When
the pressure drops, the oil flows into the external cooling circuit.The bypass
valve allows oil to flow through ACOC when the pressure drops below 90 psi
thereby maintaining cool oil temperature at low pressure.
Fuel Cooled Oil Cooler (FCOC)

The FCOC is located on the R/H exterior of the fan case. IDG oil exiting the
ACOC is directed through the FCOC before entering the IDG again. Fuel is

Figure 3: IDG Cooling System
Fan Air
NON FIRE
ACOC ZONE
BYPASS
Fan FUEL ACOC OIL FIRE ZONE

Case IN
IDG
FUEL FCOC
IDG OIL IN
IDG
Gear Box
FCOC
ACOC
ACOC FCOC
GEARBOX
AFT
SUPPORT BRKT
UP
IDG 3 PL

190
71-10 Nacelle Cowling

Introduction
The cowls, which enclose the engine, form the engine nacelle.The nacelle
provides protection for the engine and accessories and also ensures smooth
airflow around the engine during flight.
The nacelle consists of the inlet, fan cowl, thrust reverser/core cowl and ex-
haust system.The cowling, which encloses the engine, is comprised of fixed,
hinged and translating cowls.The inlet (including the inlet lip) and thrust re-
verser/core cowl are primarily constructed of aluminium.For weight savings,
the fan cowl is constructed of composite material.Secondary components of
these structures include aluminium, aluminium honeycomb, Inconel, titani-
um and composites.
The exhaust system is constructed with a Titanium alloy.
There are no other propulsion system surfaces aft of the engine exhaust
nozzle and centerbody that are subjected to the hot exhaust gases of the en-
gine.
The fan cowl doors are attached to the pylon by hinges and attaching hard-
ware.Each door is furnished with a hold open rod to enable access to the en-
gine for maintenance, rigging, trouble-shooting, or installation/removal.
Following cowls are installed:
• Inlet cowl
• Fan cowl (2 hinged halves)
• Thrust reverser/core cowl with integral core cowl (2 hinged halves)
Thrust reverser/core cowl remains on the pylon when the engine is removed.
The fan cowls have to be removed to allow engine removal. The inlet cowl
and primary exhaust nozzle are removed with the engine.

Figure 1: Nacelle Cowling
Thrust Reverser
6.2 Inlet Cowl ATA 71-60-00
Inlet Cowl
6.2.1 General
The inlet cowl is a fixed interchangeable aerodynamic fairing, which supplies the inlet
airflow to the fan and core sections of the engine. It is mounted on the forward face of
the engine fan case and isolated from the engine core cowling. The assembly is
composed of an inlet lip, forward bulkhead, an outer barrel, an acoustic inner barrel, an
aft bulkhead, the thumbnail fairing, and the inlet attach ring and flange. The inlet cowl
assembly includes anti-ice ducts, T12 sensor, and provisions for the FADEC and fan
compartment ventilation.
Fan Cowl
The inlet structure is designed to withstand the loads expected in service as shown in
Exhaust
the inlet stress analysis report, 190SRA054. Adequate flexibility has been
Exh Nozzleinto
designed
the parts to account for relative motion where required. & Centerbody
6.2.2 Description
EBU Systems

190
Exhaust System
The primary exhaust system consists of the nozzle, forward centerbody,aft

centerbody, center-vent tube and attach fasteners.
The exhaust system is made of titanium alloy.The exhaust nozzle is a chev-
ron design for low noise.
The nozzle is attached to the turbine rear frame.

The upper quadrant of the core nozzle has a fire seal located on the exterior
surface.This feature seals the forward pylon cavity from the aft pylon sur-
face, preventing direct exhaust gas impingement on the pylon.The nozzle
can be installed or removed with the centerbody installed.
The forward centerbody is attached to the turbine rear frame with fasteners.
The aft centerbody attaches to the forward centerbody with fasteners.
The center vent tube, which vents aft sump air, attaches to the turbine frame
with fasteners.

Figure 2: Exhaust System Primary Components
Fire shield (Turkey Feather Seal)

Aft Centerbody
2 ply
Ti 6-2-4-2
Inconel 718
Exhaust Nozzle
Ti 6-2-4-2
Center Vent Tube

Ti 6-4
Exhaust Nozzle Hats

Inconel 718
Forward Centerbody
Ti 6-2-4-2

190
71-20 Engine Mounts

Introduction Aft Mount
The engine mounting system supports the engine by transmitting loads from The aft mount attaches to the turbine rear frame.
the engine case to the pylon structure and performs the four primary func- The aft mount transmits vertical, side, thrust,and torque loads to the pylon
tions listed below: structure.Failsafe features are also designed into the aft mount.
The engine thrust loads are transmitted to the aft mount by a thrust yoke and
• Maintains engine location and alignment under gravity, engine thrust link.
thrust, acceleration, and gyroscopic pitch and yaw loads encoun- The yoke is attached to the aft bulkhead of the fan frame approximately at
tered during any flight condition. the 11 o’clock and 1 o’clock positions.The thrust link connects the thrust
• Isolates airframe deflections from the engine during any flight con- yoke and aft mount.
dition.
• Accommodates thermal expansion of the engine.
• Permits simple engine installation and removal. Failsafe Features
Each engine is connected to the pylon by a forward and aft mount.The en-
gine mounts support the engine by transmitting loads from the engine case The mount system contains full waiting failsafe features for every load
to the pylon structure.The mounts are constructed of Titanium and Inconel. path.Full waiting failsafe features refer to redundant load paths that carry no
load during normal operation when all mount components are intact.
Considering manoeuvre loads, in the event of a failure of any individual ele-

Forward Mount ment (i.e., shear pin, bolt, link, clevis, etc.) in either of the forward shear link
load paths, the load will be transmitted to the wing structure by the opposite
forward shear link and the forward mount failsafe feature.Similarly, in the
The forward mount is attached to the fan frame assembly. event of a failure of any individual element in either of the aft mount shear
The forward mount transmits engine vertical and side loads to the pylon link load paths, the load will be transmitted to the wing structure by the op-
structure.It is designed with waiting failsafe features. posite shear link and the aft mount failsafe feature.
Considering a failure of any individual element in the thrust path, the engine
thrust will be carried through the engine carcass to the top center lug of the
turbine rear frame, and then into the wing structure through the aft mount
failsafe feature.

Figure 1: Engine Mount Components
Aft Mount
Ti 6-2-4-2 Forging
Dowel Pins
Inco 718
FWD Mount Yoke
Ti 6-4 Forging
Thrust Link
Inco 718Bar
FWD Clevises Failsafe Lug

Ti 6-4 Forging Ti 6-4 Forging All Shear Links
Inco 718 Forging
All Attach bolts All shear pins (fwd and aft)

Inco 718 Thrust Yoke Inco 718
Inco 718 Forging

190
71-30 Fire Zones

Fire Zones
There are two fire zones on the CF34-10E propulsion system.

One is the fan compartment and the other is the core compartment.
Each compartment has independent detection and fire extinguishing capa-
bility.All the ducts inside the fire zone are made of fireproof material.
The inlet bulkhead, the fan cowl, the engine fan case, the T/R torque box
and the pylon floor define the fan compartment fire zone.
The core compartment fire zone is defined by the core cowl, the fan frame,
the upper and lower bifurcation closeouts, the pylon floor, and primary ex-
haust “turkey feather” seal.
Junctions between these items have fireproof seals.
The exhaust nozzle mounted fire shield at the aft end of the core compart-
ment fire zone is +/- 45 degrees off of top center.The turkey feather seals
against the pylon floor to prevent hot gases and fire from impinging on the
external pylon surface.
Fire Seals
Fire seals provide the closeout between the engine fan and core compart-
ment fire zones with the aircraft pylon.The seals are mounted on the engine/
nacelle while the seal lands are mounted on the pylon and the engine.
Fire seals are made of fireproof materials and are used to seal the engine
and nacelle cavities into sealed compartments, prevent the propagation of
fire.

Figure 1: Engine

190
Compartment Ventilation
Both the fan and core compartments are ventilated.In addition, dedicated
plumbing is provided for FADEC internal cooling requirements.
Fan compartment ventilation is provided by two NACA scoops that are locat-
ed, off center, on the upper surface of the inlet outer barrel.During flight, air
enters the scoop and is directed to the appropriate region in the fan compart-
ment.The air is then discharged overboard through vents located in the low-
er region of the fan compartment.
The core compartment is ventilated with fan air.Cooling air enters core com-
partment through holes located near the inner cowl support ring.Air flows
through the core compartment and discharged back into the flow at the aft
vent.
The external skin of the FADEC is cooled by fan compartment air from the
NACA scoops.However, the FADEC is cooled internally by means of dedi-
cated bi-directional ducts.The ducts are designed to allow airflow in two di-
rections depending on whether the aircraft is in flight or on the ground.

Figure 2: Air Cooling Flow
START & TRANSIENT

FADEC
VALVE
VBV
FAN HPTACC
COMPARTMENT GROUND VALVE
COOLING
FLIGHT
AIR INLET
FADEC
(COOLING)
FAN DISCHARGE
9th STAGE AIR

4th STAGE AIR
4th STAGE AIR

LPT COOLING/
NACELLE
ANTI-ICE
AIR INLET
COMBUSTION GAS
AIR INLET
NACELLE CDP
ANTI-ICE CUSTOMER BLEED ECS
DISCHARGE (9th STAGE AIR)
AMS STARTER
THRUST
CUSTOMER BLEED
REVERSER WING A/I
(5th STAGE AIR)
DEPLOYED
NACELLE A/I

190
71-50 Electrical Harnesses

Introduction
The electrical system distributes the power required by the aircraft and en-
gine components.The electrical system also transmits control and indicating
signals between the engine and airframe.Harnesses are routed from the py-
lon to both the engine fan and core compartments.
Fan Harnesses
The fan electrical harnesses link the various electrical components in the fan
compartment.
These components include the electrical control system (full authority digital
electronic control - FADEC and components),the thrust reverser actuation
system (TRAS) and multiple sensors and transducers.
The harnesses are made of rugged mechanical construction with two layers
of metallic shielding.The inner layer is applied to individual circuit wire pairs
and triplets, and serves to shield these separate circuits from each other, in
addition to providing shielding from the outside environment.The outer
shield serves as both an electrical isolating shield from the outside environ-
ment and a protective physical barrier.
Core Harness
The core electrical harnesses link together the various electrical compo-
nents in the core compartment.
These components include the fire detection system, the engine vibration
monitoring transducers (accelerometers), the ignition exciters, as well as
multiple sensors to support the hydraulic, lube and control systems.
The harness construction is identical to that of the fan harness.

Figure 1: Wiring Harness
W3 (yellow) FADEC A
W4 (blue) FADEC B
W6 (grey) FADEC B
W7 (white) FADEC A
W3
W4 Engine
Engine
F
FAAD
DEEC
C W6 Inputs
Inputs //
W7 Outputs
Outputs
W1 W2
Aircraft
Aircraft Ignition
Ignition
Exciters Igniters
Igniters
Interface
Interface Exciters

190
Harnesses
The engine electrical harnesses and aircraft cables installed on the engine
which connect the installed accessories to the aircraft systems can be divid-
ed into the following harnesses:
• The W1 aircraft interface harness,

• the W2 aircraft interface harness,
• the W3 (yellow) harness,
• the W4 (blue) harness,
• the W5 harness,
• the W6 (grey) harness,
• the W7 (white) harness,
• the W11 harness,
• the W16 harness.

Figure 2: Harnesses

190
Electrical Power Cable Harness
The electrical power cable harness consists of 4 cables.

The harness is routed from the IDG connections forward and around the fan
case to the pylon interface point.The IDG terminal block is covered to protect
from inadvertent short circuits in avoidance of sparking or arcing, while the
IDG itself is also of a non-arcing design (brushless).

Figure 3: IDG Power Cable Routing
IDG Power Cable

190
71-70 Engine and Nacelle Drain System

Nacelle Drain System
Introduction
To prevent any flammable fluid accumulation inside of the firezone, several
The drain system for the CF34-10E propulsion system consists of tubes and drain holes, at the lowest point of any cavity in each compartment are pro-
openings that convey overboard any waste fluids from the engine, accesso- vided.This provision is intended to eliminate any fluid puddling that exceeds
ries, nacelle cavities, and pylon cavities that may occur during any abnormal 3 cc in each cavity in the fire zone.
operating condition or failure condition from engine and pylon components.
The engine drain system serves the normal flammable fluid leakage from the
engine related systems, whilst the nacelle drain system provides drainage Fan Compartment Drainage
following a failure condition of any flammable fluid line or component leak-
age failure inside either fire zone.
Large leaks in the fan compartment will drain through several 3/8’’ diameter
holes in the fan cowl skin and through the fan compartment exhaust grill lo-
Engine Drain System cated at 6 o’clock.
Waste fluids are captured in tubing designed to collect the fluid and dis- Core Compartment Drainage
charge the fluid overboard through drain masts that are located at the lowest
point in the system.The system relies on gravity to transport the waste fluids
to the drain mast. Large leaks in the core compartment will drain through two tubes to the ex-
terior of the beaver tail fairing.Four 1/2 inch diameter holes in the aft cowl,
Two drain masts are used to expel the drained fluids from the engine core and two 3/8 -inch openings in the core/aft cowl splice joint drain directly over-
compartment and fan compartments. board.
The masts are offset to help identify the origin of the fluid.
The forward mast contains the accessory gearbox component and pad
drains as well as the oil scupper and pylon drains.
The aft mast contains the fuel drains from the core mounted components
and the core pylon.
The masts extend beyond the boundary layer of the fan cowl in order to pre-
vent nacelle streaking with fluids from running back on the mast itself.

Figure 1: Drain Masts
A
AFT DRAIN MAST
FWD DRAIN MAST

190

190
ATA 72 Engine
190
Table of Content 72-50 Low Pressure Turbine Module

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 72-60 Drive Systems
Engine Models and Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Engine Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Accessory Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Transfer Gearbox (TGB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The Radial Drive Shaft (RDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Fan inlet cover, compressor inlet covers and exhaust cover have to Inlet Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
be installed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Engine transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Rail transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5: Engine transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Engine Major Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
72-20 Fan Module

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
72-30 -Core Module

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
High Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Combustor Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
High Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
190
190

General
The CF34-10E is a high-bypass turbofan engine that includes following fea-

tures:
• Fully integrated engine, nacelle, and thrust reverser

• Single-stage, 53-inch (1346.2 mm) diameter, wide-chord fan that
operates at a nominal 5.4:1 bypass ratio
• Three stage low pressure axial booster
• Nine-stage, axial-core compressor that has stage 5 and stage 9
bleed ports for customer bleed air connection
• Single annular, machined-ring combustion liner design
• Single-stage air-cooled high pressure turbine (HPT)
• Four-stage low pressure turbine (LPT)
• Two frame and sump structural design
• Six main engine bearings (No.1 ball bearing, No.2 roller bearing,
No.3 ball bearing, No.3 roller bearing, No.4 roller bearing, and No.5
roller bearing)
• Accessory gearbox, mounted to the fan case
• Dual-channel full authority digital electronic control (FADEC) that
provides flexible engine operation, reduced pilot workload and the
highest level of reliability, safety and maintainability
• Fuel and Hydraulic Shutoff valves are located outside fire zones
• No means to stop the rotation (windmilling) of the engine is provid-
ed as this condition does not affect the aircraft.
Issue: Sept06 FOR TRAINING ONLY

Figure 1: Engine
Engine – Left Side
Engine – Right Side

190
Engine Models and Ratings Engine Dimensions
Several different models are available of the CF34-10E.
Table 1: The CF34-10E uninstalled engine thrust ratings Table 2: The engine key dimensions
Item CF34-10E5 CF34-10E5A1 CF34-10E6 CF34-10E6A1 Item Dimension
Sea Level Flat 86°F (30°C) 86°F (30°C) 95°F (35°C) 95°F (35°C) Length (Fan Case to Turbine Rear Frame) 87.9 inches (2232.7 mm)
Rating
Length (Forward Spinner to Aft Centerbody) 146.1 inches (3710.9 mm)
Takeoff 17.390 lb 18.820 lb 17.390 lb 18.820 lb
Thrust-unin- Fan Diameter 53 inches (1346.2 mm)
stalled
Engine Weight (Dry with Mounts) 3675 lbs (1667 Kg)
Takeoff Max - 18.820 lb 18.820 lb 18.820 lb 18.820 lb
uninstalled
Core Speed 18.018 rpm 18.018 rpm 18.018 rpm 18.018 rpm
Redline
Fan Speed 6.325 rpm 6.325 rpm 6.325 rpm 6.325 rpm
Redline
Fan Pressure 1.7:1 1.7:1 1.7:1 1.7:1

Ratio @ SLS
Max
Booster Pres- 2.3 2.3 2.3 2.3

sure Ratio @
SLS Max
Compressor 11.4:1 11.4:1 11.4:1 11.4:1

Pressure Ratio
@ SLS Max
Fan Bypass 5.4:1 5.4:1 5.4:1 5.4:1

Ratio @ SLS
Max

Figure 2: Engine Dimensions
Plane of
Plane of
Forward Mount
Aft Mount
52.8 in.
(1341.1 mm)
34.00 in.
(863.6 mm)
22.72 in.
(577.1 mm)
87.9 in.
(2232.7 mm)
146.1 in.
(3710.9 mm)

190
Engine preservation
Different procedures for engine preservation and depreservation have to be

followed:
• Preservation of engine to be inactive for maximum of 45 days

• Preservation of engine to be inactive for more than 45 days
• Preservation of salt water- or fire extinguisher contaminated engine
• Preservation of a damaged engine
• Preservation of engine accessories.
• Protective caps, plugs, covers or polyethylene sheeting
• Depreservation

Figure 3: Engine preservation

190
Engine storage
For engine storage the engine should be installed in the shipping container.
Depending on the length of the storage the applicable preservation proce-
dures have to be performed.
Fan inlet cover, compressor inlet covers and exhaust cover have to be
installed.

Figure 4: Engine storage
Preserve the engine and install:
FAN Inlet Cover

Compressor Inlet Cover
Exhaust Cover

190
Engine transport
Different procedures are available for the different versions of engine trans-
port:
• In-house transportation
• Highway transportation
• Air Cargo transportation
• Water transportation
Rail transportation

Figure 5: Engine transport

190
Engine Modules
The engine consists of the following modules/assemblies:
• Fan Module
• Core Module
- High Pressure Compressor
- Combustor
- High Pressure Turbine
• Low Pressure Turbine Module
• Accessory Gearbox Module

Figure 6: Engine CF34-10E / Modules and Dimensions
A C
D
E
F
A-A
G
FAN MODULE
COMBUSTOR
B D
LOW-PRESSURE TURBINE ACCESSORY GEARBOX

MODULE MODULE
HIGH-PRESSURE HIGH-PRESSURE F G
COMPRESSOR TURBINE
C E

190
Engine Major Bearings
The engine low pressure rotor and high pressure rotor are supported by six
main engine bearings:
• No.1 ball bearing, No.2 roller bearing and No.5 roller bearing sup-
port the low pressure rotor.
• No.3 ball bearing, No.3 roller bearing and No.4 roller bearing sup-
port the high pressure rotor.

Figure 7: Engine
No.2 roller bearing

No.1 ball bearing No.5 roller bearing
No.4 roller bearing
No.3 ball bearing No.3 roller bearing

190
72-20 Fan Module

Introduction
The fan module is located at the front of the engine.
The fan module consists of the following components:
• Fan and booster rotor assembly

• Booster stator assembly
• Forward Sump
• No.1 and 2 bearing support
• Fan frame assembly
• Inlet gearbox assembly
• Transfer gearbox assembly
The fan rotor draws air into the engine and provides the majority of the en-
gine thrust.
The fan/booster rotors and stators boost the air pressure prior to entry into
the core.
The inlet gearbox provides power from the HP shaft to the AGB.

Figure 1: Fan Module
Fan Case with Swept/Leaned

Hardwall Booster Casings Composite Outlet Guide
Aft Fan
Containment with Welded Vanes (OGVs)
Outlet Guide Case
Booster Vanes
Vane Fairing
Wide Chord
Fan Blades
Acoustic
Fan Panels
Frame
Booster
Rotor VBV
System
Double Bore
Fan Disk
Spinner
No. 1 Ball Stages 1-3 No. 3 Roller

Bearing Booster Blades No. 2 Roller Bearing
No. 3 Ball
Fan Forward Bearing Bearing
Load Reduction
Shaft
Device (LRD)

190
72-30 -Core Module

Introduction
The core module is located between the fan section module and the low
pressure turbine.
The core module consists of the following components:

• High pressure compressor rotor and stator assembly
• Combustor assembly
• High pressure turbine nozzle assembly
• High pressure turbine rotor assembly
• High pressure shroud and LPT stage 1 nozzle assembly
The high pressure compressor further compresses the booster exit air and
supplies the air to the combustor.
The combustion liner provides the location for combustion to occur and the
high pressure turbine nozzle directs the hot, high pressure gases to the high
pressure turbine rotor for power extraction.

Figure 1: Core Module
COMBUSTION CHAMBER
FRAME AND B-SUMP
ASSEMBLY
HIGH-PRESSURE
COMPRESSOR
ASSEMBLY

190
High Pressure Compressor
The high pressure compressor assembly receives air from the booster as-
sembly and guides this air through the blades of the compressor rotor and
the vanes of the compressor stator assembly, where the air is compressed
and discharged into the combustion chamber.
The compressor stator assembly consists of:
• the compressor stator case,

• the Variable Inlet Guide Vanes (IGV’s), and
• the stage 1 through stage 3 variable vanes.
• the IGV’s and stage 1 through stage 3 actuating arms,
• the stage 4 through 8 stator vane segments, and
• the actuating system linkage assembly.
The high pressure compressor rotor assembly consists of:
• Stages 1-2 rotor spool

• Stage 3 disk
• Stages 4-9 rotor spool

Figure 2: High Pressure Compressor
Variable Stator Vane

(VSV) Actuator
Forward Compressor
Stator Case
Variable
Aft Compressor
Stage 1-3 Vanes
Stator Case
Stage 4-8 Stator
Vane Segments
Aft Compressor S
r
Variable Inlet Guide

Vanes (IGVs)
Stages 1-2
Rotor Spool
Stage 1-4
Blades Stage 5-9
Blades
Stage 3 Disk
Stages 4-9 Compressor Discha
Forward Rotor Spool R
Compressor Shaft
Stage 4 Inner Shroud Stage 5 Honeycomb
(typical for stages 4-8) Seal
(typical for stages 4-8)

190
Combustor Module
The CF34-10E fuel nozzle design is a conventional dual orifice concept.The
The CF34-10E Combustion Module consists of the following assemblies: primary high pressure orifice provides an atomized spray cone at low flow
• Combustion case with compressor outlet guide vanes conditions for ignition.The secondary orifice provides a high flow rate spray
• Combustion chamber assembly cone for mid and high power operating conditions.A pressure activated flow
• 20 Fuel injection nozzles divider valve in the cylindrical housing of each nozzle regulates the flow to
the primary and secondary circuits.A check valve located at the nozzle inlet,
• High pressure turbine nozzle assembly shuts off fuel flow at engine shut down to prevent fuel drainage into the hot
combustor.
The combustion case includes multiple ports for air distribution, temperature
and pressure measurements, fuel delivery and maintenance access.Specif- The combustion module includes two igniters mounted to the combustion
ically, the combustion case includes ports for compressor discharge air for case at 4:00 and 8:00.The igniters penetrate into the outer combustion liner
customer bleed and the high pressure turbine (HPT) active clearance control to provide an ignition source for the fuel air mixture passing through the com-
system and ports for compressor discharge pressure and temperature sens- bustor.
ing used in the engine electronic control.The combustion case provides bo-
rescope inspection access to the combustor dome, liners, fuel nozzles,
swirlers, HPT blades, vanes, shrouds and low pressure turbine (LPT) stage The high pressure turbine nozzle is a series of airfoils mounted in a single
1 blades and vanes. ring.It mounts on the aft end of the forward inner nozzle support.
The nozzle directs the hot, high pressure gases to the high pressure turbine
rotor blades.
The combustor module is a single annular configuration selected for im-
proved air start capability while maintaining low emissions characteristics.
The combustion chamber consists of inner and outer liners, a single piece
dome with swirlers and a cowl.The 20 movable swirlers on the dome allow
compressed air to enter.Holes in the center of the swirlers allow 20 fuel in-
jectors to direct fuel into the combustion chamber.The outer liner includes
ferrules for insertion of two spark igniters.
Twenty fuel nozzles, uniformly spaced around the engine circumference,

are designed to atomize and uniformly distribute fuel into the combustor.The
fuel nozzle flange is bolted to the combustion case, the inlet is attached to
the fuel supply manifold and the spray tip is inserted into the combustor fuel/
air mixing swirler.

Figure 3: Combustor Module
Outer Combustor Liner
Fuel Nozzles
Dome and Swirlers

Combustion Case
HPT Nozzles
Forward Outer Seal

(FOS), Stationary
Compressor Outlet Guide Inner Combustor Liner

Single Piece
anes (OGVs) Cowl
Forward Inner Nozzle

Compressor Discharge Pressure
Support (FINS)
(CDP) Seal, Stationary

190
High Pressure Turbine
The high pressure turbine (HPT) is a single stage design employing 3D aer-
odynamics.
The High Pressure Turbine module consists of two assemblies:

• HPT Rotor Assembly
• HPT Shroud/LPT Stg 1 Nozzle Assembly
The HPT module mounts between the HPT nozzle and the LPT module.
The HPT rotor encounters the hot combustion gases exiting from the HPT
nozzle.
As the gases move through the blades, the rotors turn.
This drives the compressor to pull in more air.

Figure 4: High Pressure Turbine
Combustion Case
Nozzle/Support
Shroud
HPT Blades Shrouds
LPT Stage 1
Nozzle
HPT Nozzles
Forward Inner Nozzle

Support (FINS)
Forward Outer Seal Pressure

(FOS), Stationary Balance Seal
ard ShaftForw Aft Seal
Aft Shaft
Forward Outer Seal

(FOS), Rotating
Disk

190
72-50 Low Pressure Turbine Module

Both the HPT and LPT rotors are supported by the turbine rear frame
Introduction through the No.4 and No.5 roller bearings and the No.5 bearing housing.The
turbine rear frame (TRF) is a one-piece casting which includes integral thrust
link lugs for attaching the rear mount, and a bolt on aft sump and No.5 roller
The Low Pressure Turbine (LPT) is located on the rear of the engine behind bearing housing.
the High Pressure Turbine.
The center vent duct provides a ventilation passage of air purging the for-
The Low Pressure Turbine consists of the following components: ward sump cavity in the fan module.The LPT air/oil separator provides a
• Four stage low pressure turbine rotor assembly means to remove oil from the air used to pressurize the aft sump before it is
• Low pressure turbine stator assembly exhausted to atmosphere through the aft center vent tube.
• Low pressure shaft assembly
• Low pressure turbine rear frame assembly
The gases exiting the High Pressure Turbine enter the Low Pressure Tur-
bine vanes and turns the rotors.This drives the shaft to turn the fan rotor.
The low pressure turbine (LPT) design is a four stage configuration based
on CF34-8 experience.
The stage 1 LPT nozzle is impingement cooled using HPC 4th stage bleed
air.The stage 1 LPT nozzle also provides a conduit for delivering cooling air
to the HPT aft rotor cavity and for LPT rotor cooling.All other LPT airfoils
(stages 2-4 nozzles and stages 1-4 blades) are uncooled.
The LPT case cooling system is a passive clearance control design using
fan air impingement to control blade tip clearances.The fan air impingement
approach, is used to obtain a high cooling effectiveness on the case while
minimizing the quantity of fan air used thereby improving system efficiency.
The HPT/LPT rotor incorporates an interstage bearing to eliminate the need

for a compressor rear frame or turbine mid-frame.For the CF34-10E, the
No.4 roller bearing design has been modified to provide improved reliability
from a similar configuration on the CFM56.The LPT rotor is attached to the
LPT shaft through a torque cone integral with the stage 3 disk.

Figure 1: Low Pressure Turbine Module
LPT Case
Case Cooling Stage 3 Vanes
Manifold Turbine Rear
Stage 3 Blades Stage 4 Vanes
Frame (TRF)
Stage 2 Blades Stage 4 Blades
Exhaust Gas
Temperature
(EGT) Probes
Stage 2 Vanes
Stage 1 Blades
Disk 1
Disk 2
Disk 3
Disk 4
No. 4 Roller Bearing
No. 5 Roller
Bearing Housing
Center LPT Shaft No. 5 Roller Air/Oil

Vent Duct Bearing Separator

190
72-60 Drive Systems

Introduction
The drive systems consist of the following:

• Accessory gearbox (AGB) module
• Transfer gearbox (TGB) subassembly
• Radial drive shaft (RDS) subassembly
• Inlet gearbox (IGB) subassembly
The Accessory Gearbox (AGB) is located on the 8:00 o’clock position of the
fan section module.Therefore maintenance access is given by opening the
left fan cowl.The Accessory Gearbox is composed of a cast housing, and in-
termeshed gears.The Accessory Gearbox drives all mechanical accessories
needed to supply the engine with fuel, lubrication and power.

Figure 1: Engine

190
Accessory Gearbox
The engine accessory gearbox (AGB) module is a mechanical system,

which translates engine power to drive the fuel pump, oil pump, hydraulic
pump, starter, alternator and integrated drive generator.
This AGB is fan frame mounted at 8:00 o’clock position (aft-looking-forward),
which will provide maximum maintainability access for the gearbox mounted
accessories.The CF34-10E gearbox has pads on the AGB with quick attach/
detach (QAD) connections for the fuel pump, integrated drive generator
(IDG), hydraulic pump and starter.
The AGB is primarily constructed of a two-piece aluminium housing, and in-

cludes seven spur gears with associated bearings and separable drive pad
adapters with cartridge type carbon oil seals.
The housing contains several integral oil passages for gear and bearing oil-
ing as well as communication between major lubrication system compo-
nents.Each gear mesh, bearing, spline and seal is lubricated.Separable
drive pad adapters provide the mounting of the hydraulic pump, fuel pump,
horizontal drive shaft, air turbine starter and integrated drive generator
(IDG).Additionally, integral pads to the main AGB housings are included for
the alternator, oil filter module, electrical chip detector and lube/scavenge oil
pump.
The starter, hydraulic pump, IDG and fuel pump each have their own oil lu-
brication system.The component lubrication systems are isolated from the
main engine oil system with carbon seals.In the event that a seal fails, the
oil would accumulate in a “dry cavity”.Each dry cavity has an overboard drain
through the forward drain mast.

Figure 2: Accessory Gearbox
Buyer Furnished
Hydraulic Pump Fuel Pump
Starter
Accessory
Gearbox (AGB)
Lube Filter
Module
Buyer Furnished
Integrated Drive
Generator (IDG) Lube &
Scavenge Pump

190
Transfer Gearbox (TGB)
To maintain lubrication system integrity, all mechanical drive pads, except
The transfer gearbox (TGB) assembly consists primarily of two bevel gears, the horizontal shaft and lube pump, are provided with carbon shaft seals.The
each supported by a ball and roller bearing pair within a housing.The TGB seals and associated mating rings can be replaced if necessary without AGB
housing is bolted directly to the fan case.The drive shaft end of the TGB is removal or disassembly.
attached directly to the AGB at the 9:00 o’clock position (aft-looking-for-
ward).The horizontal drive shaft, with housing, transmits power between the
TGB and AGB.
The Radial Drive Shaft (RDS)
The radial drive shaft (RDS) assembly consists of an inner and an outer
shaft, a tubular bearing housing and a mid-span bearing.The shaft passes
through the 9:00 fan frame strut.At the inner end, the inner shaft engages
splines within and is supported by the inlet gearbox radial gear.The outer
end of the inner shaft is supported by the mid-span ball bearing.The inner
end of the outer shaft engages and is supported by splines at the outer end
of the inner shaft.The outer shaft outer end engages and is supported by
splines in the transfer gearbox radial bevel bear.The TGB and the RDS may
be removed and reinstalled without removing the accessory gearbox.
Inlet Gearbox
The inlet gearbox (IGB) assembly consists of a bevel gear pair, housing,
bearings for each gear and associated lubrication nozzles and fasten-
ers.The IGB is a modular subassembly allowing for complete bench assem-
bly and adjustment of the gear mesh prior to installation into the fan frame.
The horizontal bevel gear is supported by the main shaft No.3 ball and No.3
roller bearings which are attached to the IGB housing.The horizontal gear
engages splines on the HPC forward shaft.

Figure 3: Drive Systems
Inlet Gearbox (IGB)
Forward
Engine
Centerline
Radial Drive
Shaft (RDS)
Accessory Gearbox (AGB)
Transfer
Gearbox (TGB)
Horizontal Drive Shaft

190

190
ATA 73 Engine fuel and control

190
Table of Content Fuel Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Fuel Flow Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
73-00 Engine Fuel and Control System Permanent Magnetic Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
73-10 Engine Fuel System Components
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 73-MEL (Example)
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Lines and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fuel Metering Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Main Fuel/Oil Heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Servo Fuel/Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
IDG Fuel/Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Fuel Shutoff System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
73-30 Fuel System Indication

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Filter Impending Bypass Switch . . . . . . . . . . . . . . . . . . . . . . . . 3
190
190
73-00 Engine Fuel and Control System

Engine Control System (interface between the FADEC and the engine):
Introduction • FADEC
• Engine Sensors
The purpose of the engine fuel system is to provide scheduled fuel to the en- • PMA
gine to provide combustion required for propulsion power.The system in- • VSV (Variable Stator Vane actuators)
cludes the management of the fuel provided by the engine control system • VBV (Variable Bleed Valve actuators)
and the delivery of the aircraft-supplied fuel.
• TBV (Transient Bleed Valve)
• HPTCC (High Pressure Turbine Clearance Control valve)
The engine fuel system has these two sub-systems:
• a fuel ‘control’ system
Note: These systems are described in chapters 75, 76 and 77.
• and a fuel ‘distribution’ system, which provides the engine with scheduled
fuel for combustion.
The fuel control subsystem is comprised of an FMU that includes a fuel me-
tering valve and an overspeed shutoff valve.The metering valve torque mo-
tor receives the electrical command from the in-control FADEC channel and
translates the electrical input into a corresponding fuel flow output to the
combustor.The shutoff valve is controlled by the overspeed solenoid.
The components of the fuel distribution subsystem are mounted within the
accessory compartment, except for the fuel manifold and the fuel injectors.
Engine Fuel System components:

• FMU
• Fuel Filter
• Main Fuel Pump
• 20 Fuel Injectors
• Fuel Manifold
• Fuel Lines
• Main Fuel/Oil Heat Exchanger
• Servo Fuel/Oil Heat Exchanger
• IDG Fuel/Oil Heat Exchanger

Figure 1: Fuel System Schematic
EBU
CF34-10
CF34-10Fuel
FuelSystem
SystemSchematic
Schematic CORE
Fan Air IDG A/O HEX VBV Actuators LPTACC

Af t Sump EHSV
Fwd Sump
VSV Actuators
LPTACC Valve
Intergrated
Drive
Generator TBV
To Manifolds
Upper
Lower
Main F/O Hex Servo F/O Hex
HPTCC Valve
IDG F/O Hex
Fuel VSV VBV TBV

Metering EHSV EHSV EHSV
Unit
HPTCC
EHSV
Main Fuel Pump Filter dP HPSOV
Indicator
FMV
EHSV
Motive Return Main

IPV Fuel
flow Fuel Metering
Filter Valve
Motive
Element By-Pass Overspeed
Wash Valve Function
Inlet Filter
flow Boost
Element
Main Element

190
73-10 Engine Fuel System Components

Fuel Pump
The fuel pump is mounted on the left side of the engine fan frame on the aft
face of the accessory gearbox.
The fuel pump consists of a centrifugal boost element and two fixed-dis-
placement, high pressure gear elements.A V-band coupling secures the fuel
pump to the accessory gearbox.The fuel pump has a splined drive shaft that
engages a wet spline within the AGB pad.A preformed packing is installed
on the splined drive shaft to retain the lubricating oil.
The fuel pump is designed to provide sufficient fuel flow and pressure to
meet engine burn flow requirements as well as flow for variable stator vane
(VSV) and variable bleed valve (VBV) actuation and operation of the high
pressure turbine clearance control valve (HPTCC) and the transient bleed
valve.The fuel pump also provides motive flow fuel back to the aircraft for
ejector operation.
Operation
Fuel from the aircraft enters the centrifugal stage of the fuel pump.In the fuel
pump, the pressure of the fuel is boosted to provide adequate flow to the
downstream gear stages.The flow is then split, with some fuel going on to
the secondary high pressure gear stage and the remainder leaving the pump
and being sent through the main fuel/oil heat exchanger.The fuel entering
the secondary gear stage is further pressurized before leaving the pump to
be sent to the aircraft as motive flow.The fuel leaving the fuel/oil heat ex-
changer then reenters the fuel pump and is further pressurized by the high
pressure gear stage.The fuel is then routed through the fuel filter and to the
inlet of the FMU.
The bearings in the pump are all lubricated by the fuel and do not rely on an
outside source of oil.During windmill operation, the bearings remain lubricat-
ed by the recirculating fuel in the system.

Figure 1: Fuel Pump
Main Fuel Pump
Motive Return
flow
Motive
Element
Inlet
flow Boost
Element
Main Element

190
Fuel Manifold
All fuel lines installed in the powerplant and connected to components of the
The fuel manifold is located around the circumference of the combustion airplane where relative motion could exist have provisions for flexibility.
chamber frame, just aft of the forward flange.
A fuel supply shutoff valve is located in the pylon and external to the core
The fuel manifold carries metered fuel from the FMU to the fuel injectors.Fu- compartment fire zone (see chapter 28 for details).
el coming from the FMU enters the fuel manifold, and is distributed to the 20
fuel injectors.
Fuel Injectors
The 20 fuel injectors are equally spaced around the circumference of the
combustion chamber frame.
The fuel injectors atomize the metered fuel from the FMU into the domed
combustor.Fuel from the FMU is sent to each fuel injector through the fuel
manifold.
Depending on the fuel pressure delivered from the FMU, a distributor valve
in the fuel injector ports fuel to the primary and secondary fuel flow cir-
cuits.The primary circuit is used during start and low power.The secondary
circuit provides additional flow at high power.
Each fuel injector also has a check valve that closes at engine shutdown to
prevent the manifolds from draining into the combustor upon shutdown.
Fuel Lines and Components
The fuel lines and fittings are a combination of steel tubing and flexible hos-
es.All fuel system components and parts are installed and supported to pre-
vent excessive vibration and to withstand loads due to fuel pressure,
component operation and accelerated flight conditions.
The fuel supply and motive flow lines route fuel between the aircraft and the
engine fuel pump mounted on the AGB.The lines consist of a combination
of silicone fire sleeved flexible hoses and stainless steel fittings and pipes.

Figure 2: Fuel Manifolds
FUEL
INJECTOR

190
Fuel Injectors
The 20 fuel injectors are equally spaced around the circumference of the
combustion chamber frame.
The fuel injectors atomize the metered fuel from the FMU into the domed
combustor.Fuel from the FMU is sent to each fuel injector through the fuel
manifold.
Depending on the fuel pressure delivered from the FMU, a distributor valve
in the fuel injector ports fuel to the primary and secondary fuel flow cir-
cuits.The primary circuit is used during start and low power.The secondary
circuit provides additional flow at high power.
Each fuel injector also has a check valve that closes at engine shutdown to
prevent the manifolds from draining into the combustor upon shutdown.

Figure 3: The fuel injector
Check valve
DISTRIBUTOR VALVE
PRIMARY FLOW
used during start and low power
SECONDARY FLOW
provides additional flow at high power

190
FADEC
The aircraft power supply to the FADEC permits:
The FADEC consists of two identical channels housed in a common chas- • Automatic ground check of the FADEC when the engine is not run-
sis.Each channel consists of an identical power supply module and an iden-
tical circuit board module. ning.
• FADEC controlled ground starting when the engine speed is below
50% N2
The FADEC has two internal pressure transducers per channel, one for am-
bient pressure (P0) and the other for compressor discharge pressure (PS3). • FADEC controlled in-flight starting when the engine speed is below
50% N2
The P0 sensor is open to the ambient pressure in the fan compartment.
The PS3 sensor is connected to a pneumatic sense line that runs to the com-
bustor case. Each FADEC channel has a dedicated input from the engine permanent
magnet alternator (PMA).When the engine speed is greater than 50% N2,
the dedicated alternator input has the capability to provide all electrical pow-
The FADEC has seven connectors; three for each channel and a test con- er for the FADEC system.
nector that is capped off during operation.Of the three main connectors for
each channel, two carry primarily engine sensor and actuator signals while Selection between the aircraft 28 VDC and the PMA power is performed au-
the other carries primarily airframe interface signals. tomatically by the FADEC.The FADEC power supply will draw power from
the higher of the two voltages.
The FADEC is vibration isolated through its mounts.The chassis provides

fins and a dedicated plenum for cooling and weep holes for fluid drain-
age.The plenum is connected to an inlet port on the fan cowl door and to the
fan inlet.During engine operation this provides positive airflow thru the
FADEC plenum.
The aircraft provides the following power supplies to the engine control sys-
tem.
• 28 VDC power supply to each FADEC channel.

• 115V/400 Hz power to each ignition exciter.
Each FADEC accepts the 28 VDC input as an equivalent power supply ex-
citation when the engine alternator (PMA) is not capable of powering the
FADEC.

Figure 4: FADEC

190
Fuel Metering Unit
The fuel flow quantity is displayed to the cockpit via the EiCAS, in units of
The fuel metering unit (FMU) is isolation mounted onto brackets that are at- pounds/hour (PPH) or kilogram per hour (KPH).
tached to the fan case at approximately the 5 o’clock position, aft looking for-
ward.
The primary purpose of the FMU is to provide accurate metered fuel flow to
the engine for combustion.The FMU also provides fuel flow for variable sta-
tor and bleed (VSV and VBV) actuation, operate the high pressure turbine
clearance control valve and the transient bleed valve plus provides fuel shut
off for normal engine shutdown and for overspeed protection.
The metering valve position is as well used for fuel flow calculation.
The pump main gear stage total flow passes through the main fuel barrier
filter and servo wash filter.The servo flow coming through the wash filter is
directed separately to the FMU, where it is used to supply the electro-hy-
draulic servo valves (EHSV).The EHSVs operate the fuel metering valve,
VSV actuators, VBV actuators, HPTCC valve and the TBV.
The main flow discharging from the fuel filter is then directed to the inlet of
the FMU.The fuel enters the FMU, where it passes through the Inlet Pressu-
rizing Valve.The fuel then enters the bypass valve and is either returned to
the pump or passes through the valve to the metering valve and the com-
bustor.The metering valve is positioned by the FADEC to provide the proper
flow to the fuel nozzles in the combustor.Metered fuel flow exits the FMU
and passes through the fuel manifold, where it is distributed to the 20 fuel
injectors.
The bypass valve varies the amount of bypass flow accordingly by maintain-
ing a constant 50 psi across the metering valve.
The FMU includes an overspeed solenoid and a shutoff overspeed

valve.The shutoff/overspeed valve is located at the discharge of the FMU to
shutoff fuel flow to the engine.The valve is used to provide normal shutdown
and overspeed shutdown of the engine in response to a signal from the
FADEC.

Figure 5: Fuel Metering Unit

190
Fuel Filter
Filtration of the fuel system is provided by a main engine fuel filter.The filter
is rated at 10 microns nominal.The filter is located downstream of the main
engine pump.All main pump flow passes through the filter before entering
the FMU.The barrier filter contains a self-relieving feature.In the event it be-
comes blocked it will not prohibit flow to the metering valve and combustor.
The filter contains a differential pressure switch that provides indication that
the filter is reaching its contamination capacity.The switch is set to activate
before the filter bypass valve is activated.
The filter bowl contains a drain plug that can be removed from the filter bowl
before removing filter element.
Additional filtration is provided downstream of the main engine filter as part

of the main filter assembly to provide further protection from contamination
of orifices and tight clearances by means of the servo wash filter.The servo
flow wash filter also contains a self relieving feature in the event it becomes
excessively blocked.Since it is designed and has demonstrated through test
to be self cleaning, it should never become excessively contaminated and
does not require routine removal and maintenance.Accordingly, no impend-
ing bypass indicator is incorporated into the servo filter.

Figure 6: Fuel Filter

190
Main Fuel/Oil Heat exchanger
The Main fuel oil heat exchanger is located on the fan case at 2:00 o’clock,
just above the oil tank.It is a housing containing separate passages for the
oil and fuel flow.
A pressure relief valve is incorporated that bypassses fuel in the event of ex-
cessive blockage.No bypass possibility is incorporated for the oil flow.
The main fuel oil heat exchanger provides cooling of the engine oil and heat-
ing of the FMU fuel to prevent fuel icing.Heat transfer takes place whenever
the core is rotating and providing fuel and oil flow.
Servo Fuel/Oil Heat Exchanger
The Servo Fuel/Oil Heat Exchanger is located on the fan case at 3:00
o’clock and aft of the oil tank.It is as well a housing containing separate pas-
sages for the oil and fuel flow.
No bypass or relief valves are incorporated in the servo fuel heat exchanger.
The Servo Fuel Heat Exchanger provides heat, rejected from the engine lu-
brication oil, to the fuel routed to the servo elements in the Fuel Metering Unit
(FMU) for the prevention of icing in the servo system.
IDG Fuel/Oil Heat Exchanger
The IDG Fuel/Oil Heat Exchanger is located on the fan case at 5:00 o’clock,
just beside the FMU.
The IDG fuel/oil heat exchanger maintains in conjunction with the IDG air/oil
heat exchanger the IDG oil within an acceptable range.The IDG oil system
is independent of the engine lubrication system.No bypass or relief valves
are incorporated in the IDG fuel/oil heat exchanger.

Figure 7: Main Fuel, Servo Fuel and IDG Fuel/Oil Heat Exchangers
IDG A/O HEX

Fan Air
Aft Sump
Fwd Sump
Integrated
Drive
Generator
(40 KVA)
IDG F/O Hex
Main Fuel Pump Filter dP

Indicator
Main
Motive Return
Fuel
flow
Filter
Motive
Element
Wash
Fi er
Filter
Inlet
flow Boost
Element
Main Element

190
Operation
During normal operation, the fuel metering valve is set to the desired flow
Fuel enters the engine fuel system from the aircraft supply at the engine fuel position, and the bypass valve bypasses the excess pump flow necessary
pump inlet.The fuel pressure is increased by the centrifugal boost pump lo- to maintain the appropriate differential pressure across the fuel metering
cated in the engine fuel pump.Fuel discharged from the boost pump located valve.At engine speeds below 20%, the pressurizing/shut-off valve sets a
in the engine fuel pump.Fuel discharged from the boost pump splits inside low pump differential pressure setting (approximately 150 psid).As engine
the pump housing and is either returned to the aircraft as motive flow for the speed increases, system pressure regulation is transferred to the IPV which
tank ejectors or routed toward the main gear pump inlet. has a higher setting (approximately 350 psid) for actuation of engine variable
The motive flow, used to operate the aircraft tank mounted ejectors, enters geometry and bleed systems.The IPV maintains this pressure level until the
the positive displacement motive gear stage and is pressurized further.The FMU’s back pressure overcomes the IPV setting.
high-pressure discharge from the motive pump is directed through piping
back to the aircraft fuel tanks.
A repeatable flow schedule is accomplished by maintaining a constant dif-
ferential pressure across the fuel valve port; therefore metered flow is a
As the flow not directed to the aircraft ejector pumps leaves the boost pump function of valve area (and therefore valve position).The flow versus position
it joins up with the return or bypass flow coming from the FMU.This com- schedule is digitally mapped in a table contained within the controlled soft-
bined flow then passes through the main engine fuel/oil heat exchanger to ware of the FADEC.Fuel sent to the combustor can therefore be scheduled
cool the engine lubricating oil.The fuel/oil heat exchanger also heats the fuel by simply positioning the fuel metering valve (FMV).There is no flow meter
to provide icing protection in the event of trapped water in the fuel during used in the system.
cold day operation.After passing through this heat exchanger, the fuel re-
turns to the inlet or low pressure side of the fuel pump main gear stage (pos-
itive displacement) element. Additionally, the FMU sets a minimum differential pressure across the high
pressure pump at engine starting and low metered flow conditions.This func-
tion is required for hydraulic actuation of the engine variable stators, bleed
The pump main gear stage total flow passes through the main fuel barrier and air valves, as well as for positioning control within the FMU.
filter and servo wash filter.The servo flow coming through the wash filter is An additional metered flow path has been integrated into the metering valve
directed separately to the FMU where it is used to supply the electro-hydrau- which allows precise calibration at low metered flows.This path is parallel to
lic servo valves (EHSV).The EHSVs operate the fuel metering valve, VSV the metering window and is independently adjustable via selection of the ap-
and VBV actuatory, HPTCC valve and the TBV valve. propriate flow orifice.
The main flow exiting the fuel filter is directed to the inlet of the FMU.Fuel Metered flow passes through the pressurizing/shut-off valve and exits the
entering the FMU passes through the Inlet Pressurizing Valve and then en- FMU to be burned in the engine combustor.In addition to setting a low pres-
ters the bypass valve.At the bypass valve, the fuel is either returned to the sure for start/relights, the pressurizing/shut-off valve provides a zero leak
pump or passes through the valve to the metering valve and finally to the shut-off following operation of either the overspeed system or after normal
combustor.The metering valve is positioned by the FADEC to provide the shutdown.
proper burn flow to combustor nozzles.Metered fuel flow exits the FMU and
passes through the fuel manifold, where it is distributed to the 20 fuel injec-
tors.The bypass valve varies the amount of bypass flow accordingly by
maintaining a constant 50 psi across the metering valve.

Figure 8: Operation
EBU
CF34-10
CF34-10Fuel
FuelSystem
SystemSchematic
Schematic CORE
Fan Air IDG A/O HEX VBV Actuators LPTACC

Af t Sump EHSV
Fwd Sump
VSV Actuators
LPTACC Valve
Intergrated
Drive
Generator TBV
To Manifolds
Upper
Lower
HPTCC Valve
IDG F/O Hex
Fuel VSV VBV TBV

Unit
HPTCC
EHSV
Main Fuel Pump Filter dP HPSOV
Indicator
FMV
EHSV
Motive Return Main

IPV Fuel
flow Fuel Metering
Filter Valve
Motive
Element By-Pass Overspeed
Wash Valve Function
Inlet Filter
flow Boost
Element
Main Element

190
Fuel control schematic - Notes:

A
Revision: 00
C
Issue: Sept06
B
B
C
C
A
Figure 9: Fuel control schematic
ENGINE
B
B
B
FMU ACTUATOR LVDT

1
FMU ACTUATOR EXCITATION FADEC 1

(SDS 73-21)
OVERSPEED SHUTOFF SOLENOID
(MPP 73-21-01)
FMU VALVE TORQUE MOTOR

BACKPLANE BUS
MAU 1
VSV VALVE TORQUE MOTOR

CHANNEL A
(SSM 31-41-83)
HPT VALVE MOTOR
VBV VALVE TORQUE MOTOR

FORWARD AVIONICS COMPT
FMU
FMU ACTUATOR LVDT
(SDS 73-21)
PROC 1
(MPP 73-21-03)
FMU ACTUATOR EXCITATION
NIC
GENERIC I/O
MODULE 13

ADA 1
FUNCTION

TLA RVDT
ARINC 429
CHANNEL B
1
HPT VALVE MOTOR
C
B
FOR TRAINING ONLY

Reproduction Prohibited
TLA RVDT 2
CONTROL PEDESTAL
ASCB
(SSM 76-12-82)
(SSM 76-12-81)
THRUST CONTROL QUADRANT
ENGINE
FMU ACTUATOR LVDT

2
TLA RVDT

FADEC 2
1
(SDS 73-21)

(MPP 73-21-01)

MAU 2
TLA RVDT

ARINC 429
CHANNEL A
2
(SSM 31-41-84)
HPT VALVE MOTOR

ADA 2
FUNCTION
NIC

GENERIC I/O
MODULE 9
FORWARD AVIONICS COMPT
FMU
FMU ACTUATOR LVDT

PROC 4
(SDS 73-21)
(MPP 73-21-03)

BACKPLANE BUS
CHANNEL B
HPT VALVE MOTOR

Chapter 73-10

C
B
Page 18
190
Fuel Shutoff System
Fuel shutoff is commanded by a cockpit switch through the FADEC.Actual

fuel shutoff is accomplished by the FADEC by closing the fuel metering
valve (FMV) and energizing the overspeed shutoff solenoid.
In flight, both paths are exercised simultaneously.
On the ground, the overspeed shutoff solenoid is energized before the FMV
is closed in order to test the function of the solenoid and shutoff valve.
Shutoff is commanded by moving the Start/Stop Selector Switch to the

STOP position.
The thrust lever has to be in the “idle” position to shut down the engine.

Figure 10: Fuel Shutoff System
POWERPLANT
START/STOP
RUN RUN
STOP START STOP START
FUEL OUT
1 2
IGNITION
Fuel VSV VBV TBV
OFF
AUTO
ON OFF
AUTO
ON
Unit
FUEL IN
1 2
HPTCC
EHSV
HPSOV
FMV
EHSV
FUEL IN
MAX IPV Fuel
TO/GA
Metering
Valve
BYPASS RETURN By-Pass Overspeed

Valve Function
IDLE
MIN REV
MAX REV

190
73-30 Fuel System Indication

Introduction
The fuel system indication system provides display of the fuel flow in either
kgph or pph.This calculation is done by the FADEC depending on the input
of the fuel metering valve position.
An EICAS message will indicate an increasing differential pressure across
the fuel filter.
The fuel system pressure is monitored by a low pressure switch.

Figure 1: Fuel and Oil Sensor Interfaces
D
D
B
B
A
C
C
A
FORWARD AVIONICS COMPT MIDDLE AVIONICS COMPT
MAU 1 MAU 3
(SSM 31-41-83) (SSM 31-41-85)
NIC ASCB NIC

BACKPLANE BUS
BACKPLANE BUS
PROC PROC
CUSTOM I/O CUSTOM I/O

MODULE 13 EICAS MODULE 7
(SSM 31-61-80)
MAIN INST PANEL

ENGINE 1 FUEL
DELTA PRESS
DELTA PRESS
ENGINE 2 FUEL
LOW PRESS
LOW PRESS
FUEL FILTER
FUEL FILTER
ENGINE 1 ENGINE 2
HI HI
LO LO
FUEL FILTER FUEL FILTER
DELTA PRESS FUEL PRESS SW DELTA PRESS FUEL PRESS SW
(SDS 73-21) (SDS 73-30) (SDS 73-21) (SDS 73-30)
(MPP 73-21-08) (MPP 73-31-01) (MPP 73-21-08) (MPP 73-31-01)
B D B D

190
Fuel Filter Impending Bypass Switch
The aircraft interfaces with the fuel filter impending bypass switch for each
engine.The fuel filter impending bypass sensor is a discrete switch, located
on top of the fuel filter element.The switch is open for normal operation and
closed when the pressure drop across the fuel filter exceeds the specified
limit to indicate that the filter is at impending bypass.
The switch will close at 23-26 psid and the EICAS message will be triggered.
Fuel Low Pressure Switch
The fuel low-pressure switch is a located inthe supply line of the engine driv-
en fuel pump..The purpose of the component is to sense the fuel pressure
into the main fuel pump supply line and to provide a discrete signal whenev-
er the value drops below 5 +/- 1 psig for decreasing pressure and will reset
at 7 +/- 1 psig for increasing pressure.
Fuel Flow Measurement
The metering valve position is converted to fuel flow in a look up table in the
FADEC and transmitted to aircraft as pounds per hour of fuel flow.This is
used in lieu of a separate mass flow meter.

Figure 2: Fuel Filter Delta Pressure Indicator

190
Permanent Magnetic Alternator
Identification
The Permanent Magnetic Alternator (PMA) is mounted on the engine AGB.

The purpose of the PMA is to provide power to the FADEC.
The selection between the aircraft 28 VDC power supply and the engine
supplied PMA power supply is performed automatically by the FADEC.Each
FADEC channel has a dedicated input from the engine PMA.When the en-
gine speed is greater than 50% N2, the dedicated alternator input has the
capability to provide all electrical power for the FADEC system.The PMA
also provides a N2 signal for the engine control system.

Figure 3: Alternator Stator

190
EICAS Messages
ENG 1(2) FUEL IMP BYPASS

Message Type:Caution
Meaning:Indicates fuel filter impending bypass is occurring.
Inhibit conditions:Takeoff and landing phases.
ENG 1(2) FUEL LO PRESS
Message Type:Caution
Meaning:Fuel pressure is low. The low pressure switch is tripped.
Inhibit conditions:Takeoff and landing phases.
ENG 1(2) FUEL SW FAIL
Message Type:Advisory
Meaning:Indicates fuel filter impending by-pass switch is set to “bypass”
when the engine is not running or the fuel pressure switch is stuck in the
pressure position. Fuel pressure switch indicates the pressure is not low
when all fuel pumps are off.
Inhibit conditions:Takeoff, climb, cruise, approach and landing phases.

Figure 4: EICAS
93. 8 T/ 0- 1 94. 0
OFF OFF
0. 0 N1 0. 0
26˚
˚ I TT 28˚
˚
0. 0 N2 0. 0
0. 0 FF PPH 0. 0 11 12 1
LA
ANDI NG GEAR
FUEL QTY
5510
FQ LB
5520 DN
11030
0
DN DN
OI L VI P APU
OFF
CABI N
CA
ALT 19000 FT
RATE
RA 0 FPM
1 45˚ 48˚ P 0. 0 PSI
PRE
R SS
RE TEM
MP LP HP LFE 2915 FT
SLA
AT/ FLA
AP/ SPD
DBRK
R TRI MS
SPD
DBRK
R PI TCH
S F R LL
RO
FULL
0
S/ F

190
73-MEL (Example)
-------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 73-1 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 73 ENGINE FUEL & CONTROL ¦ ¦ ¦ ¦
¦ 21-01 Engine Full ¦ ¦ ¦ | ¦

¦ Authority Digital ¦ ¦ ¦ | ¦
¦ Electronic ¦ ¦ ¦ | ¦
¦ Control (FADEC) ¦ ¦ ¦ | ¦
¦ System ¦ ¦ ¦ | ¦
¦ 1) System Faults A ¦ - ¦ - ¦ May be dispatched with system | ¦

¦ ¦ ¦ ¦ faults provided repairs are made in ¦
¦ ¦ ¦ ¦ accordance with times established ¦
¦ ¦ ¦ ¦ by the engine manufacturer in the ¦
¦ ¦ ¦ ¦ airworthiness section of the Engine ¦
¦ ¦ ¦ ¦ Manual, GEK 112031 (ERJ-170) or GEK | ¦
¦ ¦ ¦ ¦ 112081 (ERJ-190). No Extensions are | ¦
¦ ¦ ¦ ¦ authorized. ¦
¦ 21-15 ENG 1(2) FUEL IMP C ¦ 2 ¦ 1 ¦ (M)One may be inoperative provided ¦

¦ BYPASS Caution ¦ ¦ ¦ associated fuel filter is changed ¦
¦ EICAS Messages ¦ ¦ ¦ once each flight day. ¦
¦ 21-17 T2 Sensor Heaters B ¦ 2 ¦ 1 ¦ One may be inoperative provided: | ¦

¦ (ERJ-170) ¦ ¦ ¦ a) One Ice Detection System is | ¦
¦ ¦ ¦ ¦ operative, and | ¦
¦ ¦ ¦ ¦ b) Airplane is not operated in | ¦
¦ ¦ ¦ ¦ known or forecast icing | ¦
¦ ¦ ¦ ¦ conditions. | ¦
¦ 31-01 Fuel Low Pressure C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided | ¦

¦ Switches ¦ ¦ ¦ associated Fuel AC Pump remains ¦
¦ ¦ ¦ ¦ selected ON during the entire ¦
¦ ¦ ¦ ¦ flight except when fuel crossfeed | ¦
¦ ¦ ¦ ¦ is required. | ¦
¦ 31-07 ENG 1(2) FUEL LO C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided | ¦

¦ PRESS Caution ¦ ¦ ¦ associated Fuel AC Pump remains ¦
¦ EICAS Messages ¦ ¦ ¦ selected ON during the entire ¦
¦ ¦ ¦ ¦ flight except when fuel crossfeed | ¦
¦ ¦ ¦ ¦ is required. | ¦
-------------------------------------------------------------------------------

Revision: 00 Reproduction Prohibited Chapter 73-MEL Page 1
190
ATA 74 Engine Ignition System

190
Table of Content
74-00 Engine Ignition System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Ignition System Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Flameout Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Automatic Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Ignition System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
74-MEL (Example)
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 74-TOC Page I
190
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 74-TOC Page II
190
74-00 Engine Ignition System

Introduction
The engine ignition system provides the electrical spark required for initia-
tion of engine combustion of the fuel/air mixture during start, auto- relight
and when continuous ignition is required.
The system also performs engine flame out detection and automatic relight
logic.
The ignition system for each engine consists of two ignition exiters, two ig-
nition leads, two igniters and the related aircraft switches and relays.
Figure 1: General
Igniters
Ignition exciters
Ignition leads
190
Component Descriptions OFF: deactivates the ignition system. FADEC disregards OFF position in
flight.
AUTO: FADEC automatically controls the ignition system, depending on
Ignition Exciters
engine requirements.
The ignition exciters are two boxes located on the bottom of the fan case at
about the 5 o‘clock position (aft looking forward). Electrical connectors pro- OVRD: enables FADEC to continuously activate both exciters when the
vide aircraft input power (front) to the exciters and high voltage output power engine is running.
(rear) to the igniter plugs.
The ignition exciters provide a 14,000 to 18,000 volt DC output at the rate of
approximately one pulse per second to the igniters.
The ignition exciters are two boxes constructed of a soldered aluminium
case, charged with dry air, enclosing capacitor charging and discharging cir-
cuits. For safety a bleed resistor is provided to dissipate any residual charge
from the capacitor.
Ignition Leads
The leads deliver high voltage, low energy electrical pulses from the ignition
exciters to the igniters.
The two ignition leads consist of stranded copper conductor within flexible
silicone rubber insulation.
Igniters
The igniters are installed at the 4 o‘clock and 8 o‘clock position of the com-
bustion chamber frame and provide the electrical sparks needed to start or
maintain combustion.
The plugs consist of a center and outer electrode with a semiconductor sur-
face coating at the tip between the two electrodes. The semiconductor ma-
terial is used as a shunt to aid in ionizing the air gap between the two
electrodes so that the plugs will fire.
Powerplant Control Panel

The ignition selector knobs are installed on the powerplant control panel on
the center pedestal.
The ignition selector knob has following positions:
Figure 2: Component Descriptions
Ignition
Exciters
Ignition exciter
View - looking up
CONTROL
PEDESTAL
POWERPLANT
START/STOP
RUN RUN
1 2
IGNITION
AUTO AUTO
OFF OVRD OFF OVRD 2
IGNITER
190
Ignition System Power
During normal operation, electrical power for the ignition system is supplied
by the aircraft AC system.
On ground (with the APU running) the ignition exciters 1A and 2A are pow-
ered by the AC essential bus, while exciter 1B is powered by the AC bus 1
and exciter 2B by AC bus 2.
In an electrical emergency condition, the igniters 1A and 2A have no inter-

ruption of power supply. In this case the AC Stand-by bus receives AC pow-
er from the inverter DC/AC which will be fed by the battrery1 via the Hot Bus
1.
Figure 3: Ignition System Power
AC
RAT IDG APU IDG
EXT
GEN 1 GEN 2
PWR
EICC GLC 1 EPAC LICC ALC GLC 2 RICC

120A 120A 120A 120A
RLC AETC BTC 1 BTC 2

60A 60A 120A 120A
E2
Normal Operation
E1
AC ESS BUS AC BUS 1 AC BUS 2 IGNITION B
IGNITION B
CB26 CB3 CB29 CB1
25A 50A GSTC 35A 50A
STBYC 60A
10A AC GND
SVC CB4
STANDBY AC BUS 35A
E 1 IGNITION A TRU ESS TRU 1 TRU2
E 2 IGNITION A 300A 300A 300A
DC GND
SVC TRU 1C TRU 2C
TRU EC 400A RF1
400A 150A 400A
DC BUS 1 DC BUS 2
DCTC EC 2
EC 1 120A 120A
120A ETC 2 RF2
120A 200A
DC ESS BUS3 EF3 DC ESS BUS2
EF1 EF2 ETC1 200A BC2 ISOLATED
150A 150A 120 A 200A RICC
DC ESS BUS 1
BC 1 AF1 AC
AICC AF2 ASC RAT IDG APU IDG
200A 225A EXT
300A 400A TO APU GEN 1 GEN 2
PWR
CB17 HOTBATT BUS 2 START
15A EF4
225A DC GLC 1 EPAC ALC GLC 2
EICC LICC RICC
HOTBATT BUS 1 ABC EXT 120A 120A 120A 120A
400A EPDC PWR
400A
60A 60A 120A 120A
AC INVERTER BATT BATT E2
1 2 E1
DC 250VA AC ESS BUS AC BUS 1 AC BUS 2 IGNITION B
IGNITION B
CB26 CB3 CB29 CB1
25A 50A GSTC 35A 50A
STBYC 60A
10A AC GND
SVC CB4
STANDBY AC BUS 35A
E 1 IGNITION A TRU ESS TRU 1 TRU2
E 2 IGNITION A 300A 300A 300A
DC GND
SVC TRU 1C TRU 2C
TRU EC 400A RF1
400A 150A 400A
DC BUS 1 DC BUS 2
DCTC EC 2
EC 1 120A 120A
120A ETC 2 RF2
120A 200A
DC ESS BUS3 EF3 DC ESS BUS2
EF1 EF2 ETC1 200A BC2 ISOLATED
150A 150A 120 A 200A RICC
DC ESS BUS 1
BC 1
Electrical emergency condition, 200A
AICC AF1
225A AF2 ASC
TO APU
300A 400A
CB17 HOTBATT BUS 2 START
15A EF4
225A DC
HOTBATT BUS 1 ABC EXT
400A EPDC PWR
400A
AC INVERTER BATT BATT

1 2
DC 250VA
190
Operation - Fire Handle Signal set (Fire Handle pulled).
The ignition OFF command is disregarded by the FADEC when the aircraft
The control of the engine ignition is provided by an integrated engine-aircraft is in flight and the engine is running.
system that automatically initiates ignition in response to engine core speed.
The ignition system provides the capability to energize either igniter from ei- The Fire Handle input commands both igniters off and overrides all other in-
ther FADEC (Full-Authority Digital Engine-Control) channel. The system is puts.
able to detect and isolate faults for each command path used to energize the
igniters. The selected ignition request signal is three-valued: Off-Auto- Note: Each FADEC channel receives four STOP switch signals: 1 directly
OVRD (Override). hardwired, another hardwired to the opposite channel (and provided through
The ignition command signal is sent directly to the aircraft SPDA (Secondary cross-channel communication), and two through redundant 429 Arinc Bus-
Power Distribution Assembly) via the FADEC relay driver outputs. Exciter es.
power is switched by the SPDA. Secondary commands are sent between If both hardwired inputs agree, then the channel in command uses that
SPDAs and from the FADEC to the aircraft systems via ARINC (Aeronauti- agreed signal;
cal Radio Incorporated) to provide multiple command paths to igniters A on If the hardwired inputs disagree, then the primary Arinc bus is used as refe-
by directly powering the relay coils from the DC Essential Bus 1 and 2. ree.
Therefore, the exciters A can be commanded on by the pilots independently
from the FADEC or SPDA.
The system is designed to use all possible means to fire the igniters in flight
or in case of a detected system failure.
Only one igniter is turned on (using the relay driver signal) for ground starts.
By using only one igniter latent faults can be detected.
Two igniters are turned on for air starts, flameouts, loss of ARINC busses, a
missed light-off or if the ignition switch is put in the OVRD (Override) posi-
tion.
The FADEC will turn the ignition OFF for the following conditions:
- On the ground, the pilot commands IGNITION OFF by setting the Ignition
Selector Switch to OFF.
- In flight, the pilot commands an engine shutdown by setting the START/
STOP Selector Switch to Stop and the pilot commands IGNITION OFF by
setting the Ignition Selector Switch to OFF.
Ignition will be released from OFF when the START/STOP Selector Switch
is at STOP and the Ignition Selector Switch is changed to NOT OFF (AUTO
or ON).
- Starter cutout speed is reached.
- The starting cycle is complete.
- Hot start (ground only).
- Hung start (ground only).
Figure 4: Operation
115 VAC ENGINE 1

ENG 2 EXCITER 1A
RLY STAT START/STOP
115 VAC
RUN
OFF START
ENG 1 EXCITER 1A
RLY STAT
EXCITER A
ENG 1 EXCITER A
CMD
SPDA 1
EXCITER B
SOV ENG 2 EXCITER A
CMD
EDP
ENG 1 FADEC ENGINE 1

ENGINE 1 IGNITERS IGNITION CHANNEL A
IGNITION
ENG 2 FADEC AUTO
ATS IGNITION CHANNEL A OFF OVRD
FADEC 1
ASCB
CH A
SAV
28 VDC
FADEC 1 MAU 1
CH B
ARINC 429
BLEED EICC
SYSTEM
ENGINE 2
FADEC 2 MAU 3 IGNITION
CH A AUTO
OFF OVRD
FADEC 2
CH B MAU 2
28 VDC
SAV
IGNITION CHANNEL B
IGNITION CHANNEL B
ENG 2 FADEC
ENG 1 FADEC
ATS ENGINE 2
SOV START/STOP
EDP RUN
OFF START
IGNITERS
ENGINE 2
EXCITER B SPDA 2
EXCITER A ENG 2 IGNITION OVERRIDE
115 VAC ENG 1 IGNITION OVERRIDE
115 VAC
ENG 2 IGNITION EXCITER

2B
ENG 2 START VALVE
ENG 1 START VALVE

1B
190
Flameout Detection
Flameout Detection Logic declares an engine flameout if the engine has pre-
viously reached idle and any of the following conditions occur:
- The engine is decelerating faster than the N2DOT (N2 rate in%N2/
sec) deceleration schedule.
- The selected alternator core speed is more than 3% below the selec-
ted idle reference speed.
If an engine flameout is detected, both igniters are turned on.
Automatic Relight
Ignition driver command logic turns on both igniters when an engine flame-
out is detected (the engine is decelerating faster than the N2DOT, or the se-
lected alternator core speed is more than 3% below the selected idle
reference speed - after the engine has reached idle for both cases). Ignition
is held on for a period of 5 s after the flameout detection flag has cleared for
all ground and flight conditions.
If the engine relight does not occur within 30 seconds or N2 falls below
7,2%,the automatic relight can be considered unsuccessful and should be
manually terminated by moving the START/STOP selector to the STOP po-
sition.
During ground operations, auto relight attempts are terminated and fuel is
shut off if the engine speed falls below 52% N2.
Figure 5: Flameout Detection/ Automatic Relight
115 VAC ENGINE 1

ENG 2 EXCITER 1A
RLY STAT START/STOP
115 VAC
RUN
OFF START
ENG 1 EXCITER 1A
RLY STAT
EXCITER A
ENG 1 EXCITER A
CMD
SPDA 1
EXCITER B
SOV ENG 2 EXCITER A
CMD
EDP

IGNITION
ENG 2 FADEC AUTO
FADEC 1
ASCB
CH A
SAV
28 VDC
FADEC 1 MAU 1
CH B
ARINC 429
BLEED EICC
SYSTEM
ENGINE 2
CH A AUTO
OFF OVRD
FADEC 2
CH B MAU 2
28 VDC
SAV
IGNITION CHANNEL B
IGNITION CHANNEL B
ENG 2 FADEC
ENG 1 FADEC
ATS ENGINE 2
SOV START/STOP
EDP RUN
OFF START
IGNITERS
ENGINE 2
EXCITER B SPDA 2
115 VAC

2B
ENG 2 START VALVE
ENG 1 START VALVE

1B
190
Ignition System Indication
Ignition system indication is performed by icons displayed on the EICAS.
- IGN A in green indicates that the FADEC has commanded igniter A to be
energized due to a start on ground.
- IGN B in green indicates that the FADEC has commanded igniter B to be
energized due to a start on ground.
- IGN A B in green indicates that the FADEC has commanded igniters A
AND B to be energized due to a start in flight or an auto relight.
- IGN OFF in cyan indicates that the FADEC has locked ignition off due to
pilot procedure for dry motor cranking or if the fire handle has been actuated.
In addition, “E 1 NO DISPATCH” or “E 2 NO DISPATCH” will be displayed

on the CAS field in case igniter A has failed, so that in an electrical emergen-
cy condition no engine in - flight start is possible.
“ENG 1 SHORT DISPATCH” or “ENG 2 SHORT DISPATCH” will be dis-

played as a CAS message on the EICAS display in the case where igniter B
as failed.
A connector swap may be performed at the exciter boxes to move a failed

ignition system to the B position (non-essential bus) and move the functional
system to the A position (essential bus). This procedure will be called out in
order to upgrade the dispatchability of the aircraft.
The pilot may override sub-idle relight protection by selecting the ignition
switch to OVRD.
Figure 6: Ignition System Indication
EICAS
93. 8 T 0- 1
T/ 94. 0 E1 NO DISPATCH
OFF OFF
0. 0 N1 0. 0
26° I TT 28° Engine IGN -Active

IGN 0. 0 N2 0. 0
0. 0 FF PPH0. 0 11 12 1
A
LANDI NG GEAR
LA
FU
UEL QTY
5510
FQ LB
L
5520 DN
11030
DN DN
OI L VP APU
OFF
CABI N
CA
ALT 19000 FT
RATE
RA 0 FPM
1 45° 48° P 0. 0 PSI
PRE
RESS T MP
TE L
LP HP L E
LF 2915 FT
SLA
LAT/ FLA
LAP/ SPD
DBRK TRI NS
TR
SPD
DBRK PI TC
TCH
S F ROLL
RO
FU
ULL
0
S F
S/
Engine IGN - OFF
190
74-MEL (Example)
-------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 74-1 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 74 IGNITION ¦ ¦ ¦ ¦
¦ 00-00 Ignition Channels B ¦ 4 ¦ 2 ¦ Channel B on each engine may be ¦

¦ ¦ ¦ ¦ inoperative. ¦
-------------------------------------------------------------------------------
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 74-MEL Page 1
190
ATA 75 Engine Air System

190
Table of Content VBV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Transient Bleed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
75-00 Engine Air System TBV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Core compartment ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
75-10 Air Seal System

Engine Secondary Airflow System for Sump Pressurization . . . . . . 1
75-20 High Pressure Turbine Clearance Control

(HPTCC)
High Pressure Turbine Clearance Control (HPTCC) System . . . . . 1
Low Pressure Turbine Clearance Control (LPTCC) . . . . . . . . . . . . 3
75-30 Compressor Control

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Compressor Control schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Delta P3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Variable Stator Vane (VSV) System . . . . . . . . . . . . . . . . . . . . . . . . 5
VSV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Variable Bleed Valve (VBV) System . . . . . . . . . . . . . . . . . . . . . . . . 9
190
190
75-00 Engine Air System

Introduction
used to minimize the clearances between the shrouds and the rotor
The engine air system conducts air from and through the engine for aircraft blades.The tighter clearances improve engine specific fuel consumption and
pneumatic and anti-icing system use, engine compressor control and engine reduce the EGT (Exhaust Gas Temperature) overshoot during rapid accel-
cooling purposes. eration.
The engine compartment cooling and ventilation is provided by the fan air,
which enters the core compartment through 5 holes located near the inner
cowl support ring.The air flows through the core compartment and is dis-
General Description charged back into the flow at the aft vent.
The air used in the pneumatic system is bled from the 5th and 9th stages
and controlled by the AMS (Air Management System).
The EBU (Engine Buildup Unit) AMS (Air Management System) system ba-
sically comprises three major ducts, one delivering airflow coming from the
compressor 5th stage, called LP (Low Pressure) line and one coming from
compressor 9th stage, called HP (High Pressure) line.These two ducts form
a combined manifold that is connected to the pylon.
The bleed air system supplies air for wing anti-icing.This system has no ded-
icated EBU bleed ducting, since it is fed through the AMS piping down-
stream of the pylon interface.The NAI (Nacelle Anti-Icing) is supplied by 5th
stage bleed air.Bleed air is routed through the 9:00 o’clock (aft looking for-
ward) fan frame strut aft fairing to the NAI supply duct.
The sump seals are pressurized by booster discharge air.Labyrinth seals

are used to prevent oil leakage from the lubrication system.The same pres-
surized air is used for HPC (High Pressure Compressor), HPT and LPT (Low
Pressure Turbine) cooling.
The compressor control is achieved with a combination of a variable stator

vane system (VSV), a variable bleed valve system (VBV) and a transient
bleed valve (TBV).
In addition a high pressure turbine clearance control system (HPTCC) is
used.The HPTCC (High Pressure Turbine Clearance Control) system regu-
lates airflow to the exterior of the HPT (High Pressure Turbine) case to be
Figure 1: Air Cooling Flow
START & TRANSIENT

FADEC
VALVE
VBV
FAN HPTACC
COOLING
FLIGHT
AIR INLET
FADEC
(COOLING)
FAN DISCHARGE
9th STAGE AIR

4th STAGE AIR
4th STAGE AIR

LPT COOLING/
NACELLE
ANTI-ICE
AIR INLET
COMBUSTION GAS
AIR INLET
NACELLE CDP
AMS STARTER
THRUST
CUSTOMER BLEED
REVERSER WING A/I
(5th STAGE AIR)
DEPLOYED
NACELLE A/I
190
Core compartment ventilation
The IDG (Integrated Drive Generator) cooling system is also supplied by the
The engine compartment cooling is provided by the fan air, which enters the fan airflow.The purpose of this system is to maintain the IDG cooling oil tem-
core compartment through 5 holes in the forward IFS (inner fixed structure) perature within a specified temperature range.The device responsible for
of the thrust reverser.The air is discharged through the aft vent. cooling the IDG oil with air is the ACOC (Air-Cooled Oil Cooler).It is mounted
in the fan case, aft of the fan, and in the flow path.
The FADEC (Full-Authority Digital Engine-Control) is installed in an enclo-
Operation sure attached to the fan case with four support brackets.The exterior of the
enclosure is cooled with air that has been introduced into the fan compart-
ment from the intake scoops located on the upper surface of the outer barrel.
The IFS forms the forward part of the engine core compartment fire barrier The Internal FADEC components are cooled by air supplied by dedicated
and is covered on its inner side by fire blankets.A fireproof seal ensures non- ventilation ducting.The ducts are designed to allow airflow in two directions,
propagation of fire out of the fire zone.The core compartment is ventilated depending on whether the aircraft is in flight or on ground.
with fan air.Cooling air enters the core compartment through 5 holes located
forward of the IFS near the inner cowl support ring.The inlets are open all
the time, since they are actual holes.Air flows through the core compartment
and is discharged back into the flow at the aft vent.
The compressor case includes multiple ports to bleed air for use in turbine
cooling.The stage 1 LPT (Low Pressure Turbine) nozzle is impingement-
cooled using HPC (High Pressure Compressor) 4th stage bleed air.The
stage 1LPT nozzle also provides a conduit for delivering cooling air to the
HPT (High Pressure Turbine) aft rotor cavity and for LPT rotor cooling.All
other LPT airfoils (stages 2-4 nozzles and stages 1-4 blades) are uncooled.
The LPT case cooling system is a passive clearance control design using
fan air impingement to control blade tip clearances.The fan air impingement
approach is used to obtain a high cooling effectiveness on the case, while
minimizing the quantity of fan air used thereby improving system efficiency.
The core compartment is ventilated with fan air.Cooling air enters core com-
partment through holes located near the inner cowl support ring.Three holes
will be installed on the same side as the airframe ECS (Environmental Con-
trol System) systems and two holes on the other side.This arrangement in-
duces a ventilation pattern from front to back of the compartment.Cooling
and ventilation air is exhausted at the aft end of the compartment through
the annulus formed by the engine primary nozzle and the core cowls.A tur-
key feather seal between the primary nozzle and the pylon prevents the air
from exausting through the upper 90° quadrants.
Figure 2: Engine
START & TRANSIENT

FADEC
VALVE
VBV
FAN HPTACC
COOLING
FLIGHT
AIR INLET
FADEC
(COOLING)
FAN DISCHARGE
9th STAGE AIR

4th STAGE AIR
4th STAGE AIR

LPT COOLING/
NACELLE
ANTI-ICE
AIR INLET
COMBUSTION GAS
AIR INLET
NACELLE CDP
AMS STARTER
THRUST
CUSTOMER BLEED
REVERSER WING A/I
(5th STAGE AIR)
DEPLOYED
NACELLE A/I
190
75-10 Air Seal System

The CF34-10E engine air seal system contains the following components:
Engine Secondary Airflow System for Sump • Multiple tubes and internal stationary passages : the multiple tubes and
Pressurization internal stationary passages supply pressurized air from the booster dis-
charge to the forward sump seals.
INTRODUCTION
• Radial stationary tubes and rotating annulus: the radial stationary tubes
The air seal system provides pressurized air to seal the engine sumps.A and rotating annulus supply pressurized air from the forward sump and
positive pressure differential across all forward and aft sump oil seals is pro- booster discharge to the aft sump.
vided at all engine-operating conditions.
• HP rotor bore duct: the HP rotor bore duct separates the HP rotor bore
The following items are the main features of the CF34-10E sump pressuri-
zation and vent system: cooling air from the aft sump pressurization air.
• Labyrinth air-oil seals: the labyrinth air-oil seals prevent oil leakage from
the sumps.
– The sump pressurization system is supplied by booster discharge air.
• Labyrinth air-air seals: the labyrinth air-air seals separate pressurization
• The forward sump seals are supplied through multiple tubes and in-
air from other secondary airflows.
ternal stationary passages.
• Air-oil separator: the air-oil separator is a multi-passage radial-flow dy-
• The aft sump is supplied with air that passes first through four radial
namic device.As vent air flows through the separator passages, en-
stationary tubes in the middle of the front sump and then aft through
trained oil is centrifuged back into the sump.Vent air empties into the
a rotating annulus bounded by a duct in the bore cooling air is sep-
rotating center vent tube, located within the LPT shaft.This rotating center
arated from the aft sump pressurization air by the HP rotor bore
vent tube leads to an extended stationary center vent tube that discharg-
duct.
es through the aft end of the engine.
– All sump oil and air seals are multi-tooth labyrinth designs.Each sump
has four air-oil seals.Where required, pressurization air is separated
from other secondary airflows by labyrinth air-air seals.
– Forward and aft sumps are each vented through LPT shaft-mounted
dynamic air-oil separators.
– Both air-oil separators discharge into a central rotating vent tube

mounted inside the LPT shaft.The rotating vent tube discharges into a
stationary vent tube.The stationary tube carries sump vent air to the
end of the engine exhaust aft center body and discharges into the en-
gine exhaust stream.
Figure 1: Air Seal System
E2
C D
B
Air-Oil Separator Seal Name F
A #1B Air-Oil E
B #1B Air-Air
Air/Air Seals C #2R Air-Oil
Air/Oil Seals D #3B FWD Air-Oil
Seal Name
E #3B AFT Aft Air-Oil
A #4R Inner Air-Air
E2 #3B Drain
B #4R Outer Air-Air
F #3B Air-Air
C #5R Outer FW D Air-Air
D #5R Outer AFT Air-Air
E #5R Inner Air-Air
D F #4R Inner Air-Oil
B C G #4R Outer Air-Oil
H
H #5R Outer Air-Oil
G
I #5R Inner Air-Oil
A
Stationary
Vent Tube
I E
F
Airr/Air Seals
Air/Oil
Air/Oil Seals
Separator
190
75-20 High Pressure Turbine Clearance

Control (HPTCC)
High Pressure Turbine Clearance Control (HPTCC) duct directs the air to the turbine clearance control manifold, which distrib-
System utes the air to the shroud segments.
The air exhausts from the holes on the inner diameter of the shroud seg-
INTRODUCTION: ments and impinges on the HPT case.The air exits overboard through the
core compartment vent.
The purpose of the high pressure turbine clearance control system is to reg-
ulate airflow to the exterior of the HPT (High Pressure Turbine) case for cool- Dual LVDTs, attached to the fuel actuator, provide valve position feedback
ing.The HPTCC valve is located on the HPC (High Pressure Compressor) through separate cables to each FADEC channel.
case.
DESCRIPTION:
The high pressure turbine clearance control subsystem is comprised of the

HPTCC valve, the FMU, and the FADEC.The FMU includes a dual-coil, two-
stage electro hydraulic servo valve (EHSV) that positions the HPTCC valve
actuator.The HPTCC has an actuator which positions dual butterfly valves
and a dual-coil LVDT which provides actuator position feedback to the
FADEC.Pressurized fuel from the main fuel pump discharge is required to
actuate the HPTCC.
The purpose of the HPTCC system is to regulate airflow to the exterior of the
high pressure turbine case.This air is used to minimize the clearances be-
tween the shrouds and the rotor blades.The tighter clearances improve en-
gine specific fuel consumption and reduce the ITT overshoot during rapid
acceleration.Based on sensor inputs, the FADEC, using FMU servo fuel,
modulates the fuel-operated HPTCC valve during all power conditions
based on input from the Tcase and T3 thermocouples.The HPTCC valve is
located in the high pressure compressor case.
Both 4th stage and compressor discharge air enter the HPTCC valve and
pass through the dual valve bodies that make up the HPTCC valve.The air
is metered through individual valve elements positioned by a single fuel ac-
tuator.The air is mixed downstream of the valve in the HPTCC air duct.The
Figure 1: HPTCC Components Location
ROD HPTCC
FUEL TUBE
HEAD HPTCC
FUEL TUBE
AIR
B TUBE
A
ZONES
416
426
HPTCC VALVE
(HIGHT PRESSURE
TURBINE CLEARANCE
CONTROL)
HPTCC AIR
MANIFOLD
190
Low Pressure Turbine Clearance Control (LPTCC) LPTACC Operation:
Low Pressure Turbine Cearance Control System Depending on the flight phase, the FADEC modulates the LPTACC valve in
order to control the amount of cooling air that is delivered to the LPT cooling
manifold. When at high power settings, such as take-off and initial climb, the
Introduction: LPTACC will be at a minimum cooling flow condition.
The purpose of the turbine clearance control system is to regulate airflow to This way the the case will grow together with the disks avoiding rubs. When
the exterior of the LPT (Low Pressure Turbine) case for cooling in order to in low power settings the valve will be at a high flow condition, reducing case
control the thermal expansion. expansion and maintaining tight clearances. By controlling the LPT case
thermal expansion, the clearance between the LPT case and the rotor can
be optimised to improve performance.
Dual LVDT's attached to the LPTACC actuator, provide valve position feed-
Description: back through seperate cables to each FADEC channel. Each LPTACC sig-
nal is shared with the other channel via the CCDL.
The LPTACC (Low Pressure Turbine Active Clearance Control) system pro-
vides modulated cooling air to the LPT case. The system consists of an inlet
scoop, a FADEC modulated LPTACC valve, LPT duct, and an LPT cooling
manifold. Fan stream air is used to cool the LPT case which enters the LPT
cooling duct through the inlet scoop that is mounted to the fan extension
ring.
The system optimizes cooling airflow to the LPT case, thus controlling its
thermal expansion. The goal is to minimise turbine clearances, in order to
improve the overall engine performance. The LPTACC valve receives un-
metered pressurised fuel and electrical command signals directly from the
FADEC. The FMU has no participation on its position control. The amount
of cooling airflow delivered to the LPT cooling manifold is dependant on the
flight phase.
Figure 2: Low pressure turbine active clearance control (LPTACC)
A
ZONES
416
426
LPTACC VALVE
(L0W PRESSURE TURBINE ACTIVE CLEARANCE CONTROL VALVE)
190
75-30 Compressor Control

Introduction
The compressor control is used to control the flow of air through the engine
and to maintain the compressor and booster operability margins.
COMPRESSOR CONTROL ACTUATION:
The function of the compressor control subsystem is to control the flow of air
through the engine core to optimize compressor performance and prevent
compressor stalls.
COMPRESSOR BLEED-CONTROL-SYSTEM:
The compressor bleed-control-system function is to maintain the compres-
sor operability margins during transient operation condition and to provide
optimum booster performance at steady state conditions.
Description
The compressor control system comprises the VSV (Variable Stator Vane),
VBV (Variable Bleed Valve) and TBV (Transient Bleed Valve) subsys-
tems.The purpose of the VSV subsystem is to control the amount of airflow
through the high-pressure compressor to provide optimum compressor per-
formance.
The TBV subsystem bleeds air from the compressor to provide compressor
stall margin.
The VBVs consist of 12 doors that open to bleed excess booster discharge
airflow in order to control the booster operating line to provide optimum
booster performance at steady-state conditions and prevent stall.
Figure 1: Compressor Control Components Location and Compressor Control Actuation
ACTUATOR RINGS IGV

STAGE 1 TO 3 ACTUATOR
TRANSIENT RING
3 2 1
BLEED VALVE
TBV FUEL
MANIFOLD
ROD-END
BEARING
ROD-END
BEARING
VARIABLE
STATOR VANE
ACTUATOR
TURNBUCKLE
BODY
W6 ELECTRICAL
HARNESS TBV AIR
TUBE
W4 ELECTRICAL AFT BEARING

HARNESS SUPPORT
BELLCRANK
FORWARD
BEARING
A SUPPORT
A ACTUATOR
SHAFT CLEVIS
ROD END
PLAIN ACTUATING RING
DOOR
BELLCRANK BEARING
DOOR
A
CLEVIS
VBV ACTUATOR
190
Compressor Control schematic Delta P3 Sensor
The compressor bleed-control-system function is to maintain the compres- The delta P3 sensor (Bleed Bias Sensor) is a thin film strain gage based sen-
sor operability margins during transient operation condition and to provide sor that provides an electrical signal proportional to the applied pressure at
optimum booster performance at steady state conditions. the pressure interface. The sensor incorporates two electrical connectors
During normal operation, the VSV actuators, VBV actuators and the TBV that provide signal from the isolated redundant outputs.
(Transient Bleed Valve) are positioned by the FADEC in a closed-loop fash-
ion via a current command to the VSV, VBV and TBV EHSV (Electro-Hy- The DP3 sensor function is to provide the information of the quantity of air
draulic Servo Valve). The LVDT (Linear Variable Differential-Transducer) that is being taken off from the high pressure compressor 9th stage.
feedback
is used to close the position loop through the FADEC.
The FADEC uses the information from the DP3 sensor to improve acceler-
ation times. Using the sensor takes advantage of the fact that when 9th
The VSV actuators position reference is computed in the FADEC software stage bleed is taken from the engine, the overall pressure ratio of the com-
to optimize the position of the compressor stators as a function of the current pressor is essentially reduced, meaning the compressor is further from the
steady-state and transient engine operating condition. Primarily, the VSV stall line. The sensor biases the WF/Ps3 topping schedule (which limits the
position reference is computed as a function of corrected N2 (Core Rotor amount of fuel available for acceleration capability).
Speed).
The VBV actuator position demand is computed in the FADEC software to

optimize the position of the variable bleed valves as a function of the current
steady-state and transient engine operating condition.
Primarily, the VBV position demand is computed as a function of corrected
N1 (Fan Rotor Speed). The position demand is modified during transient op-
eration to maintain booster operability margins.
The TBV position loop demand is computed in the FADEC software to opti-
mize the compressor discharge bleed from the engine as a function of the
current transient engine operating condition. During steadystate engine op-
eration, the TBV will be commanded closed. During transient operation,
combustor relights and engine starting, the TBV is scheduled open in order
to bleed the compressor and maintain compressor operability margins.
Figure 2: Compressor Control - Schematic Diagram
G
A B
A E
C F
D
A B C D
ENGINE 1 / 2
VSV LVDT VBV LVDT BLEED BIAS SENSOR FUEL METERING UNIT VBV LVDT VSV LVDT
TBV LVDT
(SDS 75-31) (SDS 75-32) (SDS 77-13) (FMU) (SDS 75-32) (SDS 75-32) (SDS 75-31)
(MPP 75-31-01) (MPP 75-32-02) (MPP 77-13-01) (MPP 75-32-01) (MPP 75-32-02) (MPP 75-31-01 )
(SSM 73-30-80 )
E F D G F E
TBV VALVE TORQUE MOTOR

TBV VALVE TORQUE MOTOR
DP3B EXCITATION
DP3B
TBV EXCITATION
TBV LVDT
DP3B EXCITATION
VBV EXCITATION
VSV EXCITATION
VSV EXCITATION
TBV EXCITATION
VBV EXCITATION
VBV LVDT
VSV LVDT
VBV LVDT
TBV LVDT
DP3B
VSV LVDT
CHANNEL A CHANNEL B
FADEC 1 / 2
(SSM 73-20-80)
190
Variable Stator Vane (VSV) System
The purpose of the VSV system is to control the amount of airflow through
the high pressure compressor to provide optimum compressor performance.
The variable stator control subsystem is comprised of a dual-coil, two-stage
electrohydraulic servo valve (EHSV) which is integral to the FMU, two fuel-
driven actuators, and the FADEC.Each actuator includes a single-coil LVDT
which provides actuator position feedback to each FADEC channel.
The VSV actuators are mounted on two sides of the forward compressor
case.
The VSV actuation system varies the angle-of-attack of the variable high
pressure compressor stator vanes to maintain a smooth, turbulent free air-
flow through the compressor at all engine operating speeds, temperatures
and altitudes.
The FADEC continuously determines the needed VSV position based on en-
gine sensor inputs.The FADEC sends an electrical signal to the FMU, which
sends servo fuel to both VSV actuators.As the VSV actuator rods move, they
rotate torsion tubes.The torsion tubes in turn move links attached to the op-
posite side of the tubes.The links move the individual unison rings that rotate
the VSV lever arms attached to the individual stator vanes.
Each of the two actuators contains a single LVDT.One actuator provides

stator vane position feedback to one channel of the FADEC while the other
actuator provides position feedback to the other channel.
The VSV actuators can be accessed by opening the fan cowl and thrust re-
verser.
Figure 3: Variable Stator Vane Actuators
ACTUATOR RINGS IGV

STAGE 1 TO 3 ACTUATOR
A RING
3 2 1
ROD-END
BEARING
ROD-END
BEARING
VARIABLE
STATOR VANE
ACTUATOR
TURNBUCKLE
BODY
AFT BEARING
SUPPORT
BELLCRANK
FORWARD
BEARING
SUPPORT
A ACTUATOR
SHAFT CLEVIS
L/ H side
190
VSV Operation
During normal operation, the VSV actuators are positioned by the FADEC in
a closed-loop fashion via a current command to the VSV EHSV.The LVDT
feedback is used to close the position loop through the FADEC.
The VSV actuation system varies the angle-of-attack of the variable high
pressure compressor stator vanes to maintain a smooth, turbulent free air-
flow through the compressor at all engine operating speeds, temperatures
and altitudes.
The FADEC continuously determines the needed VSV position based on en-
gine sensor inputs.The FADEC sends an electrical signal to the FMU, which
sends servo fuel to both VSV actuators.As the VSV actuator rods move, they
rotate torsion tubes.The torsion tubes in turn move links attached to the op-
posite side of the tubes.The links move the individual unison rings that rotate
the VSV lever arms attached to the individual stator vanes.
Each of the two actuators contains a single LVDT.One actuator provides sta-
tor vane position feedback to one channel of the FADEC while the other ac-
tuator provides position feedback to the other channel.
The VSV actuator position demand is computed in the FADEC software to

optimize the position of the positionn stators as a function of the current
steady-state and transient engine operating condition.Primarily, the VSV po-
sition demand is computed as a function of corrected N2.The position de-
mand is modified during transient operation and during combustor relights
to overclose the stators and maintain compressor operability margins.
In addition, the stators are opened slightly during static engine operation at
idle power to maintain adequate pressure for the compressor bore cooling
circuit.
Figure 4: Compressor Control Actuation
190
Variable Bleed Valve (VBV) System
The purpose of the VBV system is to control the booster operating line to
provide optimum booster performance at steady state conditions and pre-
vent stall.The variable bleed control subsystem is comprised of a dual-coil,
two-stage electrohydraulic servo valve (EHSV) which is integral to the FMU,
two fuel-driven actuators, and the FADEC.Each actuator includes a single-
coil LVDT which provides actuator position feedback to each FADEC chan-
nel.The VBV actuators are mounted on the hub of the fan frame.
The variable bleed valves consist of 12 doors that open to bleed excess
booster discharge airflow or close to allow zero bleed flow.The VBV system
is controlled by the FADEC and operates from idle (doors open) to take off
power (doors closed).During reverse thrust, the FADEC will partially open
the VBVs to increase booster stability and to prevent core engine foreign ob-
ject damage (FOD).During engine shutdown, the VBV doors are driven
open.
The FADEC determines the required VBV position based on engine sensor
inputs.The FADEC sends an electrical signal to the FMU, which sends servo
fuel to both VBV actuators.As the VBV actuator rods move, they act on ad-
justable link that rotate a set of bellcranks.The bellcranks rotate moving a
360 degree unison ring clockwise or counter-clockwise around the fan frame
hub.As the unison ring moves, the 12 door bellcranks move linkages that
open and close the outward opening variable bleed valves.
Each of the two actuators contains a single LVDT.One actuator provides

bleed valve position feedback to one channel of the FADEC while the other
actuator provides position feedback to the other channel.
Figure 5: Variable Bleed Valve
190
VBV Operation
During normal operation, the VBV actuators are positioned by the FADEC in
a closed-loop fashion via a current command to the VBV EHSV.The LVDT
feedback is used to close the position loop through the FADEC.
The VBV actuator position demand is computed in the FADEC software to

optimize the position of the variable bleed valves as a function of the current
steady-state and transient engine operating condition.Primarily, the VBV po-
sition demand is computed as a function of corrected N1.The position de-
mand is modified during transient operation to maintain booster operability
margins.
The FADEC determines the required VBV position based on engine sensor
inputs.The FADEC sends an electrical signal to the FMU (Fuel Metering
Unit), which sends servo fuel to both VBV actuators.As the VBV actuator
rods move, they act on adjustable links that rotate a set of bellcranks.The
bellcranks rotate moving a 360 degree unison ring clockwise or counter-
clockwise around the fan frame hub.As the unison ring moves, the ten door
bellcranks move linkages that open and close the outward opening variable
bleed valves.Each of the two actuators contains a single LVDT.One actuator
provides bleed valve position feedback to one channel of the FADEC while
the other actuator provides position feedback to the other channel.
Figure 6: Compressor Bleed-Control System
ROD END
PLAIN ACTUATING RING
DOOR
BELLCRANK BEARING
DOOR
CLEVIS
VBV ACTUATOR
190
Transient Bleed System
The purpose of the transient bleed system is to bleed air from the compres-
sor to provide compressor stall margin.
The transient bleed control subsystem is comprised of the transient bleed
valve (TBV), the FMU and the FADEC.The FMU includes a dual-coil, two-
stage electrohydraulic servo valves (EHSV), which is used to position the
TBV.The TBV has an actuator which positions a butterfly valve and a dual-
coil LVDT which provides actuator position feedback to the FADEC.Pressu-
rized fuel from the main fuel pump discharge is required to actuate the TBV.
Using aircraft and sensor inputs, the FADEC uses FMV servo fuel to open
the transient bleed valve (TBV) during engine starts and during engine tran-
sients where compressor bleed is required to protect the engine stall mar-
gin.When the TBV is commanded open, compressor discharge pressure
(CDP) air is exhausted overboard into the fan exhaust nozzle.
Dual LVDT’s, attached to the actuator, provide valve position feedback

through separate cables to each FADEC channel.
Figure 7: Transient Bleed Air Valve
190
TBV Operation
During normal operation, the TBV is positioned by the FADEC in a closed-
loop fashion via a current command to the TBV electro hydraulic servo valve
(EHSV) in the FMU.The LVDT feedback is used to close the position loop
through the FADEC.
The TBV position loop demand is computed in the FADEC software to opti-
mize the compressor discharge bleed from the engine as a function of the
current transient engine operating condition.During steady-state engine op-
eration, the TBV will be commanded closed.
During transient operation, combustor relights and engine starting, the TBV
is scheduled open in order to bleed the compressor and maintain compres-
sor operability margins.
Using aircraft and sensor inputs, the FADEC uses FMU servo fuel to open
the TBV during engine starts and during engine transients where compres-
sor bleed is required to protect the engine stall margin.When the TBV is
commanded open, compressor discharge air is exhausted overboard into
the fan exhaust nozzle.Dual LVDTs, attached to the actuator, provide valve
position feedback through separate cables to each FADEC channel.
Figure 8: Compressor Bleed Control System
TRANSIENT
BLEED VALVE
(TBV)
TBV FUEL
MANIFOLD
TBV AIR
W6 ELECTRICAL TUBE
HARNESS
W4 ELECTRICAL
HARNESS
190
190
ATA 76 Engine Control System

190
Table of Content Engine Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
General Control System Architecture . . . . . . . . . . . . . . . . . . . . . . .5
76-00 Engine control system Lightning and Electromagnetic Interference Protection . . . . . . . . . .5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FADEC Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
The engine thrust control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FADEC Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
The engine monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Aircraft Signals to FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
The Central Maintenance Computer (CMC) . . . . . . . . . . . . . . . . . . 3 Propulsion System Sensors and Signals . . . . . . . . . . . . . . . . . . . .11
Output Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
76-10 Thrust control Control of Torque Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
The thrust lever assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Cross Channel Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
The Thrust Control Quadrant (TCQ) . . . . . . . . . . . . . . . . . . . . . . . . 1 Selection Logic General Philosophy . . . . . . . . . . . . . . . . . . . . . . .15
The thrust settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 T1.2 Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
The thrust control quadrant case . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 N1 Selection Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
The electrical idle stop solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 N2 Selection Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
RVDT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TLA Selection Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
The microswitches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 WF Position Feedback Selection Logic . . . . . . . . . . . . . . . . . . . . .19
The TOGA switches and A/T disc. switches . . . . . . . . . . . . . . . . . . 3 ELECTRICAL POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . .21
The autothrottle servo drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Engine Identification and Configuration . . . . . . . . . . . . . . . . . . . . .23
The servo controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ENGINE THRUST MANAGEMENT SYSTEM . . . . . . . . . . . . . . . .25
Manual operation of the thrust levers . . . . . . . . . . . . . . . . . . . . . . . 3 TLA Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
The Motor Controller Unit (MCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Takeoff Data Set Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Anti-Ice Input from TDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
76-12 Electronic control system Thrust Rating Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
190
Electronic Thrust Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 In-Flight Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Engine-to-Engine Thrust Differences . . . . . . . . . . . . . . . . . . . . . . . 31 Reversionary Control Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Thrust Mode Indication on EICAS . . . . . . . . . . . . . . . . . . . . . . . . . 33 ENGINE COCKPIT INDICATIONS AND MAINTENANCE DATA .57
Wing Anti-Ice Minimum N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 EICAS fault messages and problem indication . . . . . . . . . . . . . . .57
Automatic Rating Type Transition Logic . . . . . . . . . . . . . . . . . . . . 33 Time Limited Dispatch (TLD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
ECS OFF Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 CMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Idle Selection Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 CMC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Ground Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 FADEC, CMC Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Flight Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 CMC Storage of Maintenance Faults . . . . . . . . . . . . . . . . . . . . . . .63
Approach Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Fault Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Minimum PS3 Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Engine Limit Exceedance Detection and Reporting . . . . . . . . . . . .65
ATTCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Exceedance Data Input To The FADEC . . . . . . . . . . . . . . . . . . . .67
EICAS indications for ATTCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Exceedence Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
ATTCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Trend Data Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
TLA with ATTCS enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Takeoff Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
TLA with ATTCS disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Cruise Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
TO3 with ATTCS disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Trend, Exceedance Data Storage . . . . . . . . . . . . . . . . . . . . . . . . .69
Auto throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Maintenance Engine Test Functions . . . . . . . . . . . . . . . . . . . . . . .71
Over speed Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 FADEC, CMC Test Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Automatic Over speed System Test . . . . . . . . . . . . . . . . . . . . . . . 51 Test Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
FADEC Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 AMS Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Built-In-Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 EDP Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
N2 Shadow Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Anti-Ice Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Fault Declaration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Exceedance Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
190
General Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Identification Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Ignition Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Power Management Status Pages 1 and 2 . . . . . . . . . . . . . . . . . . 81
Start Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Thrust Reverser Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
DMC Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Engine Fuel Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Engine Oil Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Engine Vibration Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Landing Gear Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Take-Off Data Setting Status Page . . . . . . . . . . . . . . . . . . . . . . . . 89
Test Pages for engine 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Engine-Related Fault Messages From FADEC . . . . . . . . . . . . . . . 98
Table 5.10 - Engine-Related Fault Messages From MAU . . . . . . 104
76-20 Emergency Shutdown

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 76-TOC Page III
190
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 76-TOC Page IV
190
76-00 Engine control system

Introduction
The engine control system is a computer-based electronic engine control

system, comprised of a two channel Full Authority Digital Electronic Control
(FADEC), a Fuel Metering Unit (FMU), a Permanent Magnet Alternator
(PMA), engine sensors, Variable Stator Vanes (VSV), Transient Bleed Valve
(TBV), High Pressure Turbine Clearance Control (HPTCC), Variable Bleed
Valve (VBV), an ignition system for each engine, a thrust control quadrant,
engine cockpit switches (ignition and start/ stop switches), MAU’s, MCDU’s,
SPDA’s and ICC’s.
The system controls the engine in response to thrust command inputs from
the aircraft, and provides information to the aircraft for cockpit indication,
maintenance reporting and engine condition monitoring.
Figure 1: The engine control system
POWERPLANT
START/STOP
RUN RUN
1 2
Engine Sensors PERF NAV PREV FPL PROG DIR BRT
DIM
MENU NEXT RADIO IGNITION
AUTO AUTO
OFF ON OFF ON
+-
SP
1 2
MCDUs Engine Cockpit Switches

(Ignition- and
Start / Stop Switches)
Ignition system
MAX
TO/GA
2 Channel Full Authority

Digital Electronic Control IDLE
(FADEC)
MIN REV
MAX REV
SPDAs
Fuel Metering Unit Thrust Control Quadrant

(FMU)
View Left Side ALF
PMA
MAUs
Permanent Magnet Alternator Variable
VSV Geometry
Actuators VG Actuators ICCs
(PMA)
Issue: Juneo6 FOR TRAINING ONLY - Reproduction Prohibited Chapter 76-00 Page 2
190
The engine thrust control late the EICAS messages with FADEC fault messages, so that the
maintenance crew can use the CMC troubleshooting manual to interpret
fault indications from the FADEC and determine the appropriate Line Re-
The engine thrust control is provided by the thrust management system with- movable Unit (LRU) that has failed.
in the FADEC, and controls the engine in response to thrust command in-
puts from the aircraft. A limited number of faults will be stored in the FADEC Non-Validate-Memory
(NVM) but this data is only available by directly accessing the FADEC using
The aircraft provides 28 VDC to each FADEC channel for system power, portable test equipment.
when the engine is not running or when performing a FADEC controlled en-
gine start with an engine speed below 50% N2. 28 VDC for T1.2 sensor anti-
icing, and 115V/400 Hz power to each ignition exciter. Selection between
the aircraft 28VDC and the PMA power is performed automatically by the
FADEC when the engine speed is greater than 50% N2.
The engine monitoring
The engine monitoring function is also performed by the FADEC by monitor-

ing inputs from various sources and by performing tests for failures and over
limit conditions.
The FADEC supplies ARINC 429 outputs of engine parameters and status
to other aircraft avionics, and supplies information to aid in detection, report-
ing and storing of faults, engine dispatch level and exceedance information,
and data for trend data records.
The FADEC will perform diagnostics on its input data to determine if any fail-
ures exist. If a failure exists, and if the failure is one that the pilot should be
aware of, a message or indication will be displayed.
The Central Maintenance Computer (CMC)
The Central Maintenance Computer (CMC) will log the fault message for dis-
play when accessed by maintenance personnel. The CMC will try to corre-
Figure 2: The thrust control
T1.2 Sensor
MAX
andi mamnni geri
TO/GA andi mamnni geri
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made in Zirl
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made in Zirl
andi mamnni geri
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Ignition exciter
IDLE
MIN REV
MAX REV
MAU
Selection between the aircraft 28 V DC and the PMA power

is performed automatically by the FADEC
Ch 1 FADEC Ch 2
when the engine speed is greater than 50% N2.
28 VDC 115 V 400 Hz
PMA
FADEC
Permanent Magnet Alternator
(PMA)
Issue: Juneo6 FOR TRAINING ONLY - Reproduction Prohibited Chapter 76-00 Page 4
190
76-10 Thrust control TLA, MIN reverse at 12.0° TLA, IDLE at 22.0° TLA, TO/GA at 75.0° TLA and
MAX power at 82.0° TLA. These five settings are also identified and illumi-
nated on both sides of the thrust control quadrant.
The thrust lever assembly
The thrust lever assembly, located in the center pedestal, includes a thrust The thrust control quadrant case
lever control for the scheduling of forward and reverse thrust for each en-
gine. Each thrust lever provides a dual RVDT interface to the FADEC for the The Thrust Control Quadrant case is provided with two soft detents
thrust lever position. The thrust levers move over a sector, which is divided (grooves), one at TO/GA (75.0°) and other at MIN REV (12.0°). The MAX
into areas separated by unique positions. The areas are Max Reverse, Idle, REV position is achieved by pulling the thrust lever against a spring. Positive
Thrust set and Maximum forward. adjustable stops are provided at the MAX and MAX REV positions to limit
the movement of the thrust levers.
The Thrust Control Quadrant (TCQ) Thrust levers are capable of unrestricted forward movement from IDLE to
MAX power.
The Thrust Control Quadrant (TCQ) contains the following main compo-
nents:
• The thrust control levers,

• the thrust control quadrant case;
• the thrust lever angle dual channel RVDTs which provide lever po-
sition signals to the FADECs,
• the electrical idle stop solenoid,
• the aircraft systems micro-switches set (six per lever),
• the TOGA switches,
• the autothrottle Disc switches
• and the autothrottle servo system.
The Thrust Lever is equipped with a mechanical trigger assembly which is

used to enable movement of the thrust lever past a detent position to the
thrust reverse range.
The thrust settings

The full travel of the thrust levers is 82.0 degrees, divided into five settings
which provides RVDT’s output signal corresponding to: MAX reverse at 0.5°
Figure 1: Thrust lever assembly
IDLE 22°
TOGA 75°
MIN REV 12°
MAX 82°
MAX
THRUST
MAX REV 0.5° SET
CLB
IDLE
Soft detents (grooves)

MAX REV
Mechanical trigger assembly

Autothrottle disc switches
Take-Off Go-Around (TO/GA) switches

Thrust control levers
MAX hrust Control Quadrant case

THRUST
SET
CLB Thrust lever angle dual channel RV
R DTs
T Autothrottle servo system
Electrical idle stop solenoid Micro-switches set
IDLE
MAX REV
FADEC
Dual RVDT interface
190
The electrical idle stop solenoids The autothrottle servo drive
The autothrottle servo drive with associated control electronics is provided
Two electrical idle stop solenoids, one for each thrust lever, are installed on for each lever. The servo drive features a motor and gearhead combination
the thrust control quadrant at the 22.0° TLA position. These solenoids pro- to provide required force to operate each lever.
vide protection against thrust lever command below idle in flight. Power to
these solenoids is provided by the SPDA, and allows selection of reverser
thrust immediately after touchdown and during ground operations. Position The servo controls
indication is provided by two micro switches (one for each solenoid), which
sense the Idle Lock shafts and trigger messages on the EICAS whenever The autothrottle system controls the servos via the control electronics. The
the solenoids become unlocked during flight or locked on ground. system consists of two Motor Controller Units (MCU) and one Signal Control
Unit (SCU) which transmits via ARINC 429. A slip clutch between thrust le-
RVDT vers and servo drive allow pilots to reposition thrust levers without shutting
off A/T function. The levers return to the last A/T position when pilot effect is
Each thrust lever incorporates an independent and isolated RVDT contain- removed.
ing two electrically independent channels which are direct wired through
segregated TCQ interface connectors to the FADEC channels of its engine.
Manual operation of the thrust levers
The microswitches During a manual (hands-on) operation of the thrust levers, the MCU is inac-
tive (disabled). The pilot movement of the thrust levers is transformed via the
The Thrust Control Quadrant provides a set of 6 microswitches per lever. anti-backlash gears into an RVDT rotation. The RVDT position determines
These switches are designed to automatically provide electrical signals to the engine thrust setting via the FADEC. A slip clutch is placed between the
several aircraft systems as a function of the Thrust Lever Angle (TLA). Each thrust lever and the servo drive to allow the lever operation without back driv-
switch pole is adjusted at a specific Thrust Lever Angle as required for the ing the servomotors.
respective system control, such as the thrust reverser system and the auto-
brake system.
The Motor Controller Unit (MCU)
The TOGA switches and A/T disc. switches In the autothrottle mode, the MCU is Enabled and its action is controlled by
the A/T system (located inside the MAU) via the SCU. The MCU requires
The TOGA switches are mounted on each thrust lever to enable the pilot to two valid signals to operate: The enable signal and the velocity with direction
manually generate a Take-Off/Go-Around signal. They are momentary push signal. As long as these two valid signals are available, the MCU seeks to
button, single pole single throw. The A/T disc. switches on each thrust lever achieve the commanded speed by closing the loop on the motor hall effect
enables the pilot to manually switch off the autothrottle system. sensor. The motor speed is transmitted to the A/T system (MAU) via the
SCU.
Figure 2: The electrical idle stop solenoid
FPR PREV FMS FD NAV HDG AP YD FLCH VNAV ALT VS FD FPR PREV FMS
BARO SET MINIMUMS BARO SET MINIMUMS
IN HPa RA BARO IN HPa RA BARO
SPEED
O WX V/L CRS APP HDG
SRC
AUTO MAN
ALT SEL FPA SEL CRS O WX V/L
BRG BRG
PUSH STD HSI PUSH TEST PUSH STD HSI PUSH TEST
BANK A/T
PUSH DIR PUSH SYNC PUSH FT/M PUSH DIR
PUSH CHG
Autothrottle (AT)
disc switches MAU 3
Take-Off Go-Around
ARINC AT ENGAGE TO/GA AT DISC SOLENOID
(TO/GA) switches 429 DISENGAGE SWITCH SWITCH LOCK SWITCH
SPDA
GUIDANCE (POWER)
FADEC 1
PANEL
SOLENOID T/R
Microswitch 1 LOCK
(not connected)
DUAL ANTI THRUST
T/R
RVDT BACKLASH CONTROL LOCK
Microswitch 2 LEVER
GEAR
(Idle for SCV)
Microswitch 3 SWITCH MOTOR SLIP BEVEL

(not connected) BANK CLUTCH GEAR
Microswitch 4
GEARHEAD
(for Autobrake)
AIRCRAFT
Microswitch 5 SYSTEM
(for TRAS) Micro-switches set MOTOR
R.H.
system
Microswitch 6
L.H. MOTOR
Electrical idle stop solenoid CONTROLLER
similar
(for TRAS)
UNIT (MCU)
SIGNAL CONVERSION UNIT

Thrust lever angle dual channel RVDTs ARINC 429 INTERFACE (SCU)
190
76-12 Electronic control system thrust setting references are also modified by discrete inputs (ATTCS, T/R,
WOW, MAU Discretes).
Introduction In addition, the FADEC software provides thrust management limits:
a) min./max PS3
The engine operation is controlled by two FADEC channels. One FADEC
channel operates as the “in-control” FADEC channel providing engine con- b) max physical/corrected N1
trol. The other FADEC channel operates as the “stand-by” FADEC channel c) max physical/corrected N2
processing all inputs and software, but with the engine control outputs (ex- d) max N2 accelerate
cept over speed solenoid driver) disabled during normal engine operation.
In addition, the “stand-by” FADEC channel shares selected sensor inputs, e) max N2 decelerate
air frame commands, and FADEC status information using a “crosstalk” se- f) max/min. fuel flow/PS3 ratio
rial data bus in order to maintain the maximum system fault tolerance. Dur- g) min. physical/corrected N2
ing normal operation with two capable FADEC channels, in-control software h) max T4.95 subidle during ground starts
logic will cause the FADEC channels to alternate control on each successive
engine start.
During normal engine operation the FADEC will control to a N2 reference or
a minimum Ps3 reference at idle and a N1 reference above idle.
The FADEC power supply is primarily provided by the PMA during engine
operation with a 28 VDC air frame input for starting and backup.
The in-control FADEC channel and the FMU automatically initiate fuel flow
and ignition in response to engine core speed from the starter. In-control se-
lection is made at 6.7% N2 (%), and the FMU is pressurized in order to con-
trol the metering valve at ~6.7% N2. For ground starts, the ignition is
commanded on at approximately 7% N2. Fuel is introduced at approximately
19% N2 for a ground start.
After a light-off occurs, the in-control FADEC channel commands the starter
cutout (approximately 50% N2) and controls the FMU fuel metering valve to
accelerate the engine to the power setting calculated from the FADEC in-
puts.
The FADEC software provides thrust management based on the inputs from
the Air Data System (ADS) and aircraft. The main thrust setting inputs are
the thrust lever angle (TLA), and the air data from engine and air frame sen-
sors. These inputs are used to calculate appropriate reference corrected
and physical N1 and N2 speeds for any given throttle position. Some of the
Figure 1: FADEC Control Schematic
115V 400Hz
Exciter
115V 400Hz Exciter
28V DC CH A Actuator Position Demands

FADEC Fuel Flow Demand and Feedback
TLA RVDT Overspeed Shutoff Solenoid
Discretes
Feedbacks
Relay Drivers
LVDT Discrete
X CH TALK
CCDL Power
ARINC 429 Servo Flow

DATA BUS
P0
Aircraft Test P3 Engine Temp Sensors Engine Speed Sensors

Engine Actuators
Connector ECP PMA Thrust Rev VSV, VBV, HPTACC FMU
T1.2, T2.5, T3, Tcase, ITT N1, N2 PMA, N2 AGB
Interfaces P3 TBV
P0
ARINC 429
DATA BUS
X CH TALK Power
28V DC
CCDL
LVDT Discrete
TLA RVDT Feedbacks
Discretes Overspeed Shutoff Solenoid

Fuel Flow Demand and Feedback
Relay Drivers
CH B Actuator Position Demands
FADEC
Fuel Filter DP Switch

N1, N2
to EVM
Gearbox
Oil Pressure, Oil Pressure Switch, Oil Filter DP Switch, Oil Chip Detector, Oil Level
190
Engine Control Functions The HPTACC receives an electrical signal from the in-control FADEC chan-
nel to the HPTACC torque motor, which using fuel as the hydraulic media,
translates the electrical signal into position of the valve.
The FADEC’s control the operation, performance and efficiency character-
istics of the engine through five subsystems: (f) Engine Starting and Ignition Control
The engine starting and ignition subsystem includes the FADEC, two Igni-
(a) Fuel Control tion Exciters, and associated air frame circuits. The starting sequence is au-
The fuel control subsystem is composed of an FMU that includes a fuel me- tomatically controlled by the in-control FADEC channel. Under normal
tering valve and an over speed shut off valve. The metering valve torque mo- conditions the in-control FADEC channel controls ignition firing, automatical-
tor receives the electrical command from the in-control FADEC channel and ly enables fuel flow, and after light-off the in control FADEC channel sends
translates the electrical input into a corresponding fuel flow output to the a signal to the air frame to disengage the starter.
combustor. The shut off valve is controlled by the over speed solenoid.
(g) Thrust Reverser Actuation System
(b) Variable Stator Vane Control The Thrust Reverser Actuation System consists of the thrust reversers, the
The variable geometry control subsystem includes the VSV actuator and the actuators, hydraulic control valves, and position and pressure sensors.
VSV servo-valve located within the FMU. The FMU receives an electrical
signal from the in-control FADEC channel to the VSV torque motor, which Control of the thrust reverser is initiated by the aircraft Deploy switches on
using fuel as the hydraulic media, translates the electrical signals into hy- the thrust lever. The FADEC does not have the authority to command the
draulic positioning of the two VSV actuators. thrust reversers to deploy, but it does have the authority to override (inhibit)
an aircraft command to deploy. This action is taken in the event that the
(c) Variable Bleed Valve Control FADEC determines the aircraft flight/ground condition (WOW) to be incon-
sistent with thrust reverser deployment. A Ground Maintenance Override of
The variable geometry control subsystem includes the VBV actuator and the this function is supported.
VBV servo-valve located within the FMU. The FMU receives an electrical
signal from the in-control FADEC channel to the VBV torque motor, which
using fuel as the hydraulic media, translates the electrical signals into hy- The FADEC is also capable of determining that uncommanded thrust re-
draulic positioning of the two VBV actuators. verser deployment has occurred. In this case the FADEC commands the en-
gine to idle.
(d) Transient Bleed Valve Control
The transient bleed valve (TBV) control subsystem includes the TBV actua-
tor and TBV servo valve. The TBV receives an electrical signal from the in-
control FADEC channel to the TBV torque motor, which using fuel as the hy-
draulic media, translates the electrical signal into position of the valve.
(e) High Pressure Turbine Clearance Control

The High Pressure Turbine Active Clearance Control valve (HPTACC) con-
trol subsystem includes the HPTACC actuator and HPTACC servo valve.
DC ESS BUS 1 SSM 32-62-80
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
ENGINE 1 CONTROL PEDESTAL D
TLA
ENG
CONFIGURATION ENGINE
TCQ
TO CH B
A
(SDS 76-11)
PLUG RATING TLA (MPP 76-11-01)
(SDS 76-12 )
ENGINE 1 FWD AVIONICS COMPT
PMA POWER, N2 IGNITION A SPDA 1

(SSM 73-20-80) (SSM 24-61-80) DATA DATA B
BUS BUS
TO CH B FADEC A
E NG INE C ONAG P LUG S /N E GND A004
99207SOCN2162M48P01 MADE IN USA
ENGINE 1 FWD AVIONICS COMPT 60678 0610#T
R AT ING 4112T36P 0 1 0 2
FMV CMD HOW C ONFIG 4112T37P 0 1
N1 T RIM 4112T38P 0 5
FMU FMV FEEDBACK MAU 1 E SN 1 9 4 1 0 2
(SSM 73-20-80) ENGINE ACTUATORS CMD (SSM 31-41-80)
DATA
BUS
TO FADEC 2
ENGINE 1
ENGINE MIDDLE AVIONICS COMPT ENGINE CONFIGERATION

SENSORS T1.2, T4.95, N1, N2 PLUG
(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK
LEFT NACELLE MIDDLE AVIONICS COMPT
THRUST LVDT, LOCK IGNITION B

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
(SSM 73-20-80) MIDDLE AVIONICS COMPT
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
ACTUATORS CONTROL PEDESTAL
STOP INPUT
(SSM 75-30-80)
START/STOP
SSM 32-62-80 TO CH A
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
General Control System Architecture
The engine control system is designed with an electrically dual redundant ar-
chitecture:
• Dual FADEC, fault tolerant control with crosstalk communication

between FADEC channels.
• Dual control sensors for critical input and feedback.
• Dual harnesses and connectors for critical signals.
• Dual coils on critical solenoids and torque motors.
• Single hydro mechanical parts - pumps, valves, actuators.
• Dual redundant inputs from aircraft data busses.
• Dual redundant air frame hard wired discrete inputs isolated at air
frame source
• Dual redundant parameter monitoring output to EICAS
Lightning and Electromagnetic Interference Protection

The engine control system is protected against lightning and electromagnet-
ic interference.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
FADEC Interfaces Application ID 1-6
The FADEC provides six discrete inputs for application/configuration identi-
fication. The pins are wired in the aircraft harness on the aircraft side of the
Thrust Lever Angle (TLA) pylon.
The thrust lever assembly, located in the cockpit, includes a thrust control
lever (TLA) for each engine. Weight on Wheels
Each thrust control lever provides a dual RVDT (rotary variable differential Main Landing Gear: one proximity sensor signal for each landing gear will
transformer) interface to the FADEC for thrust lever position. The FADEC be sent directly to the FADEC through a hardwired path as follows:
provides excitation and demodulation of the RVDT’s.
Left Gear to PSEM 2 to MAU 3 to E 1 B/E 2 B
Each FADEC channel receives one RVDT signal and shares the data with
the other channel via the CCDL. Right Gear to PSEM 1 to MAU 1 to E 1 A/E 2 A
The other proximity sensor signal will be transmitted to the FADEC through
the MAU using ASCB and ARINC busses. MAU 3 will use gear signals from
PSEM 2 as well as cross channel data over ASCB from PSEM 1 for WOW
FADEC Discrete Inputs truth table inputs;similarly, MAU 1 will use signals from PSEM 1 as well as
signals from PSEM 2 over ASCB. The MAU will transmit 2 ARINC discretes
Due to the low voltage and current levels that the FADEC provides, environ- to every FADEC channel - one discrete for left gear sensor (MLG 1), one dis-
mentally sealed gold contact (or similar) switches are used for reliable oper- crete for right gear sensor (MLG 2).
ation on all discrete inputs.
Nose Landing Gear: the Proximity Sensor Evaluation Module (PSEM) re-
ceives Nose Landing Gear inputs. PSEM 1 transmits NLG data to MAU
The individual discrete signals are: 1;similarly,PSEM 2 transmits data to MAU 3.
The Nose Landing Gear data sent to the FADEC has a Weight OFF Wheels
Engine ID Sense.
The Engine ID identifies the left and right engines. The logic is pins shorted
= right engine. The pins are wired in the aircraft harness on the aircraft side Landing Gear Down and Locked
of the pylon.
Bleed System information
Engine Shutdown Selector Switch
This signal resets the FADEC CPU during an in-flight commanded shutdown Thrust Reverser Actuator Lock Switches
Ground Maintenance Override

This discrete overrides the TRAS Ground Relay Logic and energizes the
TRAS Ground relay regardless of N2 or WOW state to facilitate TRAS main-
tenance.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
Aircraft Signals to FADEC
Aircraft Mach Number, Mn

Two Mn signals from different aircraft pitot tubes are transmitted over ARINC
from the ADSs to the FADEC via the MAU.
Flap Position
Each MAU transmits the averaged flap angle signal to each FADEC channel
Wheel speed
One of two speed indications on each of the two main landing gears is wired
to each channel of the BCM. Each channel of the BCM sends both values
on ASCB to the FADECs via the MAUs (via ARINC).
Radio Altimeter
The Radio Altimeter signal is used for the take-off temperature selection and
final approach selection. The Radio Altimeter transmits altitude data to the
MAU via the ASCB bus. The MAU transmits the signal via ARINC to the
FADEC.
Air Data System Signal Interface

The aircraft Air Data system transmits TAT, P0, and Mn data to the MAU
over ARINC. This data is then passed to the FADEC on the FADEC ARINC
Bus.
Takeoff Data Set and Thrust Rating selection

The aircraft Takeoff Data Set (TDS) and Thrust Rating Selector (TRS) cock-
pit interfaces provide inputs to the FADEC's thrust management control.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
Propulsion System Sensors and Signals FMU WF Position
The fuel metering valve (FMV) position is measured by a dual wound linear
variable differential transformer (LVDT). Each signal is shared with the other
N1 Fan Rotor Speed channel via the CCDL.
The N1 or fan speed signal is provided from an engine sensor that produces
a frequency output proportional to speed. The speed signal is derived from VSV Position
a 20-tooth wheel on the fan shaft for the CF34-8E application. The variable stator vane (VSV) actuator position is measured with a signal
wound linear variable differential transformer (LVDT) in each actuator. Each
N2 Core Rotor Speed VSV signal is shared with the other channel via the CCDL.
The N2 or core speed signal is provided from the engine-mounted alternator
(PMA) mounted on the gearbox. The core speed signal is generated by a VBV Position
frequency output that is porpotional to rotational speed of the PMA. The variable bleed valve (VBV) actuator position is measured with a signal
In addition two N2 speed sensors are installed on the Engine Fuel Pump. wound linear variable differential transformer (LVDT) in each actuator. Each
speed of the PMA. VBV signal is shared with the other channel via the CCDL.
T1.2 Total Ambient Temperature HPTCC Position

Each FADEC channel uses four sources of engine inlet temperature data: The high pressure turbinr clearance control (HPTCC) valve actuator position
two engine sensors (T1.2) and two a/c ADS signals (TAT). The engine T1.2 is measured by a dual wound LVDT. Each HPTCC signal is shared with the
sensor is a dual element resistive thermal device (RTD) mounted in the flow other channel via the CCDL.
stream in front of the fan and well above the engine centreline with one ele-
ment hardwired to each FADEC channel. Each T1.2 signal is shared with the
other channel via the CCDL. TBV Position
The transient bleed valve (TBV) actuator position is measured by a dual
T2.5 Compressor Inlet Temperature wound LVDT. Each TBV signal is shared with the other channel via the
The engine T2.5 sensor is a dual element resistive thermal device (RTD) CCDL.
mounted in the flow stream in front of the compressor with one element
hardwired to each FADEC channel. Thrust Reverser Position
TRAS actuators 3 and 4 have an LVDT and a locked switch that are read by
T3Compressor Discharge Temperature the FADEC. Each LVDT and locked switch signal is shared with the other
The engine T3 sensor is a dual element thermocouple (TC) mounted in the channel via the CCDL.
flow stream in front of the compressor with one element hardwired to each
FADEC channel.
T4.95 Inter-Turbine Temperature (ITT)

Three electrical identical ITT probe assemblies, each with three probes and
each probe having two thermocouple elements (DT’s), are arranged circum-
ferentially on the turbine case. The probes are electrically averaged and
routed to the FADEC.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
Driver closes the TRAS DCU ground relay contact. This clears the FADEC
Engine Compressor Discharge Pressure (PS3) interlock of the TRAS deploy command
One pressure sense line runs from the combustor case through a strut and
forward to the FADEC compartment. The pressure line splits and goes to Each channel also drives current to the SPDAs to activate the igniters. The
each of two P3 pressure transducers, one per channel, mounted on the relays are wired in parallel so either FADEC channel can independently ac-
FADEC. Each P3 signal is shared with the other channel via the CCDL tivate each relay driven function.
In addition, each channel drives current to the over speed shut off valve.
Engine Inlet Static Pressure (P0)
Each FADEC channel uses four sources of engine inlet static pressure: two
engine sensors (P0) and two Aircraft ADS signals. The engine P0 sensors The FADEC torque motor, solenoid and relay functions are monitored to de-
are pressure transducers mounted on the FADEC, one per channel, that tect open or short circuits. If a failure is detected, the FADEC may transfer
sense the pressure in the FADEC compartment. Each engine P0 signal is control to the stand-by channel. If the stand-by channel is not available or is
shared with the other channel via the CCDL. The aircraft signals come from degraded more than the active channel, then a reversionary mode is used.
2 pitot tubes mounted forward on the fuselage, near the cockpit. The Air Five types of tests are used to monitor output drivers:
Data System transmits the A/C signals over an ARINC data to the FADECs
via the MAU.
1. Current Monitor - The return path current of the output circuit is measured
Alternator Power and compared to the demanded current.
Alternator Power from the engine supplied PMA 2. Voltage Monitor - The voltage across the load is measured and compared
to a minimum threshold which is a function of the measured current and
the load resistance.
3. Over current Detection - An over current threshold trip sets a discrete to
the software.
Output Signals 4. GSBIT Test (Ground Start Built In Test - A small test current is applied
during GSBIT to check circuit continuity.
Each FADEC channel drives current to three dual wound torque motors to 5. Loop Test - Downstream feedback (e.g. LVDT position for WF and VG,
position the: N2 for the starter relay) is used to evaluate whether output is having de-
sired effect.
• Metering valve,
• VBV Actuators, VSV Actuators, TBV Control of Torque Motors
• HPTACC, LPTACC For torque motor control, FADEC channels operate in an active / stand-by
mode where only one channel is ever in control. The in control logic uses
Also, each channel drives current to two relay coils to activate the thrust re- fault flags from input and output signal fault logic to determine its health. Lo-
verser ICU and DCU ground relays. Energizing the ICU Ground Relay Driver cal and cross channel health are then compared to determine which channel
closes the ICU ground relay contact. This clears the FADEC interlock of is healthier and should be in control. Health is shared between channels by
TRAS hydraulic power. Energizing the TRAS Direction/Lock Ground Relay the hardwired back up CCDL if the primary CCDL fails.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
Cross Channel Data Link
Each sensor has one coil or element hardwired to one FADEC channel and
a second coil or element hardwired to the other FADEC channel. The chan-
nels share the data over the CCDL. The CCDL is a queued serial peripheral
interface and is internal to the FADEC.
Data blocks transmitted on the CCDL are validated by the receiving channel
with two tests. A check sum test verifies that the data being received has not
been corrupted during transmission. An activity test verifies that the data be-
ing received is not stale. In addition, individual signals are tested for parity,
signal status matrix, source destination identifier, and transmission rate.
The CCDL is backed up with a hardwired cross channel capable discrete.
Each channel indicates to the cross channel that it is capable by toggling a
single hardwired discrete. This discrete is used to prevent FADEC channels
from operating in an active-active or stand-by-stand-by mode when the
CCDL is lost.
Selection Logic General Philosophy

Signal selection logic is used in the FADEC to determine how faults are ac-
commodated. The strategy varies from signal to signal depending on the
hardware configuration, the likelihood of failure, the consequence of failure,
and the ability to model the signal.
The general strategy for dual signals is:
a) select the average when both signals are valid.

b) select the local signal when the cross channel signal is invalid.
c) select the cross channel signal when the local signal is invalid.
d) calculate an average weighted toward a preferred signal, such as the
maximum or a model, when the local and cross talk signals disagree
e) select the default when both signals are invalid
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
T1.2 Selection
Each FADEC channel uses four sources of engine inlet temperature data:
two engine sensors (T1.2) and two a/c ADS signals (TAT). If either the TAT
heater Fault bit or the TAT Heater Invalid bit is set, TAT data should be ig-
nored.
To minimize the impact of T1.2 or TAT faults during the takeoff roll, the am-
bient temperature is programmed in the Take-off Data Set. The selection
strategy changes with calibrated airspeed (KCAS), altitude and throttle as
described below:
Take-off Use OAT entered from TDS for thrust management.
OAT entered from the TDS will be corrected as a function of altitude for a
standard atmosphere.
Above 1700 ft ATOA Start using selected T1.2 value for thrust management.
N1 Selection Logic
The N1 probe has 3 windings, one for each FADEC channel and a third for
the EVM. The N1 signals are hardwired to the FADEC and shared between
the channels via the CCDL.
If both the local and cross talk N1 signals are invalid in the channel in control,
then a modelled N1 value is selected and the engine will run on the N2 shad-
ow governor resulting in a thrust change of up to - 9%.
N2 Selection Logic
Each hardwired N2 signal is shared with the other channel via the CCDL so
each channel receives four independent electrical core speed inputs.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
TLA Selection Logic
Each FADEC channel receives one RVDT signal and shares the data with
the other channel via the CCDL.
If an unisolated soft fault occurs, selected TLA is set to the maximum of local
and cross talk signals when in flight or on the ground above 65 kts. Other-
wise the minimum of local and cross talk signals is used.
If both local and cross talk TLA signals are invalid in the channel in control,
then the selected TLA defaults to the last good value. The default changes
to approach idle when the flaps are down, the landing gear is down and
locked, and the aircraft's altitude is less than 15000 feet. The default chang-
es to ground idle when WOW is true.
When the thrust reversers are deployed, selected TLA is used to set reverse
thrust.
WF Position Feedback Selection Logic

If both WF signals are invalid in the channel in control, then an engine shut-
down is commanded.
WOW RELAY 1
TO FADEC 2 CHA
FADEC 1A
PWR
B WOW
TLA
ENG
TCQ
TO CH B
A
(SDS 76-11)
(SDS 76-12 )

BUS BUS
TO CH B FADEC A
R AT ING 4112T36P 0 1 0 2
N1 T RIM 4112T38P 0 5
DATA
BUS
TO FADEC 2
ENGINE 1

(SSM 77-10-80) CH A MAU 3
(SSM 77-20-80)
CH B
(SSM 31-41-80)
B
XTALK

REVERSER SPDA 2
(SSM 78-33-81 ) (SSM 24-61-80)
ENGINE 1 ICU RLY

DCU/ COWL RLY LICC
FROM CH A
TO CH A
(SSM 24-51-80) C
VSV, VBV, TBV,
HPTCC
D
FEEDBACK
ENGINE
STOP INPUT
(SSM 75-30-80)
START/STOP
SWITCH
(SSM 80-00-82)
WOW RELAY 2
WOW
FADEC 1B ENGINE 1
PWR TO FADEC 2 CHB
C
DC ESS BUS 2
190
ELECTRICAL POWER SUPPLY FADEC via the ARINC data bus. This data is used by the FADEC to detect
a loss of T1.2 heater power and to compensate the T1.2 sensor signal.
The aircraft provides the following power supplies to the engine control sys- Ignition Exciter Power
tem:
The aircraft provides 115V, 400Hz power to the ignition exciters. Ignition op-
eration is controlled by the application of power to the exciter as described
(a) 28 VDC power supply to each FADEC channel. in the ignition system.
(b) 28 VDC power supply for T1.2 anti-icing.
(c) 115V/400 Hz power to each ignition exciter.
Aircraft 28 VDC FADEC Power Supply Interface

Each FADEC accepts a 28 VDC input as an equivalent power supply exci-
tation when the engine alternator (PMA) is not capable of powering the
FADEC. Since the engine mounted PMA does not provide sufficient power
to operate the FADEC below 50% N2, the air frame energizes all applicable
busses prior to an engine start to ensure that both FADEC channels are
powered.
Each FADEC channel has a dedicated input from the engine permanent
magnet alternator (PMA). When the engine speed is greater than 50% N2,
the dedicated alternator input has the capability to provide all electrical pow-
er for the FADEC system.
Selection between the aircraft 28 VDC and the PMA power is performed au-
tomatically by the FADEC. The FADEC power supply will draw power from
the higher of the two voltages.
T1.2 Anti-Icing Power

The air frame provides an anti-icing power supply interface for each engine
to directly de-ice the engine T1.2 sensor. The FADEC controls the T1.2
heater power by transmitting a command to the MAU over ARINC. The MAU
then commands an SPDA to turn the T1.2 heater power on or off.
The power supply to the T1.2 sensors is segregated as much as possible to

minimize the probability of losing heater power to both engines simultane-
ously. The T1.2 heater current is sensed by the MAU and transmitted to the
Figure 11: FADEC Electrical A/C Supply
AC
RAT IDG APU IDG
EXT
GEN 1 GEN 2
PWR
GLC 1 EPAC ALC GLC 2
AC ESS BUS E1 IGN B AC BUS 1 AC BUS 2 E2 IGN B

CB29 CB1
GSTC
STBYC
AC GND
SVC CB4
STANDBY AC BUS
TRU ESS TRU 1 TRU2
E1 IGN A
E2 IGN A
DC GND
SVC TRU 1C TRU 2C
TRU EC
DC BUS 1 DC BUS 2
DCTC EC 2
EC 1
ETC 2
DC ESS BUS3 DC ESS BUS2

ETC1 BC2
E1 FADEC B
DC ESS BUS 1 E2 FADEC B
E1 FADEC A
BC 1 AF1
ASC
E2 FADEC A TO APU
HOTBATT BUS 2 START
DC
HOTBATT BUS 1 ABC EXT
EPDC PWR
AC INVERTER BATT BATT

1 2
DC 250VA
190
Engine Identification and Configuration The FADEC receives six discrete inputs for application identification. Appli-
cation ID jumpers are installed at the pylon. The first two discretes specify
the aircraft application. The remaining 4 discretes are used for aircraft model
Engine ID specification. The EICAS message, “ENGx, NO DISPATCH” can indicate a
disagreement.
The Engine ID is used in the FADEC to differentiate between Left and Right
Engine at power-up. The Engine ID is selected based on a hardwired dis-
crete for FADEC channel A and B and an ARINC SDI label. Cross channel The FADEC will store the previous APPID value in NVM and will use the
communication in the FADEC is used to transfer hardwired Engine ID data NVM values for in flight reset/power-up.
to the active channel.
FADEC cross channel data will verify that both channels of Application data
Engine Configuration Plug (ECP) agree, if not, the past value in NVM will be used to select the Application da-
The Engine configuration Plug (ECP) provides serial data that is read by the ta. The NVM will not be updated unless the Application data from both chan-
FADEC at the time of power up on the ground. The ECP provides informa- nels agree.
tion on the engine serial number, engine thrust rating, hardware configura-
tion, and N1 modification (N1 Trim). The configuration plug fields can be ECP Cross Engine Validation
programmed using the PMAT programming tool.
The aircraft MAU will also compare the Engine Ratings from both engines
1) Engine Serial Number field - 24 Bits as a validity check. Each engine will provide an ECP Engine Rating from
2) Engine Configuration field - 12 Bits each FADEC channel. If rating information is not available from at least one
Currently, only CF34-8E and CF34-10E baseline configurations will be channel per engine, the MAU will indicate the appropriate fault to prevent
used. Additional space is reserved for future engine configurations. dispatch.
3) Engine Rating field - 6 Bits
4) N1 Modification field (N1 Trim) - 4 Bits
The FADEC is capable of detecting corrupted data from the configuration

plug. The FADEC will store the previous value in NVM and will use the NVM
values for in-flight reset/power-up.
FADEC cross channel data will verify that both channels of Configuration
data agree, if not, the past value in NVM will be used to select the configu-
ration data. The NVM will not be updated unless the Configuration Plug data
from both channels agree.
For FADEC single channel dispatch, the Configuration Plug data and the
NVM past value must agree.
Application ID
Figure 12: Engine Configuration Plug
Programming connector
Cap
Circuit card
Base
Connectors
190
ENGINE THRUST MANAGEMENT SYSTEM
The thrust management system is designed to provide rated engine thrust

around the flight envelope. The Thrust Management Logic is made up of the following functions:
(a) TLA Schedules

The inputs to the Thrust Management system are:
(b) Thrust Management Rating Tables
• Mach number (Mn) (c) Thrust Management Bleed Bias
• Ambient pressure (P0, ALT) (d) Flex Takeoff Function
• Total air temperature (T1.2, TAT) (e) Idle Selection Logic
• Bleed discretes (f) ATTCS Logic
• Approach discrete (Landing Gear, Flaps, altitude) (g) N1 Synchronizing
• Thrust lever angle (TLA) (h) Reverse thrust schedules
• Take-off Data Set (flex, OAT, TO Rating and A/I) (i) Bleed Load Determination
• Thrust reverser position (TRX) (j) Bleed Port Pressure Calculation
• Wheel spin (WS) (k) Auto Throttle Logic
• Weight on wheels discrete (WOW) (l) Thrust Reverser Interlock
• Fan speed (N1)
• Core speed (N2)
• Compressor discharge pressure (PS3)
• Fan speed from the other engine (for ATTCS)
• TLA from other engine
• N1 Trim from TMS
• Compressor discharge temperature T3
• Booster discharge temperature T2.5
• Turbine case temperature Tcase
• Change N1 trim from TMS to N1 trim from ECP
Figure 13: TMS Block Diagram
PS3 Idle Reference (Min

WOW Min PS3 & MIN N2 PS3 Governor)
APPROACH IDLE RATINGS
N2 Idle Reference (Min
N2 Governor)
BLEED BLEED BIAS Bleed Biases for each
DISCRETES TABLES/FUNCTIONS
MN
AIR SIGNAL
TAT, P0, SELECTION
AND Mn, Tamb,
ENGINE SENSOR CALCULATION Altitude
T2, PS3,N1,P0,N2S
TLA N1 RATING
DETERMINATION
T/O Data Set
N1 Bug
OAT/FLEX
Display
Cruise
Logic Rating Icon
Max Rev
N1 IDLE
CLIMB
TLA SCHEDULE N1
MCOEI Demand
Throttle
T/O Characteristic
APR
MPR
Other Engine
APR APR Command
N1 LOGIC
Thrust Reverser T/R Stowed

T/R Logic N1 Sync Autothrottle
Logic Trim N1 Ref
N1 Trim
190
TLA Schedules
Engine forward and reverse thrust is modulated by moving TLA (Thrust Le-
ver Angle) to select either a desired engine thrust rating or an intermediate
thrust level. The TLA schedule has 5 flats. Linear interpolation of N1 versus
TLA is used between Reverse Idle and Max Reverse flats. Between the For-
ward Idle and TO/GA Thrust flats, a non-linear interpolation of N1 versus
TLA is used.
For forward thrust operation, the FADEC will transition from PS3 or N2 gov-
erning at forward idle to fan speed control at Maximum Cruise.
For reverse thrust operation, the FADEC will transition from N2 governing at
reverse idle to fan speed control at Max Reverse.
In order to synchronize N1 for both engines and/or allow small changes in

N1 without changes in TLA, a N1 Trim feature is provided.
AEO Takeoff, OEI Takeoff, AEO Go-Around, OEI Go-Around, Maximum

CON (MXCN), Climb 1 (CLB1), Climb 2 (CLB2) and Maximum Cruise (MX-
CR) ratings are defined as corrected fan speed schedules. They are a func-
tion of selected Mach number (Mn), pressure altitude (POALT), and delta
ambient temperature from ISA (D_TAMB). Ambient temperature (TAMB)
shall be equal to OAT entered during TDS for takeoff or computed from Mn
and selected total inlet air temperature (T2) when not in takeoff phase.
Figure 14: FADEC TLA versus FAN Speed
190
Takeoff Data Set Function
• ENG Anti Ice (ON / OFF)
• ALL Anti Ice (ON / OFF)
The Takeoff Data Set (TDS) function allows selecting parameters which im-
pact takeoff thrust.
The pilot shall select both reference anti-ice inputs OFF if there is no icing
condition for takeoff.
TDS Data Entry and Acceptance
The pilot shall select reference engine anti-ice input ON if there are icing
Upon bringing up the TDS page on the MCDU, the data currently being conditions for takeoff and OAT is lower than 2 deg C .
transmitted by the FADEC will be displayed in green. As the pilot modifies
the TDS data, the modifications will be displayed on the TDS page in white. Selecting REF ALL ON automatically results in selecting REF ENG A/I ON
(Logic performed by MAU).
When finished modifying the data, the pilot selects the ACCEPT button
which prompts the MAU. The FADEC will accept the TDS data only if all of Flexible Takeoff
the following conditions are met: The FADEC has the capability to provide a reduced thrust takeoff feature
when the aircraft load factor, runway length, etc. are such that maximum
takeoff thrust is not required. Thrust reduction for flex takeoff is limited to the
1. WOW is true greater of the CLB-2 rating or 75% of the maximum takeoff rated thrust.
2. TLA is less than 50.0 degrees
Reduced takeoff thrust selection is performed via input of an “assumed am-
Once the FADEC accepts the TDS data, the values being transmitted to the bient temperature” (TDS_FLEX) during TDS.
EICAS and MAU will be updated and the “ENG NO TAKEOFF DATA” CAS
message will be cleared.
Flex Mode
The flex mode can be set when all of the following conditions are met:
The FADEC also conducts validity tests on the OAT and Flex Temperature
inputs. If either parameter fails the validity test, the FADEC does not accept
the changed value of that parameter. In this case, the FADEC does not clear (a) TLA is in Idle Flat
the “ENG NO TAKEOFF DATA” CAS message bit. (b) WOW has been True for at least 1 minute
(c) a valid FLEX_TAMB is received
Selected FADEC Channel (d) FLEX_DTAMB > DTAMB
In general, the TDS will use the data from the in-control FADEC channel of
engine 1 to drive the TDS page. The flex mode is cleared when any of the following conditions are met:
(a) FLEX_TAMB < -95°C

Anti-Ice Input from TDS (b) ATTCS triggered
There will be two inputs in the Takeoff Data Set (TDS) page on the MCDU (c) TLA at Max Thrust flat
for REF A-ICE: (d) TOGA (Thrust Set) mode not equal to takeoff
Figure 15: T/O Data set Page
190
Thrust Rating Selector Synchronization
The Thrust Rating Selector (TRS) function provides input to the EICAS and Synchronization of fan speeds of the two engines is controlled by the air-
input to the FADEC for determining the rating associated with the TOGA craft’s TMS using the N1 Trim function.
(thrust set) TLA flat.
The TRS page allows the pilot to choose automatic selection of thrust rating Electronic Thrust Trim System
mode by TRS, to manually select between thrust rating modes or to select
the default climb mode for the TRS. The page will display the thrust mode The Electronic Thrust Trim System (ETTS) is a part of the Thrust Manage-
currently selected by the TRS in green and indicate the default climb mode. ment System and provides electronic throttle flats for non-auto-throttle oper-
ation, N1 synchronization of the two engines for non-auto throttle operation,
and TLA trim to minimize TLA movement during auto-throttle operation.
On the ground all choices except AUTO, CLB-1 and CLB-2 will be grayed
out.
Engine-to-Engine Thrust Differences
In the case where takeoff is flexed below CLB-1, the TRS will automatically The engine T1.2 sensor system accuracy may result in a thrust difference
select CLB-2 as the default climb mode and inhibit any subsequent selection between the two engines if the aircraft TAT data is invalid, not available or
of CLB-1. not used in a particular regime of the flight envelope, and if the N1 Trim func-
tion is not active. Normal signal selection logic will select aircraft TAT so that
both FADEC’s schedule the same N1 reference. Without TAT data (or if the
FADEC Thrust Mode Selection FADEC rejects TAT through the T1.2 selection logic) the engine T1.2 value
The FADEC defaults to TO mode for both the TOGA (thrust set) and max is selected in each FADEC and T1.2 signal variations of ±2.8 °C can cause
thrust TLA flats and ignores all TRS input except “Windshear Warning” and a thrust variation of approximately ±2% in thrust.
“Windshear Caution” until 400 ft ATOA. The FADEC resumes lockout of the
TRS inputs when WOW = TRUE for 60 seconds. NOTE: WOW=T will cause
the TOGA (thrust set) flat to default to TO and the max thrust flat (except for The engine P0 sensor system accuracy may result in a thrust difference be-
windshear conditions) to default to TO. tween the two engines if the aircraft P0 data is invalid, not available or not
used in a particular regime of the flight envelope, and if the N1 Trim function
is not active. Normal signal selection logic will select aircraft P0 so that both
Windshear FADEC’s schedule the same N1 reference. Without A/C P0 data (or if the
The FADEC transitions the max thrust flat to GA mode upon receipt of either FADEC rejects A/C P0 through the P0 selection logic) the engine P0 value
the windshear warning discrete or the windshear caution discrete. This tran- is selected in each FADEC and P0 signal variations of ±0.2 psi can cause a
sition can not be inhibited by any other conditions. thrust variation of approximately ±0.5% in thrust.
Note that P0 and T1.2 variations are not additive, since the variability is ex-
pected to be normally distributed.
Figure 16: Thrust Rating Selection
190
Thrust Mode Indication on EICAS Automatic Rating Type Transition Logic
When the TLA is below the max thrust flat, the EICAS displays the icon and The Automatic Flight System has an Auto Rating Type Transition Logic that
N1 reference value corresponding to the thrust rating selected by the TRS. controls the engine rating changes according to flight phase, airplane con-
figuration and number of engines running.
The FADEC provides the N1 reference values for each thrust rating.
TO is the engine thrust rating selection on ground, and it remains in TO
mode while airplane is below 400 ft AGL.
When the TLA is at the max thrust flat, the EICAS displays the icon and N1
reference value corresponding to the max flat thrust rating currently used by
the FADEC. The change of engine thrust rating from TO to CLB is set when the following
conditions occurs simultaneously:
If the selected thrust rating is TO, the EICAS icon will reflect the takeoff • Any change in vertical mode is detected.
mode (i.e. TO-x). • Airplane altitude is above 400 ft AGL.
• Both engines are running.
The EICAS will append the thrust rating icon with RSV (e.g. GA RSV) when • Landing gears are retracted.
the TRS selected thrust mode is TO or GA and the FADEC ATTCS Com-
mand is set.
If no change in vertical mode is detected, the engine thrust rating switches
from TO to CLB at 3000 ft pressure altitude AFE.
The EICAS will pretend the thrust rating icon with FLEX (e.g. FLEX TO-2)
when the TRS selected thrust mode is TO and the FADEC flex active bit is
set. In this case the EICAS will also display the flex temperature below the The active TRS flight phase is set to CLB when the airplane is in air and the
ATTCS icon. Altitude Pre-selector is above the current Baro altitude.
When the FADEC commands ATTCS, the N1 TO Reference and N1 GA
Reference values will change to the TO-RSV and GA-RSV ratings. In one engine inoperative condition, the engine thrust rating changes from
The EICAS will not reflect whether or not the engine is derated. TO to CON at 3000 ft pressure altitude AFE.
Wing Anti-Ice Minimum N1 The active TRS flight phase is set to CRZ when the airplane is in air and
Baro Altitude is between 100 ft above and 100 ft below of Pre-selected Alti-
The FADEC supplies an N1 WAI amber line to indicate the minimum N1 lev- tude for more than 90 seconds.
el required to provide adequate bleed to the wing anti-ice system. The WAI
amber line will be displayed under the following conditions:
1. Aircraft is in final approach

2. WAI is on
Figure 17: Thrust Rating Indication
Thrust Rating Indication
Flex Temp
ATTCS Enabled/Armed State
Active Thrust Rating N1 (Selected Fan Speed) Bug
Active Thrust
Rating Value N1 Reference
39° Active Thrust
Rating Bug
N1 (Selected Max Thrust per

Fan Speed) Current Rating
Value
N1 Red Line
190
ECS OFF Signal In general, the AMS will use the ECS OFF signal from the in-control FADEC
channel.
The FADEC may send an ECS OFF signal to the AMS, requesting that no If the AMS loses communication from one SPDA then the AMS will use the
bleed be extracted from the engine for the air-conditioning system. This sig- other SPDA as a backup source of information for the ECS OFF and channel
nal depends on the TDS input, pressure altitude, flight phase and engine fail- in control signals.
ure detection.
If the pilot sets Reference ECS off during the Takeoff Data Setting, the take-
off will be performed with no bleed being extracted from the engine to the
ECS. Bleed extraction will be allowed if altitude is higher than 500 ft ATOA
and both engines are above idle. If either engine is subidle, bleed extraction
will be allowed if altitude is higher than 9700 ft ATOA.
If the pilot sets Reference ECS on during the Takeoff Data Setting, the
FADEC will send an ECS OFF signal only if either engine is subidle. In this
case, bleed extraction will be allowed if altitude is higher than 9,700 ft.
During go-around, in case either engine is subidle, the FADEC will send the
ECS OFF signal if the pressure altitude is below 9,700 ft.
If the thrust lever is moved to the MAX position, the FADEC will also send
an ECS OFF signal.
In case of high altitude takeoffs (above 8000 ft), the threshold of 9,700 ft for
takeoff is changed to 15,000 ft.
The FADEC will send the ECS OFF signal only during high thrust opera-
tions. If the thrust levers are reduced below the TOGA (Thrust Set) flat, the
FADEC will set this signal to false.
If the FADEC transitions the ECS OFF signal from true to false, the pack
valves will be automatically released without any pilot action. The AMS will
disregard the FADEC ECS OFF signal if aircraft altitude is above 15,000 ft.
Figure 18: ECS OFF Logic
PALT <500ft ATOA
TO mode
at Thrust Set ECS OFF
SIGNAL
REF ECS TLA >_ 73°

OFF (2° hysteresis) _ MAX
TLA >
TO mode
at Thrust Set
PALT<PALTENV
GA mode
at Thrust Set If TOPALT < 8000' then PALT ENV = 9700'
else PALT ENV = 15000'
X ENG SUBIDLE
SUBIDLE WAKEUP
PALT<9700
190
Idle Selection Logic Approach Idle
Approach Idle is a corrected core speed setting which ensures acceptable
Idle thrust is defined by a minimum core speed setting, a minimum PS3 limit landing go-around transient capability. Approach Idle will be selected when
or a minimum fuel flow limit depending on which of the following idle settings WOW = False (in flight) and the Approach discrete is set.
are selected:
The Approach discrete is set when flaps 1 or greater or landing gear down
• Ground Idle (G/I) and locked AND altitude is less than 15000 ft.
• Flight Idle (F/I)
• Approach Idle (A/I) / Final Approach Idle The Approach Idle corrected core speed reference is a function of altitude.
The idle setting selection is based upon altitude, WOW, landing gear down The approach idle is max selected with the minimum PS3 requirements to
and locked (LGDAL), flap down discrete (FLPDWN), and the state of the ensure that minimum flight bleed requirements are met.
thrust reverser (stowed or unstowed) signals. The WOW signal will be de-
bounced (5 seconds persistence for going from true to false) to prevent spu-
rious operation during landing.
Final Approach Idle
The FADEC sets the Final Approach Idle for altitudes lower than 1200 ft and
Any idle condition governed by a minimum core speed setting, a minimum approach mode configuration. In the final approach idle the FADEC consid-
PS3 limit or a minimum fuel flow limit may result in an N1 mismatch between ers anti-ice off, regardless of the actual anti-ice system status.
the engines. The N1 mismatch will persist until the engines transition to N1
control.
Ground Idle Minimum PS3 Limit

Ground Idle is the minimum thrust setting. It is defined as the maximum of a The minimum PS3 limit is designed to provide minimum bleed pressure at
corrected core speed limit, a physical core speed limit or a minimum fuel flow the fire wall between the nacelle and the pylon for the ECS and A/I systems.
level (200 pph).
Under the final approach condition, the PS3 requirement for Wing Anti-Ice
will be disregarded when the anti-ice system is active. Therefore adequate
Flight Idle energy for anti-icing may not be available during final approach when anti-
icing is selected on.
Flight Idle refers to the idle setting used in flight (WOW = False) when Ap-
proach Idle is not selected. It is determined by either the flight idle corrected
core speed limit, the minimum PS3 limit or the minimum fuel flow limit which-
ever is most limiting. Flight Idle fan speed varies with altitude and can
change as a function of ECS bleed, and anti-ice bleed requirements.
Figure 19: Thrust Logic
190
ATTCS
ATTCS triggering on one engine will not activate ATTCS on the other en-
Each of the two engines is independently controlled by their respective gine.
FADECs. Each FADEC contains an Automatic Takeoff Thrust Control Sys-
tem (ATTCS) which will automatically up-trim the thrust of the local engine
to the reserve (RSV) thrust rating (if the thrust mode accommodates an in- When ATTCS is activated, the ATTCS command is latched, so that even if
crease in thrust). The purpose of the ATTCS system is to automatically pro- the triggering event no longer exists, ATTCS will remain active.
vide thrust increase in case of engine failure or cross engine data bus failure
during the TO or GA phases. If ATTCS is disabled for takeoff, the engine will not provide extra thrust if TLA
is pushed to MAX detent, unless TO thrust is less than CON thrust, in which
On engine start-up, ATTCS is enabled by default. ATTCS can only be disa- case if TLA is pushed to MAX the thrust will increase to CON. In the case of
bled if the “ATTCS OFF” option is selected via the MCDU (part of the Takeoff an OEI event there will also not be any extra thrust provided. If there is a
Data Set (TDS)). If the system is initially enabled via the MCDU, then the windshear warning or caution, however, the MAX thrust flat mode will tran-
system will remain enabled throughout the rest of the flight. In case of inad- sition to GA-RSV.
vertent FADEC reset, ATTCS will subsequently be automatically enabled
(default). ATTCS is reset, or inactivated, when both local and cross engine TLA are
below the TOGA (Thrust Set) flat corner point.
If ATTCS is initially disabled, at the end of the takeoff phase, ATTCS will au-
tomatically be enabled.
The only scenario in which ATTCS will not be enabled after the end of the
takeoff phase is if ATTCS has been inactivated with both throttles below the
TOGA (thrust set) flat, and the A/C is on the ground for more than 60 sec-
onds (which resets the TOGA (thrust set) mode to TO.
ATTCS is only armed when the system is enabled and either the local or
cross engine TLA is at or above the minimum position of the TOGA (Thrust
Set) flat (73°), which is the correct TLA position for TO.
If ATTCS is armed, then an OEI condition (15% fan speed mismatch, or data
bus failure), or TLA at MAX, or the presence of a windshear caution or warn-
ing, will trigger ATTCS.
The OEI signal will clear if the absolute fan speed mismatch is less than
13%.
Figure 20: ATTCS
T = > 15% FAN speed difference

or bus failure
OEI ATTCS Triggering Event

ATTCS Activated
TLA_AT_MAX
LATCH
ATTCS_CMD
WINDSHEAR warning or caution If ATTCS is activated,
do not display "ATTCS"
indication and change
Initializes to True on FADEC Reset thrust mode indication
accordingly
TDS_ATTCS
THRSET_MODE_TO ATTCS_ENABLED
If ATTCS is enabled, Only display "ATTCS"
THRSET_MODE_GA display white "ATTCS" indication when CON,
indication in cockpit CLB-x, or CRZ inputs
are NOT received from
TRS
ATTCS_ARMED
If ATTCS is armed,
display green "ATTCS"
indication in cockpit
ATTCS_OK_TO_ARM
Either TLA above
73deg arms system
XEN_ATTCS_OK_TO_ARM ATTCS_CMD_RESET
These signals go true when
local / cross engine TLA is
>= 73deg, and stay true
until TLA < Thrust Set flat Not
Both TLA below

Not thrust set flat required
to de-activate system
190
EICAS indications for ATTCS
In CRZ, CLB-x, or CON mode, or when the TOGA (Thrust Set) mode is set
to CON, ATTCS has no effect on the throttle characteristic so there will be
no “ATTCS” indication as for TO and GA modes.
In TO mode, if ATTCS is enabled, a white “ATTCS” indication will be dis-

played beneath the thrust mode indication on the display.
If ATTCS is then armed and still inactive, the “ATTCS” indication will turn
green. This indication is used to inform the pilot when he has reached the
correct TOGA (Thrust Set) position, since ATTCS only arms when TLA is at
the minimum TOGA (Thrust Set) position (73°).
If ATTCS is then activated, the “ATTCS” indication disappears, and the

thrust mode indication changes accordingly. This indication will be displayed
until both TLA are pulled back below TOGA (Thrust Set).
When the TOGA (Thrust Set) mode has transitioned to GA, ATTCS is auto-
matically enabled, if it wasn’t already, and a white “ATTCS” indication is dis-
played beneath the thrust mode indication on the display.
ATTCS
The FADEC will flag a warning message if there is a discrepancy between
demand and display.
Figure 21: ATTCS Indication
190
TLA with ATTCS enabled
ATTCS enabled is the default selection when powering up the aircraft.
By moving the thrust lever beyond the thrust set position to the MAX position
(85°), the thrust will increase in accordance with the ambient conditions to
the max thrust value.
This value is equivalent to the thrust that would be available after automatic
ATTCS triggering.
Figure 22: TLA with ATTCS enabled
190
TLA with ATTCS disabled
When ATTCS has been disabled via the MCDU, no additional thrust will be
available after moving the thrust lever beyond the thrust set position to the
MAX position (85°).
The thrust is limited to the available thrust in the selected TO-mode in ac-
cordance with the ambient conditions.
Figure 23: TLA with ATTCS disabled
190
TO3 with ATTCS disabled
In case the ATTCS has been manually disabled via the MCDU and a TO-
Mode is selected with a thrust output below the CON-Mode thrust (e.g. in
TO-3), the thrust will be increased to the maximum CON-Mode value after
moving the thrust lever to the MAX position (85°).
The thrust will not increase to the MAX value, it is limited to the highest pos-
sible thrust of the Continuous mode in accordance to the ambient conditions.
Figure 24: TO3 with ATTCS disabled
190
Auto throttle
Auto throttle rate commands, engage and system status are transmitted
The EMB190 contains a dual Auto throttle System. The Auto throttle System from the AIOP module to the TCQ via an ARINC 429 interface. Monitors
uses data from the FADEC, TCQ, MCDU, AFCS Flight Director, and Flight control the TCQ enable line that can de-power the TCQ servos to ensure
Management systems to provide automatic, full flight regime energy man- that the system can be reliably disconnected. Servo tachometer and TCQ
agement. system status is received by the Auto throttle system via an ARINC 429 in-
The Auto throttle will automatically position the throttle levers for speed or terface. The AT can be disconnected by pressing the engage/disengage
thrust control by closing the loop on Throttle Resolver Angle from the switch on the GP or either one of two disconnect switches located on the
FADECs. Only the high priority Auto throttle will perform this function. TCQ.
The following features are provided by the Auto throttle system: Pilot override of the auto throttle is allowed, but the throttles return to the
commanded position after override ceases. Auto throttle engagement is al-
• The dual TMS allows either AFCS channel to control the throttle lowed with a single engine operational. The Auto throttle system does not
provide engine over speed or over temperature protection because those
servos and ETTS. functions are performed by the FADEC. The AT always honours the active
• Priority automatically switches when the high priority AT channel engine thrust rating.
detects a failure and the other channel is still capable.
• If the AT was engaged when this priority transfer occurs, it is auto-
matically disengaged and must be manually re-engaged by the
crew.
• Manual channel selection of the AT is available to the flight crew via
the MCDU, provided the two channels are equally capable.
Full Flight Regime Auto throttle Operation including:
• Takeoff
• Climb
• Cruise
• Approach (Glides lope)
• Go Around
• Retard
• Windshear
• FADEC provides digital parameters such as Engine Ratings (TO,
GA, CON, CLB1, CLB2, CRZ),
• N1 Ref, TRA, and other data, required for closed loop control.
Figure 25: Auto throttle
FADEC
AUTHORITY
ARINC LIMITS
N1 TRIM
MAX THRUST
T/O
ATTCS +
MX CLMB + WF N1
AUTO CONTROL
THROTTLE R MX CONT
THROTTLE MX LAWS & ENGINE AIRCRAFT
RVDT 1
SYSTEM N REV FMU
REV
IDLE
IDLE N1 N1 FEEDBACK
THROTTLE POSITION DEMAND
COMMAND
THROTTLE
N1
REF
THRUST ARINC
MANAGEMENT
SYSTEM N1 REF. AND
N1 FEEDBACK
190
Over speed Protection System coil. If switch closure is not detected, a fault message is sent to the aircraft
on AIRINC.
Over speed protection is provided on the core speed rotor. Engine operation
is such that the fan rotor will not over speed unless the core rotor first over-
speeds. Over speed protection is provided by dedicated electronic speed A shorted switch will be detected by ground start BIT, which will send a mes-
switches in the FADEC, independent of CPU functions. Each FADEC chan- sage to the aircraft.
nel has two speed switches which monitor the core rotor speed. One speed
switch uses the speed signal from the alternator and fuel pump speed sen- When the thrust lever is advanced from ground idle and the engine corrected
sor; the other speed switch uses the speed signal from the fuel pump speed core speed reaches approximately 8% above ground idle, the test sequence
sensor. Both switches must close to flame out the engine. The over speed of the switches is repeated.
system in both channels is always active regardless of which channel is in
control.
When the aircraft is on the ground and the Start/Stop Switch is set to STOP,
the FADEC will hold the engine at ground idle. The CPU will then send a sig-
The over speed protection will activate when the AGB signal and either the nal to the over speed switches to bias down their trip points simultaneously.
alternator signal or the AIP AGB signal exceed the over speed N2 threshold This will cause both switches to close, which will energize the shut-off sole-
of 101% (of 18,018 RPM). Upon activation, the fuel shut-off solenoid will en- noid and flame out the engine. If after 2 seconds the engine has not flamed
ergize, shutting off fuel, causing the engine to flame out. out the FADEC will close the metering valve which will flame out the engine
and send a message that the over speed system has had a failure.
The FADEC will detect the flame out and turn on ignition. When speed falls
below the over speed threshold, the shut-off solenoid will be de-energized The AT modes:
and fuel will be readmitted to the engine.
• Speed Control Mode - Speed on Thrust (SPDt)
The over speed system latches fuel off if three or more over speed condi-
tions are detected within 30 seconds. Normal fuel operation resumes when
the pilot commands an engine shutdown via the STOP switch. • Flight Level Change Thrust Control Mode - Speed on Elevator
(SPDe)
Automatic Over speed System Test • Takeoff Thrust Control Mode (TO)
The FADEC over speed system is tested by the FADEC on each engine • Go-Around Thrust Control Mode (GA)
ground start, before each flight and on engine shutdown on the ground. The
first two tests will not flame out the engine; the test at shutdown will.
• Take off Thrust Hold Mode (HOLD)
When an engine is started on the ground and reaches idle, Built-In Test
(BIT) circuitry in the FADEC, commanded by the CPU sequentially resets • Retard Mode
the speed switch trip point of each speed switch to a value slightly less than
idle. When each switch closes, BIT circuitry sends a signal to the CPU indi-
cating if the switch closure has been detected through the shut off solenoid
Figure 26: Over speed Protection
+20V
HIGH SIDE
SWITCH
ALT. SPEED
SIGNAL TO AIP
ALT.
POWER NOT USED FOR TEST
INPUT OVERSPEED
SUPPLY REQUEST
AIP
MAIN
O/S TRIP FUEL
LIMIT - CPU SHUT OFF
+
COMPARSON DONE IN SOLENOID
AIP SOFTWARE
TEST
REUEST
AGB
sensor
LOW SIDE
SWITCH
190
FADEC Failures
Normal Periodic BIT (NPBIT) is run continuously in foreground or back-
The FADEC and electrical system architecture is dual redundant, including ground mode. This test is designed to continuously monitor the health of the
dual FADEC channels and dual windings on sensing elements. Each sensor processors and computer memory. GSBIT takes a maximum of 1.982 sec-
electrical element is hardwired to one FADEC channel and sent to the other onds to execute.
channel via the cross channel data link (CCDL). In addition, each ARINC in-
put is received on two different ARINC receivers in each channel.
In addition to these BIT modes, all interfaces, including the ARINC, CCDL,
sensors, hardwired discretes and output drivers are continuously tested.
Each FADEC channel performs fault identification and accommodation to al-
low the FADEC system to maintain engine control and aircraft communica-
tion. The FADEC accommodates single electrical failures and single
component faults in the following manner: N2 Shadow Governor
The N2 shadow bottoming governor provides thrust response from the TLA
1) Switch to redundant signal or channel - no effect on engine control. input in the event of a dual N1 sensor loss. It also provides authority limits
2) When 1) is not possible, provide limited thrust or engine response. for N1 speed sensing errors and N1/N2 mismatches such as in the case of
3) When 2) is not possible, provide a safe engine shutdown. fan blade damage.
A fully operational control system that has a single electrical failure in an

identified signal source does not result in a loss of thrust control or an engine
shutdown.
Built-In-Test
The FADEC has three BIT modes designed to test the computer functions
of both, the main CPU and the Autonomous Input Processor (AIP) as well
as the output drivers and ARINC transceiver chip.
Power On BIT (POBIT) is initiated automatically after any FADEC power on

reset. This test is designed to test the most critical computer functions while
allowing the FADEC to quickly come on line.POBIT takes a maximum of
0.246 seconds to execute.
Ground Start BIT (GSBIT) is executed on the ground if the engine is not run-
ning when any of this conditions exist:
a) after the completion of POBIT.
b) when the engine is being shutdown.
Figure 27: Potential Loss of thrust control
CONDITION RESULT
Loss of two VSV feedback signals Engine goes to idle
Large VSV soft fault VSVs go to Overclosed
Loss of two engine T1.2 signals and Engine goes to idle

two aircraft TAT signals
Loss of two N1 signals Run to N2 Shadow Governor Mode
No thrust loss at sea level, but thrust decreases

Loss of four P0 signals
with altitude to near idle thrust at high altitude
Fixed thrust by holding the last good value, then

Loss of two TLA signals approach idle when approach bit set by FADEC
and then ground idle when WOW is true
Loss of two TRAs LVDTs and two Engine goes to idle

Stowed switches or soft faults
190
Fault Declaration
Signals that have a persistent range or isolated soft fault are disallowed from
use in the selection logic. If the range or soft fault clears, the signal can again
be used in the selection logic once the persistence counter has cleared.
A longer persistence is applied to the faulted signal before a message is

generated on one of the ARINC status or maintenance words.
In-Flight Shutdown
In-Flight Shutdown List
1) Loss of two fuel metering valve (WF) feedback signals.

2) Large WF feedback soft fault.
3) Loss of four N2 signals.
4) Three over speed trips within 30 seconds.
Reversionary Control Modes

The FADEC avoids in-flight shutdown (IFSD) under certain multiple fault
scenarios, however loss of thrust control (LOTC) or slow engine response
may result.
Figure 28: Slow engine response
CONDITION RESULT
Small WF feedback soft fault Ndot schedules scaled back
Loss of two Ps3 signals Ndot schedules scaled back
Loss of four P0 signals WF/Ps3 accel schedule scaled back
190
ENGINE COCKPIT INDICATIONS AND MAINTENANCE Fault Detection and Isolation
DATA
The FADEC will use all available inputs to detect failures. The main items
that are checked are:
The FADEC will monitor inputs from various sources and perform tests for
failures and over limit conditions. a) ARINC 429 Inputs
b) Engine Sensor Inputs
The FADEC will also monitor data to determine when to request trend data c) Torque Motor Circuits
saves, when limit exceedances are to be tracked and reported. The FADEC
will also work in conjunction with the MAU, CMC, MFD and the CCD to pro- d) Relay and Solenoid Circuits
vide engine test capability for maintenance personnel. e) Demand vs Feedback Disagreement
f) Internal FADEC CPU processing and internal items such as RAM or
Data for trend data records will also be supplied to the aircraft. Data will be CCDL
provided for the Flight Data Recorder (FDR). g) ARINC 429 outputs
When FADEC memory is full, the oldest data will be over written. This NVM
EICAS fault messages and problem indication data is available at the FADEC connectors with portable test equipment and
the data is primarily for shop level trouble shooting.
The FADEC will perform diagnostics on its input data to determine if any fail-
ures exist. If a failure exists, and if the failure is one that the pilot needs to
be aware of, a message or indication will be displayed on the EICAS. If a fail- The MAU will receive the FADEC information and will make that data avail-
ure condition is not severe and does not directly affect engine operation, the able on the ASCB bus. The MAU and SPDA will use FADEC and other in-
engine dispatch level is calculated and a message will be transmitted for dis- formation to perform some fault detection, isolation and indication on engine
play on the appropriate device (EICAS or MFD). Some engine related EI- components such as the lube system and the TRAS system.
CAS messages or indications and maintenance faults require the MAU or
the SPDA to perform the checks as the required information is not available The MFD will display exceedance data and FADEC-detected dispatch limi-
to the FADEC. tations and fault codes
Fault data will be saved in the CMC for display on the CMC-driven MFD dis- The FADEC will store fault indications for 10 flights to provide for the CMC
play. being out of service.
Figure 29: Cockpit indication
190
Time Limited Dispatch (TLD) The economic time dispatch level indicates that at least one economic dis-
patch fault exists. This dispatch level is included for failures in items that af-
fect economic items. The means of checking for economic dispatch faults
A TLD condition exists when the faults detected by the FADEC indicate a will be to interrogate the MFD-driven Engine Maintenance Page at A check.
condition where dispatch is allowed, but only for a limited time period before
maintenance is required. The time periods allowed are determined from If the EICAS and MFD displays are not showing any CAS or dispatch mes-
component reliability predictions and approved by the airworthiness author- sages then there is no detected problem with the engine.
ities.
Note that the MAU will also set CAS messages and fault messages for those
For those FADEC monitored engine items that do not have dedicated EICAS diagnostics of engine systems that the FADEC cannot do. TRAS fault mon-
messages, the FADEC calculates the dispatch level based on current faults itoring is an example of a system where the FADEC cannot monitor all the
detected by the FADEC. signals, but whose failures affect dispatch.
There are 4 defined dispatch levels:
A - No Go
B - Short Time
C - Long Time
D – Economic
The no go dispatch level indicates that maintenance action is required be-

fore the aircraft can perform a flight. This message is displayed on the EI-
CAS display. Multiple long time or short time dispatch faults may combine to
set the no go dispatch message.
The short time dispatch level indicates that at least one short time dispatch
fault exists. This indication must be noted in the logbook by the pilot and is
allowed to persist for 10 days or 150 flight hours before it must be corrected.
This message is displayed on the EICAS display. Multiple long time dispatch
faults may combine to set the short time dispatch message.
The long time dispatch level indicates that at least one long time dispatch
fault exists. The long time dispatch message is displayed on the MFD dis-
play. Currently, the long time dispatch interval is 600 hours for the CF34-10E
engine.
Figure 30: Time limited dispatch
190
CMC nance personnel will use this mode to help diagnose engine problems and
make repairs.
Maintenance mode allows display of faults, currently transmitted engine da-
The CMC and the FADEC work together to provide the following: ta, performance of engine tests and, not currently supported: transfer of
FADEC NVM data to the CMC for transfer to a personal computer or floppy
• Display of detected maintenance faults disk. Note that the CMC will not log faults when in maintenance mode (en-
gine test mode) of operation.
• Means to perform engine tests (not supported by the FADEC at this
time)
• Display of current engine data
FADEC, CMC Communication
• Storage and transfer of fault indications
• Storage and transfer of trend data The FADEC communicates with the MAU via ARINC 429 labels. These la-
• Storage and transfer of exceedance data bels are then relayed on to the CMC. The CMC has access to all FADEC
labels.
• Means to down load FADEC NVM data (not supported by the
FADEC at this time)
The CMC cannot be used to verify the aircraft is airworthy. The EICAS is in-
tended to support the determination of airworthiness. The CMC messages
and displays are intended only to assist in troubleshooting and repairing the
aircraft.
The CMC is not required for normal revenue service flights.
CMC Operation
The CMC has two modes of operation, normal mode and maintenance
mode.
Normal mode operation will monitor the various systems. The information
that the CMC can store will be the fault, flight leg number, date, time, aircraft
serial number.
Maintenance mode of operation is accessible only when the aircraft is on

ground and FADEC interlock requirements are met (such as engine not run-
ning; or engine running at, not above idle and wheel speed is zero). Mainte-
Figure 31: CMC Data Flow
AIRCRAFT
PRINTER
(OPTIONAL)
REMOTE LAN
TERMINAL
C
M C
C M
AMM AMM TO OTHER
CD-ROM
SYSTEMS U
(OPTIONAL)
ASCB
MAU
D
429 Airline
Video Operations
AIRCRAFT
ASCB SUB-SYSTEMS
LRUS
429 GEN PURPOSE BUS
ASCB
LRUS
Cockpit MCDU Internet
Display
MRC
(VHF COMM) ACARS Data Center
AD-54850@
190
CMC Storage of Maintenance Faults
All maintenance faults detected by the FADEC and MAU logic (for engine
related faults) will be stored in CMC NVM along with time and date informa-
tion. This data will not be cleared unless over written by newer faults. Once
a fault is detected, data will be saved. If that fault is detected again during
the flight, data will be saved again.
As the Central Maintenance Computer is not flight critical and may not be
available for a number of flights, a storage facility is provided in the FADEC.
The FADEC will store in NVM the faults seen during the last 10 flights.
Fault Data Storage

The standard CMC fault storage function will record the following data for
each fault:
• Aircraft Serial Number

• Date
• Time
• FADEC location ID (SDI code)
• Air/Ground Status
• Fault Code
• Snapshot data storage in the FADEC NVM only, the CMC does not
store engine data for engine maintenance faults.
Figure 32: CMC Page
190
Engine Limit Exceedance Detection and Reporting
The FADEC includes logic to monitor engine related parameters and detect
limit exceedances.
The following parameters are tested for limit exceedance:
• N1
• N2
• ITT
• Oil Temperature
• Oil Level
• Oil Pressure
• N1 Vibration
• N2 Vibration.
FADEC over temperature is indicated by an EICAS message and as a main-

tenance message. There is no peak and duration data saved for a FADEC
over temperature event as the FADEC should never exceed the temperature
limit.
Figure 33: Exceedance Data Flow
Oil Quantity
Long Time Dispatch Reset Reset
Unlimited Dispatch Fault Exceed
Fault Messages
Exceedance Pk, Time MFD
(Level C)
N1, N2, ITT Exceedance.
Inputs Fault Data Reset
FADEC
(Level A)
No Dispatch
Fault ST Dispatch
Data Messages EICAS
Oil P, T, Q, Vibe (Level B, C)
Recall
Signals Parameter Display,
Exceedance
Indications and
Messages
N1, N2, ITT, OIL P,

N1, N2, ITT, Oil P, T, Q, MAU T, Q, Vibe N2, N2
Vibe N1, N2 Limits. (Level C) values + Exceedance
Limits
Oil Pressure,
Temp, Quantity N1, N2 Vib Levels
N1
N2 I TT
Recall
Oil P, T, Q Fault Data
CMC
(Level D)
Fault Log,
Trend Data,
Exceedance Data
Accelerometers, N1, N2 Unlimited Dispatch
EVM Message
(Level C)
190
Exceedance Data Input To The FADEC
The FADEC must receive a number of parameters from the MAU to allow
limit exceedance tracking. The MAU will transmit Oil temperature, Oil level,
Oil pressure, N1 vibe level (front and exhaust frames), selected N2 vibe level
(front and exhaust frames) signals, to the FADEC.
The FADEC will then test these signals against the stored limits.
Exceedence Data Storage

Exceedence data is saved in the FADEC and the CMC.
Note that multiple exceedances are possible.
Exceedance maintenance faults will not be cleared unless commanded to

be reset from the MFD.
The FADEC will save exceedance peak and duration data in NVM.
A minimum of 2 seconds of pre-event data and 30 seconds of post event
data will be saved.
The CMC will save at least 50 exceedance data sets.
Figure 34: Engine Limitations, CMC Exceedance Page
Engine FADEC
Gage Red Line Gage Amber Line
Parameter Governor Limits
Fan Speed N1 (%) 100 % NA 101%

100% = 6325 RPM 6325 RPM RPM
Core Speed N2 (%) 100 % NA 101%

100% = 18.018 RPM 18.018 RPM RPM
Varies 960 Deg.C.

ITT (°C)
ITT Ground Start (°C) 740°C NA
ITT Air Start (°C) 875 °C NA
5.0 AC Units for Engine Start

N1 Vibes (units)
> 4.0 AC units for Engine Running
N2 Vibes (units) 5.0 AC Units for Engine Start

> 4.0 AC units for Engine Running
Oil Pressure (PSID) <25 PSID < 25 PSID (N2< 66.1%)
< 7.1 qts (N2<=10%)

Oil Quantity Low (%)
< 2.4 qts (N2>10%)
Oil Temp (°C) > 155
190
Trend Data Acquisition
Parameter Change Criteria
Takeoff and cruise trending data will be taken using engine and aircraft data
and detection logic. Data will be saved for the takeoff and for the cruise trend • TAT < + 1°C (34°F)
points. Each data set will be a collection of parameters. The data will be • Mach < + 0.02
stored in the CMC and down loaded at least once a week. • N1 < + 0.5%
• N2 < + 1%
Takeoff Data If the altitude criteria is not reached in one flight, it is expected that the alti-
tude criteria will be met in subsequent flights for that day. Flight legs that re-
Takeoff data will be recorded during the takeoff flight phase at the time when quire only low altitude flight may not get a cruise data point for every flight.
ITT has peaked. The CMC will record data for both engines for the takeoff
trend data point.
Trend, Exceedance Data Storage

Cruise Data The CMC will record trend, exceedance data:
Cruise data will be recorded during the cruise flight phase at a time when Record the following data for each event.
stable engine operation is detected by the FADEC. This condition signal will
be sent to the CMC, and the CMC will initiate the snap shot. The CMC will • Aircraft Serial Number
record a cruise trend data snapshot for each engine. • Data
• Time
The criteria for determining an acceptable cruise phase data snap shot is • FADEC location ID (SDI code)
provided below for reference only (refined during flight testing and possibly
with operational data): • Flight Leg
• aircraft altitude is greater than 20,000 feet for at least 5 minutes, • Flight Phase
and • Data
• the aircraft altitude has not changed by more than + 100 feet for at
least 5 minutes, and
• calculated aircraft Mach number is between 0.60 - 0.90 for at least
5 minutes, and
• wing and nacelle anti-icing bleed is off,
• for a period of 15 seconds prior to initiating the cruise snap shot, the
following parameters should not change:
Figure 35: File Transfer
190
Maintenance Engine Test Functions
The FADEC working in conjunction with the CMC, the MFD and the MAU
provide a means to aid maintenance personnel in running tests on the en-
gine system. These test functions are performed from the cockpit and will be
requested through the CMC-driven MFD screen using the CCD pointer. The
CMC will request to perform an operation or test, the FADEC will validate if
the conditions are correct to allow the test to be run. If the request is ac-
knowledged and the FADEC allows the test, then the FADEC will perform
the requested test, working with the MAU or SPDA or other aircraft systems.
FADEC, CMC Test Interaction

The CMC may initiate a test, but the FADEC software will provide the main
control of the tests. The FADEC is responsible to ensure the conditions are
correct for the performance of the test and the correct conditions for contin-
uance of the test.
As the control system is distributed among multiple computers, all compo-

nents (SPDA for example) must be available and powered in order to com-
plete the test.
Figure 36: CMC MAIN MENU/ SELECT A TEST
190
Test Pages
Following engine test pages can be selected:
• AMS Status Page

• EDP Status Page
• Engine 1 or 2 Anti-ice Status Page
• Engine 1 or 2 Exeedance Status Page
• Engine 1 or 2 General Status Page
• Engine 1 or 2 Identification Status
• Engine 1 or 2 Ignition Status Page
• Engine 1 or 2 Power Management Status
• Engine 1 or 2 Start Status Page
• Engine 1 or 2 Thrust Reverser Status Page
• IMC Status Page
• Engine Fuel Status Page
• Engine Oil Status Page
• Engine Vibration Status Page
• Landing Gear Status Page
• TDS Status Page
AMS Status Page

This Page indicates beside some FADEC Parameters mainly information in
relation to the air management system. Different valve positions of the AMS
can be monitored during a ground run.
Figure 37: SELECT A TEST/ AMS STATUS PAGE
190
EDP Status Page
In addition to the indicated information of the hydraulic system 1, 2 and 3, as
well some FADEC information like the channel in control is displayed on this
Engine Driven Pump Status Page.
Anti-Ice Status Page

On the Anti-Ice Status Page actual information regarding the Nacelle Anti-
Ice system is shown. As well actual faults in the system can be reviewed on
this page and the actual anti-ice pressure and PS3 is indicated.
Figure 38: EDP STATUS PAGE/ ENGINE 1 ANTI- ICE STATUS PAGE
190
Exceedance Status Page
This page is indicating the exceedances detected by the FADEC channel A
and channel B independently.
General Status Page

On this page engine datas can be monitored that are not available on the
EICAS, like T2, T2.5, T3, PS3 and the actual positions of all Monitored ac-
tuators, like VSV, TBV, VBV, HPT and the fuel metering valve. As well some
failure indication is given on the General Status Page.
Figure 39: ENGINE 1 EXCEEDANCE STATUS PAGE/ ENGINE 1 GENERAL STATUS PAGE
190
Identification Status Page
This page indicates the identification settings, software versions of the
FADEC and as well the serial number of the engine.
Ignition Status Page

All ignition system related information can be reviewed on the Ignition Status
Page.
Figure 40: ENGINE 1 IDENTIFICATION STATUS/ ENGINE 1 IGNITION STATUS PAGE
190
Power Management Status Pages 1 and 2
The actual thrust settings and power management related data of the engine
can be reviewed on the power mangement status page.
As well the different FAN-speeds for the different modes of operation, calcu-
lated by the FADEC are indicated.
Figure 41: ENGINE 1 POWER MANAGEMENT STATUS/ ENGINE 1 POWER MANAGEMENT STATUS
190
Start Status Page
Thrust Reverser Status Page
Figure 42: ENGINE 1 START STATUS PAGE/ ENGINE 1 T/R STATUS PAGE
190
DMC Status Page
On the DMC page it is visible for how long the engine has been operated on
Max TOGA, Max APR at windshear or Max CON.
Engine Fuel Status Page

All fuel system related cockpit and pressure switch positions are indicated
on this page.
Figure 43: ENGINE DMC STATUS PAGE/ ENGINE FUEL STATUS PAGE
190
Engine Oil Status Page
Oil pressure, temperature and quantity are indicated on the engine oil status
page. As well the oil filter impending bypass, chip detector and low pressure
switch positions are shown on this page.
Engine Vibration Status Page

Actual Engine Vibration Datas are indicated on this page. Once the values
calculated by the IEVM are shown and in addition the recalculated vibration
values are visible like they are shown on the EICAS.
Figure 44: ENGINE OIL STATUS PAGE/ ENGINE VIBRATION STATUS PAGE
190
Landing Gear Status Page
On the Landing Gear Status page once the actual WOW information of the
Landing Gear can be reviewed, and as well the actual FADEC WOW selec-
tion.
Take-Off Data Setting Status Page

The actual selections of the Take-off Data Setting System are indicated on
this page. As well the TDS related temperatures can be viewed on this page.
Figure 45: LANDING GEAR STATUS PAGE/ TDS STATUS PAGE
190
Test Pages for engine 2
Via the ENGINE FADEC 2A selection only the engine 2 related status pages
can be selected:
• Engine 2 Anti-ice Status Page

• Engine 2 Exceedance Status Page
• Engine 2 General Status Page
• Engine 2 Identification Status
• Engine 2 Ignition Status Page
• Engine 2 Power Management Status
• Engine 2 Start Status Page
• Engine 2 Thrust Reverser Status Page
Figure 46: SELECT A TEST
190
Figure 47: FADEC Fault Messages
190
Figure 48: FADEC Fault Messages
Fault Code
Troubleshooting.
Ref: CF34-10 Engine
manual.
Chapter : 72-00-00
Fault Isolation 001.
190
Figure 49: CMC Fault Messages
190
190
190
Engine-Related Fault Messages From FADEC 61 15 Exz ECS BLEED FAULT(ON)
61 16 Exz BCM INPUT FAULT
Fault Code CMC Fault Message
(33 characters max) 61 17 Exz FADEC INTERNAL XTALK FAULT
61 18 Exz FADEC CH ID FAULT
60 14 Exz FRONT ACCELEROMETER FAULT 61 19 Exz CMC INPUT FAULT
60 15 Exz REAR ACCELEROMETER FAULT 61 20 Exz IGN A MONITOR FAULT
60 16 Exz ADS 1, 2 INPUT FAULT 61 21 Exz ROLLBACK
60 17 Exz ADS 1 INPUT FAULT 61 22 Exz IGN B MONITOR FAULT
60 18 Exz ADS 2 INPUT FAULT 61 23 Exz ENGINE ID INPUTS DISAG
60 19 Exz AFCS INPUT FAULT 61 24 Exz ENGINE ID ARINC/HW DISAG
60 20 Exz MULTIPLE FAILURES DETECTED 61 25 Exz ETTS, N1 TRIM INPUTS INVALID
60 21 Exz RADIO ALTIMETER 1 INPUT FAULT 61 26 Exz FADEC INTERNAL FAULT
60 22 Exz RADIO ALTIMETER 2 INPUT FAULT 61 27 Exz FADEC CPU FAULT
60 23 Exz ATS SOLENOID CIRCUIT FAULT 61 28 Exz FADEC INTERLOCK FAULT
60 24 Exz ATS SPDA2 CIRCUIT FAULT 61 29 Exz FADEC DUAL CHANNEL OVERTEMP
60 25 Exz ATS VLV FAILED CLOSED 62 14 Exz FADEC SINGLE CHANNEL OVERTEMP
60 26 Exz ATS SPDA2 MONITOR OFF FAULT 62 15 Exz FADEC HIGH VOLT SHUTDOWN FAULT
60 27 Exz ATS SPDA2 MONITOR ON FAULT 62 16 Exz GMO SW INPUTS DISAG A-B
60 28 Exz ATS VLV FAILED OPEN 62 18 Exz START ABORT-HOT
60 29 Exz ICE DETECTOR INPUTS FAULT 62 19 Exz FADEC DUAL CONTROL RELAY FAULT
61 14 Exz ATS SW FAILED CLOSED 62 20 Exz FADEC CONTROL RELAY OPEN FAULT
190
62 21 Exz START ABORT-HUNG 63 27 Exz N2 PMA DUAL OUT OF RANGE

62 22 Exz IEVM INPUT FAULT 63 28 Exz N2 ALTERNATOR OUT OF RANGE
62 23 Exz IGN A DISCRETE FAULT 63 29 Exz N2 ALTERNATOR INPUTS DISAG
62 24 Exz IGN B DISCRETE FAULT 64 14 Exz THRUST CONTROL MALFUNCTION
62 25 Exz IGN A, B DISCRETE FAULT 64 15 Exz N2 ALTERNATOR-FUEL PUMP DISAG
62 26 Exz IGN SW OFF INPUTS DISAG 64 16 Exz N2 FUEL PUMP DUAL OUT OF RANGE
62 27 Exz IGN SW ON INPUTS DISAG 64 17 Exz N2 FUEL PUMP OUT OF RANGE
62 28 Exz IGN SW ON,OFF INPUTS ON 64 18 Exz N2 FUEL PUMP INPUTS DISAG
62 29 Exz IGN A PWR FAULT 64 25 Exz OVSPD TEST FAIL
63 14 Exz NO LIGHT OFF, IGNITOR A 64 27 Exz OVSPD SHUTDOWN TEST FAIL
63 15 Exz NO LIGHT OFF, BOTH IGN FAULT 64 28 Exz N2 OVSPD
63 16 Exz ARINC COMMUNICATIONS FAULT - TRAS 64 29 Exz P0 OUT OF RANGE (ADS1, 2)
63 17 Exz IGN B PWR FAULT 65 15 Exz ALL P0 INPUTS FAULT
63 18 Exz NO LIGHT OFF, IGNITOR B 65 16 Exz FADEC P0 OUT OF RANGE
63 19 Exz MACH OUT OF RANGE (ADS1) 65 17 Exz FADEC DUAL P0 OUT OF RANGE
63 20 Exz MACH OUT OF RANGE (ADS2) 65 18 Exz P0 ADC-FADEC DISAG
63 21 Exz MACH ADS1, 2 INPUT FAULT 65 19 Exz FADEC P0 INPUTS DISAG
63 23 Exz MFD 2 INPUT FAULT 65 20 Exz P0 OUT OF RANGE (ADS1)
63 24 Exz N1 OUT OF RANGE 65 21 Exz P0 OUT OF RANGE (ADS2)
63 25 Exz N1 DUAL OUT OF RANGE 65 22 Exz TLA DUAL SIGNAL OUT OF RANGE
63 26 Exz N1 INPUTS DISAG CH A-B 65 23 Exz TLA SIGNAL OUT OF RANGE
190
65 24 Exz TLA SIGNALS DISAG 67 15 Exz START SW OFF INPUTS DISAG

65 25 Exz PMA DUAL LOW POWER OUTPUT 67 16 Exz START SW ON INPUTS DISAG
65 26 Exz PMA LOW POWER OUTPUT 67 17 Exz START SW ON AT POWER UP
65 27 Exz FADEC DUAL PS3 SENSORS FAULT 67 18 Exz FADEC SOFTWARE VERSIONS DISAG
65 28 Exz FADEC PS3 OUT OF RANGE 67 21 Exz ALL T2 INPUTS FAULT
65 29 Exz PS3 LINE BLOCKED/LEAK 67 22 Exz T2 OUT OF RANGE
66 14 Exz FADEC PS3 INPUTS DISAG 67 23 Exz T2 DUAL OUT OF RANGE FAULT
66 15 Exz PSEM DUAL INPUTS FAULT 67 24 Exz T2 ADC-FADEC DISAG
66 16 Exz PSEM 1 INPUT FAULT 67 25 Exz T2 INPUTS DISAG CH A-B
66 17 Exz PSEM 2 INPUT FAULT 70 17 Exz ITT DUAL OUT OF RANGE
66 18 Exz LOSS OF MAU ARINC INPUTS 70 18 Exz ITT OUT OF RANGE
66 19 Exz LOSS OF MAU ARINC BUS RX 1 70 19 Exz ITT INPUTS DISAG CH A-B
66 20 Exz LOSS OF FADEC ARINC XENG INPUTS 70 20 Exz TAT OUT OF RANGE (ADS1)
66 21 Exz LOSS OF FADEC ARINC BUS RX 2 70 21 Exz TAT OUT OF RANGE (ADS2)
66 22 Exz LOSS OF FADEC ARINC BUS RX 3 70 22 Exz TAT OUT OF RANGE (ADS1, 2)
66 23 Exz LOSS OF FADEC ARINC BUS RX 4 70 23 Exz TAT ADC INPUTS DISAG
66 24 Exz SF-ACE INPUT FAULT 70 24 Exz TR DUAL LVDT FAULT
66 25 Exz SPDA 1, 2 FAULT 70 26 Exz TR ACTUATOR 3 LVDT FAULT
66 26 Exz SPDA 1 FAULT 70 27 Exz TR ACTUATOR 4 LVDT FAULT
66 27 Exz SPDA 2 FAULT 70 28 Exz TR DCU RELAY A FAULT
67 14 Exz START,STOP SW INPUTS BOTH ON 70 29 Exz TR DUAL DCU RELAYS FAULT
190
71 14 Exz TR DCU RELAY B FAULT 72 26 Exz WOW DISCRETE AND ARINC FAULT
71 15 Exz GMO INPUTS INVALID 72 27 Exz WOW DUAL ARINC FAULT
71 16 Exz TR ICU RELAY A FAULT 72 28 Exz WOW ARINC DISAG
71 17 Exz TR DUAL ICU RELAYS FAULT 73 14 Exz WOW HW DISCRETE DISAG
71 18 Exz TR ICU RELAY B FAULT 73 15 Exz WOW MLG-NLG DISAG FAULT
71 19 Exz TR STOWED LOCK SW ACT 1 FAULT 73 16 Exz WOW DISCRETE - ARINC DISAG
71 20 Exz TR DUAL LOCK SWITCH DISAG 73 17 Exz WOW PSEM 1 ARINC FAULT
71 21 Exz TR DUAL LOCK SWITCH FAULT 73 18 Exz TRAS DUAL LVDT FAULT
71 22 Exz TR DEPLOYED LOCK SW ACT 1 FAULT 73 19 Exz WOW PSEM 2 ARINC FAULT
71 23 Exz TR STOWED LOCK SW ACT 2 FAULT 73 20 Exz TC COLD JUNCTION SENSOR FAULT
71 24 Exz TR DEPLOYED LOCK SW ACT 2 FAULT 73 21 Exz WOW DUAL NLG FAULT
71 25 Exz TRS INPUT FAULT 73 22 Exz WOW NLG1 FAULT
71 26 Exz FADEC MINOR HEALTH FAULT 73 23 Exz WOW NLG DISAG
71 27 Exz FADEC ECP NVM FAULT 73 24 Exz FADEC OTHER CHANNEL FAULT
71 28 Exz FADEC GENERAL NVM FAULT 73 25 Exz WOW NLG2 FAULT
72 20 Exz FMU CMD-POS DISAG 73 26 Exz PWR FAILED ON TO IGNITOR A
72 21 Exz FMU SENSOR RANGE FAULT 73 27 Exz PWR FAILED OFF TO IGNITOR A
72 22 Exz FMU DUAL CMD-AMP DISAG 73 28 Exz IGN A RLY FAIL ON
72 23 Exz FMU CMD-AMP DISAG 73 29 Exz PWR FAILED ON TO IGNITOR B
72 24 Exz FMU DUAL SENSOR RANGE FAULT 74 14 Exz PWR FAILED OFF TO IGNITOR B
72 25 Exz FMU SENSORS DISAG CH A-B 74 15 Exz PWR FAIL TO IGNITOR B
190
74 16 Exz IGN B RLY FAIL ON 75 28 Exz APPLICATION ID PLUG FAULT

74 17 Exz DISCRETE STOP SW INPUT DISAG 76 14 Exz TR ACTUATOR 1 LOCK FAULT
74 18 Exz ARINC-HW STOP SW INPUT DISAG 76 15 Exz TR ACTUATOR 2 LOCK FAULT
74 22 Exz FADEC TC REFERENCE FAULT 76 16 Exz TR COWL LK / DCU FAILED OPEN
74 23 Exz FADEC TC REFERENCE DUAL FAILURE 76 17 Exz TR COWL LOCK / SWITCH OPEN
74 24 Exz HYDRAULIC PRESSURE INPUT FAULT 76 18 Exz TR COWL LOCK / DCU FAULT
74 25 Exz FADEC ARINC TRANSMITTER 1 FAULT 76 19 Exz TR COWL LOCK SWITCH MONITOR
74 26 Exz FADEC ARINC TRANSMITTER 2 FAULT 76 20 Exz TR ICU PRESSURE FAULT
74 27 Exz FUEL COEFFICIENT [LEFT] INVALID 76 21 Exz TR ICU NO PRESSURE FAULT
74 28 Exz FUEL COEFFICIENT [RT] INVALID 76 22 Exz TR ICU PRESSURE SWITCH FAULT
74 29 Exz FUEL COEFFICIENT [DUAL] INVALID 76 23 Exz TR DCU DEPLOYED STATE FAULT
75 14 Exz FUEL COEFFICIENT DISAG 76 24 Exz TR DCU STOWED STATE FAULT
75 15 Exz BULK FUEL TEMPERATURE INVALID 76 25 Exz TR TLA DCU SWITCH FAILED OPEN
75 16 Exz TR DCU RELAY A TEST FAULT 76 26 Exz TR TLA DCU SW FAILED CLOSED
75 17 Exz TR DCU RELAY B TEST FAULT 76 27 Exz TR TLA EHCL SW FAILED OPEN
75 19 Exz MACH NUMBER INPUTS DISAG 76 28 Exz TR TLA EHCL SW FAILED CLOSED
75 23 Exz ECP LOCAL CHANNEL FAULT 76 29 Exz TR DCU RELAY FAILED CLOSED
75 24 Exz ECP LOCAL CHANNEL DATA INVALID 52 14 Exz TR DEPLOY COMMAND OFF FAULT
75 25 Exz ECP DATA INVALID 52 15 Exz TR DCU CMD SENSE FAILED ON
75 26 Exz ECP FAULT 52 16 Exz TR DCU CMD SENSE FAILED OFF
75 27 Exz ECP RATING FAULT 52 17 Exz TR EHCL CMD SENSE FAILED ON
190
52 18 Exz TR EHCL CMD SENSE FAILED OFF 54 20 Exz VBV CMD-POS DISAGREE
52 19 Exz TR ICU RELAY FAILED CLOSED 54 21 Exz VBV SENSOR RANGE FAULT
52 20 Exz TR ICU RELAY FAILED OPEN 54 22 Exz VBV DUAL CMD-AMP DISAGREE
52 21 Exz TR ICU CMD MON FAILED OPEN 54 23 Exz VBV CMD-AMP DISAGREE
52 22 Exz TR ICU CMD MON FAILED CLSD 54 24 Exz VBV DUAL SENSOR RANGE FAULT
52 23 Exz TR 1 POWER SUPPLY FAULT 54 25 Exz VBV SENSORS DISAG CH A-B
52 24 Exz TR 2 POWER SUPPLY FAULT 54 26 Exz T25 DUAL OUT OF RANGE
52 25 Exz TR 1 HYDRAULIC PRESSURE LOW 54 27 Exz T25 OUT OF RANGE
52 26 Exz TR 2 HYDRAULIC PRESSURE LOW 54 28 Exz T25 INPUTS DISAG CH A-B
52 27 Exz TR POSITION SENSOR DISAG 55 14 Exz HPT CMD-POS DISAG
52 28 Exz TR COWL LK/DCU SOLENOID FAULT 55 15 Exz HPT SENSOR RANGE FAULT
52 29 Exz CHIP DETECTED IN LUBE OIL 55 16 Exz HPT DUAL CMD-AMP DISAGREE
53 27 Exz ECU TEMP SENSORS DISAG 55 17 Exz HPT CMD-AMP DISAGREE
53 28 Exz ECU TEMP SENSOR FAULT 55 18 Exz HPT DUAL SENSOR RANGE FAULT
53 29 Exz ECU TEMP SENSOR DUAL FAILURE 55 19 Exz HPT SENSORS DISAG CH A-B
54 14 Exz VSV CMD-POS DISAGREE 55 20 Exz TBV CMD-POS DISAGREE
54 15 Exz VSV SENSOR RANGE FAULT 55 21 Exz TBV SENSOR RANGE FAULT
54 16 Exz VSV DUAL CMD-AMP DISAGREE 55 22 Exz TBV DUAL CMD-AMP DISAGREE
54 17 Exz VSV CMD-AMP DISAGREE 55 23 Exz TBV CMD-AMP DISAGREE
54 18 Exz VSV DUAL SENSOR RANGE FAULT 55 24 Exz TBV DUAL SENSOR RANGE FAULT
54 19 Exz VSV SENSORS DISAG CH A-B 55 25 Exz TBV SENSORS DISAG CH A-B
190
55 26 Exz T3 DUAL OUT OF RANGE 3021004 LEFT NAI VLV FAILED CLOSED OR PRESS
55 27 Exz T3 OUT OF RANGE 3021003 LEFT NAI VLV FAILED OPEN OR PRESS
55 28 Exz T3 INPUTS DISAG CH A-B 7935001 ENG 1 CHIP DETECTED
56 14 Exz HPTACC TC DUAL OUT OF RANGE 7331001 ENG 1 FUEL PRESSURE SWITCH
56 15 Exz HPTACC TC OUT OF RANGE 7321001 ENG 1 FUEL FILTER IMPENDING BYPASS
56 16 Exz HPTACC TC INPUTS DISAG CH A-B 7921001 ENG 1 OIL FILTER IMPENDING BYPASS
56 17 Exz DP3 SENSOR DUAL OUT OF RANGE 7933003 ENG 1 OIL PRESSURE SWITCH HIGH
56 18 Exz DP3 SENSOR OUT OF RANGE 7931002 ENG 2 OIL TEMP SENSOR OUT OF RANGE
56 19 Exz DP3 SENSOR INPUTS DISAG CH A-B 7933002 ENG 2 OIL PRESSURE SENSOR
7921002 ENG 2 OIL PUMP LOW OUTPUT
Note:
For the CMC message column, the ENG x represents Engine 1 or Engine 2 3020002 RIGHT NAI PRESSURE SWITCH FAULT
and z indicates the FADEC channel that triggered the message (A or B).
3021005 RIGHT NAI DUCT LEAK IN DOUBLE WALL
3021006 RIGHT NAI PRESSURE SIGNAL FAULT
Table 5.10 - Engine-Related Fault Messages From MAU
3000018 RIGHT NAI VLV FAILED CLOSED OR PRES
Fault CMC Fault Message 3021007 RIGHT NAI VLV FAILED OPEN OR PRESS
Code
7935002 ENG 2 CHIP DETECTED
7931001 ENG 1 OIL TEMP SENSOR OUT OF RANGE
7331002 ENG 2 FUEL PRESSURE SWITCH
7933001 ENG 1 OIL PRESSURE SENSOR
7321002 ENG 2 FUEL FILTER IMPENDING BYPASS
7921001 ENG 1 OIL PUMP LOW OUTPUT
7921004 ENG 2 OIL FILTER IMPENDING BYPASS
3020001 LEFT NAI PRESSURE SWITCH FAULT
7933004 ENG 2 OIL PRESSURE SWITCH HIGH
3021001 LEFT NAI DUCT LEAK IN DOUBLE WALL
3021002 LEFT NAI PRESSURE SIGNAL FAULT
190
76-20 Emergency Shutdown

General
The emergency shutdown subsystem provides a way of controlling the flow
of fluids and air to and from the engine during emergency procedures.
Components
In an emergency situation, the pilot can stop the engine immediately by pull-
ing the fire handle (not rotating). This action stops the fuel flow to the engine
and also stops the flow of fluids and air from the engine to the aircraft sys-
tems.
Operation
Pulling the related fire handle will stop the engine in an emergency situation.
The fuel shut off valve will close, which stops the fuel supply to the engine.
The hydraulic system shut off will also close, isolating the engine side of the
hydraulic system from the air frame hydraulic system.
The handle also generates a signal that is sent via the MAU to the Air Man-
agement System, which closes the high pressure shut off valve and the na-
celle pressure regulating and shut off valve. This isolates the engine air
system from the air frame systems.
Figure 1: Emergency Shutdown
PULL TO ROTATE
SHUTOFF TO EXTING FUEL SHUTOFF VALVE
HYDRAULIC SHUTOFF VALVE
E X T G A E X T G B
A B
1 2
PULL TO ROTATE PULL TO ROTATE

SHUTOFF TO EXTING SHUTOFF TO EXTING
NACELLE PRESSURE SHUTOFF VALVE HIGH PRESSURE SHUTOFF VALVE
190
Operation
Pulling the related fire handle will stop the engine in an emergency situation.
The fuel shut off valve will close, which stops the fuel supply to the engine.
The hydraulic system shut off will also close, isolating the engine side of the
hydraulic system from the air frame hydraulic system.
The handle also generates a signal that is sent via the MAU to the Air Man-
agement System, which closes the high pressure shut off valve and the na-
celle pressure regulating and shut off valve. This isolates the engine air
system from the air frame systems.
Figure 2: Emergency Shutdown - Schematic
A
A B
P ULL T O R OT AT E D
A
S HUTOFF T O E XT ING
522CB
AICC REAR BULKHEAD

S PAR II
HOT BATT BUS 1 LICC MIDDLE AVIONICS COMPT HYDR SYS 1 SOV LEFT PYLON (RE F.)
LH CKT BRKR PNL COCKPIT
M
HYD
SOV SHUTOFF VALVE1
SYS 1 HYDR FIREWALL
MOTOR CONTROL
AND EMI FILTER
E
(SSM 24-51-80) (SSM 29-11-71)
(SSM 24-61-80)
(SSM 31-41-80)
MAU 1
(SSM 26-21-81)
(GENERIC I/O-MOD 11)
NOT SHUTOFF
A
HYDR SOV 1 CLOSED
B R IB #7
HYDR SOV 1 OPEN (RE F.)
HOT BATT BUS 1 R IB #8
FORWARD AVIONICS COMPARTMENT

CIRCUIT BREAKERS
(RE F.)
E
1
ENG FUEL ENG FUEL SOV 1

SOV 1 POS OPEN (INPUT)
2
PANEL COCKPIT
ENG FUEL SOV 1

10K POS CLOSED (INPUT)
419WL
10K
SHUTOFF C
ENG 1 FIRE HANDLE
POSITION INPUT
(GENERIC I/O-MOD 12)
M
SHEET 2 ASCB-D
TO OPEN TO CLOSE
D
MAU 1
(SSM 31-41-80)
FORWARD AVIONICS COMPARTMENT (SSM 28-21-81) FUEL SHUTOFF VALVE 1 LEFT WING
C
190
190
ATA 77 Engine Indications

190
Table of Contents Digital display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
N2 Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
77-00 Engine Indicating System
77-20 Temperature Indication
EICAS Clutter\ Declutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
77-11 N1 Indicating System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
N1 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
77-21 Fan Inlet Temperature Transmitter
Power Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
T1.2 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
N1 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
T2.5 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Physical N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TCase Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
N1 Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Thermocouple Assembly ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
N1 Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ITT Indication schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
N1 Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ITT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
N1 WAI Cyan Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Analogue Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Engine Thrust Rating Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
FLEX Temperature Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ITT amber line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
ATTCS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ITT Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Engine OFF Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Warning Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Engine FAIL Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
ENG 1(2) REV DEPLOYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Engine Windmilling Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Caution Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
77-12 N2 Indicating System ENG 1 (2) OIL LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
N2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ENG 1 (2) FADEC OVERTEMP . . . . . . . . . . . . . . . . . . . . . . . . . .21
N2 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ENG 1 (2) START VLV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
190
ENG EXCEEDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 ENG 1 (2) OIL IMP BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
ENG 1 (2) ENG OIL LO LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 ENG 1 (2) SHORT DISPATCH . . . . . . . . . . . . . . . . . . . . . . . . . . .27
ENG 1 (2) NO DISPATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 A-I EN 1 (2) LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
ENG NO TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 ENG TLA TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
ENG 1 (2) REV PROT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Status Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
ENG 1 (2) TLA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 ENG 1 (2) TLA NOT IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
ENG 1 (2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 ENG 1 (2) REV INHIBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Caution Messages (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ENG TDS REF A-I ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
ENG 1 (2) CONTROL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ENG TDS REF A-I ALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
ENG 1 (2) T2 HEAT FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 A-I ENG 1 (2) VLV OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
ENG THR RATING DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ENG TLA NOT TOGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 77-30 Engine Vibration Monitoring
Caution Messages (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
ENG 1 (2) FUEL IMP BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
ENG REF A-I DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Engine Vibration Monitoring Schematic . . . . . . . . . . . . . . . . . . . . . .3
ENG REF ECS DISAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
ENG 1 (2) REV FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
ENG 1 (2) REV TLA FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Cold Trim Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
ENG 1 (2) FUEL LO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Engine Trim Balance Locations: . . . . . . . . . . . . . . . . . . . . . . . . . . .7
A-I ENG 1 (2) FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 CMC Balance Solution Indication . . . . . . . . . . . . . . . . . . . . . . . . . .9
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 CMC Balance Solution Indication continued . . . . . . . . . . . . . . . . .11
ENG 1 (2) FUEL SW FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 CMC Indication continued . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
ENG 1 (2) OIL SW FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
77-MEL (Example)
ENG 1 (2) FADEC FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
190
77-00 Engine Indicating System For normal operating conditions for each parameter the pointer and digits
will be coloured green. If the indication becomes abnormal the pointer and
digits will change colour accordingly.
The engine indications are provided on the EICAS display of the central dis-
play unit. The EICAS display comprises analogue engine indications, digital In addition to the EICAS display, engine oil quantity data is presented on the
engine indications, icons, and crew alerting system (CAS) messages. The System Status page on the MFD. This is selectable via the MCDU. The MFD
EICAS provides the following engine indications: presents the oil quantity information. This is provided primarily for mainte-
nance purposes, but also as an indication in the event that the oil pressure
• N1 and temperature indications on EICAS indicate anomalous conditions in the
• ITT engine oil system.
• N2
• Fuel flow
• Oil pressure
• Oil temperature
• Vibration
• Engine thrust rating
• ATTCS
• Assumed temperature (reduced takeoff)
• Ignition
• Thrust Reverser
The power plant indications are centrally located on the EICAS display
which is the central display unit in the cockpit panel.
Required power plant instruments are closely grouped on the centre console
in front of the EICAS display. Also, for the engine main parameters, the lo-
cation of identical power plant instruments for the engines is designed to
prevent confusion as to which engine each instrument relates by placing left
engine indications on the left of the EICAS page and the right engine param-
eters on the right of the engine section of the EICAS display. Based on the
location of the instruments described above, the power plant instruments vi-
tal to the safe operation of the airplane are plainly visible to the flight crew.
Figure 1: EICAS
190
EICAS Clutter\ Declutter
The avionics system will provide automatic de-cluttering of the EICAS
screen, where IEVM, Oil Temperature and Pressure, Landing gear and
Flight Controls indication will disappear after aircraft takeoff. The de-clut-
tered items will be displayed again in case of any Warning or Caution situa-
tions that affects those indications. Otherwise, they will appear again during
approach, remaining permanently displayed until aircraft shutdown. There is
a cockpit switch to allow the pilot to clutter the EICAS at any time.
Figure 2: Decluttered EICAS
Decluttered EICAS
EICAS
FULL
190
77-11 N1 Indicating System

N1 Sensor
The N1 sensor is installed in the engine fan frame at 3 o’clock.
The N1 sensor is a magnetic reluctance pick-up that reads the 25 teeth
wheel on the fan shaft.One tooth is altered such that the signal voltage am-
plitude reads at least 30% lower than the others in order to provide a 1/rev
clocking indicator.
The N1 probe has 3 windings, one for each FADEC channel and a third for
the EVM.
The N1 signals hard wired to the FADEC are shared between channels via
the CCDL.
N1 signals are treated as a dual signal group and the general strategy for
dual signals is used.
If both the local and cross talk N1 signals are invalid in the channel in control,
then a modelled N1 value is selected and the engine will run on the N2 shad-
ow governor resulting in a thrust change of up to - 10%.
Figure 1: N1 sensor
190
Power Control Schematic
The N1 sensor is a magnetic reluctance pickup that reads the 25
teeth wheel on the fan shaft, installed on the engine front frame.
There are three windings, one for each FADEC channel and one for
the EVM.
Each N1 signal is shared with the other FADEC channel. Thus, each
channel receives two independent electrical fan speed inputs. If both
(local and cross talk N1) signals are invalid in the FADEC channel in
control, then a modeled N1 value is selected and the engine runs on
the N2 (Core Rotor Speed) shadow governor resulting in a thrust
charge up to ±10%. The N1 signal transmitted to the other engine
FADEC is set to zero.
Figure 2: Power-Schematic Diagram
A C
C D
D
C
B
B
FWD AVIONICS COMPT MAIN INSTR PANEL MID AVIONICS COMPT
MAU 1
A MAU 3
EICAS
BACKPLANE BUS (SSM 31-41-80) BACKPLANE BUS
PROC
PROC
GENERIC I/O ASCB GENERIC I/O
NIC
NIC
(SSM 31-41-80) (SSM 31-41-80)
ARINC 429
ARINC 429
ENGINE 1 ENGINE 2
FADEC 1 FADEC 2
CHANNEL A CHANNEL B CHANNEL A CHANNEL B
(SSM 73-20-80) (SSM 73-20-80)
(SSM 77-32-50) (SSM 77-32-50)
PMA PMA
N1 SENSOR N2 SENSOR N1 SENSOR N2 SENSOR
COIL 3 COIL 1 COIL 2 COIL 1 COIL 2 COIL 3 COIL 1 COIL 2 COIL 1 COIL 2
(SDS 77-21)
(MPP 77-11-01) D (SDS 77-12)
(MPP 77-12-01)
C (SDS 77-21)
(MPP 77-11-01)
D (SDS 77-12)
(MPP 77-12-01)
C
190
N1 Indication N1 Red Line
The N1 indication provides the indication of engine thrust. It also indicates a N1 Red line is the maximum allowable value for N1; it is an engine limit. The
target thrust and the maximum thrust available in any given mode of opera- display will be a red mark in the N1 gauge. Exceedance of this value triggers
tion. The N1 data is displayed in both analogue and digital form and is sup- a colour change to both the dial and digital read-out.
plemented with reference bugs.
Physical N1
There is a pointer display representing physical N1 in%. The pointer is con-
figured as a green needle. In the event of a loss of N1 signal the EICAS will
then remove the pointer from the display until a valid signal is received.
There is a digital display representing physical N1 in%. This is the digital rep-
resentation of the same data being displayed by the analogue gauge. The
display will normally be green. The display will reconfigure to dashes if the
data is invalid.
N1 Rating
N1 Rating is the maximum N1 value for the current engine thrust mode. The
N1 Rating bug is displayed as a V-shaped cyan bug on the analogue N1
gauge.
A cyan digital display is provided to indicate the maximum N1 value for the
active thrust rating. This is the digital display of the V-shaped N1 Rating bug.
The display is positioned above the N1 gauge for each engine.
N1 Request
N1 Request is the N1 value requested based on the current TLA position.
The N1 request therefore displays the pilot command. FADEC may limit the
N1 Request value for some conditions, like during thrust reverser operation.
The difference between Physical N1 and N1 Request is presented as a cyan
arc and will be shown only during a thrust transient or if the N1 Actual cannot
reach the N1 Request.
Figure 3: N1 indication
190
N1 WAI Cyan Line
In order to achieve a sufficiently reduced thrust for aircraft descent perform-
ance during final approach, it is necessary to allow a transient thrust reduc-
tion below a condition that provides the minimum wing anti-ice bleed
capability.
N1 WAI Cyan line is set only in icing conditions during final approach with
radio altimeter altitude below 1200ft and landing gear lowered or flaps ex-
tended. In these conditions the FADEC will allow the use of lower thrust lev-
els than is needed to meet the minimum bleed requirements. In this
condition, the FADEC will provide the N1 WAI Cyan line that will indicate the
minimum N1 value to meet those bleed requirements. The display will be a
cyan tick mark in the N1 gauge.
If actual N1 falls and stays below the N1 WAI Cyan Line for a certain period
of time, the air management system (AMS) may detect that the wing anti-ice
is operating in a low capacity regime.
The AMS will set a message when there is insufficient wing anti-ice bleed
and at this point the sector between the N1 needle and the N1 WAI Cyan
line will be filled in a cyan colour. The digital gauge also changes colour at
the same time.
Figure 4: WAI reference indication
190
Engine Thrust Rating Indication There will be an additional indication of "FLEX" immediately in front of the
takeoff mode. For example, "FLEX TO-1" could be displayed. When the
There is a cyan icon at the top of the Engine Indications EICAS display indi- takeoff phase is exited the flex temperature is no longer used by the FADEC
cating the selected engine thrust rating. Possible thrust modes are: TO-1, for thrust determination and the indication will disappear. In addition if the
TO-2, TO-3, CON, CLB-1, CLB-2, CRZ and GA. ATTCS is activated then FLEX is also cleared.
The selected engine thrust rating is provided by the Thrust Rating Selector
(TRS) and it is defined based on phase of flight. The TRS determines of the
current thrust rating is TO, CON, CLB-1, CLB-2, CRZ or GA.
If the selected thrust rating is TO, the FADEC will define if it is TO-1, TO-2
or TO-3.
If the ATTCS is armed and the FADEC detected an engine failure, the
FADEC will define that the current thrust rating is a single engine thrust rat-
ing. In this case, if the selected thrust rating is TO or GA, the EICAS will in-
dicate TO-x RSV or GA RSV.
During flexible takeoff, an additional indication (FLEX) will be shown before

the TO-x icon. In this case, the following indication will be displayed on the
EICAS: FLEX TO-x.
There is only one indication for the thrust rating on the EICAS. If the two en-
gine thrust ratings disagree, the higher thrust rating will be displayed. This
situation can only occur when the selected thrust rating is TO or GA. The
takeoff modes are designated as TO?1, TO-2 and TO-3; TO-1 is the higher
thrust mode. If just one engine is at the “RSV mode”, the EICAS will display
the RSV icon. If just one engine is at the “FLEX mode”, the FLEX icon will
not be displayed.
FLEX Temperature Display

A digital display is provided to indicate the assumed temperature value input
by the pilot via the MCDU for the flex takeoff. The assumed temperature is
indicated in the top centre of the EICAS display and below the thrust mode
and ATTCS indications. The icon is only visible during the takeoff phase.
Figure 5: Mode indication
Selected via MCDU

Possibilities:
- TO- 1, TO- 2, TO- 3

- CLB- 1, CLB- 2
- CRZ
- CON
- GA
During flexible take off,

an additional indication will prefix the TO- x icon
190
ATTCS Display
The display indicates an ATTCS icon when ATTCS is enabled or armed.
This indication is active in takeoff mode and go-around only. The icon is po-
sitioned below the thrust mode icon. In the case that the ATTCS is enabled
there will be a white indication of "ATTCS" just below the thrust mode. If the
ATTCS is armed (TLA at TO/GA position) then the ATTCS indication will be-
come green. In the case of an engine failure and ATTCS being triggered the
"ATTCS indication will disappear and the thrust mode will change to "TO-1
RSV", "TO-2 RSV", “TO-3 RSV" or “GA RSV.
Figure 6: ATTCS indication
190
Engine OFF Indication
An indication is provided on the EICAS display to indicate when an engine
has been shut down by pilot action in flight. The indication comprises the
icon “OFF” in blue letters in the centre of the associated engine N1 dial.
Engine FAIL Indication

An indication is provided on the EICAS display to indicate when an engine
has been flamed out or shut down without pilot action. The indication com-
prises the icon “FAIL” in amber letters in the centre of the associated engine
N1 dial. In addition there is an associated CAS message.
Engine Windmilling Indication

An indication is provided on the EICAS display to indicate when the FADEC
has detected an engine flame out condition and the Air Turbine Starter is not
turned on and the engine has not been returned to its running condition. The
indication comprises the icon “WMILL” in green letters positioned below the
ignition icon to the outside of the N2 display.
Figure 7: Engine abnormal indications
190
77-12 N2 Indicating System

N2 Sensor
Each FADEC channel receives an N2 signal from a magnetic reluctance
pick-up that is installed on the top of the AGB.
Each FADEC channel also determines N2 from the three phase alternator
(PMA) windings which provide a source of electrical power in addition to the
aircraft battery bus.The PMA is located on the forward side of the AGB be-
low the IDG the PMA contains two 3-phase stator windings and a rotor.
Each hard wired N2 signal is shared with the other channel via the CCDL so
each channel receives four independent electrical core speed inputs.
The PMA provides electrical power for the FADEC at N2 speeds above 50
percent during normal engine operation.
It sends N2 speed signals to each FADEC channel and to the aircraft vibra-
tion monitoring system.
Figure 1: N2
ENGINE 1 FADEC
CHANNEL A CHANNEL B
N1 SIGNAL INPUT
N1 SIGNAL INPUT
N2 SIGNAL INPUT
N2 SIGNAL INPUT
LO
LO
LO
LO
HI
HI
HI
HI
HH
HH
X#
X#
M
M
L
L
P3 P4
77-32-50
P39 P49 P34 P44

1
1
4
COIL 3 COIL 1 COIL 2 COIL 1 COIL 2
N1 SENSOR N2 SENSOR
(73-21-50) - 416 ENGINE 1 LEFT NACELLE
190
N2 Indication
Digital display
For N2, data is indicated only via a digital display on EICAS. The indication
will provide a digital display representing N2 in%. If the N2 signal becomes
invalid the display will reconfigure to dashes.
N2 Red Line
An exceedance of the N2 red line value triggers a colour change to the dig-
ital read-out.
Figure 2: N2 Indication
190
77-20 Temperature Indication and the other set of thermocouples from each of the 9 probes is also
electrically averaged together and provided to the other FADEC chan-
nel.The signal is displayed in the cockpit (ITT(Interstage Turbine Tem-
Introduction perature)) and is used for hot start logic, flameout detection and trend
monitoring.
The temperature indicating system function is to monitor the engine temper- The temperature indicating system sensors provide temperature data of the
ature operations and send the values to the FADEC (Full-Authority Digital engine air inlet, compressor air inlet, compressor discharge, HPT (High
Engine-Control) and to the EICAS (Engine Indicating and Crew Alerting Sys- Pressure Turbine) case shroud and LPT (Low Pressure Turbine) stage two
tem). nozzle segment.The FADEC uses these information to control the engine.
The ITT (Interstage Turbine Temperature) data is displayed in both analog
and digital forms.The indication provides a method of detecting engine de-
Description terioration or failure conditions.
The engine temperature indicating system comprises five kinds of sensors:

T1.2 (Inlet Fan Temperature), T2.5 (Inlet Compressor Temperature), T3
(Compressor Discharge Temperature), TCase and T4.95.
– The T1.2 sensor consists of a dual element RTD (Resistance Temper-
ature Device).Each T1.2 signal is shared with the other channel via
CCDL (Cross Channel Data Link).It measures the engine inlet air tem-
perature for use in several of the FADEC control calculations.
– The T2.5 sensor consists of a dual element RTD.It measures the com-
pressor inlet air temperature for use in several of the FADEC control
calculations.
– The T3 sensor consists of a dual element thermocouple (TC).It meas-
ures the compressor discharge temperature for use in several of the
FADEC control calculations.
– The TCase sensor consists of a single type K thermocouple (TC)
whose outputs voltage is proportional to turbine case temperature.It
measures HPT (High Pressure Turbine) case shroud temperature and
its an input to the HPT clearance control algorithm.
– The T4.95 (Interstage Turbine Temperature) sensor consists of a set of 9
probes with 2 thermocouples at the same immersion depth in each
probe.The probes are arranged around the engine LPT (Low Pressure
Turbine) case.One set of thermocouples from each of the 9 probes are
electrically averaged together and provided to one FADEC channel
Figure 1: Engine Temperature Indication
T12
T3
FADEC SENSOR
SENSOR
CHANNEL
A
T25
FADEC SENSOR
CHANNEL
TCASE B
SENSOR
T4.95
SENSOR
(SET OF NINE PROBES)
T4.95
SENSOR
(SET OF NINE PROBES)
190
77-21 Fan Inlet Temperature Transmitter

T1.2 Temperature Sensor
The T1.2 sensor is on the inner barrel of the nose inlet cowl.
The sensor is a dual-element Resistance Temperature Detector (RTD) with

varying resistance to a constant electrical current from the FADEC.
The T1.2 sensor is mounted in the flow stream in front of the fan and above
the engine centerline with one element hardwired to each FADEC chan-
nel.Each T12 sensor is shared with the other channel via CCDL (Cross
Channel Data Link).
The sensor provides engine inlet air temperature for use in several of the
FADECs control calculations.
Figure 1: T1.2
T12 SENSOR
D
E
190
T2.5 Temperature Sensor
The T2.5 sensor is mounted in the flow stream in front of the compressor
with one element hardwired to each FADEC channel.
The sensor is a dual-element Resistance Temperature Detector (RTD) with

varying resistance to a constant electrical current from the FADEC.
The sensor provides engine inlet air temperature for use in several of the
FADECs control calculations.
Figure 2: T2.5
T25 SENSOR
T12 SENSOR
E
D
190
T3 Temperature Sensor
The T3 sensor is mounted to the combustor diffuser nozzle case with one
element hardwired to each FADEC channel.
The T3 sensor consists of dual-element thermocouples (TC).The output

voltage is proportional to the compressor discharge temperature.
The T3 sensor provides the FADEC with compressor discharge airflow tem-
perature to be used in the engine control algorithms.
Figure 3: T3
T3 SENSOR
TCASE SENSOR
B B
190
TCase Temperature Sensor
The TCase sensor is mounted to the high-pressure turbine manifold.
The Tcase sensor consists of a single type K thermocouple (TC) whose out-
puts voltage is proportional to the turbine case temperature.
The Tcase sensor measures HPT case shroud temperature and is an input
to the HPT clearance control algorithm.
Figure 4: TCase
T3 SENSOR
TCASE SENSOR
B B
190
Thermocouple Assembly ITT
The T4.95 sensors are a set of probes arranged around the engine LPT
case.The assembly is made of 9 dual junction probes around the engine (9
probes, each probe has two thermocouples elements).
The probes are inserted into the second stage of the low pressure turbine
nozzle to sense the average gas temperature of the LPT stage two nozzle
segment.
The millivolt output signal of each harness is sent to the FADEC where the
signal is processed and sent digitally to the cockpit indication for monitoring
engine temperature conditions.
In addition, the signal is issued for hot start logic, flameout detection and
trend monitoring.
Figure 5: Thermocouple Assembly
A FADEC
W3 - Red KP/KN
D
A
J
Channel A
Channel B W4 - Orange
KP/KN
D
A
A
ITT PROBE (x9)
B J
190
ITT Indication schematic
The T4.95 sensors are a set of probes arranged around the engine LPT
case.The assembly is made of 9 dual junction probes around the engine (9
probes, each probe has two thermocouples elements). The probes are in-
serted into the second stage of the low pressure turbine nozzle to sense the
average gas temperature of the LPT stage two nozzle segment. The millivolt
output signal of each harness is sent to the FADEC where the signal is proc-
essed and sent digitally to the cockpit indication for monitoring
engine temperature conditions. In addition, the signal is issued for hot start
logic, flameout detection and trend monitoring.
Figure 6: ITT Indication Schematic
FWD AVIONICS COMPT MAIN INSTR PANEL

A MID AVIONICS COMPT
MAU 1 MAU 3
EICAS
BACKPLANE BUS BACKPLANE BUS
A
A (SSM 31-41-80)
GENERIC
GENERIC
PROC
PROC
ASCB
NIC
NIC
I/O
I/O
(SSM 31-41-80) (SSM 31-41-80)
ARINC 429
ARINC 429
ENGINE 1 ENGINE 2
FADEC 1 FADEC 2
(SSM 73-20-80)
(SSM 73-20-80)
T4.95 SENSORS T4.95 SENSORS T4.95 SENSORS T4.95 SENSORS T4.95 SENSORS T4.95 SENSORS
(THERMOCOUPLES) (THERMOCOUPLES) (THERMOCOUPLES) (THERMOCOUPLES) (THERMOCOUPLES) (THERMOCOUPLES)
(SDS 77-21)
(MPP 77-21-17)
A
A (SDS 77-21)
(MPP 77-21-17)
A
A (SDS 77-21)
(MPP 77-21-17)
A (SDS 77-21)
(MPP 77-21-17)
A
A (SDS 77-21)
(MPP 77-21-17)
A
A (SDS 77-21)
(MPP 77-21-17)
A
A
190
ITT Indication
ITT is displayed in both analogue and digital form. The indication provides a
method of detecting engine deterioration or failure conditions.
Analogue Indicator
The indication consists of a pointer display representing ITT in degrees C.
In the case of invalid ITT data the pointer is removed from the display.
In normal conditions a green pointer is used in the white dial gauge with gray
shading.add after last sentence: The digital readout range is from 0 to 1600
degrees C.
Digital Display
The ITT digital display uses the same data source as the analogue display
and will reconfigure to dashes if the data is invalid.
Figure 7: ITT Indication
Normal conditions a green pointer is used in the white dial gauge with
gray shading.
The digital readout range is 0 to 1600 degrees C.
190
ITT amber line
The ITT amber line will be displayed on the EICAS only in-flight after the end
of the takeoff phase and the takeoff rating redline will be hidden. This limit
corresponds to the Maximum Continuous ITT amber line.
The takeoff redline will be shown in flight if the ITT goes above the CON limit.
The CON limit becomes a red line, if the ITT stays above this limit for more
than 2 minutes.
Figure 8: ITT
Ratings CF34-10E6A1 CF34-10E5A1 CF34-10E6 CF34-10E5

Thrust Mode ATTCS AEO O EI AEO O EI AEO O EI AEO O EI
T /O-1 ON T /O-1 T /O-1 T /O-1 T /O-1 T /O-1 T /O-1 RSV T /O-1 T /O-1 RSV
983 983 983 983 938 983 939 983
OFF T /O-1 T /O-1 T /O-1 T /O-1 T /O-1 T /O-1 T /O-1 T /O-1
983 983 983 983 938 938 939 939
T /O-2 ON T /O-2 T /O-2 RSV T /O-2 T /O-2 RSV T /O-2 T /O-2 RSV T /O-2 T /O-2 RSV
938 983 939 983 877 910 897 930
OFF T /O-2 T /O-2 T /O-2 T /O-2 T /O-2 T /O-2 T /O-2 T /O-2
938 938 939 939 877 877 897 897
T /O-3 ON T /O-3 T /O-3 RSV T /O-3 T /O-3 RSV
877 910 897 930
OFF T /O-3 T /O-3 T /O-3 T /O-3
877 877 897 897
GA ON GA GA RSV GA GA RSV GA GA RSV GA GA RSV
983 983 983 983 983 983 983 983
CON - CON CON CON CON CON CON CON CON
960 960 960 960 960 960 960 960
190
ITT Red Line redline will be displayed. After 5 minutes at takeoff or go-around thrust the
ITT redline is reduced to the maximum continuous redline.
The ITT red line is visible as a red tick mark at the exceedance limit on the When the engine is not running and the airplane is on the ground, the ITT
indicator arc. Exceedance of this value triggers a colour change to both the ground start limit is displayed. If the airplane is in flight and the engine is not
dial and digital read-out. running, the in-flight ITT limit will be displayed.
The ITT red line has been established to protect the engine capability to
achieve maximum rated thrust. The maximum redline for the turbo-machin-
ery is defined as 983 degrees C for 2 minutes. After 2 minutes,depending on
mode and engine rating, the ITT redline is stepped down to the 3 minute
redline. This stepped redline allows maximum advantage in terms of ITT
margin as a result of the normal ITT overshoot during takeoff and go-around
thrust setting.
The ITT redline philosophy considers the requirement to indicate both the
normal takeoff ITT redline (all engines operating) and the maximum rated
takeoff ITT redline (one engine inoperative). The go-around rating with OEI
is the maximum rated takeoff thrust, therefore, in any flight, regardless of the
selected takeoff mode, the highest achievable thrust level is the maximum
rated takeoff thrust. Therefore, the ITT display will indicate the ITT redline
required to protect the capability to achieve the maximum rated takeoff
thrust (even if the single engine takeoff thrust rating provides a lower thrust).
This approach ensures the engine indication always clearly identifies the
margin to perform a single engine takeoff or single engine go-around.
If a flexible takeoff is selected the engine redlines remain at the full thrust
takeoff limits.
In order to minimize pilot interpretation problems only one redline will be dis-
played on EICAS. During takeoff roll (until V1), the lowest ITT redline for the
selected takeoff mode will be shown, in order to indicate the engine margin
to reach the maximum takeoff rating of the engine. If this limit is reached then
the pilot will perform the rejected takeoff procedure.
After V1, the highest ITT redline (OEI – 2 minute limit) will be shown. From
this point there is no procedure to perform a rejected takeoff and the maxi-
mum ITT limit is applicable. During go-around, the maximum takeoff rating
Figure 9: ITT Redline
ITT Indication - Normal Flight Profile (Preliminary)

(Example shown is CF34-10E6A1, TO - 1, AEO)
V1 minus 15 -
1100
V1 minus 15 -
display AEO TO
display AEO TO
limit 983°C
limit (983 deg C)
(1800°F)
GA - display
TO - display
1050 AEO liGAi limit 983°C
TO - display AEO (1800°F)
TO red line983°C
TO red line (983 Time
Timeat at
TOTO> 5>min - -
5 min
deg C)
(1800°F) display Max CON Limit
display Max CON Limit
960°C
(960 deg(1760°F)
C) Time at GA > 5 min -
display Max CON
1000 limit 960°C (1760°F)
Indicated ITT limit (deg C)
Red line
950 Amber line
Exceedance Limits
Engineatatidle
Engine idle-- Max
Max
900 CON Limit 960°C
CON Limit (960 deg C)
(1760°F)
850
Ground
Groundstart
startlimit
limit
(TBD deg
740°C C)
(1365°F)
0 5 10 15 20 25 30 35 40
Flight tim e (m ins)
190
Warning Message
ENG 1(2) REV DEPLOYED
Message Type:Warning
Meaning: Thrust reverser has deployed without pilot command or has not
stowed when commanded to stow. Set also if all 3 lines of defense against
deployment have failed, or if the FADEC cannot determine the T/R position.
FADEC pulls the engine back to idle.
Inhibit conditions:Not inhibit.
Figure 10: Warning Message
190
Caution Messages ENG 1 (2) NO DISPATCH
Message Type: Caution
ENG 1 (2) OIL LO PRESS Meaning: FADEC has detected a no dispatch fault condition. Set on ground
Message Type: Caution only.
Meaning: Low pressure has been detected in the engine lube oil system. Inhibit conditions: Takeoff, climb, cruise, approach and landing phases.
The lube oil pressure switch is monitored by the MAU. When the pressure
falls below the set point, the switch contacts close. The EICAS clutter display ENG NO TAKEOFF DATA
will be tripped to show oil pressure, temperature and vibration indications.
Inhibit conditions: Takeoff and landing phases. Message Type: Caution
Meaning: Takeoff data has not been successfully entered. Set on ground
ENG 1 (2) FADEC OVERTEMP only.
Inhibit conditions: Takeoff, climb, cruise, approach and landing phases.
Meaning: Indicates a FADEC LRU over temperature condition. ENG 1 (2) REV PROT FAULT
Inhibit conditions: Takeoff and landing phases.
ENG 1 (2) START VLV OPEN Meaning: Set if a reverser fault is detected that does not inhibit reverser op-
eration. Set by sense and switch failures. Set also from MAU logic if the re-
Message Type: Caution verser is pressurized while in forward thrust, or in flight.
Meaning: This message provides an indication of the starter air valve in the Inhibit conditions: Takeoff, climb, cruise, approach and landing phases.
fully open position when commanded to be closed. Message not displayed if reverser is locked out.
ENG 1 (2) TLA FAIL
ENG EXCEEDANCE Message Type: Caution
Message Type: Caution Meaning: Indicates dual RVDT thrust lever failure
Meaning: This message is displayed on the ground if an exceedance of an Inhibit conditions: Takeoff phase.
engine operating limit was detected during the previous flight.
Inhibit conditions: Takeoff, climb, cruise, approach and landing phases. ENG 1 (2) FAIL
ENG 1 (2) ENG OIL LO LEVEL Message Type: Caution
Meaning: Indicates an uncommanded engine shutdown or flame out has
Message Type: Caution occured. The “FAIL” indication in the associated N1 dial on EICAS will also
Meaning: Engine oil level below sufficient level to proceed the flight with be set.
worst case oil consumption. Inhibit conditions: Takeoff.
Inhibit conditions: Takeoff,climb,cruise, approach and landing phases.
Figure 11: Caution Message
190
Caution Messages (continued)
ENG 1 (2) CONTROL FAULT

Meaning: Indicates that the pilot may be unable to modulate thrust or that
the throttle should be moved slowly or that the engine will respond slowly.
ENG 1 (2) T2 HEAT FAIL

Meaning: The T2 heater has failed to turn on. Potential engine operability
problem. If the message occurs in flight then icing conditions should be
avoided.
ENG THR RATING DISAG

Meaning: The two engines thrust ratings structures are different. Indicates
asymmetric thrust is possible.
ENG TLA NOT TOGA

Meaning: TLA not at TO/GA position during takeoff and/or go-around phas-
es.
Inhibit conditions: Cruise and landing phases.
190
Caution Messages (continued)
ENG 1 (2) FUEL IMP BYPASS ENG 1 (2) REV TLA FAIL
Message Type: Caution Message Type: Caution
Meaning: Indicates fuel filter impending bypass is occuring. Meaning: Thrust lever idle stop has failed.
Inhibit conditions: Takeoff and landing phases. Inhibit conditions: Takeoff and landing phases.
ENG REF A-I DISAG ENG 1 (2) FUEL LO PRESS

Message Type: Caution Message Type: Caution
Meaning: Indicates a disagreement between the reference anti ice input Meaning: Fuel pressure is low. The low pressure switch is tripped.
and the actual anti ice bleed configuration. Inhibit conditions: Takeoff and landing phases.
Inhibit conditions: Power-up, takeoff, climb, cruise, approach and landing
phases.
A-I ENG 1 (2) FAIL
ENG REF ECS DISAG
Meaning: Indicates NAI valve is closed when value is commanded open.
Message Type: Caution Inhibit conditions: Takeoff and landing phases.
Meaning: Indicates a disagreement between the reference ECS input and
the actual ECS bleed configuration.
ENG 1 (2) REV FAIL

Meaning: Indicates the reverser is not available and is to be locked out to
prevent unexpected operation. Set by a pre-flight TRAS pressure or by a di-
rection valve relay test failure. Set also by loss of 28V supply from SPDA or
if one of the locks has failed in the “locked” position. Message is inhibited by
the inhibit lever switch.
190
Advisory Messages
ENG 1 (2) FUEL SW FAIL ENG 1 (2) SHORT DISPATCH

Message Type: Advisory Message Type: Advisory
Meaning: Indicates fuel filter impending by-pass switch is set to “bypass” Meaning: FADEC has detected a short time dispatch fault condition.
when the engine is not running or the fuel pressure switch is stuck in the Inhibit conditions: Takeoff, climb, cruise, approach and landing phases.
pressure position. Fuel pressure switch indicates the pressure is not low
when all fuel pumps are off.
Inhibit conditions: Takeoff, climb, cruise, approach and landing phases. A-I EN 1 (2) LEAK
Message Type: Advisory
ENG 1 (2) OIL SW FAIL Meaning: This message provides an indication of leaking from NAI duct.
Meaning: Oil impending bypass switch or oil pressure switch failure is de-
tected.
ENG TLA TRIM FAIL
Meaning: Selected Sync function is unavailable due to an internal failure or
ENG 1 (2) FADEC FAULT a required input failure. AT function is available
Meaning: There is a loss of ARINC communication from the FADEC to the
MAU.
ENG 1 (2) OIL IMP BYPASS

Meaning: Indicates oil filter impending bypass. The EICAS clutter display
will be tripped to show oil pressure, temperature and vibration indications.
Figure 14: Advisory Message
190
Status Message
ENG 1 (2) TLA NOT IDLE

A-I ENG 1 (2) VLV OPEN
Message Type: Status
Meaning: The message is required for two different scenarios. Firstly, if the Message Type: Status
engine is being started and TLA is not at idle then a higher than expected Meaning: Indicates the anti-ice valve is open.
thrust will be reached. Secondly, if the pilot attempts an engine shutdown Inhibit conditions: Takeoff and landing phases.
when TLA is not at idle then the FADEC will inhibit the engine shutdown
command.
Inhibit conditions: No inhibit.
ENG 1 (2) REV INHIBIT

Meaning: Indicates that reverser has been locked out by maintenance ac-
tion.
Inhibit conditions: Takeoff, cruise and landing phases.
ENG TDS REF A-I ENG

Meaning: This message will be presented to assure to the pilot that the
FADEC has selected the correct takeoff performance chart, according to
TDS input. The FADEC is considering anti-ice bleed extraction only to the
engine air inlet anti-ice system.
ENG TDS REF A-I ALL

Meaning: This message will be presented to assure to the pilot that the
FADEC has selected the correct takeoff performance chart, according to
TDS input. The FADEC is considering bleed extraction to both engine air in-
let and slat anti-ice systems.
Inhibit conditions: takeoff, climb, cruise, approach and landing phases.
Figure 15: Status Message
190
77-30 Engine Vibration Monitoring

The main tasks of the integrated EVM are to:
Introduction • Monitor the vibration of both engines.
• Provide engine trim balancing (FAN and/or LPT(Low Pressure Turbine)).
The engine vibration monitoring system has the function of collecting vibra- • Detect engine running, new flights.
tion and speed data from the engine and providing them to the CMC (Central • Store vibration in the history memory.
Maintenance Computer), FADEC (Full-Authority Digital Engine-Control), • Check internal and external functions by BITE (Built-in Test Equipment)
MFD (Multi-Function Display), FDR (Flight Data Recorder) and to the crew, procedures.
via EICAS (Engine Indicating and Crew Alerting System).
To perform these tasks, the integrated EVM receives signals from 4 accel-
erometers, 2 on each engine, and the tachometer signals from the speed
sensors.
Description ACCELEROMETERS:
The accelerometers are piezoelectric devices that measure the engine
There are two transducers on each engine, one is fitted on the fan front movement and feed the information to the integrated EVM unit.
frame (rear accelerometer) and the second is fitted on the number 1 bearing The front accelerometer is installed on the first bearing house.The rear ac-
housing (front accelerometer).The two transducers are connected to the in- celerometer is installed on the fan frame compressor case.
tegrated EVM (Engine Vibration Monitor) unit, allowing the possibility of two- The accelerometers signals are sent to the MAU (Modular Avionics Unit),
plane trim balancing.The signal from each transducer is compared with ded- specifically to the integrated EVM board.The integrated EVM board process-
icated N1 (Fan Rotor Speed) and N2 (Core Rotor Speed) speed signals to es them and then this information is sent to the FADEC.The FADEC con-
determine the tracked LP (Low Pressure) and HP (High Pressure) vibration verts the vibration values to non-dimensional vibration units and retransmit
levels. to MAU to be displayed on the EICAS:
This gives a total of four vibration values: There is a digital readout display representing the digital value of the LP and
• LP tracked vibration at the front frame bearing case. HP vibration signals.If there is an exceedance of any amber limit, the display
• LP tracked vibration at the HP turbine flange. becomes amber.
• HP tracked at the front frame bearing case. The vibration display uses non-dimensional vibration units.This allows the
vibration signals from each of the two sensors for the LP vibration to be pre-
• HP tracked at the HP turbine flange. sented on the same display.The signals are scaled in such a way that the
range and threshold from the front sensor is aligned with those from the rear
These values are displayed on the EICAS.The display indicates the higher sensor.The HP signals are also scaled in the same way.
of two measurements of LP tracked vibration.Similarly, the display indicates The vibration display is visible during the engine start and is decluttered in
the higher of the two HP tracked vibration measurements INTEGRATED normal operation if vibration is within limits.If any vibration measurement ap-
ENGINE VIBRATION MONITOR (IEVM).The integrated EVM unit is a part proaches or exceeds the amber line the display reappears automatically.
of the Honeywell’s EPIC system, located in the middle aircraft avionics com- The MAU also sends the vibration data to the FDR for storage purposes.If
partment. an exceedance occurs, the MAU sends vibration data to the MFD and to the
CMC for dispatch and maintenance purposes, respectively.
Figure 1: Engine Vibration Monitoring
REAR ACCELEROMETER
(ZFFCC)
andi mamnni geri
andi mamnni geri
andi mamnni geri

made in Zirl
andi mamnni geri

andi mamnni geri
made in Zirl FRONT

ACCELEROMETER
andi mamnni geri
andi mamnni geri
(Z1BRG)
andi mamnni geri
IEVM module
MAU 3
190
Engine Vibration Monitoring Schematic
Notes
Figure 2: Engine Vibration Monitoring Schematic
B
B
B
C
C
A
ENGINE 1 ENGINE 2 A MAIN INSTR PANEL MAIN INSTR PANEL MAIN INSTR PANEL
FADEC (SSM 73-20-80) FADEC (SSM 73-20-80)
MFD 1 EICAS MFD 2
(SSM 31-61-80) (SSM 31-61-80) (SSM 31-61-80)
C
ASCB
FWD AVIONICS COMPT MID AVIONICS COMPT
MAU 1 MAU 3
BACKPLANE BUS BACKPLANE BUS

ARINC 429
ARINC 429
(SSM 31-41-80)
(SSM 31-41-80)
GENERIC
GENERIC
CUSTOM
CUSTOM
EVM
PROC
PROC
CMC
(SDS 77-31) (MODULE 16)

NIC
NIC
I/O
I/O
I/O
I/O
(MPP 77-31-01)
ASCB MID AVIONICS MID AVIONICS

COMPT COMPT
LICC RICC
(SSM 24-51-81) (SSM 24-51-81)
DVDR 1
HI LO HI LO HI LO HI LO HI LO HI LO LO HI LO HI
(SSM 31-31-80)
FWD AVIONICS
COMPT ACCELEROMETER 2 ACCELEROMETER 1 ACCELEROMETER 1 ACCELEROMETER 2
COIL 3 N2 SIGNAL N2 SIGNAL COIL 3
(SDS 77-31)
(MPP 77-31-03)
C (SDS 77-31)
(MPP 77-31-03)
B (SSM 73-20-80) (SSM 73-20-80) (SSM 73-20-80) (SSM 73-20-80)
(SDS 77-31)
(MPP 77-31-03)
B (SDS 77-31)
(MPP 77-31-03)
C
DVDR 2
(SSM 31-31-80) N1 SENSOR PERMANENT MAGNETIC PERMANENT MAGNETIC N1 SENSOR
ALTERNATOR (PMA) ALTERNATOR (PMA)
AFT AVIONICS ENGINE 1 ENGINE 2
COMPT
190
Operation
The IEVM uses only the data stored in the Engine Balance Flight History re-
The Integrated Engine Vibration Monitoring system consists of the front ac- lated to one of the last 6 flights.
celerometer, the aft accelerometer, the N1 or fan speed, speed pick-up sen-
sor, the N2 speed pick-up sensor, which in this case is performed by the The IEVM has the provision to specify installation of new balance weights on
PMA and the IEVM module which is located in the MAU 3. the FAN, LPT, or FAN & LPT.
The N1 or fan speed signal is provided from an engine sensor that produces
a frequency output proportional to speed.The signal is approximately sinu-
soidal.The speed signal is derived from a 25-tooth wheel on the fan
shaft.One tooth is altered such that the signal voltage amplitude reads at
least 30% lower than the others in order to provide a 1/rev clocking indicator.
The sensor is on the engine front frame at 3:00 o’clock.
The N2 or core speed signal is provided from an engine-mounted alternator

(PMA) that produces a frequency output proportional to speed.
The PMA is on the Engine Gearbox, next to the IDG.
Up to 6 engine-balance flight-histories are stored within the non-volatile

memory (NVM).For each new flight, the unit computes temporary accumu-
lative averages for the following engine vibration data:
– N1 Vibration Amplitude: mils. D.A.
– N2 Vibration Amplitude: mils. D.A.
– Phase: degree
– N1 Speed: % RPM
All measurements will be made during a time window being at least 5 sec-
onds in length and as long as the following stability-criteria hold true:
• N1 Speed is stable within +/-1.0% N1
• Vibration amplitudes are stable within +/-0.2 mils D.A.
• Phase is stable within +/-10 degrees
The IEVM has the capability of calculating a fan only and a combined fan/
LPT correction solution.The solution should be the weighted average of the
various speed points collected.In the case of an accelerometer failure, the
correction solution can be given for the other accelerometer but must be not-
ed an accelerometer is inop.
Figure 3: Engine Vibration Monitoring System
MAU 3
UNIT CONVERSION FROM
SIGNAL PROCESSING EXCEEDANCE LOGIC
MILS DA TO AIRCRAFT UNITS
AIRCRAFT
UNITS
FRONT N1
AIRCRAFT
SIGNAL UNITS
(MILS DA)
MILS DA
YES
N1
HIGH N1 > 3.99 EXCEEDANCE - AMBER
SELECT (AIRCRAFT UNITS)
AIRCRAFT
UNITS NO
N1
REAR N1
AIRCRAFT VIBE - GREEN
SIGNAL UNITS (AIRCRAFT UNITS)
(MILS DA)
FRONT
MILS DA
ACC
N1 REAR
ACC TO
EICAS
N2
AIRCRAFT
UNITS
FRONT N2
AIRCRAFT
SIGNAL UNITS
(MILS DA)
MILS DA
YES
N2
HIGH N2 > 3.99 EXCEEDANCE - AMBER
SELECT (AIRCRAFT UNITS)
AIRCRAFT
UNITS NO
N2
REAR N2
AIRCRAFT VIBE - GREEN
SIGNAL UNITS (AIRCRAFT UNITS)
(MILS DA)
MILS DA
190
Indication
The max capacity weight limit is ~80 gms for the fan and TBD gms for the
The system permanently monitors the engine when running and sends its LPT.
signals to the cockpit. Indication on the EICAS consists of one indicator for
each engine, and is divided into N1 and N2 scales. The indication is shown
in green from 0 to 3.99 units and in amber from 4 up to 5 units.In case the Engine Trim Balance Locations:
IEVM values are higher than 5 units, the maintenance computer and flight Fan Trim Balance Locations: 36 equally spaced holes located on the spin-
data recorder are able to continue recording vibration levels up to 10 units. ner, numbered from 1 to 36 in counter-clockwise direction when viewed for-
ward looking aft.
Cold Trim Balance
A Cold Trim Balance is a procedure where a fan trim balance is conducted LPT Trim Balance Locations: 106 equally spaced stage 4LPT blades,
between flights from data acquired in flight which requires no high speed vi- numbered from 1 to 106 in clockwise direction when viewed aft looking for-
bration verification run prior to dispatch (LPT correction is not an option). It ward.
is an excellent tool for maintaining very low fan or N1 vibration levels on an
airline’s fleet in an economical and timely manner.
The following guidelines are the preliminary recommended limitations for

adding correction weight to the fan while conducting a Cold Trim Balance
(a) Cold Trim Balance should be conducted only when the engine maximum
acquired vibration level is at 50% or less of the IEVM vibration alert level.
(b) The amount of allowable trim weight correction to the fan should be
equivalent to a delta vibration response of 25% or less of the IEVM vibration
alert level.
Vibration Fan Trim Balance data (amplitude and phase) will be obtained dur-
ing flight at selected speed/power points. Previously generated 1st shot ge-
neric Fan trim balance coefficients will be applied to these readings and a
weighted solution will be calculated from the IEVM software. The corrected
weight solution will be converted into a weight map for maintenance person-
nel. This weight map considers:
– the weights already in the spinner

– the optimum correction to minimized maintenance time to install
– the final weight map (with existing and new addition) must not exceed
the recommended maximum spinner weight requirement.
Figure 4: Indications on EICAS, Balance locations
Engine Vibration Indication on EICAS
Balance locations
• Normal LP vibration display
• Vibration is in the amber range
• LP vibration data is invalid
190
CMC Balance Solution Indication
The calculated Balance Solution can be reviewed using the CMC.
In the TEST Menu Chapter “77 Engine Indicating” has to be selected and
then “Balancing Process”.
This will bring you to the next page where the engine 1 or 2 can be selected
by the “yes” or “no” button.
Figure 5: CMC Balance Solution Indication
190
CMC Balance Solution Indication continued
After the engine has been selected, the vibration values for the forward and
aft vibration accelerometers are indicated together with the flight leg
number. Different flight legs can be reviewed by selecting the “next” or “pre-
vious” Imbalance Data Buttons.
By selecting the forward button, the IEVM will calculate the balance solution
with the indicated datas (this will take a few seconds).
Figure 6: CMC Balance Solution Indication
190
CMC Indication continued
Finally the result will be shown and the necessary balance weight is indicat-
ed that has to be installed at the aft spinner for balancing of the FAN.
In addition the individual weights are listed together with the position at the
aft spinner in relation to the Fan Blade.
This balancing solution has to be confirmed with the “confirm” button if the
weights will be installed at the aft spinner.
Figure 7: CMC Balance Solution
190
77-MEL (Example)
-------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 77-1 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 77 ENGINE INDICATING ¦ ¦ ¦ ¦
¦ 31-00 HP Vibration C ¦ 2 ¦ 1 ¦ ¦
¦ Indications on ¦ ¦ ¦ ¦
¦ EICAS ¦ ¦ ¦ ¦
-------------------------------------------------------------------------------
190
ATA 78 Engine exhaust system

190
Table of Content Electro-Hydraulic Cowl Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Manual Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
78-00 Exhaust System Isolation Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Directional Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Primary Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Ground Maintenance Override Switch (GMO) . . . . . . . . . . . . . . . .19
Thrust Reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Control and Actuation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The thrust reverser deploy sequence . . . . . . . . . . . . . . . . . . . . . .23
Thrust Reverser Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
78-10 Primary Exhaust System Cowl Lock release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Thrust Reverser Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Primary Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Thrust Reverser Stowage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Centerbody . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FADEC/Thrust Reverser Actuation System Interface . . . . . . . . . .31
N2 Reference Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
78-30 Thrust Reverser Actuation System (TRAS) Thrust Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 EICAS Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Thrust Reverser EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . .35
Thrust Reverser System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Inhibit conditions: takeoff, cruise and landing phases. . . . . . . . . . .35
Thrust Reverser Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fixed Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 78-MEL (Example)
Translating Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cascades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Thrust Reverser Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Hydraulic Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Synchronization Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 78-TOC Page I
190
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 78-TOC Page II
190
78-00 Exhaust System

Introduction Primary Exhaust System
The exhaust system portion of the CF34-10E engine provides the mecha- The primary exhaust nozzle consists of a chevron nozzle, centerbody, and
nism to discharge the air from the propulsion system. a center vent tube.The nozzle trailing edge is intended to reduce exhaust
noise.
The engine exhaust and thrust reverser system consists of three main sub-
systems:
• primary exhaust system
• thrust reverser
• control and actuation system
Primary air is that air which enters the engine near the fan blade platform,
continues through the booster, high pressure compressor, the combustor,
the high and low pressure turbines, and exhausted to atmosphere through
the primary nozzle.The inner wall of the primary nozzle and the outer wall of
the centerbody form the primary nozzle flowpath.
The air discharged from the outer portion of the fan (approximately 4/5 of the
total airflow) bypasses the core engine and flows through the thrust reverser
to atmosphere.In the forward thrust mode, this bypass air is accelerated and
exhausted aft to atmosphere by the fan nozzle, which is the duct of the thrust
reverser formed by the inner wall of the thrust reverser’s translating cowl and
the outer surface of the inner fixed structure (IFS).
In the reverse thrust mode, the transcowls are deployed aft to block the fan
nozzle.The fan air is then directed radially outward and through the cas-
cades exposed by the translating cowl which direct the fan air toward the
front.
The thrust reverser is not designed for operation in flight.
Figure 1: Exhaust System
THRUST REVERSER
PRIMARY EXHAUST
190
Thrust Reverser
The thrust reverser assembly forms the fan air stream exhaust nozzle when
stowed and reverses the direction of the fan air stream when deployed.It is
constructed in two halves that are hinged to the aircraft pylon at the top and
latched together at the bottom to permit opening the thrust reverser for en-
gine access or removal.Both the fixed structure and the transcowl halves are
latched together.Each thrust reverser half forms the inner and outer surfaces
that direct the fan air stream and contains the translating cowl, cascades, ac-
tuators, and necessary structural components.When deploying, the translat-
ing cowl is driven aft blocking the fan air passage and exposing the
cascades that direct the fan air stream outward and forward.
Control and Actuation System
Hydraulic actuators pressurized by the aircraft hydraulic system operate

each thrust reverser half assembly.The actuation system is controlled from
the cockpit by the thrust control quadrant.An electrical indicating system
monitors the operation of the thrust reverser.
Figure 2: Thrust Reverser
UPPER DUCT SIDEWALL
FORWARD THRUST
REVERSE THRUST
RIGHT ASSEMBLY
TRANSLATING COWL
B
LOWER DUCT SIDEWALL
A LEFT ASSEMBLY
B
Transcowls
TranscowlsFully
FullyDeployed
Deployed
190
78-10 Primary Exhaust System

Introduction • Provisions for core compartment and sump ventilation have been
provided in the exhaust system.In addition, the centerbody incorpo-
rates a vent tube to discharge sump air into the flow.
The primary exhaust system provides a fixed area annulus for exhausting
the core engine gas stream flow and provides a continuation of the aerody-
namic cowling from the aft core cowl interface.It consists of a primary nozzle
which attaches to the turbine frame outer flange and a centerbody, which at-
taches to the turbine frame hub flange.
The following design considerations have been incorporated into the CF34-
10E propulsion system exhaust:
• All parts of the primary exhaust system are made of Titanium and
are fireproof.
• The design does not incorporate any combination of angles and
surfaces so as to cause visual obstructions for the pilots, once the
aircraft conception consists of the engine installed under wings.
• There are no propulsion system components, aft of the exhaust
nozzles that would constitute a hazard for fire from the propulsion
system exhaust gases.
• There are no propulsion system components that carry flammable
fluids or vapors aft of the exhaust nozzles.
• There are no shrouds for the exhaust system as shown in this doc-
ument.
• The propulsion system drains and vents are positioned forward of
the exhaust gases of the primary exhaust system.
• Hot gases may impact the lower compartment of the pylon rear fair-
ing.Due to this, a shield in the lower portion, made by fireproof ma-
terial and ventilation means prevent an excessive high temperature
points.
• The air intakes for the personnel compartments are also located
forward of the exhaust system components.
Figure 1: Pylon rear fairing shield
A
CHEVRON NAZZLE
FORWARD CENTERBODY
AFT CENTERBODY
CENTER VENT TUBE
Air inlet
shield
190
Primary Nozzle
Description
The primary exhaust nozzle assembly is composed of a forward flange for

attachment to the engine turbine frame outer flange and a conical section
sheet metal skin welded to the forward flange.A fire shield is also incorporat-
ed into the nozzle assembly at the 12 o’clock position.
The nozzle is of a chevron design to reduce the engine core noise levels.No
chevrons are located at the 12 o’clock position to allow for a fire seal at the
pylon.
Centerbody
Description
The primary exhaust system also has a forward centerbody and an aft cen-
terbody.The purpose of the centerbody is to direct the core exhaust flow.
Figure 2: Primary Nozzle
190
78-30 Thrust Reverser Actuation System • Cowls fully deployed (reverse thrust position)
(TRAS)
The TRAS consists of the following major components:
Introduction • Two synchronized locking actuators (SLA)
• Two synchronized feedback actuators (non-locking) (SFA)
• One Isolation Control Unit (ICU)
The thrust reverser system is used to deflect and redirect the fan air stream
flow to obtain a reverse thrust component.This system is controlled from the • One Direction Control Unit (DCU)
cockpit through the throttle lever. • One Electro Hydraulic Cowl Lock (EHCL)
The thrust reverser set is composed of left and right hand assemblies that • One set of (3) synchronizing shafts
form the fan exhaust nozzle for forward thrust operation.The assemblies • Sync Tube Assembly (3)
have a translating cowl that moves aft when commanded from the cockpit
and redirects the fan air stream during reverse thrust operation.The right and • Manual Drive Assembly (2)
left translating cowl halves are mechanically latched together. • Flex tube Assembly
Each thrust reverser half is operated by two hydraulic actuators pressurized • Ground Maintenance Override (GMO)
by the aircraft hydraulic system.The actuators extend when commanded
and drive the transcowl aft along tracks on the upper and lower beams of the Each thrust reverser translating cowl has two actuators (one SLA and one
thrust reverser fixed structure.Appropriate interlocks and position sensors SFA) to move the cowl between the deployed and stowed positions.A flexi-
are incorporated in the system and indicate the position of the transcow. ble synch shaft running between the actuators synchronizes the actuator
The thrust reverser is not designed to operate in flight.Engine thrust is limit- movements.One actuator on each thrust reverser half is equipped with a
ed to flight idle in case of an uncommanded thrust reverser deployment. lock mechanism.The other actuator on each thrust reverser half has a posi-
The thrust reverser on one engine is completely independent of the thrust tion feedback sensor (LVDT) that provides the position of the transcowl to
reverser on the other engine.An inoperative thrust reverser may be locked the FADEC.One ICU and one DCU control all four actuators.Uncommanded
in the stowed position to permit aircraft dispatch. deployment of the transcowl is prevented by a triplex locking system consist-
ing of the two actuator locks and the independent cowl lock (EHCL) and the
two halves being connected via the synch shaft and shear latches.Each lock
is capable of holding the load generated by the four actuators.
Description The isolation control unit (ICU) isolates the thrust reverser system from the
aircraft hydraulic supply.The direction control unit (DCU) provides hydraulic
direction control of the actuators.The cowl lock (EHCL) unlocks independ-
The thrust reverser actuation system (TRAS) positions the translating cowls ently when supplied with a deploy signal.
of the thrust reverser in response to command through the TLA and aircraft
electrical circuit and FADEC enable logic.The TRAS is a synchronized linear
hydraulic actuation system that utilizes the aircraft hydraulic supply to deploy
and stow the translating cowl during engine reverse thrust operation.
The TRAS has two operational positions:
• Cowls stowed and locked (forward thrust position)
Figure 1: TRAS
Solenoid Mounting Holes

Valve for Assembly to
Torque Box
Inhibit Manifold
Lever Solenoid
Valve
Pressure
Switch
Valve
End Cap
Ball Nose
Fittings
KEY
PRESSURE ICU - ISOLATION CONTROL
SIMPLEX SINGLE DCU - DIRECTION CONTROL
COIL POLE
CL - COWL LOCK
SINGLE
SCREEN SOL P/SW
POLE SLA - SYNCHRONISED LOCKING
NAS 1638 SIMPLE SFA - SYNCHRONISED FEEDBACK
CLASS 9 INHIBIT slider X COIL MD - MANUAL DRIVE
OR LEVER
SOL
BETTER
FROM
SUPPLY &
SO
AIRCRAFT
L
SIMPLEX
CL
COIL
MESH
SWITCH ICU
SINGLE
POLE
DCU
CF34-10D/E TRAS
HYDRAULIC
LRH URH SCHEMATIC ULH LLH
(#1) (#2) (#3) (#4)
AFT - Deploy Stage 1 AFT
LATCH LATCH
(overstow)
OVERSTOW
ICU on OVERSTOW
DCU off
FWD FWD
LATCH CL off SFA LATCH
SLA SFA
SLA
M
D
SYNC SHAFT OTT SYNC SHAFT SYNC SHAFT
SIMPLEX LOCK LVDT LVDT LOCK
LOCK SIMPLEX
SWITCH LOCK
SWITCH
190
Thrust Reverser System Control
The thrust reverser is controlled from the cockpit through a thrust reverser
control integrated into the thrust control quadrant (TCQ).The TCQ allows the
thrust reverser to be deployed or stowed by hydraulic actuators mounted in
the thrust reverser.The hydraulic pressure required to operate the actuators
is supplied by the aircraft hydraulic system.
The FADEC receives various inputs such as weight on wheels, wheel speed
and thrust lever angle (TLA) from the aircraft systems.When all signals are
correct for reverse thrust, the FADEC activates the Ground relays.Once the
thrust lever is retarded into the reverse range of the quadrant, the ICU
ground relay is closed by the FADEC.The Cowl Lock also is unlocked by the
aircraft SPDA when the SPDA reads the TCQ Switch to be closed.The DCU
switch in the TCQ also closes, but the DCU is not activated until the FADEC
completes the required time delay to allow the Cowl Lock to open.The
FADEC then closes the DCU ground Relay.Switches and position sensors
provide the deploy status to the FADEC and cockpit indicating systems.
The Thrust Control Quadrant incorporates an Idle Lock Solenoid that pro-
vides protection against thrust lever command below idle in flight.The sole-
noid locks act on the triggers and prevent their operation in flight mode.
The solenoid will allow Thrust Lever movement if following conditions are ful-
filled:
• WOW (WOW MLG plus WOW NLG or WS)
• and Local Engine running, OR TR GMO activated
• and GMO Not invalid
• and TR not Lock Out.
To prevent asymmetric deployment when both TLA’s are below reverse idle,
the FADEC will maintain reverse idle power until both thrust reversers are
fully deployed.In a situation where the operator only wishes to deploy one
thrust reverser, the operator pulls back the throttle lever for one engine,
while the throttle lever for the other engine would remain in idle.The com-
manded engine would then go to the reverse thrust if commanded as long
as it is properly deployed.
If the idle lock solenoid fails, then a CAS message is set to alert the pilot.
Figure 2: Thrust Reverser System Control
DCU
FEEDBACK
ACTUATORS
SYNCHRONIZING
TUBE
SYNCHRONIZING
TUBE
LOCKING
THRUST CONTROL
ACTUATORS
LEVER
A
THRUST REVERSER
TRIGGERS
B
WOW (WOW MLG plus WOW NLG or WS),

and Local Engine running,
OR TR GMO activated and GMO not invalid
A
TR not Lock Out.
190
Thrust Reverser Structure
The upper and lower sidewalls are machined aluminium honeycomb panels
bolted to the inner fixed structure (IFS) and hinge/latch beam.
The thrust reverser assembly is located directly aft of and is clamped to the
aft fan case.It forms a bifurcated duct for fan exhaust air when the left and
right assemblies are latched in place. The IFS forms the forward part of the engine core compartment fire barrier
and is covered on its inner side by fire blankets.A fireproof seal ensures non-
Each thrust reverser half consists of a fixed structure that supports the trans- propagation of fire out of the fire zone.The core compartment is ventilated
cowl, houses the cascades, and contains the TRAS.Two hydraulic actuators with fan air.Cooling air enters core compartment through 5 holes located for-
on each half operate the transcowl. ward of the IFS near the inner cowl support ring.Air flows through the core
In the forward thrust configuration, the transcowl is in the forward, stowed compartment and is discharged back into the flow at the aft vent.
position covering the cascades.In the reverse thrust configuration, the trans-
cowl is in the aft, deployed position blocking the fan duct and exposing the
cascades. The upper left bifurcation has an inlet scoop to direct fan air to the ECS pre-
cooler.
Fixed Structure Translating Cowl
The fixed structure consists of:

Each transcowl is attached to its fixed structure half by an upper and a lower
• a light alloy 12 o’clock beam incorporating three hinges, the upper trans- rail and the actuators.A typical cross section consists of a carbon/epoxy/
cowl track, and the upper catcher track honeycomb inner panel, a carbon/epoxy/honeycomb outer panel, and a car-
• a light alloy 6 o’clock beam incorporating two latches, the lower transcowl bon epoxy front frame.Two thrust reverser actuators are connected to each
track, and the lower catcher track transcowl by means of light alloy actuator fittings fastened to the inner bond-
• a light alloy front frame or torque box which supports the TRAS compo- ment.The outer upper and lower edges of the transcowl outer skin are re-
nents and a seal that contacts the forward face of the transcowl in the tained by keeper fittings, which slide along the guide shoes of the beams.A
removable forward lip is fastened to the inner edge of the front frame to per-
stowed position mit installation of the transcowl on to the fixed structure.The two transcowls
• the inner fixed structure (IFS) surrounding the engine core are connected together by a set of two latches at the 6 o’clock location, vis-
• six removable cascade boxes bolted to each other on the front frame ible from the outside.An access door is installed at 6 o’clock position to gain
• upper and lower bifurcation walls access to the two fixed structure mid-latches, hidden behind the transcowl
bottom section.
The transcowl inner panel has a typical cross section of three carbon/epoxy
The IFS is a one-piece curved panel connected to the 12 o’clock and 6 outer plies and one glass ply, a drained aluminium honeycomb core, and
o’clock beams by the upper and lower bifurcation panels.It has a typical one inner glas ply and three carbon/epoxy inner plies.The typical cross sec-
cross section of aluminium and a drained aluminium honeycomb core.The tion of the outer panel is one ply bronze mesh, three carbon/epoxy outer
honeycomb core forward area and the aluminium sheet and stringer con- plies, a Nomex honeycomb core, and three carbon/epoxy inner plies.
struction aft area form the nacelle core compartment.The IFS connects to
the fan frame with a V-blade.
Figure 3: Thrust Reverser Assembly
Feedback
Actuator
Locking
Actuator
Fixed Structure
Transcowl
190
Cascades
The purpose of the cascades is to redirect the thrust when the transcowl is
deployed.When deployed, the transcowl redirects the fan stream airflow to
produce reverse thrust.There are 6 cascade panels on each thrust reverser
half.Each cascade panel is unique due to its orientation along the curvature
of the engine.The panels are constructed of a graphite fiber composite ma-
terial.
Thrust Reverser Opening
Each half engages a grooved ring at both the inner and outer flow surfaces
of the engine fan case and is retained in place by latches on the 6 o’clock
beam which connect the two halves together.
One hold open rod is installed on the forward face of each torque box and is
used to maintain each fan reverser half in the open position for maintenance
and inspection of the engine and accessories.The hold open rod connects
to the engine fan case.
The fan reverser half can be opened at 43 degrees angle for ground main-
tenance and inspection of the engine and accessories.The opening system
consists of one combination hydraulic actuator and hold open rod for each
fan reverser half.
The opening actuator is actuated by a hand pump and a flexible pipe, which
are not parts of the nacelle.The actuator head end connects to the fan re-
verser front frame and the rod end to the engine fan case.
The opening actuator can be locked in one of two positions and function as
a hold open rod (HOR) to maintain each fan reverser half in the open posi-
tion.The hold open rod maintains the reverser in the open position at 20 de-
grees and at 43 degrees in its extended position.
Figure 4: Access to the Thrust Reverser Components
Fan Cowl Doors (Open Position) Thrust Reverser Components Accessible

When the Fan Cowl Doors are Open
Actuators
190
Hydraulic Actuators
Each translating cowl is actuated by one synchronized locking actuator and

one synchronized feedback actuator.All four actuators are synchronized by
three flexible shafts located inside two sync tubes and one flex tube.
The synchronized locking actuator (SLA) has an internal lock mechanism

consisting of three radially located locking keys, captured in slots in the cyl-
inder, and a lock sleeve.The lock can be released by using a socket on the
manual unlock.Each SLA has a simplex lock switch, which provides lock sta-
tus information.
The synchronized feedback actuator (SFA) has no internal lock, but is in de-
sign and construction similar to the locking actuator.The SFA has a feed-
back mechanism consisting of a linear voltage displacement transformer
(LVDT) actuated by a rod attached to the lead screw.The LVDT provides an
indication of the actuator extension.
Synchronization Shafts
The three synchronization shafts are used to synchronize the movement of

the four hydraulic actuators.Two rigid shafts are installed between the lock-
ing and feedback actuators and one flexible shaft is installed between the
feedback actuators.
Figure 5: Locking and Feedback Actuators
Return Port
(not shown)
Deploy Port
Stow Port
Gimbal FEEDBACK
ACTUATORS
Limit Switch
Rod End Manual Unlock

Shaft
SYNCHRONIZING
TUBE
LOCKING ACTUATOR SYNCHRONIZING

TUBE
LVDT
Deploy
Gimbal
LOCKING
ACTUATORS
A
Stow Port
Rod End
FEEDBACK ACTUATOR
190
Electro-Hydraulic Cowl Lock
The Electro-Hydraulic Cowl Lock (EHCL) unlocks independently when it re-

ceives a deployment signal through the Cowl Lock (CL) Solenoid.
It prevents, together with the other two actuators locks, an uncommanded
deployment of the transcowl.
The EHCL is installed on the left half of the thrust reverser, close to the py-
lon, downstream of the DCU.
The EHCL incorporates a mechanical unlock device to allow manual thrust
reverser deployment via the synchronizing shafts.
Figure 6: Cowl Lock Lock/Unlock
190
Manual Drive
A maintenance lever on the ICU locks the isolation control valve in the
closed position.A single microswitch indicates locked position of the inhibit
lever which can be locked in either power or inhibited positions by a pip pin.
The cowls are overstowed using the manual drives located on the end of the
synchronization shaft (mounted on the lower7locking actuators),The cowl
lock hook is released by pushing upward on the hook and pinning it in the
open position.The actuator internal locks may be manually disengaged by
rotating the manual unlock shaft, the status of which is indicated by a limit
switch.The extend and retract actuator areas are now connected to return
permitting movement of the cowls from the manual drive.
Note, in order to move the actuators there must be free flow of fluid to/from
the aircraft return line.
Figure 7: Manual Drive Assembly
Locking Ram
Worm Shaft
A
Locking Ram ZONES
416
Extend Port 426
Insert Manual
Drive Tool
B
A
LOCKING ACTUATOR 1/2
Lock Manual Lock Indication
Release Switch
B
MANUAL DRIVE
190
Isolation Control Unit
The ICU contains the isolation valve which is normally held in closed position
by a spring and by the return pressure.The isolation valve is moved by en-
ergizing the normally closed simplex solenoid valve.This directs pressure to
the pilot area of the spool, shuttling the valve so as to allow pressure to the
cowl lock and the rod side of the actuators.This unlocks the cowl lock and
causes the actuators to overstow as to unload the locks.
Main pressure passes through a cartridge inlet screen.Downstream pres-
sure is monitored by a simplex pressure switch.
The valve may be locked in the closed position for engine maintenance by
an inhibit lever.The lever positions a stop for the valve and may be locked in
both states by a pip pin.Manual inhibit is indicated by a single pole
switch.The valve should also be locked by the inhibit lever in the closed po-
sition for aircraft dispatch with the reverser locked out.
The ICU is located in the pylon rear faring.
Figure 8: ICU and ICU Access Door
429
429 ABR
Solenoid
Valve 429 DT
429 CT
429 YR
429 XR 429 BT
Inhibit
Lever
429 UR
429 AT
Pressure
Switch D 429 SR
429 QR
429 NR
429 LR
C 429 JR
Ball Nose
Fittings
ICU access door in pylon rear

fairing (inboard and outboard)
Lock out pin

storage
ICU access
door
Lock out pins
190
Directional Control Unit
The DCU contains the direction control valve which has two positions corre-
sponding to stow and deploy.The valve is normally held in the stow position
by a spring and by the return pressure.
The DCU incorporates a normally closed, single coil solenoid valve with in-
tegral electrical connector.When energized (after delivery of pressure from
the ICU), the solenoid valve connects high pressure to the head side of the
actuators unlocking the actuator locks.At this time, supply pressure (3000
psi) is present on both sides of the actuator piston.However, due to the dif-
ferential area across the actuator piston, the greater force on the head side
causes the actuator to extend to full deploy position.The actuator locks un-
lock at a much lower pressure even before any actuator movement.
The DCU can be accessed by deploying the transcowl 10 inches.
Figure 9: DCU
Mounting Holes
for Assembly to
Torque Box
Manifold
Solenoid
Valve
Valve
End Cap
190
Ground Maintenance Override Switch (GMO)
The Ground Maintenance Override (GMO) is a momentary pushbutton that

causes the FADEC to close both the hydraulic power and the direction con-
tacts.This GMO switch needs to be True for only one FADEC channel;how-
ever, it is also interlocked with engine speed (N2< 9.5% of 17.820 RPM) and
aircraft speed.
The GMO will be failed if it remains true for more than 2 minutes.This fault
will be cleared after the GMO switch is set False for 30 seconds.This is in-
tended as a maintenance safety feature to foil attempts to force the GMO
switch on without someone present to operate the GMO switch.
GMO use is independent of WOW to allow operation of TRAS while aircraft

is on jacks.
Figure 10: GMO
190
System Operation
De-Energized State (Stowed)
In the de-energized state the actuators are at rest in the flush, stowed posi-
tion.All electrical signals are removed and all locks are engaged.Clearance
in the cowl lock ensures it is unloaded during normal operation.The ICU iso-
lates the hydraulic supply such that all system components are at return
pressure.
Figure 11: TRAS:de-energized State
SIMPLEX SINGLE DCU - DIRECTION CONTROL UNIT

COIL POLE
CL - COWL LOCK
SINGLE
SCREEN SOL P/SW
POLE SLA - SYNCHRONISED LOCKING ACTUATOR
SIMPLEX SFA - SYNCHRONISED FEEDBACK ACTUATOR
NAS 1638 COIL
CLASS 9 OR
INHIBIT MD - MANUAL DRIVE
BETTER LEVER slider
SOL
FROM
SUPPLY &
RETURN
SOL
CL
AIRCRAFT SIMPLEX
COIL MESH
HYDRAULIC
SYSTEM SWITCH ICU
SINGLE
POLE
DCU
CF34-10D/E TRAS
LRH URH HYDRAULIC ULH LLH
AFT (#1) (#2) SCHEMATIC (#3) (#4) AFT
LATCH LATCH
STOWED
- De-energized State STOWED
AND AND
LOCKED LOCKED
FWD FWD
LATCH SFA SLA LATCH
SLA SFA
M M
D D
LOCK LVDT LVDT LOCK
SIMPLEX SIMPLEX
LOCK LOCK
SWITCH SWITCH
190
The thrust reverser deploy sequence
The thrust reverser deploy sequence has two distinct phases:
• over stow, and

• extend
Thrust Reverser Deployment
Over Stow
When the thrust lever is selected to the reverse position, simultaneous elec-
trical signals are sent to release the Electro-Hydraulic Cowl lock (EHCL) so-
lenoid and to operate the ICU and DCU solenoid valves.
Movement of the isolation solenoid valve initiates three actions:
• Pressure is directed to the DCU,
• pressure is directed to the retract area of all actuators,
• and a “pressure on” signal is generated by the ICU pressure switch.
When pressure is applied to the rod ends of the actuators, they retract to the
over stow position where the cowl lock and actuator internal locks may be
released.
Figure 12: TRAS: Deploy Stage 1
DCU - DIRECTION CONTROL

COIL POLE
CL - COWL LOCK
SINGLE
SCREEN SOL P/SW
NAS 1638 SIMPLE SFA - SYNCHRONISED FEEDBACK
CLASS 9 INHIBIT slider
X COIL MD - MANUAL DRIVE
OR LEVER
SOL
BETTER
FROM
SUPPLY &
SO
AIRCRAFT
L
SIMPLEX
CL
HYDRAULI COIL
MESH
C SYSTEM SWITCH ICU
SINGLE
POLE
DCU
CF34-10D/E TRAS
HYDRAULIC
LRH URH SCHEMATIC ULH LLH
(#1) (#2) (#3) (#4)
AFT - Deploy Stage 1 AFT
LATCH LATCH
(overstow)
OVERSTOW
ICU on OVERSTOW
DCU off
FWD FWD
LATCH CL off SLA LATCH
SL SFA
SFA
M M
D D
SIMPLEX LOCK LVDT LVDT LOCK
LOCK SIMPLEX
SWITCH LOCK
SWITCH
190
Cowl Lock release
Also when the TLA is moved into the reverse quadrant, the SPDA reads the
Deploy Command Switch closure and with the proper conditions met for “En-
abled”, the SPDA energizes the solenoid for the CL.
As pressure increases, the Electro-Hydraulic Cowl Lock releases.
A brief time delay in the FADEC prevents the energization of the DCU to al-
low the cowl lock to get out of the way and prevent a deployment against a
closed lock.
Figure 13: TRAS: Deploy Stage 2
KEY
PRESSURE ICU - ISOLATION CONTROL
SIMPLEX SINGLE
COIL POLE DCU - DIRECTION CONTROL
CL - COWL
SINGLE
SCREEN SOL P/SW
NAS 1638 SIMPLEX SFA- SYNCHRONISED FEEDBACK
INHIBIT slider
COIL MD - MANUAL
CLASS 9 OR
BETTER LEVER
FROM SOL
SUPPLY &
RETURN
SOL
CL
AIRCRAFT SIMPLEX
HYDRAULIC COIL MESH
SYSTEM SWITCH ICU
SINGLE
POLE
DCU
CF34-10D/E TRAS
HYDRAULIC
LRH OVERSTOW ULH OVERSTOW LLH
SCHEMATIC (#3) (#4)
(#1)
AFT URH - Deploy Stage 2 AFT
LATCH LATCH
(#2) (CL release )
ICU on
FWD
DCU off FWD
LATCH SLA SFA CL on SLA LATCH
SFA
M M
D D
LOCK LVDT LVDT LOCK
SIMPLEX SIMPLEX
LOCK LOCK
SWITCH SWITCH
190
Thrust Reverser Deployment
Movement of the direction control unit spool valve permits pressure to the
head areas of the actuators.As pressure increases in the actuator head
chambers the internal lock piston is pulled back against it’s spring and return
pressure.The spring and lock piston areas are configured such that the in-
ternal lock is released prior to actuator movement in the extend direction.
Full pressure then moves the translating cowls to their full deployment.
The nut attached to the hydraulic piston means that the linear actuator
movement causes the internal lead screw to rotate.This in turn drives the
worm wheel in the actuator head.The worm wheel in each actuator is con-
nected to its neighbour via flexible cables.The efficiencies of the screw,
worm gears and shafts act to retard the leading actuators.In this way all ac-
tuators are restrained to move in unison.As the cowl s approach full deploy
the actuators’ snubbers engage and flow from the rod chambers is restricted
to decelerate the actuators and therefore minimize impact loads.Once the
TRAS LVDT signal indicates 90% deployment, the FADEC will declare TR
‘Deployed’.
While deployed, both the ICU and the cowl lock solenoids remain energized.
This increases the rigidity of the actuators and maintains a force in the de-
ploy direction to protect the system against wear due to buffeting loads on
the transcowls generated by the spooled up engine thrust.In the event that
the FADEC detects that the reverser has moved away from the fully de-
ployed position without command.It will issue a command to de-energize the
ICU and allow the system to be re-deployed under aerodynamic loads so
that two system failures are required to result in an uncommanded restow.
Figure 14: TRAS: Deploy Stage 3 (ram extension)
KE
PRESSURE ICU - ISOLATION CONTROL UNIT
Y
COIL POLE
CL - COWL LOCK
SINGLE
SCREEN SOL P/SW
POLE SLA - SYNCHRONISED LOCKING ACTUATOR
slider
NAS 1638
CLASS 9 OR
INHIBI COIL MD - MANUAL DRIVE
BETTER LEVER
T
SOL
FROM
SUPPLY &
RETURN SOL
CL
AIRCRAFT SIMPLEX
HYDRAULIC
SYSTEM SWITCH ICU COIL MESH
SINGLE
POLE
U
DCU
Note, ICU remains energized at full deploy
LRH URH CF34-10D/E TRAS ULH LLH

(#1) DEPLOY (#2) HYDRAULIC (#3) DEPLOY (#4)
AFT AFT
LATCH SCHEMATIC LATCH
- Deploy Stage 3
(rams extend)
FWD ICU on FWD
LATCH LATCH
DCU on
SLA SFA SLA
CL on SFA
M M
D D
LOCK LVD LVD LOCK
SIMPLEX SIMPLEX
LOCK T T LOCK
SWITCH SWITCH
190
Thrust Reverser Stowage
When the throttle is pushed to forward idle or above, the TR stowage is ini-
tiated.
To stow the cowls, the FADEC commands de-energization of the DCU so-
lenoid, causing the control valve spring in the DCU to close the valve, which
causes the pressure direction to be changed from “supply” to “return”.This
process initiates the TR stow permitting the actuators to retract into the stow
position.The internal actuator locks automatically re-engage as the cowls
are retracted to the stowed position.
Once the TRAS LVDT signal indicates less than 10% deployment, the
FADEC will declare TR ‘Stowed’.
The SPDA keeps the Cowl Lock solenoid powered for 10 seconds after
‘stowed’.The ICU solenoid will be de-energized 20 seconds after ‘stowed’
and the system returns to the de-energized state.
Figure 15: TRAS: Stow Mode
KEY
PRESSURE ICU - ISOLATION CONTROL UNIT
COIL POLE
CL - COWL LOCK
SINGLE
SCREEN SOL P/SW
POLE slider SLA - SYNCHRONISED LOCKING ACTUATOR
NAS 1638 COIL
CLASS 9 OR INHIBIT MD - MANUAL DRIVE
BETTER LEVER
FROM SOL
SUPPLY &
RETURN SOL
CL
AIRCRAFT SIMPLEX
MESH
HYDRAULIC
SYSTEM SWITCH ICU COIL
SINGLE
POLE
DCU
CF34-10D/E TRAS
STOW
HYDRAULIC ULH
STOW
LLH
LRH URH SCHEMATIC (#3) (#4)
AFT AFT
LATCH (#1) (#2) LATCH
- Stow
ICU on
DCU off
FWD FWD
LATCH CL on SLA SFA LATCH
SFA
SLA
M M
D D
LOCK LVDT LVDT LOCK
SIMPLEX SIMPLEX
LOCK LOCK
SWITCH SWITCH
190
FADEC/Thrust Reverser Actuation System Interface stowed.The FADEC monitors the TR position to assure that there are no
inadvertent restows.If an inadvertent restow is detected, the FADEC will
de-energized the ICU via the ICU ground relay.
The Thrust Reverser is an electrically controlled, hydraulically actuated cas- 3. When TR is deployed and stow is requested by the pilot commanding the
cade type system that is designed for ground use only.The operator controls TLA to the FWD idle position, the FADEC de-energize the DCU ground
the TR through the thrust control lever integrated into the TCQ (Thrust Con- relay.
trol Quadrant).
4. Ten (10) seconds after the TR reaches stowed position and stow is still
The TR control has two microswitches for each engine.They are installed in requested by the pilot, the SPDA de-energizes the cowl lock sole-
the thrust lever components assembly.One of the switches is used for con-
trol of the DCU (Direction Control Unit) solenoid, and the other for the cowl noid.Twenty (20) seconds after the TR reaches stowed position, the
lock solenoid. FADEC de-energizes the ICU ground relay.
The FADEC receives inputs from the aircraft systems such as WOW 5. The FADEC sets the thrust during the landing sequence.
(Weight-on-Wheels), wheel speed, and TLA (Thrust Lever Angle).When all 6. The FADEC determines thrust reverser position based on LVDT and
the signals for reverse thrust are correct, the FADEC activates the ground Lock Switch inputs.It limits thrust to idle if unstowed in flight or if unstowed
relays.The ground relays energize the ICU (Isolation Control Unit) and the on the ground when thrust lever is at or above forward idle.When the pilot
thrust lever components.Once the thrust control lever is retarded into the re- commands reverse thrust for both engines, it maintains thrust at idle until
verse range of the quadrant, the cowl lock and DCU switches are activated, each FADEC has verification that both the T/R’s are fully deployed.
thus enabling the TR to be deployed.
7. The FADEC provides status and fault data to the aircraft.
Each FADEC channel receives hardwired LVDT position inputs and hard-
wired lock switch discrete inputs from the TRAS as a feedback of the thrust
reverser position.In the event of an uncommanded deployment, the FADEC
commands the engine to idle power. N2 Reference Control
The FADEC always locks out the functions (hydraulic power and direction/
lock) of both TRAS if the aircraft is in flight.Neither TRAS ground relays will
be energized until the FADEC has an on ground signal.Furthermore, the For reverse thrust operation, the FADEC transitions from N2 (core speed)
TRAS deployment is locked out until the FADEC TLA signal is in the reverse. governing at reverse idle to N1 (fan speed) governing at Max.Reverse.
The FADEC and SPDA perform the following tasks pertaining to the thrust During a landing, the FADEC sets the desired N2 level while waiting for TR
reverser: deployment.Landing idle and reverse idle set points are designed to facili-
tate acceleration to maximum reverser thrust while limiting the penalty on
landing distance if the thrust reverser is not used.
1. Following the operator request for TR deployment and FADEC ground re-
lay enable, the ICU solenoid and the DCU solenoid (delayed to assure
cowl lock is properly unlocked before the DCU receives a signal) are elec-
trically powered through the FADEC interlock ground relays.The cowl
lock solenoid is independently powered by the SPDA based on TCQ
switch closure and on ground and GMO.
2. The ICU remains energized at all times when the TR is commanded to
deployed and is not de-energized until 20 seconds after the TR is
Figure 16: Thrust Reverser Control
F
B E
J
H
D
G
A
C
B D F G
A H
MIDDLE AVIONICS COMPARTMENT CONTROL PEDESTAL MAIN INSTRUMENTS PANEL LEFT PYLON
ENGINE 1 LICC ENGINE CONTROL QUADRANT
FADEC 1 (SSM 24-51-80) (SSM 76-12-01) ISOLATION CONTROL UNIT
(SSM 73-20-80) (SDS 78-33)
UPPER LEFT ACTUATOR 3
(SDS 78-32)
LVDT EXCITATION
DC BUS 1 LEFT SW 5
(T/R SW)
LEFT SW 6
(T/R SW) EICAS
(MPP 78-33-01) H
(SSM 31-61-80)
(MPP 78-32-03)
SOLENOID
ENG 1
E SIGNAL LVDT
5
T/R
MIN REV
MIN REV
IDLE
IDLE
INHIBITED SW
LOWER LEFT ACTUATOR 1 NOT INHIBITED
(SDS 78-32)
(MPP 78-32-01)
CHANNEL A
DCU ICU DCU ICU

NOT LOCKED RELAY RELAY RELAY RELAY INHIBITED
LOCK SW
COWL LOCK COMMAND

ACTUATOR 1 LOCK SW
DCU RELAY
PRESS SW
LO
C LOCKED ICU RELAY
HI
GROUND MAINTENANCE SW
DCU RELAY
GROUND MAINT OVRD SW TCO POWER MONITOR ENGINE 1
(SDS 78-33)
ICU RELAY
(MPP 78-33-02)
GROUND MAINTENANCE SW ENG 1 T/R ICU INHIBITED SW DIRECTION CTL UNIT
ICU POWER MONITOR ENG 1 T/R ICU PRESS SW (SDS 78-33)
ARINC 429 (MPP 78-33-05)
COWL LOCK POWER MONITOR
DCU POWER MONITOR
COWL LOCK SW
UPPER LEFT ACTUATOR 4
(SDS 78-32)
LVDT EXCITATION
ASCB
SOLENOID
G
(MPP 78-32-03)
E SIGNAL LVDT
COWL LOCK VALVE
CHANNEL B
(SDS 78-32)
(MPP 78-32 05)
J
MODULE 13
MODULE 11
GENERIC I/O
GENERIC I/O
GENERIC I/O
CUSTOM I/O
MODULE 9
MODULE 9
SOLENOID
PROC
PROC
PROC
NIC
NIC
NIC
LOWER LEFT ACTUATOR 2

DC POWER DISCRETE I/O DC POWER
(SDS 78-32)
MODULE MODULE MODULE
(MPP 78-32-01)
(SLOT 5) (SLOT 19) (SLOT 4)
DC BUS 2 DC ESS BUS 2 DC BUS 1
NOT LOCKED
LOCK SW
LOCKED
ACTUATOR 2 LOCK SW
LOCK SW
C LOCKED
REAR PLATE
NOT LOCKED
MAU 3 MAU 2 MAU 1 SPDA 1
(SSM 31-41-80) (SSM 31-41-80) (SSM 31-41-80) (SSM 24-61-80)
MIDDLE AVIONICS COMPT FORWARD AVIONICS COMPT FORWARD AVIONICS COMPT FORWARD AVIONICS COMPT
190
Thrust Reverser Indication EICAS Indication
The TR (Thrust Reverser) indicating system monitors the position of the TR There is no indication when the TR is in the stowed position, but not locked
and the failures of the TR system. out (not inhibited).
The ICU (Isolation Control Unit) pressure and inhibit switches and the lock An amber REV icon indicates that the TR is in transition (stowing or deploy-
switch of the lower right locking actuator 1 and lower left locking actuator 2 ing) and a green REV icon indicates that the TR is deployed.
are responsible for providing the TR indications of each engine. With the TR locked out, a white message E1(2) REV INHIBIT will appear on
The TR indicating system has a REV icon for each engine.The icon is used the EICAS display.
for all TR indications. A red REV icon indication and the message E1(2) REV DEPLOYED are dis-
The REV indication for each engine is located between the N1 and ITT dial played on the EICAS when there is an in-flight or on the ground uncom-
on the EICAS. manded deployment.
All the messages related to the TR are shown on the EICAS display.
The TR indicating has these components:
• Pressure Switch
The pressure switch is installed in the ICU and monitors the isolation of the
system from the aircraft hydraulic system.
• Inhibit Switch
The inhibit switch is installed in the ICU and is operated by the inhibit lever.It
supplies a signal to the EICAS for inhibition of all messages related to the
TR system.
• Lock Switch
There are two lock switches for each engine.One lock switch is installed at
the locking actuator 1 and the other at the locking actuator 2.The lock switch
supplies the FADEC with indication from the locking actuators 1 and 2.
Figure 17: Thrust Reverser Indication
Dis pla ye d whe ne ve r thrus t re ve rs e r is not s towe d

– Gre e n “REV”
indica te s de ploye d
– Ambe r “REV”
indica te s fa ilure
– Re d “REV”
indica te s ina dve rte nt
de ployme nt
190
Thrust Reverser EICAS Messages
ENG 1(2) REV INHIBIT
ENG 1(2) REV DEPLOYED
Message Type: status
Message Type: Warning
Meaning: Indicates that reverser has been locked out by maintenance ac-
Meaning: Thrust reverser has deployed without pilot command or has not tion.
stowed when commanded to stow.Set also if all 3 lines of defense against
deployment have failed, or if the FADEC cannot determine the T/R position. Inhibit conditions: takeoff, cruise and landing phases.
FADEC pulls the engine back to idle.
Inhibit conditions: Not inhibit.
ENG 1(2) REV PROT FAULT

Message type: Caution
Meaning: Set if a reverser fault is detected that does not inhibit reverser op-
eration.Set by sense and switch failures.Set also from MAU logic if the re-
verser is pressurized while in forward thrust, or in flight.
Message not displayed if reverser is locked out.
ENG 1(2) REV FAIL

Message Type: caution
Meaning: Indicates the reverser is not available and is to be locked out to
prevent unexpected operation.Set by a pre-flight TRAS pressure or by a di-
rection valve relay test failure.Set also by loss of 28V supply from SPDA or
if one of the locks has failed in the “locked position”.Message is inhibited by
the inhibit lever switch.
Inhibit conditions: takeoff, climb, cruise, approach and landing phases.
ENG 1(2) REV TLA FAIL

Message Type: caution
Meaning: Thrust lever idle stop has failed.
Figure 18: Thrust Reverser EICAS Messages
E1 REV FAIL
E2 REV FAIL
E1 REV PROT FAULT
E2 REV PROT FAULT
E1 REV INHIBIT
EICAS CAUTION
E2 REV INHIBIT
MESSAGES
E1 REV DEPLOYED
E2 REV DEPLOYED
E1 SHORT TIME DISPATCH
E2 SHORT TIME DISPATCH
8O.O MTO 8O.O

ATTCS
N1 INDICATION
(REF.)
A 2O.7 N1 2O.7
XX XXX XXXX
REV REV
THRUST REVERSER
INDICATION IGN
A
463Ê ITT 463Ê
IGN
A
9O.O N2 9O.O
1OOO FF PPH 1OOO

LANDING GEAR
FUEL QTY
9OO FQ LBS 3OOO
UP
ITT INDICATION 1
(REF.) VIB APU

1OO % Ê
1O2O C
CABIN
ALT -5 FT
RATE -5 FPM
12 81 11
Ê Ê
1O6 P -64.6 PSI
PRESS TEMP LP HP LFE 12OO FT
TRIMS
SPDBRK ROLL PITCH
S F
UP
22
2 YAW
S/F
EICAS
190
78-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦ ¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 78-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 78-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 78 ENGINE EXHAUST ¦ ¦ ¦ ¦ ¦ 78 ENGINE EXHAUST ¦ ¦ ¦ ¦
¦ 30-00 Thrust Reverser C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦ ¦ 34-10 ENG 1(2) REV TLA C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦
¦ Systems ¦ ¦ ¦ provided: ¦ ¦ FAIL Caution ¦ ¦ ¦ provided: ¦
¦ ¦ ¦ ¦ a) Affected thrust reverser is ¦ ¦ EICAS Message ¦ ¦ ¦ a) Affected thrust reverser is ¦
¦ ¦ ¦ ¦ locked in the forward thrust ¦ ¦ ¦ ¦ ¦ locked in the forward thrust ¦
¦ ¦ ¦ ¦ position, and ¦ ¦ ¦ ¦ ¦ position, and ¦
¦ ¦ ¦ ¦ b) AFM performance penalties ¦ ¦ ¦ ¦ ¦ b) AFM performance penalties ¦
¦ ¦ ¦ ¦ are applied. ¦ ¦ ¦ ¦ ¦ are applied. ¦
¦ 34-04 ENG 1(2) REV C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦ ¦ 34-12 ENG 1(2) REV C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦
¦ DEPLOYED Warning ¦ ¦ ¦ provided: ¦ ¦ INHIBIT Status ¦ ¦ ¦ provided: ¦
¦ EICAS Message ¦ ¦ ¦ a) Affected thrust reverser is ¦ ¦ EICAS Message ¦ ¦ ¦ a) Affected thrust reverser is ¦
¦ ¦ ¦ ¦ locked in the forward thrust ¦ ¦ ¦ ¦ ¦ locked in the forward thrust ¦
¦ ¦ ¦ ¦ position, and ¦ ¦ ¦ ¦ ¦ position, and ¦
¦ ¦ ¦ ¦ b) AFM performance penalties ¦ ¦ ¦ ¦ ¦ b) AFM performance penalties ¦
¦ ¦ ¦ ¦ are applied. ¦ ¦ ¦ ¦ ¦ are applied. ¦
¦ 34-06 ENG 1(2) REV PROT C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦

¦ FAULT Caution ¦ ¦ ¦ provided: ¦
¦ EICAS Message ¦ ¦ ¦ a) Affected thrust reverser is ¦
¦ ¦ ¦ ¦ locked in the forward thrust ¦
¦ ¦ ¦ ¦ position, and ¦
¦ ¦ ¦ ¦ b) AFM performance penalties ¦
¦ ¦ ¦ ¦ are applied. ¦
¦ 34-08 ENG 1(2) REV FAIL C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦

¦ Caution EICAS ¦ ¦ ¦ provided: ¦
¦ Message ¦ ¦ ¦ a) Affected thrust reverser is ¦
¦ ¦ ¦ ¦ locked in the forward thrust ¦
¦ ¦ ¦ ¦ position, and ¦
¦ ¦ ¦ ¦ b) AFM performance penalties ¦
¦ ¦ ¦ ¦ are applied. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
190
ATA 79 Oil System General

190
Table of Content Oil Filter Impending Bypass Switch . . . . . . . . . . . . . . . . . . . . . . . . .9

Electrical Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
79-00 Engine Oil System EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
79-MEL (Example)
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
79-10 Storage
Oil Reservoir/Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
79-20 Oil Distribution

Oil Filtration Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lube and Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Servo Fuel Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Main Fuel Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Oil System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Sump Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
79-30 Indication
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Oil System Indication schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Lube Oil Level Sensor Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Lube Oil Temperature Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Oil Pressure Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
190
190
79-00 Engine Oil System

Introduction
The purpose of the propulsion oil system is to provide lubrication and cooling
to the turbine engine main shaft bearings, the transfer gearbox (TGB), the
accessory gearbox bearings, gears and seals.The oil system is also used to
preheat the fuel that is supplied to Fuel Servo Valves.
Each CF34-10E engine has an independent lubrication supply system that

provides an appropriate quantity of oil at a temperature not above that safe
for continuous operation.It utilizes an engine driven positive displacement
vane type pump element to supply oil to the various engine components re-
quiring cooling and lubrication.
The lubrication system is a self-contained pressurized full-flow system.
There are two sumps in the engine that require lubrication.
Externally, the accessory gearbox (AGB) is driven by a radial drive shaft

from the power take-off.The AGB supports and drives the main fuel pump,
starter, alternator, airframe electrical system IDG, lubrication and scavenge
pump and an airframe hydraulic system engine-driven pump.
The lubrication pump provides oil to all bearings and gears and includes four
scavenge pump elements to remove oil from the sumps and AGB and return
it to the tank.The lube filter and electrical monitoring sensors are combined
in an “oil filter module”, mounted on the aft side of the AGB.The electrical
chip detector also mounts on the AGB, in the scavenge oil return line.The
servo fuel oil heat exchanger and main fuel oil heat exchangers are sepa-
rately mounted on brackets and cool the oil from the supply pump before it
is routed to the sumps and AGB.
Figure 1: Lubrication System
CF34-10 Lubrication System Block Diagram
(FORWARD
(FORWARDSUMP) (AFT
SUMP) (AFTSUMP)
SUMP)
#1,
#1, 2, AND33
2, AND #4,
#4,AND
AND55
BEARINGS
BEARINGS BEARINGS
BEARINGS
AIR/OIL AIR/OIL OVERBOARD
AIR/OIL AIR/OIL
SEPARATOR
SEPARATOR SEPARATOR CENTER VENT
SEPARATOR
TRANSFER
TRANSFER&&
ACCESSORY
ACCESSORY
GEARBOXES FUEL
FUEL/ /OIL
OILHEAT
HEAT
GEARBOXES EXCHANGER
EXCHANGER
ELECRICAL
ELECRICALCHIP LUBE
CHIP LUBEAND
AND SERVO
SERVOFUEL
FUEL/ /
DETECTOR / SCAVENGE
DETECTOR / SCAVENGE OIL HEAT
SELF CLOSING PUMP OIL HEAT
SELF CLOSING PUMP EXCHANGER
VALVE EXCHANGER
VALVE
OIL
OILTANK OIL
TANK OILFILTER
FILTERMODULE
MODULE
DEAERATOR OIL
DEAERATOR OILFILTER
FILTERBYPASS
BYPASS
SENSOR
OIL SENSOR
OILLEVEL
LEVEL&&TEMPERATURE
TEMPERATURE
SENSOR
SENSOR
OIL SUPPLY
OIL SCAVENGE
AIR VENT
190
System Components
The CF34-10E Engine Lubrication System consists of the following compo-

nents:
• Oil Reservoir
• Lube and Scavenge Pump
• Oil Filter Module
• Fuel/Oil Heat Exchanger
• Servo Fuel Heater
• Oil Level/Temperature Sensor
• Oil Filter Bypass Sensor
• Oil Pressure Transmitter
• Oil Pressure Switch
• Electrical Chip Detector
Figure 2: CF34-10E
190
79-10 Storage
The lubrication oil reservoir is of sufficient capacity to provide 38 hours of op-
Oil Reservoir/Oil Tank eration at the maximum hourly oil consumption rate of 0.11 US gal/hr.The oil
reservoir provides 16.8 quarts of usable oil capacity above the minimum lev-
el sensor reading and 22.7 US quart total oil capacity when filled up to 100%.
The oil reservoir is mounted on the fan case at the 3:00 o’clock position (aft The low oil warning is set at 2.4 quarts (engine running, N2>10%) and 7.1
looking forward).The oil reservoir includes following components: quarts (engine stopped, N2<=10%) to allow 1.2 quarts useable reserve be-
low the warning providing an additional 2.72 hours of flight at the maximum
• Gravity-fill port with protective 10X10 wire-mesh screen hourly consumption.
• Locking oil filler cap and a backup flapper valve in the tank to pre- The filler port is accessible through a dedicated hinged door on the fan cowl
vent oil from escaping if the cap is not sealed properly. door for oil servicing.
• Gravity assisted flapper shut off valve (also prevents oil tank over
fill).
• Sight glass for visual full level indication.
• 16.8 quart (15.9 L) usable oil capacity and 22.7 US quart total oil
capacity at 100% full.
• Inadvertent filling of the tank expansion volume is prevented by the
location of the gravity port.The fill port is positioned so that oil will
spill out at the “Full” level.The expansion volume is 2 quarts in the
tank plus 1.6 quarts minimum gulping at idle which is oil that goes
out of the tank into the engine.The total expansion space is 3.6
quarts, which is 15.8% of the full volume.
• Drain plug.The drain plug is easily accessible with the fan cowl
doors open.
• Vortex-type deaerator to separate scavenge return air from the oil
and direct it to the forward sump.
• Tank pressurizing valve which opens at 5-9 psid above forward
sump pressure, to ensure correct lubrication pump operation at all
altitude conditions.The pressurizing valve has a small bleed hole to
permit system pressure decay after engine shutdown.
• Continuous oil level/temperature sensor with an oil level indication
range of 10% to 106%
Figure 1: Oil Tank capacity
Fill Cap
2.0qts Expansion
Sight Gage
3.5qts Gulp
Oil Tank 22.7qts

Full
Mission Volume:
Oil Level/Temp Sensor 16.8 qts nom =
24.8 qts 60 hr average =
Total 38 hr minimum
Bottom of level sensor =

low level warning
1.2 qt Useable reserve

2.4 qt
1.2qt All attitude

non useable
Bottom of oil tank
190
79-20 Oil Distribution

Oil Filtration Module
The oil filtration module is on the aft side of the AGB.The filter module con-
tains a filter through which all lubrication oil has to pass.It incorporates a
main oil filter, a filter impending bypass switch, a filter bypass valve to limit
excessively high filter differential pressure, and cold start relief feature to by-
pass high viscosity oil at low temperature condition.
The main oil filter is located in the lubrication filter module on the aft side of
the AGB,schematically in the lubrication supply line between the pump and
fuel-oil heat exchangers.The oil filter utilizes a stainless steel mesh as the
filtration medium.The oil filter module has an oil filtration rating of 10 microns
nominal, and 15 microns absolute.
The lubrication supply filter contains a bypass relief valve to allow full flow of
the engine supply oil in the event the filter element becomes clogged or
blocked.
The filter impending bypass switch monitors the differential pressure be-
tween the lubrication filter inlet and the lubrication filter discharge.It provides
a discrete electrical output to the aircraft MAU that is displayed on the EI-
CAS.The signal is initiated when the filter pressure drop is 21-26 psid (145-
179 kPa), if the impending bypass sensor temperature is above the lockout
temperature of 100-130°F (38-54°C).The bypass valve opens at 41 psid
(283 kPa) to permit full oil flow to be supplied to the engine.If the flow is by-
passed,
the oil filter is not in the flow circuit.This prevents any debris, which has ac-
cumulated in the filter element, from being released into the engine lubrica-
tion system.
The CF34-10E oil filter is disposable and thus cannot be cleaned.The filter
is accessible for maintenance purposes by removing the filter bowl, which is
hand tightened only (hex located at bottom of filter bowl to aid in removal).
Figure 1: Oil Filter Module
Oil Filter
Module
190
Lube and Scavenge Pump
The lube and scavenge pump is mounted on the aft side of the AGB.The
pump is a rotary vane type pump.It incorporates five pumping elements; one
supply element and four scavenge elements.The pump shaft is driven by the
accessory gearbox and will provide oil flow any time the core engine is turn-
ing.
The lube and scavenge pump delivers oil under pressure to the engine bear-
ings and gears, and then recovers the oil for reuse.
Figure 2: Lube and Scavenge Pump
L & S Pump
190
Servo Fuel Heat Exchanger
The Servo Fuel Heat Exchanger is located on the fan case at 3:00 o’clock
and aft of the oil tank.It is a housing containing separate passages for the oil
and fuel flow.
No bypass or relief valves are incorporated in the servo fuel exchanger.
The Servo Fuel Heater Exchanger provides heat,rejected from the engine
lubrication oil, to the fuel routed to the servo elements in the Fuel Metering
Unit (FMU) for the prevention of icing in the servo system.
Main Fuel Oil Heat Exchanger
The Main fuel oil heat exchanger is located on the fan case at 2:00 o’clock,
just above the oil tank.It is as well a housing containing separate passages
for the oil and fuel flow.
A pressure relief valve is incorporated that bypasses fuel in the event of ex-
cessive blockage.No bypass possibility is incorporated for the oil flow.
The main fuel oil heat exchanger provides cooling of the engine oil and heat-
ing of the FMU fuel to prevent fuel icing.Heat transfer takes place whenever
the core is rotating and providing fuel and oil flow.
Figure 3: Servo Fuel Heater and Fuel Oil Heat Exchanger
Fuel/Oil
Heat
Exchanger
Servo
Fuel
Heater
190
Oil System Operation
An electric master chip detector and self-closing valve are located in the
The lubrication and scavenge pump incorporates the engine lubrication sup- sacvenge line on the AGB where ferromagnetic particles are most likely to
ply element and four scavenge elements.Oil from the tank enters the supply be deposited.The presence of excessive metal chips in the oil is indicated
element of the main lubrication and scavenge pump.From this pressure el- by a resistance value of less than 100 ohms.The chip detector signal is sent
ement, the oil passes through the filter module.The filter module has a sup- to the aircraft for monitoring.
ply flow relief valve that prevents excessive pressure during cold start
conditions.The oil filter also has a bypass valve, which permits oil flow to the Note that the IDG oil system is separate from the engine oil system.
engine if the filter becomes clogged.The oil is cooled by fuel in the servo and
main heat exchangers.The heat exchangers oil passages receive filtered
fluid which eliminates the possibility of clogging or the need for a relief valve. Sump Vent System
The oil coolers are located on the oil supply side of the pressure element and
cool deaerated high-pressure oil.
The lubrication system discharges forward sump vent air through the for-
ward air/oil separator assembly and aft sump vent air through the aft air/oil
After leaving the oil coolers, the oil flow divides into several circuits, which separator into the vent tube located in the LPT shaft then to the aft vent tube
lubricate the forward sump, aft sump, the AGB and the lubrication and scav- and to atmosphere.
enge pump.Oil is returned to the oil tank by four scavenge pump elements
in the main lubrication and scavenge pump, with only one element for each
of the AGB climb, AGB dive, forward sump and aft sumps respectively.The Air in the scavenge return line is separated from the oil in the oil tank and
scavenge oil from all elements is routed back into the oil tank through the vented to the forward sump.
deaerator.Each pump scavenge element has a 20X20 wire-mesh cylindrical
screen located in the AGB housing to prevent pump damage from large de-
bris.An electric master chip is installed in the combined scavenge return cir-
cuit before entering the lubrication tank.
The supply flow is a function of core speed and pump inlet pressure and tem-
perature.Low supply inlet pressure may cause reduction in supply flow while
inlet pressure greater than 5 psia will assure no reduction in flow.Pressure
at the inlet is set by oil tank internal pressure.Tank pressurization is
achieved by a valve in the oil tank vent circuit which keeps the tank at 5-9
psi above forward sump pressure.
In the CF34-10E engine, indicated oil supply pressure is the differential pres-
sure between the filter discharge and AGB pressure.
Figure 4: Engine Oil System
VENT PRESSURIZING
VALVE 5-9 psi
INLET
RESTRICTOR
"A" SUMP
"A" SCREEN
FUEL/OIL
"B" SUMP
COOLER
TGB AGB
LEVEL &
SERVO TEMPERATURE
HEATER TANK SENSOR
OIL LUBE VENT FILL
PRESSURE RELIEF CAP
SENSOR VALVE LOW OIL
PRESSURE
SWITCH
SIGHT
LUBE GLASS
FILTER
MODULE
OIL TANK
FILTER &
BOWL SCREEN
MCD
FILTER IMPEND
BYPASS SENSOR
SCREEN
DRAIN
PLUG
LUBE
PUMP
"B" SCREEN
SUPPLY TUBE
SCAVENGE TUBE
G/B
SCREENS
190
79-30 Indication
Introduction
A positive oil level indication is provided to the crew.There is a continuous

display of oil quantity available to the flight crew on the MFD display.The
MFD display provides a linear scale and pointer indication to represent the
remaining volume of oil in each propulsion system.
The oil quantity amber line (in Quarts) is transmitted by the FADEC.The am-
ber line represents the minimum oil quantity for dispatch and will also be an-
nunciated by the EICAS message “ENGx OIL LOW LEVEL”.
The oil tank can be filled manually by means of the gravity fill port.A sight
glass shows the actual oil level.The locking oil filler cap has a marking with
the word “OIL”.
An oil pressure indicator is provided for each engine.The pressure is indicat-

ed in psid only via a digital display on EICAS.
An exceedance of the oil pressure red line value triggers a color change to
the digital readout.The oil pressure red line (in psid) is transmitted by the
FADEC.This red limit is used to indicate a minimum normal operating oil
pressure.
An oil temperature indicator is provided for each engine.The oil temperature

is indicated in Celsius degrees only via a digital display on EICAS, transmit-
ted from the MAU that compare the oil temperature with the gage amber line
transmitted by the FADEC and indicates an exceedance to the EICAS via
changing the color of the indication.
Figure 1: Oil Pressure and Temperature Indications
Map Plan System Status
FLI
L GH
GHT SKJ
K 9999H2
H 3 H1
H4 DOORS
DO
TAT 15°
TA 5C SAT
A 12°
2C
ENG OIL LEVEL

G W45123 KG
G. K
ELE CAL ENG OI L LEVEL
LECTRI CA
BATT1
BA
24. 5V
5
BATT2
BA
24. 5V
5
5 QT 5
BRAKES EM
MER
S AC
ACCU S
Y PSI Y
S S
1 2
3000 3000
TTEMP
°C
OB
O IB IB O
OB
250 250 250 250
50 UMPS100
PUM
ZUN
ZU
GUP FL130
FL118
FLL110 GUP44
GU
FL0
L 90
5 QT 5
TCAS Weat her Checkl i st
MFD
Engine Parameter Gage Red Line Gage Amber Line

Oil Pressure (PSID) < 25 PSID < 25 PSID (N2< 66.1 %)
< 45 PSID (N2 > 66.1 %)
Oil Quantity Low < 7.1 qt (N2<=10%)
< 2.4 qt (N2>10%)
Oil Temp > 155 °C (310 °F)
Summary of Engine Limits and Gage Markings
190
Oil System Indication schematic
Notes:
Figure 2: Indication
B
E
A
D F
G
A C
H
A
COCKPIT FWD AVIONICS COMPT MAIN INSTRUMENTS PNL FWD AVIONICS COMPT COCKPIT
LH CKT BKR PNL

CMC
B EICAS
C DVDR
RH CKT BKR PNL
(SSM 24-61-80) (SSM 24-61-80)
(SSM 45-45-80) (SSM 31-53-80) (SSM 31-31-80)
DC ESS BUS 1 DC ESS BUS 2
ENG1 OIL ENG2 OIL

5 5
PRESS PRESS
ASCB
FWD AVIONICS COMPT MIDDLE AVIONICS COMPT FWD AVIONICS COMPT
MAU 1 (SSM 31-41-80) MAU 3 (SSM 31-41-80) MAU 2 (SSM 31-41-80)
BACKPLANE BUS BACKPLANE BUS BACKPLANE BUS
GENERIC I/O CUSTOM I/O CUSTOM I/O GENERIC I/O GENERIC I/O
PROC
PROC
PROC
NIC
NIC
NIC
ARINC 429
ARINC 429
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
(SSM 78-20-80)
(SSM 73-20-80)
FADEC 1
FADEC 2
ENGINE 1 ENGINE 2
> 22 TO > 22 TO
36 PSID < 9 PSID < 9 PSID 36 PSID
H OIL LEVEL SENSOR RDT D CHIP F >37

PSID E >21 TO
26 PSID
G G >21 TO
26 PSID
>37
PSID E CHIP
F D OIL LEVEL SENSOR RDT H
OIL PRESSURE OIL LEVEL/TEMP SENSOR ELECTRICAL CHIP OIL PRESSURE SWITCH OIL FILTER BYPASS SENSOR OIL FILTER OIL PRESSURE SWITCH ELECTRICAL CHIP OIL LEVEL/TEMP SENSOR OIL PRESSURE
TRANSMITTER (SDS 79-31) DETECTOR (SDS 79-33) (SDS 79-33) BYPASS SENSOR (SDS 79-33) DETECTOR (SDS 79-31) TRANSMITTER
(SDS 79-33) (MPP 79-31-01) (SDS 79-35) (MPP 79-33-01) (MPP 79-33-01) (SDS 79-33) (MPP 79-33-01) (SDS 79-35) (MPP 79-31-01) (SDS 79-33)
(MPP 79-33-03) (MPP 79-35-01) (MPP 79-33-01) (MPP 79-35-01) (MPP 79-33-03)
ENGINE 1 ENGINE 2
190
Lube Oil Level Sensor Assembly
The oil quantity transmitter is mounted in the top of the oil reservoir.This
transmitter provides the level of oil within the oil tank to the aircraft, which
converts the signal for display on the MFD.
The level sensor reads oil level from 106% down to 10% of full capacity.
Output from this sensor is directed to the cockpit for real time oil quantity sta-
tus.In order for this to be accomplished the transmitter incorporates a
number of reed switches.As magnets, mounted to a float assembly, move
up/down past a series of switches, the red switches close, inducing an elec-
trical voltage through separated resistors of each switch.The total resistance
as a voltage divider signal from each of the individual circuits is provided to
the aircraft for display.
The low oil warning is set at 2.4 quarts (engine running, N2>10%) and 7.1
quarts (engine stopped, N2<=10%).
Lube Oil Temperature Transmitter
The lube oil temperature transmitter is a Resistance Temperature Device

(RTD) integral to the Oil Level Sensor that measures the engine lube oil tem-
perature in the Oil Tank at the 10% level.The signal is sent to the aircraft for
display.
Figure 3: Lube Oil Level/Temperature Sensor
Oil Level/Temp Sensor
190
Low Oil Pressure Switch
The low oil pressure switch is located on the aft side of the AGB.The switch
measures the differential between the oil pressure at the lube and scavenge
pump and the air pressure inside the AGB.
The purpose of the low oil pressure switch is to provide a signal to the aircraft
indicating and warning systems when oil pressure is below 22-26 psid.
The operation of the low oil pressure switch at engine start up is as follows;
when oil pressures are low, the switch circuit will send a signal to the aircraft
indicating low pressure.As oil pressure increases, the switch’s contacts
open and the signal to the aircraft is no longer applied.Should oil pressure
decrease due to a malfunction, the switch contacts will close and again send
a signal to the aircraft.
The low oil pressure switch is a normally closed switch.The switch uses del-
ta system pressure from the oil filter discharge and AGB air pressure.When
the oil pressure is above the setting point, the switch contacts will open,
breaking the circuit to the aircraft, and the warning indications extinguish.
Oil Pressure Transmitter
The oil pressure transmitter is located on the oil filter module assembly,
which is attached to the aft side of the AGB.The purpose of the oil pressure
sensor is to provide a proportional DC output to the aircraft equivalent to the
oil supply pressure to the bearing sumps.
The oil pressure transmitter measures the difference in pressure between

lube and scavenge pump output at the filter exit and AGB air pressure.This
pressure differential is converted to an electrical signal that is sent to the air-
craft.This oil pressure sensor is a piezo resistive device.The pressure signal
is from the oil supply downstream of the filter, and the reference or low-pres-
sure signal is the AGB air pressure.The signal produced by the sensor is
generated by resistance change within the unit.The signal is directed to the
aircraft for display on the EICAS.
Figure 4: Oil Pressure Limits
TYPE 2 OIL (MIL-P RF-23699)

180
170
OIL PRESSURE TRANSMITTER READING PSID

160
150
OPERA TING RANGE 1
OIL PRESS URE WITH
140 OIL TEMPERATURE
TRANS IENTLY BELOW 60C
130 (140F)
120
REFER TO NOTE 5
110
100
OPERA TING RANGE 2-
90
NORMAL PRESURE RA NGE
WITH OIL TEMPERA TURE
Oil
80
STABILIZED AT 61C(140F) TO Pressure
70 155C (311F)
Transmitter
60
REFER TO NOTE 4
50
REFER TO NOTE 1
40
30
20 COCKPIT LOW OIL PRESSURE REFER TO

WARNING LIGHT NOTE 2 AND
10
3
55 60 65 70 75 80 85 90 95 100 105 110
% CORE SPEED (N2)
Notes:
1. GROUND: Pressure in this area requires correction before flight.
FLIGHT: Pressure in this area requires monitoring of oil temperatures,
pressure and level.
2. Oil pressure below 25 psid requires engine shutdown except for negative
"G" operation see note 3. If engine has operated in this range, refer to "Low Oil Pressure
or no oil pressure inspection" (72-00-00, inspection 001). Switch
3. During negative-G operating conditions, oil pressure less than 25 psid is permissible
for a maximum time of 10 seconds.
4. Pressure outside this area after the engine has operated at cruise power or greater
for at least five minutes is cause of investigation.
5. Pressure in this area allowed transiently after starting for 10 minutes with N2 below 70%.
190
Oil Filter Impending Bypass Switch
The Oil Filter Impending Bypass Switch monitors the differential pressure
between the lube filter inlet and the lube filter discharge.The normally open
switch actuates (closes) when the pressure drop across the oil filter element
rises to 21 to 26 psid and it deactivates (opens) at 9 psid minimum on falling
pressure (note that the actual oil filter will begin bypass at 41 psid).This
switch is not activated for temperatures below 100-130°F (38-54°C) to pre-
clude false signals during cold starts.
Electrical Chip Detector
The purpose of the electrical chip detector is to trap magnetic particles that
are suspended in the scavenge oil.This is accomplished with the use of a
permanent magnet immersed in the scavenge oil flowing from the lube scav-
enge pump, returning to the oil reservoir.
The basic operation of the electrical chip detector is as follows.The scav-

enge return oil is directed through the electrical chip detector, consisting of
a powerful magnet with provisions for remotely measuring the resistance be-
tween poles and providing a warning signal, should an excess of metallic
chips collect on the detector.
A screen is also installed around the detector to collect nonmagnetic debris

for inspection and identification.The detector can be easily removed for in-
spection without any other disassembly.The chip detector is installed in a
self-closing valve to prevent oil loss during removal for inspection and during
operation if the detector is not re-installed after inspection.
Figure 5: Bypass Switch and Electrical Chip Detector
Chip
Bypass Detector
Switch
190
EICAS Messages
The oil system CAS messages are listed below by message type, logic, trig-
gering signal, inhibit logic and dispatch level.
ENG 1(2) OIL LO PRESS

Message Type: Warning
Meaning: Low pressure has been detected in the engine lube oil system.The
lube oil pressure switch is monitored by the MAU.When the pressure falls
below the set point, the switch contact close.The EICAS clutter display will
be tripped to show oil pressure, temperature and vibration indications.
ENG 1(2) OIL LO LEVEL

Meaning: Engine oil level below sufficient level to proceed the flight with
worst case oil consumption.
ENG 1(2) OIL SW FAIL

Meaning: Oil impending bypass switch or oil pressure switch failure is de-
tected.
ENG 1(2) OIL IMP BYPASS

Meaning: Indicates oil filter impending bypass.The EICAS clutter display will
be tripped to show oil pressure, temperature and vibration indications.
Figure 6: EICAS Messages
Normal display digits are green
Caution range digits are amber
Data invalid amber dashes
190
79-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦ ¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 79-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 79-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 79 ENGINE OIL ¦ ¦ ¦ ¦ ¦ 79 ENGINE OIL ¦ ¦ ¦ ¦
¦ 31-00 Oil Quantity C ¦ 4 ¦ 2 ¦ (M)(O)May be inoperative for one ¦ ¦ 34-07 ENG 1(2) OIL IMP C ¦ 2 ¦ 1 ¦ (M)One may be inoperative provided: ¦
¦ Indications on ¦ ¦ ¦ engine provided: ¦ ¦ BYPASS Advisory ¦ ¦ ¦ a) ENG 1(2) CHIP DETECTED ¦
¦ MFD ¦ ¦ ¦ a) Oil quantity is serviced ¦ ¦ EICAS Message ¦ ¦ ¦ Maintenance Message is ¦
¦ ¦ ¦ ¦ before each flight, and ¦ ¦ ¦ ¦ ¦ confirmed not present on MFD ¦
¦ ¦ ¦ ¦ b) Oil Pressure Indication is ¦ ¦ ¦ ¦ ¦ Engine Maintenance Page ¦
¦ ¦ ¦ ¦ available and is monitored ¦ ¦ ¦ ¦ ¦ before each flight, and ¦
¦ ¦ ¦ ¦ throughout the flight. ¦ ¦ ¦ ¦ ¦ b) Oil filter is inspected for ¦
¦ ¦ ¦ ¦ presence of contaminants ¦
¦ 31-07 ENG 1(2) OIL LO C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦ ¦ ¦ ¦ ¦ once each flight day. ¦
¦ LEVEL Caution ¦ ¦ ¦ provided: ¦
¦ EICAS Message ¦ ¦ ¦ a) Oil quantity is serviced ¦
¦ ¦ ¦ ¦ before each flight, and ¦
¦ ¦ ¦ ¦ b) Oil Pressure Indication is ¦
¦ ¦ ¦ ¦ available and is monitored ¦
¦ ¦ ¦ ¦ throughout the flight. ¦
¦ 33-01 Low Oil Pressure C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided: ¦

¦ Switches ¦ ¦ ¦ a) Oil Pressure Indication is ¦
¦ ¦ ¦ ¦ available and is monitored ¦
¦ ¦ ¦ ¦ throughout the flight, and ¦
¦ ¦ ¦ ¦ b) ENG 1(2) OIL LO PRESS ¦
¦ ¦ ¦ ¦ warning EICAS message on the ¦
¦ ¦ ¦ ¦ opposite engine operates ¦
¦ ¦ ¦ ¦ normally. ¦
¦ 33-09 ENG 1(2) OIL LO C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided ¦

¦ PRESS Warning ¦ ¦ ¦ Oil Pressure Indication is ¦
¦ EICAS Message ¦ ¦ ¦ available and is monitored ¦
¦ ¦ ¦ ¦ throughout the flight. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
190
ATA 80 Engine Starting

190
Table of Content EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
80-MEL (Example)
80-00 Starting
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Air Turbine Starter (ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Starter Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Starter Air Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Start/Stop Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Stop Switch Signal Selection Logic . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Assisted Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Unassisted Start or windmill start . . . . . . . . . . . . . . . . . . . . . . . . . 13
The quick windmill start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FADEC Start Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FADEC Hot Start Protection Logic . . . . . . . . . . . . . . . . . . . . . . . . . 15
FADEC Hung Start Protection Logic . . . . . . . . . . . . . . . . . . . . . . . 15
FADEC No Light-Off Start Protection Logic . . . . . . . . . . . . . . . . . . 15
Flameout Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Automatic Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Air turbine starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Engine shut down on ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Engine shut down in flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
190
190
80-00 Starting
Introduction
The purpose of the engine starting system is to provide means for the engine
to obtain sufficient rotor speed to initiate combustion light-off and achieve
self-sustaining operation.
The starting system contains an air turbine starter (ATS) and a Starter Air
Valve, for each engine.It also contains portions of the bleed air system and
the starting control panel.The starting system also utilizes the engine
FADEC, ignition system and fuel system as well as the aircraft APU, EICAS
system, and electrical system.In some cases, the starting system may use
the opposite engine, cross-bleed start, or a Ground Power Unit.
Starting is a combined aircraft and FADEC operation.The FADEC controls

fuel flow, the starter command, the ignition command and the EDP unload
command.The aircraft switches power to the starter air valve, the ignition ex-
citers and the EDP unload solenoid as commanded by the FADEC.The air-
craft also manages the bleed system interface during starts.
The engine incorporates a pneumatic starter and is designed to make con-
sistently satisfactory ground and starter-assisted air starts within the Mach
number, altitude, ambient temperature and power extraction limits.Maxi-
mum aircraft accessory loads, referenced to the gas generator rotor, are
permitted during starter assisted starting.No wing anti-ice or ECS bleed ex-
traction is permitted during the start.
The hydraulic Engine Driven Pump (EDP) is unloaded during engine wind-
mill starts in order to meet the windmill start envelope.The EDP operating
pressure must be lowered to reduce drag on the core rotor.Energizing the
EDP solenoid does this.The FADEC energizes the EDP solenoid via ARINC
signals to the MAU.The FADEC commands the EDP to unload when core
speed (N2) drops below a fixed N2 low threshold and weight is off
wheels.The FADEC clears the Energize EDP Command to reload the EDP
when N2 rises above a fixed N2 high threshold or weight is on wheels.
Figure 1: The Starting System
Air turbine starter
L.H. R.H.
ECS ECS
Pack 1 Pack 2
Temperature Starter control valve
Flow
Sensor T
Control
Flow
P
Control
T P
To Water Isolation
T System
Valve T
T
T
Pressure Sensor P
P P
SAIV P
Precooler Precooler
HP Ground
Fire Wall
Connect
Fire Wall
SCV From SCV
Ram Scoop APU Ram Scoop
NOTE:
PRSOV PRSOV
Linear To To Linear
POWERPLANT
Actuator Engine Anti-Ice Engine Anti-Ice Actuator
START/STOP
No wing anti-ice or ECS bleed
RUN RUN
extraction is permitted during start.

1 2
IGNITION
OFF
AUTO
ON OFF
AUTO
ON Ground starts should be accomplished between
Starting control panel
pressure altitudes of -2000 and +14000 ft,
1 2
and ambient temeratures of -40 to +55°C
190
Component Descriptions
The main components of the starting system are:

• the ATS (Air Turbine Starter)
• the SAV (Starter Air Valve)
• the START / STOP Control Panel (Cockpit Overhead).
Figure 2: Component Descriptions
Direction of Flow POWERPLANT

START/STOP
RUN RUN
Visual Position Indicator
& Manual Override
1 2
Electrical Connection IGNITION

AUTO AUTO
OFF ON OFF ON
1 2
Starter
190
Air Turbine Starter (ATS)
Emergency disengagement (decoupling) is accomplished by an output shaft
The starter is located in the fan compartment on the forward side (ALF) of decoupler (mechanical shear pin) which prevents engine backdriving the
the AGB and can be accessed by opening the fan cowl doors.The starter is starter in the events of ATS output section not disengaging normally (clutch
equipped with its own lubrication system that is isolated from the main en- failure) in overrun mode.
gine oil system with “zero-leakage” face-type carbon seals.
The starter bearings, gears and splines are lubricated by a self-contained lu-
brication system within the starter.The total capacity of the starter lubrication
The starter is a single-stage air turbine starter, clamped to the AGB forward system is approximately 260 cc.
face, at the 10:00 position (ALF), by a V-coupling clamp.A locator pin is pro-
vided between the mounting flange interfaces to accurately position the
starter to the engine. The ATS may be re-engaged at any speed up to starter cutout speed (ap-
proximately 50 percent N2).
The starter is used to accelerate the engine core from 0% N2 to self-sustain-

ing RPM and provides wet/dry motoring during maintenance practices. Consecutive starts and motoring are limited by starter oil temperature.
The ATS consists of:

• an axial turbine,
• reduction gearing,
• engage-disengage mechanism and,
• a splined drive shaft to mate with the engine.
The operation of the starter is controlled by the SAV.SAV operation is con-

trolled by FADEC commands to open or close.Airflow to the starter is per-
mitted once the FADEC signals the SAV to open.The air supply, which is
controlled by the starter air valve, drives the axial turbine in the starter.The
torque provided by the turbine is transmitted through a planetary reduction
gear set and an over running clutch to a splined output shaft which mates
with the accessory gearbox.From the accessory gearbox, the torque is
transmitted to the engine core by means of a series of gears and shafts.
When starter cutout speed is reached, the starter air valve will be command-
ed closed, shutting off the air supply to the starter.With the air supply shut
off, the turbine will no longer have the energy to sustain torque.Under these
conditions, the output shaft, now driven by the engine, will continue to turn
and will outrun the turbine.The sprag type overrunning clutch automatically
disconnects the turbine and planetary gear set from the output shaft, allow-
ing them to stop while the output shaft continues to turn with the engine.
Figure 3: The ATS components
Reduction gearing Splined drive shaft
Axial turbine
Engage - disengage mechanism
190
Starter Air Valve
The Starter Air Valve is installed into the supply line of the ATS on the left
side of the Fan Frame. A position indicator is located on the valve housing that indicates if the valve
is open or closed.
The Starter Air Valve (SAV) is a spring-loaded closed, pneumatically actuat-
ed, electrically controlled, butterfly type shut-off valve with an open-position
indication switch. The SAV can be manually operated for the following conditions:
The solenoid is a pull-type and operates with 28 VDC aircraft power.The
valve incorporates a visual position indicator and a manual override “socket • The SAV is unresponsive to electrical commands
drive” to open the valve in case of physical or electrical failure. • Physical damage to the SAV that prevents normal operation
• Loss of electrical power
• Inspection purposes
Starter Air Valve Operation
The Starter Air Valve is controlled by the FADEC using an aircraft powered
28 VDC solenoid.
The two-position valve is normally torsion spring-loaded and air pressure

closed.To open the SCV, the FADEC energizes the solenoid, closing off
pressurized air from chamber B.Since chambers B and C are now connect-
ed to ambient, this allows the duct pressure in chamber A to move the piston
in a linear direction towards the valve open position.This linear movement is
transferred by a rod assembly to the valve shaft, creating a rotary movement
which opens the butterfly valve.
After the start sequence is completed, the FADEC de-energizes the SCV so-
lenoid.Duct air pressure assisted by torsion spring pressure now acts on the
piston to move the piston in a linear direction towards the closed posi-
tion.This linear movement is transferred into a rotary movement, which clos-
es the butterfly valve.
On the ground, the SAV can be manually operated using the manual over-
ride feature.If the SAV is unresponsive to electrical commands, experiences
loss of electrical power, or if the valve has become physically damaged, the
manual override feature can be used.The manual override feature is a 3/8’’
square internal socket drive that opens and closes the butterfly valve.
Figure 4: Starter Air Valve
Electrical Connection
Direction of Flow
Starter Valve Positions

& Manual Override
190
Start/Stop Control Panel
The Start/Stop switch is a standard pull-to-rotate switch with three positions

(Stop/Run/Start).The Start position is a momentary position, i.e. when the pi-
lot moves the switch to Start position and release it; the switch goes to the
Run position automatically.Bleed Control Panel are standard “push” buttons.
Stop Switch Signal Selection Logic
The Stop Switch has three contacts per engine.Two contacts connect to
each FADEC channel, A and B, and one contact goes to an MAU channel
for that engine.
The MAU Stop Switch signals are transmitted to the FADEC via ARINC.
The FADEC Stop Switch signal selection logic favors engine signals over
aircraft signals.In the case that all stop switch signals are lost and the pilot
wants to shut-off fuel flow, the pilot must use the Fire Handle.
In flight, the Stop Switch closure also causes the FADEC to perform a
FADEC reset.This logic only uses the hard-wired Stop Switch signals and a
hard-wired weight-on-wheels (WOW) signal so as to remain independent of
the FADEC processor.
Figure 5: Powerplant control panel
POWERPLANT
START/STOP
RUN RUN
1 2
IGNITION
AUTO AUTO
OFF ON OFF ON
1 2
Do not keep the switch in the start position for more than three seconds,
or the FADEC will stop the start sequence and shut down the engine.
190
Operation
For in flight starts, if N2 has not reached 9.5% after 15 seconds, ignition “on”
Engine starting can be achieved by three means including assisted Air Tur- will be commanded.For in flight starts, if N2 has not reached 19.1% after 15
bine Starter start, unassisted windmill start and quick windmill air start. seconds, fuel will automatically be commanded.
Assisted Start
The operator initiates an assisted start by configuring the pneumatic system

(Air Management System) so that there will be air at the Starter Air Valve
(SAV) inlet.The operator then commands the start through the start switch
from the engine start panel installed in the cockpit.The MAU senses the
START switch closure and sends the START switch signal to the FADEC via
the ARINC.The FADEC interprets the switch contact signals and latches the
start command.If the proper conditions are met (i.e.core speed is less than
starter cutout and the fire handle has not been pulled), the FADEC sends the
Energize Starter command signal via ARINC to the MAU which passes the
signal to the SPDA via the ASCB.Upon receipt of this signal, the SPDA en-
ergizes the starter SOV.The starter valve opens, which closes the starter
SOV feedback switch.The switch position is sensed by the MAU and trans-
mitted to the FADEC via ARINC.Bleed air is provided from either the oppo-
site engine (cross-engine start), Auxiliary Power Unit (APU), or a ground
source to the Starter.
As the engine rotor spools-up, the FADEC automatically commands the ig-
nition on at approximately 9.5% (of 18.018 RPM) N2 (core speed) and com-
mands fuel flow at approximately 19.1% N2.
Starter air turbine rotation continues until any of the following events occur:
• The operator aborts the start by selecting STOP on the Start/Stop Selec-
tor Switch
• The N2 starter cutout speed has been reached (appr.50%N2)
• The Fire Handle is pulled
The FADEC schedules the fuel flow to accelerate the engine to Idle, and will
deenergize the SAV at approximately 50% N2 and turn ignition off when the
engine reaches idle.
Figure 6: Overall starting and Ignition diagram
115 VAC ENGINE 1
ENG 2 EXCITER 1A
RLY STAT START/STOP
115 VAC
RUN
OFF START
ENG 1 EXCITER 1A
RLY STAT
EXCITER A
ENG 1 EXCITER A
CMD
SPDA 1
EXCITER B
SOV ENG 2 EXCITER A
CMD
EDP

IGNITION
ENG 2 FADEC AUTO
FADEC 1
ASCB
CH A
SAV
28 VDC
FADEC 1 MAU 1
CH B
ARINC 429
BLEED EICC
SYSTEM
ENGINE 2
CH A AUTO
OFF OVRD
FADEC 2
CH B MAU 2
28 VDC
SAV
IGNITION CHANNEL B
IGNITION CHANNEL B
ENG 2 FADEC
ENG 1 FADEC
ATS ENGINE 2
SOV START/STOP
EDP RUN
OFF START
IGNITERS
ENGINE 2
EXCITER B SPDA 2
115 VAC

2B
ENG 2 START VALVE
ENG 1 START VALVE

1B
190
Unassisted Start or windmill start The quick windmill start
For unassisted start, the engine rotors are rotated by aircraft forward air- The quick windmill restart envelope differs from the unassisted windmill start
speed providing wind-milling rotation.The pilot initiates an unassisted start in the point that it takes advantage of the rotational energy of the engine ro-
by configuring the pneumatic system (Air Management System) so that tor during spool down to restart the engine.
there will be no air at the Starter Air Valve inlet.The pilot then commands the
start through the start switch from the engine start panel installed in the
cockpit.The MAU senses the START switch closure and sends the START FADEC control logic will enter the quick windmill relight start mode if the pilot
switch signal to the FADEC via the ARINC. attempts to restart the engine within 25 seconds of shutting the engine down
in flight.In the quick windmill relight mode, the FADEC control logic does not
wait for SAV feedback, but instead, immediately turns fuel on.
The FADEC interprets the switch contact signals and latches the start com-
mand.If the proper conditions are met (i.e. core speed is less tahn starter
cutout and the fire handle has not been pulled), the FADEC sends the Ener-
gize Starter command signal via ARINC to the MAU which passes the signal
to the SPDA via the ASCB.Upon receipt of this signal, the SPDA energizes
the starter SOV.
The starter air valve will not open as there is no source of pneumatic pres-
sure to open the valve and the starter SOV feedback switches indicate the
valve is closed.The switch position is sensed by the MAU and transmitted to
the FADEC via ARINC.
The FADEC recognizes the starter remaining closed following a demand to

be open as indication that an unassisted start has been requested and con-
trols the start accordingly.
The FADEC automatically commands ignition “on” at 6.9% (of 18.018 RPM)
N2 and fuel flow at approximately 6.9% N2.If N2 has not reached 6.9% after
15 seconds, ignition”on” will automatically be commanded.If N2 has not
reached 6.9% after 15 seconds, fuel will automatically be commanded.The
engine light-off is then achieved within the windmill start envelope.As with
the assisted start, the FADEC will schedule the fuel flow to accelerate the
engine to Idle spped and will turn-off the ignition as Idle speed is reached.
Figure 7: Overall starting and Ignition diagram
115 VAC ENGINE 1
ENG 2 EXCITER 1A
RLY STAT START/STOP
115 VAC
RUN
OFF START
ENG 1 EXCITER 1A
RLY STAT
EXCITER A
ENG 1 EXCITER A
CMD
SPDA 1
EXCITER B
SOV ENG 2 EXCITER A
CMD
EDP

IGNITION
ENG 2 FADEC AUTO
FADEC 1
ASCB
CH A
SAV
28 VDC
FADEC 1 MAU 1
CH B
ARINC 429
BLEED EICC
SYSTEM
ENGINE 2
CH A AUTO
OFF OVRD
FADEC 2
CH B MAU 2
28 VDC
SAV
IGNITION CHANNEL B
IGNITION CHANNEL B
ENG 2 FADEC
ENG 1 FADEC
ATS ENGINE 2
SOV START/STOP
EDP RUN
OFF START
IGNITERS
ENGINE 2
EXCITER B SPDA 2
115 VAC

2B
ENG 2 START VALVE
ENG 1 START VALVE

1B
190
FADEC Start Protections FADEC No Light-Off Start Protection Logic
The FADEC start protection logic provides automatic protection on the The No Light-Off Start protection (ground only) will terminate the start by
ground against engine damage due to a hot, hung or no-light-off condi- closing the fuel metering valve, shutting off ignition and de-energizing the
tion.The start protections are inhibited in the air so that the FADEC cannot starter driver when the engine does not light-off.
prevent an in-flight start. No Light-off is declared when the ITT has not increased by more than 150°F
within 15 seconds of energizing the ignitor.
No light-off start protection logic is functional for ground starts only.
FADEC Hot Start Protection Logic
Hot Start Protection (ground only) will terminate the start by closing the fuel
metering valve and shutting off ignition when ITT rises above 740°C
(1364°F) before idle is reached on ground.
The FADEC will not de-energize the starter driver when a hot start occurs,
i.e., assume that the operator wants to cool the engine immediately by mo-
toring.(The operator can terminate motoring by setting the Stop/Run/Start
Selector Switch to STOP).
Restart is allowed when ITT is below 120°C (250°F), i.e., when the engine
has cooled sufficiently to avoid reoccurence.
Hot start protection logic is functional for ground starts only.
FADEC Hung Start Protection Logic
Hung Start Protection (ground only) will terminate the start by closing the
fuel metering valve and shutting off ignition when the engine has lit off bot
N2DOT (the N2 rate in %N2/sec) goes nearly to zero before idle is reached.
Hung start is not declared if light-off has not been detected, because the en-
gine might be motored.
The starter driver is not de-energized when a hung start occurs, i.e., to cool
the engine immediately by motoring.(The operator can terminate motoring
by setting the Stop/Run/Start Selector Switch to STOP.)
The hung start protection logic is functional for ground starts only.
Figure 8: In flight FADEC protection
Hung start protection on ground:

FADEC
The hung start protection will terminate the ground start
when the engine has lit off but N2 dot, (the N2 rate
in %N2/ sec), goes nearly to zero before idle ist reached
The FADEC start protection logic provides

1 2 3
Automatic hot start protection
Hung start protection Fuel
Metering Ignition Starter
No light-off start protection Valve
With the aircraft weight on wheels ff
ing in go Motoring can be terminated by
os utt
Cl moving the STOP/RUN/START
Sh
switch to STOP.
In flight FADEC protection:
No light-off detected
Hot and hung start protection

NOTE: is inhibited in the air
1 2 3
Fuel
Metering Ignition Starter
Valve
ff g
ing go izin
os in erg
Cl utt
Sh -en
de
190
Flameout Detection
Flameout Detection Logic declares an engine flameout if any of the following

conditions occur:
• The engine is decelerating faster than the N2DOT (N2 rate in %N2/
sec) deceleration schedule
• The engine decelerates 12 psi below the minimum PS3 control
schedule.
• The difference between the selected idle speed and the selected al-
ternator core speed is greater than 3%.
Both igniters are turned on if an engine flameout id detected.
Automatic Relight
Ignition Driver Command Logic turns on both igniters when an engine flam-
eout is detected.Ignition is held on for a period of 5 seconds after the flame-
out detection flag has cleared for all ground and flight conditions.
Figure 9: Flameout Detection/ Automatic Relight
Flameout Detection
- The Engine is decelerating faster than the N2DOT (N2 rate in

%N2/ sec) deceleration schedule
- The engine decelerates 12 psi below the minimum PS3 control

schedule
- The difference between the selected idle speed and the selected
alternator core speed is greater than 3%
Automatic Relight
Ignition Driver Command Logic turns on both igniters when an engine

flameout is detected. Ignition is held on for a period of 5 seconds
after the flameout detection flag has cleared for all ground and flight
conditions.
190
Starter limitations
The engine can be dry motored either for maintenance reasons, or if the re-
sidual ITT before engine start is above 120°C (250°F).
To perform a dry motoring, the ignition switch has to be selected to OFF.The
thrust lever has to be in idle position.If the START/STOP switch is selected
to START and released to RUN with electrical power and pneumatic system
available, the engine will dry motor until the START/STOP switch is selected
to STOP.
The first dry motoring is limited to 90 seconds, with a cooling period of 5 min-
utes afterwards, and then another for 30 seconds dry motorings can be per-
formed with a 5 minute cool down in between.
If the dry motoring is performed to lower the ITT, the start sequence may be
continued once ITT is below 120°C (250°F).
Note that the FADEC will not allow fuel to ON if ITT is above 120°C (250°F).
Air turbine starter limitations
Consecutive starts and motoring are limited by air turbine starter oil temper-
ature.The starter is capable of making three consecutive starts of maximum
60 seconds each, with a 10 second cool down between the starts followed
by a 5 minutes cool down.
The starter is also capable of motoring the engine for 90 seconds, folloed by
a 5 minute cool down, followed by a 30 second motoring and a 5 minutes
cool down.
The ATS may be re-engaged at any speed up to the starter cutout speed of
approximately 50% N2.The FADEC will prevent re-engagement of the start-
er above 50% N2.If during ground starts no light-off is indicated within 5 sec-
onds, or during in flight starts no light-off is indicated within 30 seconds, the
start procedure should be discontinued.The start can be manually interrupt-
ed for any unusual condition by selecting the STOP/RUN/START switch to
STOP.
This failure should be investigated before the next start.
Figure 10: Dry motoring
RUN
STOP START
The starter is capable of making three consecutive starts

of maximum 60 seconds each, with a 10 second cool down
between the starts followed by a 5 minutes cool down.
The starter is also capable of motoring the engine for 90 seconds,

followed by a 5 minutes cool down, followed by a 30 seconds motoring
and a 5 minutes cool down.
>50% N2
The FADEC will prevent re-engagement of the starter above 50 % N2.
190
Engine shut down on ground
Fuel shut off to shut down the engine is commanded by moving the STOP/
RUN/START selector switch to STOP.
If STOP is commanded on ground, the FADEC shuts down the engine by
commanding a test of the over speed system.
This test will be delayed by at least 0.2 seconds to allow the aircraft electrical
system to transfer electrical loads from engine supplied power to aircraft
supplied power.
Independent of flight or ground, the FADEC will shut the engine down under
the following conditions:
a) Loss of two fuel metering valve feedback signals
b) Large feedback soft fault
c) Loss of four N2 signals
d) Overspeed trip (Core rotor speed is greater than 100.95% of 18081
rpm)
The FADEC never overrides the pilot’s Stop Switch request, except when
the thrust lever is above idle, in order to prevent inadvertent engine shut-
down command.
Engine shut down in flight
If STOP is commanded in flight, the metering valve is closed and a momen-

tary FADEC hardware reset is commanded.
The FADEC will only override the STOP switch request when the thrust lever
is above idle to prevent inadvertent engine shutdown.The STOP switch sig-
nal is routed directly to FADEC channels A and B, and also through the MAU
to the FADEC.If all STOP signals have failed, the engine has to be shut
down by pulling the fire handle.
Figure 11: Engine shut down on ground/ in flight
Independent of flight or ground, the FADEC will shut the engine

down under the following conditions:
a) Loss of two fuel metering valve feedback signals

b) Large feedback soft fault
c) Loss of four N2 signals
d) Overspeed trip (Core rotor speed is greater than 100.95% of
18081 rpm)
190
EICAS Messages
There are three CAS messages associated with abnormal operation of the
engine starting system:
ENG 1(2) TLA NOT IDLE

Meaning: The message is required for two different scenarios.Firstly, if the
engine is being started and TLA is not at idle then a higher than expected
thrust will be reached.Secondly, if the pilot attempts an engine shutdown
when TLA is not at idle then the FADEC will inhibit the engine shutdown
command.
ENG 1(2) START VLV OPEN

Meaning: This message provides an indication of the starter air valve in the
fully open position when commanded to be closed.
E 1(2) FAIL
Meaning: Indicates that an uncommanded engine shutdown has oc-
cured.This is the message displayed if fuel flow is terminated due to a roll-
back on ground.
Further information for troubleshooting is available on the CMC pages.
Figure 12: EICAS Messages
POWERPLANT
MAX
START/STOP
TO/GA
RUN RUN
1/2 STARTER VALVE OPEN

E1/2 FAIL
1 2
E1/2 TLA NOT IDLE IDLE
ENDE IGNITION MIN REV
AUTO AUTO
OFF ON OFF ON MAX REV
1 2
190
80-MEL (Example)
-------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 80-1 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 80 STARTING ¦ ¦ ¦ ¦
¦ 10-01 Starter Control C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative | ¦

¦ Valve (SCV) ¦ ¦ ¦ provided manual override starting ¦
¦ ¦ ¦ ¦ procedures are used. ¦
¦ ¦ ¦ ¦ NOTE: See AFM for windmilling ¦

¦ ¦ ¦ ¦ start on associated engine. ¦
-------------------------------------------------------------------------------

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190

ATA 28 Fuel System

Table of Content DC powered electric centrifugal pump . . . . . . . . . . . . . . . . . . . . . .21

28-20 Fuel Distribution 28-21 Cross feed system

28-42 Mechanical Fuel Indication

Intentionally left blank

28-00 Fuel General

The fuel system consists of three subsystems:

• the storage subsystem, which includes vented integral fuel tanks in

Table 1: Fuel Specification and Temperature

STANDARD FUEL TYPE LOW TEMP. LIMIT

ANP 1/2003 QAV-1 - 44

ASTM D1655 JET A - 37

ASTM D1655 JET A1 - 44

STAGNAG 3747 ED5 F-34 - 44

STAGNAG 3747 ED5 F-35 - 37

Issue: June06 Chapter 28-00 Page 1

The distribution subsystem

WING STUB WING STUB

The storage subsystem

LEFT MAIN TANK

(Y=-445) TOTAL 4000 KG

28-10 Fuel Storage General

Issue: Sept06 Chapter 28-10 Page 1

RIGHT WING TANK

LEFT WING TANK

LEFT MAIN TANK

Each tank contains the following equipment:

• Three ejector pumps to assure maximum fuel availability in the col-

Issue: Sept06 Chapter 28-10 Page 3

DCM T DCM DCM DCM

EJECTOR PUMP (ENGINE FEED OR SCAVENGE) GROUNDING RECEPTACLE

CHECK VALVE REFUELING/DEFUELING CONTROL PANEL

PRESSURE SWITCH AND FUEL QUANTITY REPEATER INDICATOR

DRAIN VALVE VENT LINE REFUELING SHUTOFF VALVE

BAFFLE OVAL CHECK VALVE REFUEL/DEFUEL LINE FLOAT PILOT VALVE

FLAP VALVE MOTIVE FLOW LINE T TEMPERATURE SENSOR

FLOAT VENT VALVE SCAVENGE/TRANSFER LINE LS LOW-LEVEL SENSOR

The vent system incorporates:

Issue: Sept06 Chapter 28-10 Page 5

Each fuel tank is vented through two

Pressure relief valve

Issue: Sept06 Chapter 28-10 Page 7

Issue: Sept06 Chapter 28-10 Page 9

Relief valve If the flame arrestor becomes blocked, it can be by-

Drain Valve Operation

The drain valves have three positions:

Issue: Sept06 Chapter 28-10 Page 11

28-20 Fuel Distribution

The aircraft fuel distribution system has 3 subsystems:

The engine feed system ensures a continuous supply of pressurized fuel to

Issue: Sept06 Chapter 28-20 Page 1

DCM PS DCM PS DCM PS DCM

CHECK VALVE REFUEL/DEFUEL PILOT LINE

Issue: Sept06 Chapter 28-20 Page 3

RIB 1 RIB RIB RIB RIB 1

WING STUB WING STUB

A pressure switch is installed immediately upstream of the engine mounted

This pressure switch provides inputs to MAU No.3.

Issue: Sept06 Chapter 28-20 Page 5

FUEL SUPPLY (SUCTION) (SCAVENGE)

MOTIVE FLOW FUEL

There is a forward, an outboard and an aft scavenge ejector pump.

Issue: Sept06 Chapter 28-20 Page 7