Embraer Emb-135bj Aom Vol. 2 Aom-135 1542-07 Rev 7 Mar 31, 2005

AIRPLANE OPERATIONS MANUAL
VOLUME 2
EMPRESA BRASILEIRA DE AERONÁUTICA S.A.
This manual is applicable to the EMB-135BJ airplanes all

models equipped with AE3007A1E engines, operating under
FAA certification.
NOTE: THE EMB-135BJ MODEL HAS THE COMMERCIAL
DESIGNATION OF LEGACY.
THIS PUBLICATION IS INCOMPLETE WITHOUT AIRPLANE

OPERATIONS MANUAL AOM–135/1542 VOLUME 1
AOM–135/1542-07
NOVEMBER 30, 2001
REVISION 7 – MARCH 31, 2005
Copyright 2001 by EMBRAER - Empresa Brasileira de Aeronáutica S.A.. All rights reserved. This document shall not
be copied or reproduced, whether in whole or in part, in any form or by any means without the express written
authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are
property information of Embraer or third parties and shall not be used or disclosed to any third party without
permission of Embraer.
TRANSMITTAL LETTER
Subject: REVISION 7 of the AOM–135/1542-07 Airplane Operations

Manual
Dear Madam or Sir,
You are receiving REVISION 7 of the AOM. To help you to better

understand this revision, we are presenting the main points in the
“Highlights of Change” inside the manual.
This revision incorporates all preceding temporary revisions. Therefore
all yellow pages should be discarded from the manual.
The revised pages supersede the current ones. Therefore, the affected
pages must be replaced and the new pages inserted following the
numbered sequence.
The Section 1-03-36 code 01 is being deleted. Current pages must be
removed from manual and discarded. The information must be
replaced by Section 1-03-36 code 02.
In case of any question, please contact

Embraer Flight Operations Engineering Department by
E-mail: opereng@embraer.com.br or by phone: (+55 12) 3927 1706
THIS PAGE IS NOT PART OF THE MANUAL AND MUST NOT BE

INCORPORATED IN YOUR AOM. PLEASE DISCARD IT AFTER
READING.
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Airplane Operations Manual
AOM–135/1542
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Airplane Operations Manual
AOM–135/1542
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LIST OF AIRPLANE
EFFECTIVE PAGES
OPERATIONS
MANUAL
THIS PAGE IS LEFT BLANK INTENTIONALLY
Page Code
2-LEP 2 07 REVISION 7
LIST OF AIRPLANE
EFFECTIVE PAGES
OPERATIONS
MANUAL
Page Code
1-LEP 42 07 REVISION 7
TABLE OF AIRPLANE
CONTENTS
OPERATIONS
MANUAL
Page Code
1-TOC 2 01 JUNE 20, 2002
AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL
SECTION 2-13
FLIGHT CONTROLS
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-13-05 ..01

Pitch Control....................................................................... 2-13-10 ..01
General........................................................................... 2-13-10 ..01
Elevator .......................................................................... 2-13-10 ..02
General ....................................................................... 2-13-10 ..02
Jammed Elevator........................................................ 2-13-10 ..02
Jammed Elevator Operation ....................................... 2-13-10 ..02
Tabs................................................................................ 2-13-10 ..02
General ....................................................................... 2-13-10 ..02
Servo Tabs ................................................................. 2-13-10 ..02
Spring Tabs ................................................................ 2-13-10 ..02
Pitch Trim System .......................................................... 2-13-10 ..04
General ....................................................................... 2-13-10 ..04
System Components .................................................. 2-13-10 ..04
Horizontal Stabilizer Control Unit (HSCU) ............. 2-13-10 ..04
Horizontal Stabilizer Actuator (HSA) ..................... 2-13-10 ..04
System Operation ....................................................... 2-13-10 ..04
Pitch Trim Channels Priority ....................................... 2-13-10 ..06
Pitch Trim System Protection ..................................... 2-13-10 ..06
Switch Protection................................................... 2-13-10 ..06
Runaway Protection .............................................. 2-13-10 ..06
Inadvertent Actuation Protection ........................... 2-13-10 ..06
HSA Excessive Load Protection............................ 2-13-10 ..07
EICAS Messages ........................................................... 2-13-10 ..08
Controls and Indicators................................................... 2-13-10 ..10
Control Stand .............................................................. 2-13-10 ..10
Control Wheel ............................................................. 2-13-10 ..11
Control Pedestal Aft Panel.......................................... 2-13-10 ..12
EICAS Indication......................................................... 2-13-10 ..14
Page Code
REVISION 5 2-13-00 1 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL
Roll Control......................................................................... 2-13-15.. 01

Aileron Control System ................................................... 2-13-15.. 02
Roll Trim System ............................................................ 2-13-15.. 04
EICAS Messages............................................................ 2-13-15.. 06
Controls and Indicators................................................... 2-13-15.. 06
Flight Controls Panel .................................................. 2-13-15.. 06
Control Stand.............................................................. 2-13-15.. 08
Control Pedestal Aft Panel.......................................... 2-13-15.. 10
EICAS Indications....................................................... 2-13-15.. 11
Yaw Control ........................................................................ 2-13-20.. 01
Rudder Control System .................................................. 2-13-20.. 02
Automatic Shutoff Through the Speed Switch............ 2-13-20.. 04
Rudder Hardover Protection ....................................... 2-13-20.. 04
Rudder Deflection ........................................................... 2-13-20.. 05
Airplanes Under CTA and FAA Certification............... 2-13-20.. 05
Airplanes Under JAA Certification .............................. 2-13-20.. 05
Yaw Trim System............................................................ 2-13-20.. 06
EICAS Messages............................................................ 2-13-20.. 08
Flight Controls Panel .................................................. 2-13-20.. 09
Main Panel.................................................................. 2-13-20.. 11
Gust Lock System .............................................................. 2-13-25.. 01
Electromechanical Gust Lock System ............................ 2-13-25.. 01
Locking Operation ...................................................... 2-13-25.. 02
Unlocking Operation ................................................... 2-13-25.. 04
Glareshield Panel ....................................................... 2-13-25.. 06
Control Stand.............................................................. 2-13-25.. 07
Flap System........................................................................ 2-13-30.. 01
Flap System Operation ................................................... 2-13-30.. 02
EICAS Messages............................................................ 2-13-30.. 04
Spoiler System ................................................................... 2-13-35.. 01
Ground Spoiler................................................................ 2-13-35.. 02
Speed Brake ................................................................... 2-13-35.. 02
EICAS Messages............................................................ 2-13-35.. 04
Control Stand.............................................................. 2-13-35.. 04
Page Code
2-13-00 2 01 REVISION 5
OPERATIONS
MANUAL
GENERAL
The primary flight control system consists of elevators, ailerons and
rudder. Elevators are mechanically actuated. The ailerons and rudder
are hydraulically powered and may also be mechanically actuated in
case of loss of both hydraulic systems.
Trim system is provided in all axis. Tabs are provided for pitch control
only, and are not available for ailerons and rudder.
A gust lock system blocks elevator controls on the ground, avoiding

damage to the control systems in case of strong wind gusts. The
rudder and ailerons are hydraulically damped for the same purpose.
An electrically operated flap system is provided with five discrete

positions.
Speed brakes installed overwing allow increased descent rate and help
in decelerating the airplane. Ground spoilers destroy lift, thus providing
better braking effectiveness.
Page Code
NOVEMBER 30, 2001 2-13-05 1 01

OPERATIONS
MANUAL
Page Code
2-13-05 2 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
FLIGHT CONTROL SURFACES
Page Code
JUNE 20, 2002 2-13-05 3 01
OPERATIONS
MANUAL
Page Code
2-13-05 4 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
PITCH CONTROL
GENERAL
Pitch control is provided by mechanically-actuated elevators and an
electrically-positioned horizontal stabilizer which is commanded
through the Pitch Trim System. Tabs are automatically positioned, thus
reducing pilots effort.
Page Code
REVISION 5 2-13-10 1 01
OPERATIONS
MANUAL
ELEVATOR
GENERAL
The primary pitch control system is performed by the elevators, which
are actuated through a fully duplicated set of command circuits.
JAMMED ELEVATOR
In case of jamming of one of the circuits (left or right), both elevator
panels may be disconnected through a handle located on the control
pedestal. This procedure will release the free elevator panel from its
jammed counterpart, allowing the free panel to be commanded.
When disconnected, an amber light illuminates on the control stand.
Controls cannot be reconnected during flight, requiring maintenance
action.
JAMMED ELEVATOR OPERATION
The autopilot elevator servo and the stick pusher servo are connected
on the left side of the disconnection device. Once disconnection is
actuated, the stick pusher will actuate only on the left side and autopilot
must not be used.
TABS
GENERAL
There are four tabs, two on each elevator panel, located near the
elevator root. The outer tabs are servo tabs and the inner tabs are
spring tabs.
SERVO TABS
The deflection of the servo tabs is proportional to the elevator
deflection. Since the servo tabs proportionally deflects in the opposite
direction to the elevators, it promotes a reduction in the forces
required.
SPRING TABS
The spring tabs are connected in such a way that elevator deflection in
one direction causes the spring tab to move in the opposite direction,
thus reducing the amount of force required to move the elevator.
Spring tab deflection is proportional to the control column force and,
therefore, to the aerodynamic load imposed on the elevator. At low
speeds, the spring tab remains in the neutral position. At high speeds,
where the aerodynamic load is greater, the tab functions as an aid in
moving the elevator.
Page Code
2-13-10 2 01 REVISION 5
OPERATIONS
MANUAL
ELEVATOR SCHEMATIC
(*) The thick marks represent, respectively, 4° nose down (top of the scale), neutral,
and 10° nose up (bottom of the scale) and each intermediate marks represent a
2° variation.
Page Code
REVISION 5 2-13-10 3 01
OPERATIONS
MANUAL
PITCH TRIM SYSTEM

GENERAL
Pitch trim is accomplished by an electrically-actuated movable
horizontal stabilizer. The system may be either automatically or
manually commanded. In both cases, the pitch trim signal is sent to the
Horizontal Stabilizer Control Unit (HSCU) channels, which after
processing it, command the electric motor in the Horizontal Stabilizer
Actuator (HSA).
SYSTEM COMPONENTS
Horizontal Stabilizer Control Unit (HSCU)
The Horizontal Stabilizer Control Unit (HSCU) is located in the rear
electronic compartment at the rear fuselage. It incorporates two
identical control channels, main and backup. These channel operations
are totally independent from each other. If the pitch trim main channel
is inoperative, the horizontal stabilizer can still be commanded through
the backup channel.
The HSCU controls the trimming rate (in degrees/second) based upon
the airplane airspeed. The trimming rate reduces as the airspeed
increases. The HSCU also checks the stabilizer surface position.
When the Takeoff Configuration Check Button is pressed, if the surface
is not within the takeoff green band limits, an aural warning message is
sounded to the crew.
Horizontal Stabilizer Actuator (HSA)
The Horizontal Stabilizer Actuator (HSA) consists of an
electromechanical actuator driven by two DC motors. One of the
motors is driven by the main control channel of the Horizontal Stabilizer
Control Unit (HSCU) and the other motor is driven by the backup
channel of the HSCU. Only one motor will be driven at a time.
SYSTEM OPERATION
Pitch trim commands may be done manually through the main
switches on the control wheels or through backup switch on the control
pedestal aft panel and automatically commanded through the autopilot
or speed brake actuation.
When using the main control wheel trim switches or the backup trim
switch, it is necessary to command both halves simultaneously
because, if just one half is commanded, the control unit will not provide
any command to the actuator.
In the case of activation of any stick shaker, the pitch trim up command
will be inhibited.
Page Code
2-13-10 4 01 REVISION 5
OPERATIONS
MANUAL
PITCH TRIM SCHEMATIC
Page Code
REVISION 5 2-13-10 5 01
OPERATIONS
MANUAL
PITCH TRIM CHANNELS PRIORITY

Command priorities are: LH switch actuation overcomes the RH switch
actuation, which, in turn, overcomes the autopilot. There is no priority
with respect to the actuation of the main pitch trim switches and the
backup pitch trim switches, the first being commanded takes priority.
The main and backup pitch trim switches should not be commanded
simultaneously. For the case of a simultaneous command of both
channels, the message PTRIM MAIN INOP or PTRIM BACKUP INOP
will be displayed on the EICAS, associated to the second switch
commanded. This message will disappear around 4 seconds after the
second pitch trim switch is released.
PITCH TRIM SYSTEM PROTECTION

Switch Protection
When only one half of the main control wheel trim switch or backup
trim switch is commanded for more than 7 seconds continuously, the
control unit will recognize that one half of the switch is failed stuck at
the commanded position and will disregard any other command
coming from that faulty switch. A TRIM voice message is provided to
alert pilots that just one half of switch is being commanded and the
messages PTRIM CPT SW FAIL, PTRIM F/O SW FAIL and
PTRIM BKP SW FAIL will be displayed on the EICAS.
Runaway Protection
A quick-disconnect button on each control wheel allows disconnection
from the entire pitch trim system. In case of a runaway horizontal
stabilizer, the button must be kept pressed until a definite
disengagement is accomplished through the cutout buttons on the
control pedestal.
Inadvertent Actuation Protection
A continuous command of any trim switch is limited to 3 seconds, even
if the trim switch is pressed longer than 3 seconds. As a result, when
manually actuating the trim, it is necessary to release the switch after a
3-second actuation, then actuate it again to continue the trim
command. This feature intends to minimize the effects of an
inadvertent trim command of the main and backup trim switches or
Ground Spoiler/Speed Brake Unit. The autopilot command is not
limited in time and has another logic to preclude inadvertent actuation.
Page Code
2-13-10 6 01 REVISION 5
OPERATIONS
MANUAL
NOTE: For airplanes equipped with an HSCU -5009 MOD.2 or newer

and AWU -5 a TRIM voice message is provided to alert pilots
that the trim switch is being pressed for more than 3 seconds.
HSA Excessive Load Protection

The crew should keep the airplane trimmed to avoid excessive loads
on the Horizontal Stabilizer Actuator (HSA), especially after takeoff.
High loads on horizontal stabilizer may stall the HSA, inducing a
temporary loss of pitch trim command. If the pitch trim switches are
actuated during the period when the Horizontal Stabilizer Actuator is
stalled, the message PTRIM MAIN INOP or PTRIM BACKUP INOP will
be displayed on the EICAS. The message will disappear if the trim
switch is released or any horizontal stabilizer motion is detected. If the
trim switches are actuated for a period of time that totalizes 16
seconds during the period when the horizontal stabilizer actuator is
stalled, the control unit will switch the associated system (main or
backup) off and the message PTRIM MAIN INOP or PTRIM BACKUP
INOP will be permanently displayed on the EICAS.
Page Code
REVISION 6 2-13-10 7 01
OPERATIONS
MANUAL
EICAS MESSAGES
TYPE MESSAGE MEANING
PTRIM MAIN INOP Pitch trim main system is
inoperative, or
Quick Disconnect button is
kept pressed for more than
11 seconds. This message
will disappear after the
button is released, or
Main trim switch(es)
actuation associated with
the horizontal stabilizer
being commanded by the
backup switch, or
Main trim switch being
actuated with the HSA
stalled.
WARNING PTRIM BACKUP INOP Pitch trim backup system is
inoperative, or
Quick Disconnect button is
kept pressed for more than
11 seconds. This message
will disappear after the
button is released, or
Backup trim switch
actuation associated with
horizontal stabilizer being
commanded by the main
channel, or
Backup trim switch being
actuated with the HSA
stalled.
Pilot´s pitch trim switch is
PTRIM CPT SW FAIL
inoperative.
Copilot´s pitch trim switch is
CAUTION PTRIM F/O SW FAIL inoperative.
Pitch trim backup switch is
PTRIM BKP SW FAIL
inoperative.
Page Code
2-13-10 8 01 REVISION 5
OPERATIONS
MANUAL
Page Code
REVISION 5 2-13-10 9 01
OPERATIONS
MANUAL
CONTROLS AND INDICATORS
CONTROL STAND
1 - ELEVATOR DISCONNECTION HANDLE
− When pulled, disconnects pilot's from copilot's controls.
− To pull the handle, the safety lock button must be pressed.
2 - ELEVATOR DISCONNECTION LIGHT
− Illuminates to indicate that the elevator mechanism is
disconnected.
CONTROL STAND
Page Code
2-13-10 10 01 REVISION 5
OPERATIONS
MANUAL
CONTROL WHEEL
1 - PITCH TRIM SWITCH (spring-loaded to neutral)

− Allows trimming the airplane when the autopilot is not engaged.
The trim switch is a 3-position (UP/OFF/DN) rocker switch.
− Operating the switch while the autopilot is engaged causes the
autopilot to disengage.
− It is divided into two segments, which have to be actuated
together to provide command.
2 - QUICK-DISCONNECT BUTTON (momentary action)
− When pressed, disconnects all trim systems.
CONTROL WHEEL
Page Code
REVISION 5 2-13-10 11 01
OPERATIONS
MANUAL
CONTROL PEDESTAL AFT PANEL
1 - PITCH TRIM MAIN SYSTEM CUTOUT BUTTON (safety guarded)

− Cuts out (pressed) or enables (released) the Main Pitch Trim
system.
− A striped bar illuminates inside the button to indicate that it is
pressed.
− Autopilot is not available.
2 - PITCH TRIM BACKUP SYSTEM CUTOUT BUTTON (safety guarded)

− Cuts out (pressed) or enables (released) the Backup Pitch Trim
system.
pressed.
− Autopilot is available.
3 - PITCH TRIM BACKUP SWITCH (spring-loaded to neutral)

− Pressed forward or backward actuates the pitch trim through the
backup channel.
− Operation of the switch while the autopilot is engaged causes
the autopilot to disengage.
− It is divided into two segments, which have to be actuated
together to provide command.
Page Code
2-13-10 12 01 REVISION 5
OPERATIONS
MANUAL
Page Code
REVISION 5 2-13-10 13 01
OPERATIONS
MANUAL
EICAS INDICATION
1 - PITCH TRIM INDICATION

− A green pointer moving on a white vertical scale represents the
amount of pitch compensation.
− Trim position is indicated digitally in a white box.
− The letters UP or DN are presented above the box to indicate
that the airplane is trimmed up or down.
− Scale ranges from 4° nose down (bottom of scale) to 10° nose
up (top of scale). Every thick mark on the scale represents
3.5° of pitch.
− A green band is provided on the analog scale from 4° to 8° nose
up to indicate the allowable takeoff position range for the
horizontal stabilizer.
NOTE: Due to the system’s resolution, it’s possible to have the digits,
box and pointer turning amber, in spite of the fact that the pitch
trim indication is displayed at 4º or 8º. The trim setting color
displayed on the EICAS depends on the horizontal stabilizer
surface position. For the unit 8 displayed on the EICAS the
surface position can be between 7.7° and 8.7° going upward
and between 8.3° and 7.3° going downward. The color change
would occur when the surface position is 8.1°. For this reason,
when setting pitch trim to 8, first select 7. Then, increase
slowly and stop trimming immediately when the value 8 is
displayed. For the unit 4 displayed on the EICAS, the surface
position can be between 3.7° and 4.7° going upward and
between 4.3° and 3.3° going downward. The color change
would occur when the surface position is 3.9°. For this reason,
when setting pitch trim to 4, first select 5. Then, decrease
slowly and stop trimming immediately when the value 4 is
displayed. This procedure prevents to set the trim at the top or
bottom of the green band in order to avoid the possibility of
encountering takeoff config warnings.
− In the event of a pitch trim miscomparison, the pointer, digital
value, and the direction indication are removed from display.
− If the pitch trim is out of the green band and the airplane is on
the ground, the pointer and digital indications will turn amber.
Page Code
2-13-10 14 01 REVISION 5
OPERATIONS
MANUAL
− If the airplane is on the ground and any thrust lever angle is
above 60° and pitch trim is outside the green band, the digits,
box, and pointer turn red and sound the aural warning
TAKEOFF TRIM and the EICAS message NO TAKEOFF
CONFIG is also displayed.
EICAS INDICATIONS
Page Code
REVISION 5 2-13-10 15 01
OPERATIONS
MANUAL
Page Code
2-13-10 16 01 REVISION 5
OPERATIONS
MANUAL
ROLL CONTROL
Roll control is provided by hydraulically-actuated ailerons controlled by
either control wheel.
Page Code
NOVEMBER 30, 2001 2-13-15 1 01

OPERATIONS
MANUAL
AILERON CONTROL SYSTEM
The ailerons are positioned by the pilot´s control wheels, which are
linked together by a torque tube and cables to supply mechanical input
to two separate hydraulic actuators.
Each aileron actuator is supplied by both hydraulic systems. Either

hydraulic system is capable of providing full power control. If
necessary, each hydraulic system supply can be shut off, by means of
a button installed on the overhead panel. In case of loss of both
hydraulic systems, rotation of the pilot´s control wheels mechanically
positions the ailerons.
In case of jamming of either aileron, both panels may be disconnected

through a handle located on the control pedestal. This procedure will
release the free aileron from its jammed counterpart allowing the free
panel to be commanded. When disconnected, an amber light
illuminates on the control stand. Controls cannot be reconnected
during flight, requiring maintenance action.
An autopilot servo is installed on the left side of the torque tube. The
roll trim servo and the artificial feel unit are installed on the right side of
the torque tube. In case of system disconnection, the artificial feel unit
will actuate on the right aileron only and the autopilot must not be used.
The artificial feel unit is provided to give pilots a aerodynamic load
feedback imposed on the aileron surface.
Page Code
2-13-15 2 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
AILERON SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-13-15 3 01
OPERATIONS
MANUAL
ROLL TRIM SYSTEM

Roll trim is performed by relocating the aileron’s neutral position. It is
provided through an electromechanical actuator linked to the artificial
feel unit and commanded through a switch on the control pedestal aft
panel. If the aileron trim switches are activated with the autopilot
engaged, the aileron neutral point is repositioned. When the autopilot
is disengaged, the ailerons move to the repositioned aileron neutral
point.
A continuous command of the roll trim switch is limited to 3 seconds,

even if the trim switch is pressed longer than 3 seconds. As a result,
when manually actuating the trim, it is necessary to release the switch
after a 3-second actuation, then actuate it again to continue the trim
inadvertent trim command failure.
When using the roll trim switch, it is necessary to command both

segments simultaneously since, if just one segment is commanded,
the control unit will not provide any command for the actuator.
A quick-disconnect button installed on the control wheels allows, while

kept pressed, to disconnect the roll trim.
Page Code
2-13-15 4 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
ROLL TRIM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-13-15 5 01

OPERATIONS
MANUAL
EICAS MESSAGES
AIL SYS 1 (2) INOP Aileron actuation through
CAUTION hydraulic power is inope-
rative.

FLIGHT CONTROLS PANEL
1 - AILERON SHUTOFF BUTTON
− Enables (pressed) or disables (released) the associated aileron
hydraulic actuator.
− A striped bar illuminates in the button to indicate that it is
released.
Page Code
2-13-15 6 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
Page Code
NOVEMBER 30, 2001 2-13-15 7 01

OPERATIONS
MANUAL
CONTROL STAND
1 - AILERON DISCONNECTION HANDLE

− When pulled, disconnects pilot's from copilot's controls.
− To pull the handle, the safety lock button must be pressed.
2 - AILERON DISCONNECTION LIGHT
− When the striped bar is illuminated, indicates that the aileron
disconnection mechanism is actuated.
Page Code
2-13-15 8 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
CONTROL STAND
Page Code
ORIGINAL 2-13-15 9 01
OPERATIONS
MANUAL
1 - ROLL TRIM SWITCH (spring-loaded to neutral)

− Pressed left or right actuates the roll trim to roll left or right.
Page Code
2-13-15 10 01 REVISION 4
OPERATIONS
MANUAL
EICAS INDICATIONS
1- ROLL TRIM POSITION

− Indicated by a green pointer moving on a white semicircle scale.
− Center of the scale is zero trimming.
− Each mark represents 50% of trimming range for the associated
side.
EICAS INDICATIONS
Page Code
NOVEMBER 30, 2001 2-13-15 11 01

OPERATIONS
MANUAL
Page Code
2-13-15 12 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
YAW CONTROL
Yaw control is provided through hydraulically-powered rudders, which
may also be mechanically commanded. A yaw trim system assists in
moving and holding the rudder in the desired position.
Page Code
ORIGINAL 2-13-20 1 01
OPERATIONS
MANUAL
RUDDER CONTROL SYSTEM

Directional control about the yaw axis is provided by two in-tandem
rudders. Forward rudder is driven by the control system, while the aft
rudder is linked to the forward rudder and deflected as a function of
forward rudder deflection. Either set of rudder pedals will position the
rudder through a Power Control Unit (PCU). The mechanical control is
fully duplicated, consisting of cables running from the pedals in the
cockpit to the rear fuselage, where the PCU is commanded to position
the forward rudder. The rudder can also be commanded through the
autopilot.
The rudder PCU is a dual hydraulic unit, simultaneously powered by
both hydraulic systems. Each PCU hydraulic circuit controls the
hydraulic power to one respective rudder actuator. Therefore, the
rudder system is divided into Rudder System 1 and Rudder System 2.
The PCU also incorporates an artificial feel device that provides the
pedals with an artificial feel of the aerodynamic load imposed on the
rudder.
Rudder System 1 and/or Rudder System 2 may be either manually or
automatically shut off. The manual shut off operation is provided
through the Rudder Shutoff Buttons, located on the Overhead Panel.
The automatic shut off operation is provided through the speed switch
and through the hardover protection function.
When operating under mechanical mode the aerodynamic loads on the
rudder are directly transmitted to the pedals and, therefore, to the
pilots. Since no rudder hydraulics control is available, artificial feel and
trim functions will also not be available. Some characteristics can be
observed:
− greater control forces;
− sluggish response of rudder to pedals inputs;
− backlash of rudder pedals around neutral position when changing the
force application from one to the other pedal.
If either or both rudder systems are inoperative, caution messages are

presented on the EICAS.
Page Code
2-13-20 2 01 REVISION 6
OPERATIONS
MANUAL
RUDDER SCHEMATIC
Page Code
ORIGINAL 2-13-20 3 01
OPERATIONS
MANUAL
AUTOMATIC SHUTOFF THROUGH THE SPEED SWITCH

During normal operation both systems are powered at speeds below
135 KIAS. Above 135 KIAS, Rudder System 1 is automatically shut off.
If the automatic shut off fails to shut off a system above 135 KIAS, a
caution message is presented on the EICAS. In this case, it is
necessary to manually shut off system 1 or 2, according to the
checklist.
If Rudder System 2 hydraulic power supply fails, Rudder System 1
automatically takes over the rudder and an associated caution
message is presented on the EICAS.
RUDDER HARDOVER PROTECTION

The rudder hardover protection function automatically selects the
mechanical reversion mode as a function of pedal input force, rudder
deflection, and airplane engine operation (two or single-engine
operation). This feature is applicable in the case of a runaway rudder
and a caution message is presented on the EICAS.
The rudder systems are automatically shut off if all conditions below
are met simultaneously:
− Rudder deflected above 5° ± 1°.
− Force above 59 kg (130 lb) on the pedal to counteract rudder
deflection.
− Both engines running above 56% N2.
CAUTION: DO NOT RESET THE RUDDER SYSTEMS IF THE

MECHANICAL REVERSION MODE WAS RESULTANT
OF HARDOVER PROTECTION ACTIVATION.
If mechanical reversion mode was not resultant of hardover protection,
a reset function is available on the Overhead Panel, by pressing both
Rudder Shutoff Buttons off and on again.
The following remarks are applicable to the rudder hardover protection:

• The signal from the Pedal Spring-Loaded Cartridges to shut off the
rudder systems are applicable only if the pilots are applying force to
one side with the rudder deflected above 5° ± 1° to the opposite
side. If pilot command input and the rudder deflection are in the
same direction, the system will not be shut off, regardless of how
strong the pilot input.
Page Code
2-13-20 4 01 REVISION 6
OPERATIONS
MANUAL
• The rudder hardover protection is disabled at high airspeeds, when

the rudder deflection authority decreases to less than 5°.
• During single-engine operation, when the rudder system is more
significantly required, the shut off function is disabled.
• If a disagreement between FADECs from the same engine occurs,
rudder hardover protection is deactivated and a caution message is
RUDDER DEFLECTION
AIRPLANES UNDER CTA AND FAA CERTIFICATION
The rudder’s main control primary stops, limit rudder deflection at
± 15° on ground or in flight.
AIRPLANES UNDER JAA CERTIFICATION

These airplanes are equipped with movable rudder primary stops,
which provide two different ranges of rudder deflection:
− On ground: maximum rudder deflection is ± 15°.
− In flight: maximum rudder deflection is ± 10°.
The Movable Rudder Primary Stops System comprises a hydraulic
actuation system, which operates according to the air/ground logic and
will limit rudder deflection to 10° in the extended position and to 15° in
the retracted position.
An amber indication light is provided on the main panel to alert the
crew in case of a disagreement between the actuator position and the
air/ground condition.
Page Code
NOVEMBER 30, 2001 2-13-20 5 01

OPERATIONS
MANUAL
YAW TRIM SYSTEM

Yaw trim is accomplished by an electromechanical actuator, which
receives signals from the yaw trim knob.
A continuous command of the yaw trim knob is limited to 3 seconds,

even if the trim knob is actuated longer than 3 seconds. As a result,
when manually actuating the trim, it is necessary to release the knob
after a 3-second actuation, then actuate it again to continue the trim
inadvertent trim command failure.
Yaw trim position is presented on EICAS display.

A quick-disconnect button installed on the control wheels allows, while
kept pressed, disconnecting the yaw trim.
Page Code
2-13-20 6 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
YAW TRIM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-13-20 7 01

OPERATIONS
MANUAL
EICAS MESSAGES
RUDDER SYS 1 INOP Rudder System 1 is
inoperative. Message is
presented under the
following conditions:
−Below 135 KIAS.
−Above 135 KIAS if
airspeed of both ADC’s is
invalid.
RUDDER SYS 2 INOP Rudder System 2 is inop-
erative.
RUDDER SYS 1–2 INOP Both Rudder Systems are

inoperative.
CAUTION RUDDER OVERBOOST Both rudder systems

hydraulic actuators are
pressurized above 135
KIAS.
RUD HDOV PROTFAIL −Disagreement between
both FADECs of a same
engine.
−Rudder position micro-
switches indicate rudder
to right and left simul-
taneously.
RUD STOP DISAGREE (*) The rudder’s movable stop
presents disagreement: 15°
in flight or 10° on ground.
(*) Applicable to airplanes operating under JAA certification and not

equipped with rudder movable stops indication light.
Page Code
2-13-20 8 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL

1 - RUDDER SHUTOFF BUTTON

− Enables (pressed ) or disables (released) the associated rudder
hydraulic actuator.
released.
Page Code
ORIGINAL 2-13-20 9 01
OPERATIONS
MANUAL
1 - YAW TRIM KNOB (spring-loaded to neutral)
− Rotated clockwise or counterclockwise actuates the yaw trim,
right or left .
Page Code
2-13-20 10 01 REVISION 4
OPERATIONS
MANUAL
MAIN PANEL
1 - MOVABLE RUDDER STOPS INDICATION LIGHT

(APPLICABBLE TO AIRPLANES OPERATING UNDER JAA
CERTIFICATION)
− Color: amber
− Illuminates to indicate an incorrect position of at least one
hydraulic actuator of the movable rudder stops system, as
follows:
- Airplane in flight with movable rudder stops at 15° position.
- Airplane on ground with movable rudder stops at 10°position.
− A time delay of 5 seconds is provided to prevent fault indication
during transient.
NOTE: For some airplanes, the indication light will be replaced by the
EICAS message RUD STOP DISAGREE.
MAIN PANEL
Page Code
NOVEMBER 30, 2001 2-13-20 11 01

OPERATIONS
MANUAL
EICAS INDICATIONS
1- YAW TRIM POSITION

− Indicated by a green pointer moving on a horizontal scale.
− Center of the scale is zero trimming.
− Each mark represents 50% of trimming range for the associated
side.
EICAS INDICATIONS
Page Code
2-13-20 12 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
GUST LOCK SYSTEM

A gust lock system is provided to lock the elevator to avoid damage to
elevator components in the case the aircraft is subject to strong gusts
on the ground. The aileron and rudder surfaces do not need to be
mechanically locked since their actuation systems naturally damp any
undesired movement.
ELECTROMECHANICAL GUST LOCK SYSTEM

The electromechanical gust lock can be identified by a yellow and
black striped safety lock device on the control pedestal with the
inscription ELEC GUST LOCK, and by two indication lights on the
glareshield panel.
The electromechanical gust lock acts directly on the elevator panels,
preventing them from moving. Basically, the system is composed of
locking pins driven by an electromechanical actuator, which is
commanded by the gust lock lever. Gust lock system operation
(locking and unlocking) is possible on the ground only. Once airborne,
the system is deenergized to prevent gust lock lever movement and
inadvertent actuation.
The gust lock indication lights located on the glareshield panel
illuminate to indicate the unlocking cycle or when a failure in the
system occurs or when it is pressed for test. For airplanes Post-Mod.
SB 145LEG-27-0011 or with an equivalent modification factory
incorporated, when the TLA is higher than 59° and the gust lock
system is still locked, the light will illuminate indicating that an
unlocking cycle has initiated.
The system is fed by DC Bus 2 and has a dedicated circuit breaker,
located on the overhead circuit breaker panel.
Page Code
REVISION 5 2-13-25 1 01
OPERATIONS
MANUAL
LOCKING OPERATION
To lock the elevator proceed as follows:
A. Pull the control column backwards to any position from neutral to
full nose up.
B. Lift the safety lock device (1) and move the gust lock lever from the
unlocked to the locked position (2).
C. Push the control column fully forward until the control column
movement is restricted. Locking is completed.
In locked position, the thrust levers are prevented from moving beyond
the thrust setting needed for ground maneuvering. However, the gust
lock lever was designed to allow extra travel for one of the thrust
levers.
NOTE: During the locking operation, indication lights remain off.
Page Code
2-13-25 2 01 ORIGINAL
OPERATIONS
MANUAL
TO LOCK:
Page Code
NOVEMBER 30, 2001 2-13-25 3 01

OPERATIONS
MANUAL
UNLOCKING OPERATION
To unlock the elevator proceed as follows:
A. Lift the safety lock device (1) and move the gust lock lever to its
intermediate detented position (2).
B. At this position, the locking pins are commanded to open and the
elevators will be unlocked after approximately 8 seconds. The
indication lights will illuminate during the unlocking cycle, remaining
off after that.
After the indication lights go off, pull the control column backwards
to any position from neutral to full nose up.
C. Lift the safety lock device (3) and pull the gust lock lever from the
intermediate position to its full forward inflight resting position (4),
completing the unlocking cycle.
NOTE: Gust lock lever command from the intermediate to the unlocked
position is not possible prior to pulling column rearward.
Page Code
2-13-25 4 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
TO UNLOCK:
Page Code
ORIGINAL 2-13-25 5 01
OPERATIONS
MANUAL

GLARESHIELD PANEL
GUST LOCK INDICATION LIGHTS
− Color: amber
− Illuminates during the unlocking cycle to indicate that the locking
pins were commanded to unlock the elevator surfaces.
− Illuminates in case of failure.
− Illuminates when it is pressed.
Page Code
2-13-25 6 01 REVISION 5
OPERATIONS
MANUAL
CONTROL STAND
GUST LOCK LEVER
− Actuated backward, locks both elevator and thrust control levers.

− The safety lock has to be lifted to move the lever.
CONTROL STAND
Page Code
NOVEMBER 30, 2001 2-13-25 7 01

OPERATIONS
MANUAL
Page Code
2-13-25 8 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
FLAP SYSTEM
The flaps are electrically operated, consisting of two double-slotted flap
panels installed to each wing.
Page Code
NOVEMBER 30, 2001 2-13-30 1 01

OPERATIONS
MANUAL
FLAP SYSTEM OPERATION

The Flap Selector Lever provides four detent settings at 0°, 9°, 22° and
45° positions. Intermediate positions cannot be selected. When any
position is selected, the selector lever signals to the Flap Electronic
Control Unit (FECU) to move the flap panels. The FECU also monitors
system failures and flap position, sending signals to the EICAS and
other related systems.
Flap Power and Drive Unit (FPDU) drive the flap panels. The FPDU is
a gearbox with two electric motors connected to that unit. Each motor
is controlled by the FECU through one independent channel. Both
motors drive all the flap actuators through flexible shafts. If a motor, or
its associated FECU control channel, or associated velocity sensor or
transmission brake fail, the affected channel is disengaged and its
associated motor actuation is interrupted. The remaining motor can
drive all flap panels at half speed. An EICAS message is presented to
indicate that flaps are being moved at a lower speed. If both motors or
control channels fail, an EICAS message is presented to indicate that
the system is inoperative.
Flap actuators are torque-limited to safeguard structure against

excessive loading should flaps or actuators jam. Velocity sensors
installed at the end of the flexible shafts detect panels asymmetry. In
such cases, the system is disabled.
On the ground a protection circuit prevents flap movement when the

airplane is energized and a disagreement is detected between flap
position and flap selector lever. To override such protection, it is
necessary to lift up and release the flap selector lever.
Two switches on the Flap Selector Lever send signals to the Landing
Gear Warning System to alert pilots any time the airplane is in a
landing configuration and the gear legs are not locked down.
Flap position is shown on the EICAS display. There are also flap marks
on the wing trailing edge, indicating 9° and 22°, which becomes visible
when flap moves to those positions.
Page Code
2-13-30 2 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
FLAP SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-13-30 3 01
OPERATIONS
MANUAL
EICAS MESSAGES
Both flap channels are ino-
CAUTION FLAP FAIL
perative or flap asymmetry
is 2° or more.
One flap channel is
ADVISORY FLAP LOW SPEED
inoperative.
FLAP AURAL WARNING (TAKEOFF FLAPS)
If any thrust lever angle is above 60° and the flaps are not in the
appropriate takeoff position while the aircraft is on the ground, the
TAKEOFF FLAPS aural warning and the EICAS configuration warning
will be activated.
1 - FLAP SELECTOR LEVER
− Moved to the detent positions, selects each discrete flap position.

− To move the lever it is necessary to pull it up.
− Intermediate positions are not enabled.
NOTE: The flap position 18° can not be selected.
Page Code
2-13-30 4 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
Page Code
REVISION 4 2-13-30 5 01
OPERATIONS
MANUAL
EICAS INDICATIONS
1- FLAPS POSITION
− Ranges from 0° to 45°, with discrete indication on 0°, 9°, 22° and
45°.
− Colors:
− Box: white.
− Digits: - green (except 0, which is white).
- changes to a green dash when flaps are in transit.
− In-transit flap position is replaced by the actual flap position if
flap fails.
− If data is invalid, digits are replaced by amber dashes and box
becomes amber.
NOTE: The Flap position can be seen on RMU display.
EICAS INDICATIONS
Page Code
2-13-30 6 01 REVISION 4
OPERATIONS
MANUAL
SPOILER SYSTEM
Spoiler system consists of speed brake and ground spoiler
subsystems. Speed brakes allow increased descent rate and assist in
decelerating the airplane. Ground spoilers destroy lift, thus providing
better braking effectiveness.
Spoilers are electrically commanded and hydraulically actuated. A
Spoiler Control Unit is responsible for permitting the spoiler panels to
open or not. Four spoiler panels are provided, two per wing surface.
The outboard spoilers provide both speed brake and ground spoiler
functions, while the inboard spoilers provide only a ground spoiler
function. The actuation of either subsystem is fully independent.
Page Code
ORIGINAL 2-13-35 1 01
OPERATIONS
MANUAL
GROUND SPOILER
The Spoiler Control Unit (SCU) automatically performs ground spoiler
opening, without pilots' interference. The SCU enables the ground
spoilers to open whenever the following conditions are met:
− Airplane on the ground.
− Main landing gear wheels running above 25 kt.
− Both engines thrust lever angles set to below 30° or both engines N2
below 56%.
If any of those conditions is not met, the ground spoilers will not open.
A status indication is presented on the EICAS to indicate that the
spoilers are open or closed. If a failure is detected, a caution message
is presented on the EICAS.
SPEED BRAKE
When speed brake is commanded with autopilot engaged, the auto
pitch trim is provided through the autopilot; when the autopilot is not
engaged the Spoiler Control Unit provides the auto pitch trim
command.
The speed brakes will open when the speed brake lever is set to open
and the following conditions are met:
− Thrust lever angle of both engines set to below 50°.
− Flaps at 0° or 9°.
If the speed brake lever is commanded to the OPEN position and any
of the speed brake open condition is not met, the speed brake panels
are kept closed and a caution message is presented on the EICAS. If
the speed brake panels are open and any of the speed brake open
condition is not met, the speed brake panels automatically close and
an EICAS message is presented. In both cases, the speed brake lever
must be moved to the CLOSE position to remove the EICAS message.
Page Code
2-13-35 2 01 REVISION 6
OPERATIONS
MANUAL
SPOILER SYSTEM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-13-35 3 01

OPERATIONS
MANUAL
EICAS MESSAGES
SPOILER FAIL Any spoiler panel open
inadvertently, failed to open
CAUTION or any failure in the input
signals.
SPBK LVR DISAGREE Speed Brake Lever
commanded to OPEN but
opening logic is not
satisfied.
SPOILER AURAL WARNING (TAKEOFF SPOILERS)
If any thrust lever angle is above 60° and any spoiler/speed brake
panel is deployed, the spoiler OPN label turns red and the TAKEOFF
SPOILERS aural warning and the EICAS configuration warning will be
activated.
CONTROL STAND
1 - SPEED BRAKE LEVER

− Actuated to the OPEN position commands outboard spoiler
panels to open, provided enabling conditions are met.
Page Code
2-13-35 4 01 NOVEMBER 30, 2001
OPERATIONS
MANUAL
CONTROL STAND
Page Code
NOVEMBER 30, 2001 2-13-35 5 01

OPERATIONS
MANUAL
EICAS INDICATIONS
1- SPOILERS INDICATION
− Displays OPN when any of the surfaces are open, or CLD when
all of the surfaces are closed.
− Colors:
− Box: white.
− CLD: white.
− OPN: - green in normal condition.
- red if any surfaces are open during takeoff.
EICAS INDICATIONS
Page Code
2-13-35 6 01 NOVEMBER 30, 2001
AIRPLANE OXYGEN
OPERATIONS
MANUAL
SECTION 2-16
OXYGEN
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-16-05 ..01
Flight Crew Oxygen............................................................ 2-16-10 ..01
EICAS Message............................................................ 2-16-10 ..05
ECS Page on MFD ....................................................... 2-16-10 ..06
Crew Mask Stowage Boxes .......................................... 2-16-10 ..08
Crew Mask .................................................................... 2-16-10 ..09
Controls and Indicators (EROS Mask).......................... 2-16-10 ..10
Smoke Goggles ............................................................ 2-16-10 ..12
Passenger Oxygen............................................................. 2-16-15 ..01
EICAS Message............................................................ 2-16-15 ..04
ECS Page on MFD ....................................................... 2-16-15 ..04
Passenger Dispensing Unit and Mask .......................... 2-16-15 ..06
Controls and Indicators ................................................. 2-16-15 ..08
Portable Oxygen ............................................................... 2-16-20 ..01
Portable Oxygen Cylinder ............................................. 2-16-20 ..01
Protective Breathing Equipment.................................... 2-16-20 ..04
Minimum Oxygen Pressure for Dispatch ........................... 2-16-25 ..01
Flight Crew Oxygen Subsystem.................................... 2-16-25 ..01
Passenger Oxygen Subsystem..................................... 2-16-25 ..01
Portable Oxygen Cylinder ............................................. 2-16-25 ..01
Oxygen Pressure Correction Chart............................... 2-16-25 ..02
Oxygen Consumption Chart.......................................... 2-16-25 ..04
Page Code
REVISION 7 2-16-00 1 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
Page Code
2-16-00 2 01 ORIGINAL
AIRPLANE OXYGEN
OPERATIONS
MANUAL
GENERAL
The oxygen system supplies, in case of cabin decompression,
protective and supplemental oxygen for the crew and only
supplemental oxygen for the passengers. It is a conventional, high-
pressure gaseous type system, in which the oxygen is stored in a
cylinder at high pressure and distributed at low pressure to the masks.
The system is composed of three subsystems that operate
independently: The Flight crew oxygen subsystem, the Passenger
oxygen subsystem and the portable oxygen subsystem.
The first two subsystems are monitored so that all the necessary
parameters are informed to the flight crew and flight attendants.
Page Code
NOVEMBER 30, 2001 2-16-05 1 01

OXYGEN AIRPLANE
OPERATIONS
MANUAL
Page Code
2-16-05 2 01 NOVEMBER 30, 2001
AIRPLANE OXYGEN
OPERATIONS
MANUAL
FLIGHT CREW OXYGEN

The flight crew oxygen subsystem employs a 50-cu.ft cylinder, installed
on the right side of the cockpit/passenger cabin partition, in which the
oxygen is stored at high pressure (1850 psi) to supply the cockpit crew
members (Pilot, Copilot and Observer) masks.
The system is protected from overpressurization by a safety disc
located on the lower right side of the aircraft’s nose. Discharge through
the safety disc may be visually verified when the discharge indicator
(green disc) has been blown out.
If the cylinder pressure drops below 400 psi (for airplanes equipped
with EICAS prior to version 20.5) or 450 psi (for airplanes equipped
with EICAS version 20.6 and on), a caution message is presented on
the EICAS.
The cylinder is provided with an integrated shutoff/regulator valve, that
controls oxygen outlet pressure. The regulator valve at the ON position
supplies the crew distribution lines at a low-pressure rate (70 psi). A
relief valve opens if the pressure exceeds 90 psi.
On the left side of the oxygen service panel, located on the right side of
the front fuselage, there is a crew charging valve and a pressure
gauge to check oxygen quantity. Some airplanes may have a factory
installed removable panel located behind the copilot’s seat that
provides access to the oxygen cylinder and its replacement. The
cylinder pressure is also indicated on the MFD (ECS page).
The cockpit is provided with a quick donning diluter/demand-type mask
(or a pressure/demmand type for 41000 ft operation), available inside
mask stowage boxes adjacent to each crew station, and a smoke
protection kit, which consists of two smoke goggles to be used by the
pilot and copilot with the diluter/demand masks (or pressure/demmand
masks for 41000 ft operation).
There are two different types of flight crew oxygen masks, as follows:
− Flight crew oxygen mask with dilution demand regulator type,
required for airplanes with altitude ceiling of 39000 ft;
− Flight crew oxygen mask with pressure demand regulator type,
required for airplanes with altitude ceiling of 41000 ft.
NOTE: The two types of flight crew oxygen masks presents no
differences in its size and operation.
Page Code
REVISION 7 2-16-10 1 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
FLIGHT CREW OXYGEN SYSTEM SCHEMATIC
Page Code
2-16-10 2 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
CREW OXYGEN CYLINDER
Page Code
NOVEMBER 30, 2001 2-16-10 3 01

OXYGEN AIRPLANE
OPERATIONS
MANUAL
OXYGEN SERVICE PANEL
Page Code
2-16-10 4 01 NOVEMBER 30, 2001
AIRPLANE OXYGEN
OPERATIONS
MANUAL
EICAS MESSAGE
CREW OXY LO PRESS Crew oxygen cylinder
pressure below 400 psi (for
airplanes equipped with
EICAS prior to version 20.5)
or 450 psi (for airplanes
CAUTION equipped with EICAS
version 20.6 and on).
Remaining oxygen sufficient
for approximately 12
minutes for pilot, copilot,
and observer.
Page Code
REVISION 7 2-16-10 5 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
ECS PAGE ON MFD

1 - ANALOGIC OXYGEN PRESSURE INDICATION
AIRPLANES EQUIPPED WITH EICAS PRIOR TO VERSION 20.5

Pointer:
− Green between 410 to 1850 psi.
− Amber between 250 to 400 psi.
− Red between 0 to 240 psi.
AIRPLANES EQUIPPED WITH EICAS VERSION 20.6 AND ON

Pointer:
2 - DIGITAL OXYGEN PRESSURE INDICATION

− Digits are green between 410 to 1850 psi.
− Digits are amber between 250 to 400 psi.
− Digits are red between 0 to 240 psi.
(Ranges from 0 to 1850 psi, with a resolution of 10 psi).

Page Code
2-16-10 6 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
CREW ECS PAGE ON MFD
Page Code
ORIGINAL 2-16-10 7 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
CREW MASK STOWAGE BOXES

The crew mask stowage boxes are directly connected to the oxygen
distribution line and to the communications system. The pilot and
copilot boxes incorporate a shutoff valve, which keeps the mask
regulator unpressurized while in the stowed position.
When the box doors are opened, the shutoff valve is brought to the
open position, thus allowing oxygen to flow to the mask.
After the mask has been taken out of the stowage box, the doors can
be closed without interrupting oxygen supply to the mask. To stop the
oxygen flow, it is necessary to close the left door and activate the
Test/Shutoff Sliding Control.
Pilot and copilot mask stowage boxes are also provided with a flow
indicator.
NOTE: The observer’s mask stowage box is not provided with
Test/ Shutoff Sliding Control (EROS Mask) and, although the
mask is permanently pressurized, oxygen will flow only on
demand.
Page Code
2-16-10 8 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
CREW MASK
The crew mask is a quick donning oro-nasal mask assembly that can
supply breathing protection up to 39000 ft or 41000 ft and allows
oxygen flow on demand or under pressure, as required.
The mask is provided with an automatic oxygen dilution system that
supplies pure oxygen at a cabin altitude of over 33000 ft. It can also be
manually selected to the 100% position to provide pure oxygen at all
altitudes or to the EMERGENCY position to maintain in the venting
orifice 100% pure oxygen (or positive pressure if it is an oxygen mask
with pressure demand regulator type).
The quick donning operation is as follows:
− Hold the mask with one hand by the mask regulator and the
inflation control valve (red ears).
− Pull the mask out of the box.
− Press the inflation control valve (red ears) firmly. The harness
inflates rapidly, and takes a round shape large and rigid enough
to allow the user to don it quickly.
− Release the regulator ears. The harness will then deflate,
securing the mask to the user's face.
NOTE: The EROS Mask is provided with two red ears. One inflates
the harness when pressed and the other is fixed.
The oxygen mask with dilute demand regulator type (applicable to
airplanes with altitude ceiling of 39000 ft) is equipped with a flow
indicator only for the observer mask. The flow indicator for the pilot and
copilot is located in the respective crew mask stowage boxes.
The oxygen mask with pressure demand regulator type (applicable to
airplanes with altitude ceiling of 41000 ft) is equipped with a flow
indicator for the pilot, copilot and observer.
Page Code
REVISION 7 2-16-10 9 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
CONTROLS AND INDICATORS (EROS MASK)

MASK STOWAGE BOX/CREW MASK
1 - TEST/SHUTOFF SLIDING CONTROL (spring-loaded in the pilot

and copilot boxes only)
− When pressed, with the mask stowed, allows testing of the
oxygen mask. Flow indicator turns yellow for a short time. The
OXY ON flag appears on the lid face.
− When pressed, with the mask not stowed and the left door
closed, shuts off oxygen to the mask. The OXY ON flag
disappears on the lid face.
2 - OXY ON FLAG (white)
− Appears when the box shutoff valve is open and oxygen is
supplied to the mask.
3 - FLOW INDICATOR (pilot and copilot boxes only)
− A yellow star appears when oxygen is flowing.
4 - VENTING VALVE CONTROL (pilot and copilot masks only)
− When actuated forward, opens the venting valve.
− A red band is visible to indicate that the control is actuated.
5 - HARNESS INFLATION CONTROL VALVE (red ear)
− When pressed, inflates the harness and allows mask donning.
6 - FLOW INDICATOR
− The black shutter disappears when pressure is applied to the
mask.
7 - TEST/EMERGENCY SELECTOR KNOB
− When rotated clockwise, 100% oxygen is supplied under
positive pressure at all cabin altitudes. This mode must be
selected when using smoke goggles.
− When pressed, tests if the regulator demand mechanism
operates satisfactorily.
8 - NORMAL/100% SELECTOR
N - Oxygen/air mixture is supplied on demand. Mixture ratio
depends on the cabin altitude. Above 33000 ft, pure oxygen
is supplied.
100% - Pure oxygen is supplied at all cabin altitudes on demand (or
on positive pressure if it is an oxygen mask with pressure
demand regulator type). This mode must be selected in
conjunction with the EMERGENCY position, when
protective breathing is required.
Page Code
2-16-10 10 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
MASK STOWAGE BOX/CREW MASK (EROS MASK)
Page Code
ORIGINAL 2-16-10 11 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
SMOKE GOGGLES
The smoke goggles were designed for use with the crew mask
assembly, matching the mask face cone. The venting valve, located on
the mask shell and manually actuated by the user, allows direct
communication between venting orifice and goggles.
When mask regulator is selected to emergency position, a metered
oxygen flow will be directed to the goggles’ cavity so as to allow
continuous venting and preventing any infiltration of harmful gases.
SMOKE GOGGLES
Page Code
2-16-10 12 01 REVISION 7
(Pages 13 and 14 deleted)
AIRPLANE OXYGEN
OPERATIONS
MANUAL
PASSENGER OXYGEN
The passenger oxygen subsystem employs one or two oxygen
cylinder(s), installed in the closeout panel near the galley, in which the
oxygen is stored at high pressure (1850 psi) to supply the passenger
oxygen masks.
The subsystem shares with the crew oxygen subsystem the
overpressure discharge indicator (safety disk), located on the lower left
side of aircraft’s nose. For that reason, in case of over pressurization
the same indicator blows out and can be visually inspected. If the
cylinder pressure drops below 750 psi, a caution message is presented
on the EICAS.
The Passenger Oxygen Control Panel is located on the right lateral
console, above the copilot’s mask stowage box.
Under normal operating conditions, when the “AUTO” mode is selected
on the passenger oxygen control panel and the cabin altitude reaches
14000 ft, the altimetric switch energizes a time delay relay, which
energizes the passenger oxygen on-off solenoid valve to initiate the
oxygen flow and pressurize the oxygen distribution manifold. The
pressure, in the distribution line, activates the pneumatic latch, opening
the door and dropping the masks from their dispensing units. At the
same time, the “OXYGEN” indicator light, on the passenger oxygen
control panel, as well as the “NO SMOKING” and “FASTEN SEAT
BELTS” signs in the passenger cabin are turned on.
The “MANUAL” selection on the passenger oxygen control panel
activates the system when the automatic system fails or at any time as
required.
On the right side of the oxygen service panel, are the passenger
charging valve and the passenger pressure gauge, which allows
access to charge the passenger oxygen cylinder and monitoring of
passenger oxygen quantity.
NOTE: The addition of a second oxygen cylinder, will not effect or

change any of the controls, indications or safety features of the
Passenger Oxygen subsystem.
Page Code
REVISION 7 2-16-15 1 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
Page Code
2-16-15 2 01 ORIGINAL
AIRPLANE OXYGEN
OPERATIONS
MANUAL
PASSENGER OXYGEN SYSTEM SCHEMATIC
Page Code
REVISION 7 2-16-15 3 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
EICAS MESSAGE
PAX OXY LO PRESS Passenger Oxygen cylinder(s)
CAUTION pressure below 750 psi.
ECS PAGE ON MFD

1 - ANALOGIC OXYGEN PRESSURE INDICATION

Pointer:

Pointer:
2 - DIGITAL OXYGEN PRESSURE INDICATION


Page Code
2-16-15 4 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
ECS PAGE ON MFD
Page Code
NOVEMBER 30, 2001 2-16-15 5 01

OXYGEN AIRPLANE
OPERATIONS
MANUAL
PASSENGER DISPENSING UNIT AND MASK
The passenger oxygen masks dispensing units are located on the right
and left overhead valance panels in the passenger seating area, at the
flight attendant station, at the galley and in the lavatory. Each unit is
equipped with two continuous flow masks and a lanyard valve per
mask.
The passenger oxygen mask assembly possesses a reservoir
bag, a flow indicator, an oxygen supply tubing and a head strap
for securing the mask to the passenger’s face. In addition, one
lanyard and one “PULL” streamer is fitted to each oxygen mask.
In the event of a decompression, the mask and the “PULL” streamer
remain attached to the oxygen flow valve by the lanyard The
passenger must pull the mask to his face or pull the “PULL” streamer
to release the lanyard valve pin to obtain oxygen flow.
Page Code
2-16-15 6 01 NOVEMBER 30, 2001
AIRPLANE OXYGEN
OPERATIONS
MANUAL
DISPENSING UNITS/PASSENGER MASKS
Page Code
REVISION 7 2-16-15 7 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
PASSENGER OXYGEN CONTROL PANEL
1 - OXYGEN ON INDICATOR LIGHT (white)

− Indicates that the passenger oxygen system is ON, and the
distribution manifold pressure is at or above 45 psig.
2 - OXYGEN VLV CLOSED INDICATOR LIGHT (white)

− Indicates that the passenger oxygen pressure regulator is “OFF”
or if the pressure at the outlet of the oxygen regulator drops
below 50 to 55 psi.
3 - PASSENGER OXYGEN SELECTOR KNOB

CLOSED - Disables the automatic deployment of passenger
masks. Also resets oxygen ON indicator and passenger
cabin signs after system activation either on automatic
or manual mode.
AUTO - Automatically deploys the passenger masks provided
that cabin pressure altitude is above 14000 ft.
MANUAL (momentary position) - Actuates the passenger oxygen
system at any altitude, overriding the altimetric switch,
and may be used in case of AUTO mode failure.
Page Code
2-16-15 8 01 REVISION 3
AIRPLANE OXYGEN
OPERATIONS
MANUAL
PASSENGER OXYGEN CONTROL PANEL
Page Code
JANUARY 17, 2003 2-16-15 9 01

OXYGEN AIRPLANE
OPERATIONS
MANUAL
Page Code
2-16-15 10 01 NOVEMBER 30, 2001
AIRPLANE OXYGEN
OPERATIONS
MANUAL
PORTABLE OXYGEN
The portable oxygen subsystem includes one portable oxygen cylinder
and two Protective Breathing Equipment (PBE).
PORTABLE OXYGEN CYLINDER

The portable oxygen cylinder is located in the passenger cabin
entertainment rack and is used for passenger fist-aid therapeutic
treatment only. The cylinder, with 11-cu.ft and three flow outlets,
provides a constant flow breath for up to 3 passengers or crew
members. Also, It is equipped with a pressure gauge indicating supply,
a high-pressure safety relief device, a carrying strap and an on-off
pressure regulator.
To get specified flow, the mask must be connected to one of the
cylinder outlets and the handle turned to the “FULL ON” position.
NOTE: This equipment is intended to be used only for aviation

applications and is to be used only by, or under the supervision
of, a pilot or crew member trained and qualified in its use.
Page Code
REVISION 6 2-16-20 1 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
Page Code
2-16-20 2 01 ORIGINAL
AIRPLANE OXYGEN
OPERATIONS
MANUAL
PORTABLE OXYGEN CYLINDER LOCATION
Page Code
ORIGINAL 2-16-20 3 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
PROTECTIVE BREATHING EQUIPMENT (PBE)

The PBE unit is used for respiratory and visual protection against
effects of smoke and harmful gases while figthing fire in the aircraft. It
is designed to provide breathing protection for a minimun duration of
15 minutes.
There are two EROS PBE installed in the airplane, one is installed in
the entertainment equipment rack and the otherone is installed in the
LH cockpit/passenger cabin partition, behind the pilot seat.
The device features a hood which encloses the entire head and na
integrated life support unit which uses a solid state oxygen supply
(chemical generator).
OPERATION
1 - Take the box, push the spring lock.
2 - Pull the box cover upward.
3 - Extract the hood and deploy the hood by a brisk downward
movement.
4 - Put the hood on head (It can accommodate bears, long hair and
glasses when properly worn).
5 - Pull to actuate ring from the unit.
The over-hood gives protection to the head from flames or
incandescent objects which may fall from burning structures or
interiors.
The end of autonomy is felt when oxygen flow noise can not be heard
anymore. Hood has then to be removed.
CAUTION: THE OXYGEN PRODUCED BY PBE UNIT WILL
VIGOROUSLY ACCELERATE COMBUSTION. DO NOT
INTENTIONALLY EXPOSE THE PBE UNIT TO DIRECT
FLAME CONTACT OR REMOVE IT IN THE IMMEDIATE
PRESENCE OF FIRE OR FLAME. DUE TO OXYGEN
SATURATION OF THE HAIR. DO NOT SMOKE OR
BECOME EXPOSED TO FIRE OR FLAME IMMEDIATELY
AFTER REMOVING PBE UNIT.
Page Code
2-16-20 4 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
PROTECTIVE BREATHING EQUIPAMENT LOCATION
Page Code
ORIGINAL 2-16-20 5 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
HOOD SCHEMATIC AND STOWAGE - EROS
Page Code
2-16-20 6 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
MINIMUM OXYGEN PRESSURE FOR DISPATCH
FLIGHT CREW OXYGEN SUBSYSTEM

Crew comprising Pilot and Copilot: 1100 psi.
Crew comprising Pilot, Copilot and Observer: 1500 psi.
PASSENGER OXYGEN SUBSYSTEM
Airplane equipped with one cylinder: 1730 psi.
Airplane equipped with two cylinders (Optional): 1250 psi.
NOTE: The minimum oxygen pressure for dispatch was calculated at
an ambient temperature of 21°C (70°F). For other
temperatures, refer to Oxygen Pressure Correction Chart as a
function of the cylinder compartment temperature.

The minimum portable oxygen cylinder pressure for dispatch is
1200 psi (calculated for a maximum utilization period of 30 minutes).
Page Code
JANUARY 17, 2003 2-16-25 1 01

OXYGEN AIRPLANE
OPERATIONS
MANUAL
OXYGEN PRESSURE CORRECTION CHART

An Oxygen Pressure Correction Chart is provided for the maintenance
personnel's use when recharging the oxygen cylinder. Additionally, it
may be used by the crew to check if the oxygen cylinder’s pressure is
above the minimum oxygen pressure for dispatch.
To use the chart for recharging purposes:

Enter the chart with the cylinder compartment temperature (cockpit
temperature) and go vertically up to the desired pressure at 21°C.
From the intersection point, trace to the left to read the indicated
gauge pressure to be attained.
To use the chart for dispatching purposes:

Enter the chart simultaneously with the cylinder compartment
temperature (cockpit temperature) and indicated gauge oxygen
pressure (on MFD or oxygen service panel). The intersection
determines the oxygen cylinder’s equivalent pressure at 21°C, by
interpolating the two adjacent standard curves.
EXAMPLE
Associated condition:
− Crew............................................................PILOT, COPILOT
AND OBSERVER
− Indicated gauge pressure............................1600 PSI
− Cylinder compartment temperature ............30°C
As the intersection is above the dashed line for the associated
condition, the airplane may be dispatched.
Page Code
2-16-25 2 01 NOVEMBER 30, 2001
AIRPLANE OXYGEN
OPERATIONS
MANUAL
OXYGEN PRESSURE CORRECTION CHART
Page Code
ORIGINAL 2-16-25 3 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
OXYGEN CONSUMPTION CHART

The Oxygen Consumption Chart is provided to allow the Flight Crew to
know the remaining number of pre-flight oxygen mask tests available
before the oxygen cylinder recharging is necessary. This chart should
be used by the maintenance personnel to choose the best moment to
recharge the oxygen cylinder.
The Oxygen Consumption chart has been plotted for 21°C (70°F)
conditions. For different temperatures, the Oxygen Pressure
Correction chart must be used to obtain the pressure at 21°C and then
see what is the number of the remaining oxygen mask tests.
EXAMPLE
Associated condition:
− Crew .................................................................PILOT, COPILOT,
AND OBSERVER
− Indicated Gauge Pressure ...............................1750 psi
− Cylinder Compartment Temperature................30°C
According to the Oxygen Pressure Correction chart, for the associated

conditions, the pressure for 21°C is 1700 psi.
According to the Oxygen Consumption chart, for 1700 psi there are
approximately 22 remaining pre-flight tests before recharging the
oxygen cylinder becomes necessary. The airplane’s dispatch being
therefore allowed.
NOTE: The oxygen consumption chart is used only for the crew
oxygen subsystem, since there is no test for the passenger
oxygen subsystem.
Page Code
2-16-25 4 01 REVISION 4
AIRPLANE OXYGEN
OPERATIONS
MANUAL
OXYGEN CONSUMPTION CHART
Page Code
ORIGINAL 2-16-25 5 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
OXYGEN DURATION TABLES

The oxygen duration tables allow the Fight Crew to estimate the time
available for flying above 10000 ft to perform a mountain clearence, for
example, using the emergency oxygen.
The values presented on the following tables were obtained
considering the airplane flying at 41000 ft when the decompression
occurs and an emergency descent, to a terrain clearence altitude, was
applied (all engines in idle, landing gear down, flaps up and speed
brakes open).
After the time allowed for the terrain clearence there will be sufficient
oxygen to procedure the airplane descent to 10000 ft.
3
AIRPLANES EQUIPPED WITH ONE 77 FT OXYGEN BOTTLE
Altitude Crew Members Passengers on board
(ft) 0 pax 1 pax 3 pax 5 pax 7 pax 9 pax 11 pax 13 pax 14 pax
15000 with observer 115 115 115 85 66 53 44 38 35
without observer 150 150 117 85 66 53 44 38 35
18000 with observer 107 107 107 85 66 53 44 38 35
NOTE: - The values above are in minutes.

- The calculation of the terrain clearence time was based on a
dispatch pressure of 1730 psig or above for crew and
passenger systems. Also it was considered the presence of
one flight attendant in all calculations.
Page Code
2-16-25 6 01 REVISION 7
AIRPLANE OXYGEN
OPERATIONS
MANUAL
3
AIRPLANES EQUIPPED WITH TWO 77 FT OXYGEN BOTTLE
15000 with observer 115 115 115 115 115 115 106 91 86
18000 with observer 107 107 107 107 107 107 106 91 86
20000 with observer 92 92 92 92 92 84 71 61 57

3
AIRPLANES EQUIPPED WITH ONE 115 FT OXYGEN BOTTLE
15000 with observer 115 115 115 110 90 76 65 56 53

18000 with observer 107 107 107 107 90 75 65 56 53
20000 with observer 92 92 92 73 60 50 43 38 35

Page Code
REVISION 5 2-16-25 7 01
OXYGEN AIRPLANE
OPERATIONS
MANUAL
3 3
AIRPLANES EQUIPPED WITH ONE 115 FT AND ONE 77 FT
OXYGEN BOTTLES
15000 with observer 115 115 115 115 115 115 115 105 99
18000 with observer 107 107 107 107 107 107 107 105 99
20000 with observer 92 92 92 92 92 92 80 70 66

Page Code
2-16-25 8 01 REVISION 5
AIRPLANE ICE AND RAIN
PROTECTION
OPERATIONS
MANUAL
SECTION 2-15
ICE AND RAIN PROTECTION
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-15-05 ..01

Bleed Air Thermal Anti-Icing System ................................. 2-15-10 ..01
Wing, Stabilizer and Engine
Anti-icing Valves Operational Logic............................ 2-15-10 ..03
EICAS Messages ........................................................... 2-15-10 ..07
Windshield Heating System ............................................... 2-15-10 ..08
EICAS Messages ........................................................... 2-15-10 ..08
Sensor Heating System ..................................................... 2-15-10 ..09
EICAS Messages ........................................................... 2-15-10 ..10
Lavatory Water Drain and
Nipple Heating System ............................................... 2-15-10 ..10
Ice Protection Controls and Indicators ............................... 2-15-10 ..11
Ice Protection Control Panel........................................... 2-15-10 ..11
Ice Detection System ......................................................... 2-15-15 ..01
EICAS Messages ........................................................... 2-15-15 ..02
Control and Indicators .................................................... 2-15-15 ..03
Main Panel.................................................................. 2-15-10 ..03
Windshield Wiper System (if installed) .............................. 2-15-15 ..04
Windshield Wiper Control Panel .................................... 2-15-15 ..04
Page Code
REVISION 5 2-15-00 1 01
ICE AND RAIN AIRPLANE
PROTECTION
OPERATIONS
MANUAL
Page Code
2-15-00 2 01 ORIGINAL
PROTECTION
OPERATIONS
MANUAL
GENERAL
Airplane ice protection system is provided by heating critical ice build
up areas through the use of either hot air or electrical power. The
system is fully automatic and under icing conditions, activates the
entire protection system (the only exception is the windshield heating
system).
The hot air-heated areas are:
− Wing and horizontal stabilizer leading edges.
− Engine air inlet lips.
The electrically heated areas are:
− Windshields.
− Pitot tubes, Pitot-static tube, AOA sensors, TAT probes, ADCs and
pressurization static ports.
− Lavatory water drain and potable water service nipples.
Two fully independent wiper systems remove rain from the
windshields.
All ice protection systems provide signals to the EICAS for
malfunctioning system display.
Page Code
NOVEMBER 30, 2001 2-15-05 1 01

PROTECTION
OPERATIONS
MANUAL
ICE AND RAIN PROTECTION SYSTEM
Page Code
2-15-05 2 01 NOVEMBER 30, 2001
PROTECTION
OPERATIONS
MANUAL
BLEED AIR THERMAL ANTI-ICING SYSTEM

The bleed air thermal anti-icing system is supplied with hot air tapped
from the engines. In the automatic mode, the system is turned on
through activation of either ice detector. Manually, setting the
OVERRIDE Knob to the ALL position activates the system.
Adequate ice protection for the wing and horizontal stabilizer leading
edges and engine air inlet lips is ensured by heating these surfaces.
Hot air supplied by the Pneumatic System is ducted through perforated
tubes, known as Piccolo tubes. Each Piccolo tube is routed along the
surface, so that hot air jets flowing through the perforations heats the
surface. Dedicated slots are provided for hot air exhaustion after the
has been surface heated.
During night flights, inspection lights, installed on the wing-to-fuselage
fairing, illuminate the wing leading edges, allowing the crew to check
for ice accumulation.
Each subsystem comprises an anti-icing valve (pressure
regulating/shutoff valve). A restrictor limits the airflow rate supplied by
the Pneumatic System. It is monitored by pressure sensors, that
indicate abnormal low and high air pressure conditions. The pressure
sensors protect the respective subsystem against either insufficient or
excessive airflow rate.
The wing and stabilizer low pressure protection mode has a redundant
detection by means of a second low pressure sensor on the stabilizer
system and a differential pressure switch (± 2 psi) that compares root
pressure on the left and right half-wing Piccolo tubes.
Air leakage is detected by thermostats installed close to each duct
connection. Low pressure switches provide an additional protection
against unacceptable leakage level.
The Piccolo tubes integrity is monitored as follows:
− Horizontal stabilizer: By one differential pressure switch comparing
the left and right Piccolo tubes pressure.
− Half-wing: It depends on the airplane model. By one differential
pressure switch in each Piccolo tube comparing the root and tip
pressures or, by manometric switches measuring the tip pressure
only.
Page Code
ORIGINAL 2-15-10 1 01
PROTECTION
OPERATIONS
MANUAL
Engine ice protection is provided by heating the engine air inlet lip,
through the use of non-temperature-controlled hot air tapped directly
upstream of each high stage valve. As the engine air inlet has enough
airflow surrounding the lip when the engine is running, the engine air
inlet lip anti-icing system can be operated on the ground normally and
with no limitations. Each engine has its own protection system
independent of the airplane’s pneumatic system.
The left hand Pneumatic System supplies the horizontal stabilizer anti-
icing subsystem. Each half-wing anti-icing subsystem is supplied by its
respective side of the Pneumatic System.
The bleed air thermal anti-icing system may be deactivated by buttons,
located on the overhead panel.
On the ground, the FADEC incorporates an automatic logic to reduce
the maximum available thrust to avoid a sudden engine thrust loss
during lift-off, even with the thrust lever set at MAX position.
In flight, the FADEC allows the engines to deliver the maximum rated
thrust to compensate for the effect of the high bleed air consumption
by the wing and horizontal stabilizer thermal anti-icing subsystems.
Moreover, the FADEC provides an automatic logic to ensure a
minimum available thrust during icing conditions, even during low
thrust setting conditions. This logic is automatically inhibited when the
landing gear is extended, in order to improve the airplane’s rate of
descent and glide slope path adjusting capability.
The APU bleed air is not hot enough to perform anti-icing functions.
Therefore it must not be used for such applications.
A caution message is presented on the EICAS if the thermal anti-icing
system is turned on during non-icing conditions.
Page Code
2-15-10 2 01 REVISION 5
PROTECTION
OPERATIONS
MANUAL
WING, STABILIZER AND ENGINE ANTI-ICING VALVES

OPERATIONAL LOGIC
Since the Bleed Thermal Anti-icing System is supplied by the
Pneumatic System, it is integrated to the functional logic that provides
automatic control and protection for the system.
The Wing and Stabilizer Anti-icing Valves receive an electrical input
that open when the following conditions occur:
− The Ice Detection Test Knob is set to 1 or 2, or
− The airplane is in-flight or attained a ground speed above 25 knots,
and
− The Ice Detection Override Knob is set to ALL, or
− The Ice Detection Override Knob is set to AUTO or ENG and any
ice detector is activated.
NOTE: - The Wing and Stabilizer Anti-icing Valves are inhibited from
opening on the ground and at a ground speed below 25
knots to prevent structural damage caused by surface
heating, except during ice detection testing. The ice
detection test should not be activated for more than 15
seconds.
The Engine Anti-icing Valves receive an electrical input to open when

the following conditions occur:
− The Ice Detection Override Knob is set to ALL or ENG, or
− The Ice Detection Override Knob is set to AUTO position and any
ice detector is activated, or
− The Ice Detection Test Knob is set to 1 or 2.
The engine anti-ice system logic has a narrow range between normal
operating pressures and a low pressure value that, if reached, would
trigger an E1(2) A/ICE FAIL message on the EICAS. This message
may be presented in flight whenever the engines are set at low thrust
settings. This message may be cleared increasing the engine anti-ice
system pressure by advancing the thrust levers with Ice Detection
Override Knob in AUTO. If the message does clear and the related
Engine Air Inlet OPEN inscription remains illuminated, the system is
operating normally and the flight may be continued.
Page Code
REVISION 5 2-15-10 3 01
PROTECTION
OPERATIONS
MANUAL
WING ANTI-ICING SYSTEM SCHEMATIC
Page Code
2-15-10 4 01 ORIGINAL
PROTECTION
OPERATIONS
MANUAL
WING ANTI-ICING SYSTEM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-15-10 5 01
PROTECTION
OPERATIONS
MANUAL
Page Code
2-15-10 6 01 NOVEMBER 30, 2001
PROTECTION
OPERATIONS
MANUAL
EICAS MESSAGES
ICE COND-A/I INOP Any Bleed Air Thermal anti-
icing subsystem not
WARNING functioning properly under
icing conditions.
A/ICE LOW Low pressure condition
CAPACITY downstream of any wing or
stabilizer anti-ice valve or
wing pressure asymmetry.
NO ICE-A/ICE ON Any anti-icing valve opened in
flight out of icing conditions.
A/ICE SWITCH OFF Any Bleed Air Thermal anti-
icing button turned off.
E1 (2) A/ICE FAIL − Low pressure condition.
(if applicable) − Valve failure.
− Any switch failure.
− Overpressure condition.
− Any system failure.
ENG1 (2) A/ICE − Low pressure condition (on
FAIL ground or inflight), or
CAUTION (if applicable) − Disagreement between
valve position and system
command.
WG1 (2) A/ICE FAIL − Low pressure condition.
(if applicable) − Valve failure.
− Duct leakage.
− Any system activation failure.
WG A/ICE FAIL − Low pressure condition, or
(if applicable) − Disagreement between
valve position and system
command, or
− Piccolo tube failure.
WG A/ICE ASYMETRY Asymmetrical degradation of
half-wings anti-ice systems
thermal performance.
STAB A/ICE FAIL − Low pressure condition.
− Valve failure.
CAUTION − Duct leakage.
− Any system activation
device failure.
ENG A/ICE OVERPRES Inflight overpressure condition
ADVISORY detected.
Page Code
ORIGINAL 2-15-10 7 01
PROTECTION
OPERATIONS
MANUAL
WINDSHIELD HEATING SYSTEM

The windshields are electrically heated to prevent ice and fog formation
or for deicing and defogging purposes. Due to a higher thermal inertia
to bring heat to windshield inner layer, when Descent phase is initiated
the system must be turned ON to prevent fogging. During all the others
flight phases, the system must be kept OFF except when icing
conditions are anticipated or if situation requires.
The outer glass layer has no structural significance but provides a
rigid, hard and protected surface.
Windshield heating is accomplished through an electric conductive grid
embedded in its interlayer, which functions as an electric resistor.
Individual buttons located on the overhead panel control left and right
windshield heating. Separate power supplies are provided for each
windshield heating element and its control circuit.
Each windshield element is provided with three temperature sensors.
One sensor is used for temperature control and a second sensor is
used for overheat protection. A third sensor is provided as a spare for
use by maintenance personnel, should a failure occur in any of the two
sensors.
For airplanes Pre-Mod. SB 145LEG-30-0033, each windshield element
has a dedicated temperature controller that receives a signal from the
associated temperature sensors and controls the windshield
temperature. When the temperature reaches the upper limit (45°C),
power supply to the heater is interrupted. When the temperature is
below the lower limit (40°C), power supply is automatically restored. A
caution message W/S HEAT FAIL is presented on the EICAS when a
system failure is detected or the windshield temperature exceeds
55°C.
Page Code
2-15-10 8 01 REVISION 5
PROTECTION
OPERATIONS
MANUAL
For airplanes Post-Mod. SB 145LEG-30-0033 or with an equivalent

modification factory-incorporated, the temperature controller has two
modes of operation, defog heat and anti-ice heat mode. When the
windshield heating push button is set to ON, the controller continuously
monitors the windshield temperature. As temperature drops below
26°C (defog mode), it modulates power input to the electric conductive
grid and maintains this temperature. If ice detectors sense ice
formation, the controller automatically increase power input to maintain
the temperature at 43°C (anti-ice mode). If both ice detectors are
inoperative, the Override knob on the Overhead Panel set to ALL
position provides manual means to put both systems into anti-ice mode
automatically increasing power input to maintain the temperature at
43°C. A caution message W/S HEAT FAIL is presented on the EICAS
when a system failure is detected or the windshield temperature
exceeds 65°C.
EICAS MESSAGES
W/S 1 (2) HEAT FAIL For airplanes Pre-Mod. SB
145LEG-30-0033, associated
windshield heating system
failure (< 38°C) or associated
CAUTION overheat condition (> 55°C).
For airplanes Post-Mod. SB
145LEG-30-0033, associated
windshield heating system
failure or associated overheat
condition (> 65°C).
SENSOR HEATING SYSTEM

The Sensor Heating System provides automatic operation for the
heater elements of Pitot tubes 1 and 2, Pitot/Static 3, Pressurization
System and ADS Static Ports, TAT sensors 1 and 2, and AOA vanes 1
and 2, thus providing constant temperature and ice-free operation
during all flight phases.
All the sensors are electrically heated and controlled by three buttons,
located on the overhead panel.
In the automatic mode, the sensor heating system operates according
to three functional logic’s:
Page Code
REVISION 5 2-15-10 9 01
PROTECTION
OPERATIONS
MANUAL
− Pitot 1 and 2 and Pitot/Static 3, AOA 1 and 2, ADS Static Ports 1, 2,

3 and 4, and Pressurization Static Ports 1 and 2 are heated
whenever at least one engine is running (N2 above 54.6%).
− A separated logic assures Pitot/Static 3 and Pressurization System
Static Port 2 heating in any flight condition.
− TAT 1 and 2 are heated provided any of Engine 1 or 2 anti-icing
subsystem is functioning or airplane is in flight.
Heater deactivation is accomplished either when the above conditions
are not met or when the associated control button is manually pressed.
Caution messages are presented on the EICAS to indicate that the
sensor heating is inoperative. These messages are inhibited during the
takeoff and approach phases.
EICAS MESSAGES

PITOT 1 (2, 3) INOP − Associated sensor heating
inoperative with any engine
running (N2 above 60%).
− Both engines N2 below 50%.
AOA 1 (2) HEAT INOP − Associated sensor heating
CAUTION inoperative with any engine
running (N2 above 60%) and
airplane airborne.
− Both engines N2 below 50%.
TAT 1 (2) HEAT INOP Associated sensor heating
inoperative in icing conditions
and airplane airborne.
LAVATORY WATER DRAIN AND NIPPLE

HEATING SYSTEM
The lavatory waste water drain and potable water service nipples
(overflow and fill) are heated by electric resistors to prevent clogging by
water freezing under any atmospheric conditions on the ground and in
flight.
The heating is automatically turned on when the DC BUS 1 is powered.
Refer to Section 2-2 – Equipment and Furnishings.
Page Code
2-15-10 10 01 REVISION 5
PROTECTION
OPERATIONS
MANUAL
ICE PROTECTION CONTROLS AND INDICATORS

ICE PROTECTION CONTROL PANEL
1 - ENGINE AIR INLET ANTI-ICING BUTTONS
− Turns off (released) or permits (pressed) the automatic
activation of the associated engine air inlet anti-icing subsystem.
released.
− An OPEN inscription illuminates inside the button to indicate that
the associated engine air inlet anti-icing valve is open.
2 - WING ANTI-ICING BUTTON
− Turns off (released) or selects the automatic mode (pressed) of
the half-wing anti-icing subsystems.
released.
− An OPEN inscription illuminates inside the button to indicate the
− Both valves are open with the system commanded to open.
− At least one valve is open with the system not commanded to
open.
3 - HORIZONTAL STABILIZER ANTI-ICING BUTTON
− Turns off (released) or permits (pressed) the automatic
activation of the horizontal stabilizer anti-icing subsystem.
released.
the horizontal stabilizer anti-icing valve is open.
4 - SENSOR HEATING BUTTONS
− The left button controls Pitot tube 1, AOA 1 vane, TAT 1 probe,
ADC Static Ports 1 and 3, and pressurization static port 1.
− The central button controls Pitot/Static tube 3 and pressurization
static port 2.
− The right button controls the Pitot tube 2, AOA 2 vane, TAT 2
probe and ADC static ports 2 and 4.
− When pressed, the associated sensor heating system operates
in the automatic mode according to its functional logic. When
released, the associated sensor heating system is turned off.
released.
Page Code
ORIGINAL 2-15-10 11 01
PROTECTION
OPERATIONS
MANUAL
5 - ICE DETECTION TEST KNOB

Permits the half-wing, horizontal stabilizer and engine air inlet anti-
icing subsystems to operate for test purposes, by simulating an
icing condition on ice detectors 1 and 2. The adequate system
operation is confirmed by the illumination of the OPEN inscriptions
in the anti-icing buttons, which indicate the current valve position.
NOTE: The ICE CONDITION, ICE DET 1 (2) FAIL and BLD 1 (2)
LOW TEMP messages are displayed during test. The
CLR ICE 1, CLR ICE 2, CLR/I INOP 1 and CLR/I INOP 2
caution messages are displayed on the EICAS and the
lights CLR ICE 1 and CLR ICE 2 illuminate only when the
Ice Detection Test Knob is selected to 1.
6 - ICE DETECTION OVERRIDE KNOB
ENG - Turns on the engine air inlet anti-icing subsystems for
ground speeds below 25 knots. Above 25 knots the wing
and horizontal stabilizer anti-icing subsystems are also
turned on if icing condition is detected.
AUTO- Allows the automatic operation of the bleed air anti-icing
system.
NOTE: If ground speed is equal or above 25 knots and an
icing condition is detected, wing and horizontal
stabilizer anti-icing subsystems are turned on. The
engine anti-icing subsystem is turned on as soon
as an icing condition is detected.
ALL - Turns on the complete bleed air anti-icing system provided
airplane is in flight.
NOTE: On ground, below 25 knots, only engine anti-icing is
turned on.
7 - WINDSHIELD HEATING BUTTON
− Turns on (pressed) or turns off (released) the windshield heating
system.
released.
Page Code
2-15-10 12 01 REVISION 5
PROTECTION
OPERATIONS
MANUAL
ICE PROTECTION CONTROL PANEL
Page Code
NOVEMBER 30, 2001 2-15-10 13 01

PROTECTION
OPERATIONS
MANUAL
Page Code
2-15-10 14 01 NOVEMBER 30, 2001
PROTECTION
OPERATIONS
MANUAL
ICE DETECTION SYSTEM

Ice detectors 1 and 2 are respectively installed at the airplane’s left and
right nose section, to provide icing condition detection.
The ice detector was designed to pick up ice quickly. Therefore, in the
most cases, ice will be detected before it can be noticed by the crew.
NOTE: Notwithstanding ice detector monitoring, the crew remains
responsible for monitoring icing conditions and for manual
activation of the ice protection system if icing conditions are
present and the ice detection system is not activating the ice
protection system.
A 0.5 mm (0.020 inch) ice thickness, on any probe, causes bleed air
anti-icing system automatic mode activation, a SPS angle of attack set
values reduction (refer to Stall Protection System on Section
2-4 – Crew Awareness), and an advisory message to be presented on
the EICAS.
During ice encounters, the icing signal remains active during 60
seconds. Simultaneously, an internal ice detector heater is activated to
de-ice the unit and probe. When the probe’s natural frequency is
recovered, heating is de-energized. Once deiced, the sensing probe
cools within a few seconds and is ready to once more monitor ice
build-up. Then a new detection cycle begins and remains as long as
the ice condition persists.
In case of failure of any or both ice detectors, a caution message is
presented on the EICAS and the bleed air thermal anti-icing system may
be activated through the OVERRIDE knob on the Ice Detection panel.
The system’s normal operation may be checked through the TEST
knob on the Ice Protection panel.
WING CLEAR ICE DETECTION SYSTEM

The clear ice phenomena may occur on the wing upper surfaces when
the airplane performs a prolonged operation in high altitude with the
wing fuel tanks quantity is kept above 70% until ground. Then, if the
airplane is exposed to conditions of high humidity, rain, drizzle, or fog
even at ambient temperatures above freezing, the water contained in
the atmosphere, when in contact with the cold wing, may condense
and freeze.
Once the clear ice accumulation is difficult to be detected visually,
clear ice detectors 1 and 2 are respectively installed on the airplane’s
left and right wing upper surface.
Page Code
REVISION 5 2-15-15 1 01
PROTECTION
OPERATIONS
MANUAL
Each sensor is flush mounted with the surface and consists of a

vibrating diaphragm. Any ice build-up is sensed by the diaphragm and
a caution message is presented on the EICAS and the Clear Ice
Indication Light illuminates.
In case of failure of any or both ice detectors, a caution message is also
The system’s normal operation may be checked through the TEST
knob on the Ice Protection panel.
EICAS MESSAGES
ICE DETECTORS FAIL Both ice detectors have
failed.
ICE DET 1 (2) FAIL Associated ice detector
has failed.
CAUTION CLR ICE 1 (2) Ice build-up over the left
or right wing upper
surface.
CLR/I INOP1 (2) Associated clear ice
detector has failed.
ICE CONDITION Airplane is flying under
ADVISORY
icing conditions.
Page Code
2-15-15 2 01 REVISION 5
PROTECTION
OPERATIONS
MANUAL

MAIN PANEL
1- CLEAR ICE LIGHT

− Color: amber
− Illuminates CLR ICE 1 to indicate that there is ice build-up over the
left wing upper surface.
− Illuminates CLR ICE 2 to indicate that there is ice build-up over the
right wing upper surface.
Page Code
REVISION 5 2-15-15 3 01
PROTECTION
OPERATIONS
MANUAL
WINDSHIELD WIPER SYSTEM (IF INSTALLED)

A two-speed windshield wiper is provided for the left and right
windshields. Each system comprises a motor-converter, a wiper arm,
and blades. A control box provides speed control, synchronization, and
off-screen park functions for both systems through independent
channels.
Each system has its own independent power supply and a four-position
knob on the overhead panel.
WINDSHIELD WIPER CONTROL PANEL

1 - WINDSHIELD WIPER SELECTOR KNOB
TIMER - Provides intermittent operation of the associated
windshield wiper in single cycles (two strokes) with an 8
second time interval between two cycles, in high speed.
OFF - Associated wiper blades travel to the windshield inboard
position, parking out of pilots vision.
LOW - Associated wiper operates at approximately 80 strokes per
minute.
HIGH - Associated wiper operates at approximately 140 strokes
per minute.
NOTE: Dry windshield operation leads the motor-converter to a stall
condition, due to the high friction level. The controller
senses the motor-converter current surge and drives the
arm directly to the parked position. The system remains
inoperative until the Windshield Wiper Selector Knob is set
to OFF position and a new operation mode is selected.
Page Code
2-15-15 4 01 REVISION 5
PROTECTION
OPERATIONS
MANUAL
WINDSHIELD WIPER CONTROL PANEL
Page Code
REVISION 5 2-15-15 5 01
PROTECTION
OPERATIONS
MANUAL
Page Code
2-15-15 6 01 REVISION 5
AIRPLANE NAVIGATION AND
COMMUNICATION
OPERATIONS
MANUAL
SECTION 2-18
NAVIGATION AND COMMUNICATION
TABLE OF CONTENTS
Block Page
General ...............................................................................2-18-01 .. 01
Radio Management System (RMS) ....................................2-18-05 .. 01
Integrated Communication Unit (RCZ-851E) ..................2-18-07 .. 01
Integrated Navigation Unit (RNZ-851).............................2-18-09 .. 01
Radio Management Unit (RMU)......................................2-18-11 .. 01
RMU Pages .................................................................2-18-11 .. 01
RMU Normal Operation ...............................................2-18-11 .. 03
RMU Abnormal Operation ...........................................2-18-11 .. 09
RMU Controls and Indicators ......................................2-18-11 .. 10
Tuning Backup Control Head ..........................................2-18-13 .. 01
Normal Mode ...............................................................2-18-13 .. 01
Emergency Mode ........................................................2-18-13 .. 01
Self-Test ......................................................................2-18-13 .. 01
TBCH Controls and Indicators.....................................2-18-13 .. 02
Digital Audio Panel ..........................................................2-18-15 .. 01
Normal Mode ...............................................................2-18-15 .. 01
Emergency Mode ........................................................2-18-15 .. 01
Digital Audio Panel Controls and Indicators ................2-18-15 .. 03
Communication Controls and Indicators .........................2-18-20 .. 01
HF Communication System - KHF-950 (∗) .........................2-18-21 .. 01
HF Operating Modes .......................................................2-18-21 .. 01
HF Normal Operation KCU-951 CONTROL UNIT ..........2-18-21 .. 03
HF Controls and Indicators .............................................2-18-21 .. 08
HF Normal Operation KFS-954 CONTROL UNIT...........2-18-21 .. 13
HF Controls and Indicators .............................................2-18-21 .. 19
Third VHF Communication System - Collins 22A (∗)..........2-18-22 .. 01
Third VHF COM Controls and Indicators ........................2-18-22 .. 01
Third VHF Communication System - Honeywell
RS-833/853(∗) ....................................................................2-18-22 .. 07
Third VHF COM Controls and Indicators ........................2-18-22 .. 12
NOTE: Optional equipment are marked with an asterisk (∗) and its
description may not be present in this manual.
Page Code
REVISION 5 2-18-00 1 01
NAVIGATION AND AIRPLANE
COMMUNICATION
OPERATIONS
MANUAL
SELCAL System (∗) ........................................................... 2-18-23.. 01
SELCAL Controls and Indicators .................................... 2-18-23.. 02
Honeywell Mark III CMU (∗)................................................ 2-18-24.. 01
CMU Normal Operation .................................................. 2-18-24.. 04
CMU Abnormal Operation .............................................. 2-18-24.. 04
CMU Controls and Indicators.......................................... 2-18-24.. 06
Printer Controls and Indicators ....................................... 2-18-24.. 08
Aircraft Communication Addressing and
Reporting System (ACARS) (∗) ............................ 2-18-24.. 11
ACARS Operation........................................................... 2-18-24.. 14
ACARS Controls and Indicators ..................................... 2-18-24.. 15
ACARS Printer Controls and Indicators.......................... 2-18-24.. 18
Cockpit Voice Recorder...................................................... 2-18-25.. 01
Self-Test ......................................................................... 2-18-25.. 01
Erase Function................................................................ 2-18-25.. 01
Cockpit Voice Recorder Controls and Indicators............ 2-18-25.. 02
Passenger Address System ............................................... 2-18-27.. 01
Passenger Address Operating Modes............................ 2-18-27.. 02
Satcom System (∗) ............................................................. 2-18-28.. 01
Introduction ..................................................................... 2-18-28.. 01
Satcom Operation........................................................... 2-18-28.. 01
Satcom Controls and Indicators...................................... 2-18-28.. 05
Iridium Stellite Telecommunication System (∗) .................. 2-18-29.. 01
Iridium Controls and Indicators ....................................... 2-18-29.. 02
Iridium Operation ............................................................ 2-18-29.. 04
Inertial Reference System (IRS) (∗) ................................... 2-18-30.. 01
Inertial Reference System Components ......................... 2-18-30.. 04
IRS Operating Modes ..................................................... 2-18-30.. 05
IRS Operating Procedures.............................................. 2-18-30.. 10
IRS EICAS Messages..................................................... 2-18-30.. 12
IRS Controls and Indicators............................................ 2-18-30.. 14
IRS Indications on the PFD ............................................ 2-18-30.. 16
Flight Management System (FMZ 2000) (∗)....................... 2-18-35.. 01
FMS Operating Modes.................................................... 2-18-35.. 04
FMS Controls and Indicators .......................................... 2-18-35.. 07
Navigation Displays ............................................................ 2-18-40.. 01
Displays Controls and Indicators .................................... 2-18-40.. 02
Page Code
2-18-00 2 01 REVISION 4
COMMUNICATION
OPERATIONS
MANUAL
Weather Radar System...................................................... 2-18-45 ..01

General........................................................................... 2-18-45 ..03
Weather Radar Normal Operation ................................. 2-18-45 ..04
Interpreting Weather Radar Images............................... 2-18-45 ..04
Radar Warm Up Period .................................................. 2-18-45 ..06
Ground Operation Precautions....................................... 2-18-45 ..06
Weather Radar Operating Modes and Functions........... 2-18-45 ..07
Radome.......................................................................... 2-18-45 ..18
Weather Radar Controls and Indicators......................... 2-18-45 ..19
Lightning Sensor System (LSS) (∗).................................... 2-18-50 ..01
LSS Operation ................................................................ 2-18-50 ..02
LSS Controls and Indicators........................................... 2-18-50 ..05
Identification Friend or Foe System (IFF) (∗) ..................... 2-18-80 ..01
Selector Panel ................................................................ 2-18-80 ..02
IFF Transponder Controls and Indicators....................... 2-18-80 ..04
Precision Area Navigation (P-RNAV) (*) ............................2-18-85...01
Limitations.......................................................................2-18-85 ...01
P-RNAV System .............................................................2-18-85...03
Normal Procedures.........................................................2-18-85 ...04
Contingency Procedures.................................................2-18-85...06
Incident Reporting...........................................................2-18-85 ...07
Page Code
REVISION 6 2-18-00 3 01
COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-00 4 01 ORIGINAL
COMMUNICATION
OPERATIONS
MANUAL
GENERAL
The standard EMB-135 BJ navigation and communication resources
are provided by the Radio Management System (RMS). The RMS is
controlled through two Radio Management Units (RMU 1 and 2), an
auxiliary control unit, the Tuning Backup Control Head (TBCH), and
three individual Digital Audio Panels (DAP).
The two RMUs provide radio frequency and mode control.
Alternatively, the RMU 2 frequencies may be selected through the
TBCH.
The Audio System is controlled via three individual Digital Audio
Panels, available for the captain, copilot and observer.
The Radio Management System also provides interface with the
Passenger Address System, Aural Warning Unit and Cockpit Voice
Recorder.
Optional communication equipment includes an HF transceiver, Third
VHF NAV/COM, SELCAL and Aircraft Communication Addressing and
Reporting System (ACARS).
The navigation may be performed using only the standard navigation
radio sensors, or using the Flight Management System (FMS)
resources. The FMS is an optional equipment that uses the standard
navigation radio sensors, GPS (Global Positioning System) sensors,
and, also optionally, the IRS (Inertial Reference System) for positioning
and navigation.
Heading inputs to the Integrated Navigation Unit are provided by the
AHRS (Attitude and Heading Reference System) or by the IRS. These
equipment also provide roll and pitch attitudes for the Electronic
Attitude Director Indicator (EADI).
The navigation information is normally presented on the PFD and MFD
and may also be available on the RMU, through its navigation backup
page.
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NOVEMBER 30, 2001 2-18-01 1 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-01 2 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RADIO MANAGEMENT SYSTEM (RMS)

The EMB-135 BJ models are equipped with a Radio Management
System (RMS) that provides management of the following equipment
and associated functions:
− Dual VHF COM;
− Dual VHF NAV (VOR, LOC, GS and Marker Beacon);
− Single or dual (optional) ADF;
− Single or dual (optional) Transponder (ATC and Mode S);
− TCAS;
− MLS (optional);
− Single or dual (optional) DME (including DME Hold);
− Digital Audio Panel.
The RMS consists basically of the following major components:
− Remote mounted:
− Integrated Navigation Unit (INU);
− Integrated Communication Unit (ICU).
− Cockpit Mounted:
− 2 Radio Management Unit (RMU);
− 1 Tuning Backup Control Head (TBCH);
− 3 Digital Audio Panel (DAP).
With the exception of the Digital Audio Panel, all components of the
RMS are connected through the digital Radio System Buses (RSB)
that allows complete control and information exchange between the
units of the entire RMS. Audio switching control is provided by means
of the controls on the Digital Audio Panel itself. The audio signals are
transmitted from the remote units to the Digital Audio Panel through
dedicated digital audio buses.
The navigation and communication data are displayed on the RMU,
PFD and MFD displays.
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NOVEMBER 30, 2001 2-18-05 1 01

COMMUNICATION
OPERATIONS
MANUAL
RMS SCHEMATIC
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2-18-05 2 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
INTEGRATED COMMUNICATION UNIT (RCZ-851E)

The Integrated Communication Unit incorporates an internal VHF
communication transceiver module and the ATC transponder module
which interfaces through a cluster module to the Radio System Bus for
operation.
This unit provides digitized audio signals to the Digital Audio Panel and
conventional analog audio interfaces to other systems. The following
modules are provided in this unit:
− VHF Communication Transceiver Module (TR-850) - This module is
a conventional VHF COM transceiver that operates in the frequency
range of 118 to 136.975 MHz.
− ATC Mode S Transponder Module (XS-850) - The Mode S
Transponder module has the encoding and decoding capability
required for Mode S operation in addition to the capability to operate
as a conventional Air Traffic Control Radio Beacon Service
(ATCRBS) transponder. The Mode S operation allows digital
addressing of an individual airplane and the transmission of
messages back and forth between the air and the ground.
− ATCRBS Transponder Module (XS-850A) - This transponder module
provides only conventional ATC Radio Beacon System transponder
capabilities.
− Mode S Diversity Transponder Module (XS-852) - This transponder
module provides full ATCRBS, Mode S and TCAS data
communications capability.
− TCAS Interface Module (XI-851) - The Interface Module allows the
Integrated Communication Unit (ICU) to interface with separate
Mode S diversity transponder and TCAS. The TCAS interface
module replaces the XI-851 Mode S transponder module when
installed in the ICU.
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COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-07 2 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
INTEGRATED NAVIGATION UNIT (RNZ-851)

The Integrated Navigation Unit is a complete self-contained navigation
system. The system consists of the VOR, localizer, glide slope and
marker beacon receiver modules, the ADF module, a six-channel
scanning DME module, and audio digitizers. The system also
incorporates two L-Band antenna (optional), two ADF antenna
(optional), two MB antenna, two VOR/ILS antenna and one GS dual
antenna.
The following modules are provided in this unit:
− VHF NAV Receiver Module (NV-850) - The VHF NAV receiver is a
module of the Integrated Navigation Unit and houses the major
navigation functions of the VOR/LOC receiver, glide slope receiver
and marker beacon receiver.
The ILS meets Category II instrument landing requirements.
Housed within the NAV receiver is a glideslope receiver which
provides 40 channels of glideslope information for the conventional
ILS. Also includes a 75 MHz marker beacon receiver which detects
and transmits the tones of the marker beacons to the Audio System.
− DME Transceiver Module (DM-850) - The DME module is a
six-channel DME that simultaneously tracks four selected channels
for distance, groundspeed and time to station as well as monitoring
two additional channels for the ident functions. This feature gives the
system the capability of tracking four channels and having the
decoded identifier readily available from two additional channels. The
unit dedicates two of the four selected channels to the FMS (if
installed). Thus, with the FMS installed, there are two remaining
channels to control and display ident, distance, time to station and
ground speed. Even with the FMS installed, the preset or standby
VOR channel, when selected, provides instant station identification
since it was one of the two additional channel being monitored.
− ADF Receiver Module - The ADF System comprises the ADF
receiver (DF-850) and the companion ADF antenna (AT-860). The
ADF receiver operates in the frequency ranges of 100 to 1799.5 kHz
and 2181 to 2183 kHz (marine emergency frequency range).
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NOVEMBER 30, 2001 2-18-09 1 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-09 2 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RADIO MANAGEMENT UNIT (RMU)

The Radio Management Unit consists of a display and a bezel panel
that provide control of the communications and radio navigation
equipment. Additional airplane systems information is also available on
specific RMU selectable pages.
The EMB-135 BJ is equipped with two RMUs, each one responsible for
controlling the on-side radio equipment (e.g., RMU 1 controls the
NAV/COM 1). However, through the cross-side operating mode it is
possible to select the opposite side radio frequencies.
There is no master switch for the RMUs: when the airplane is
energized, both RMUs (and the EICAS) are automatically turned ON.
However, only the COM 1 radio is available (dashes on the remaining
RMUs fields) until the AVIONICS MASTER is switched ON.
Additionally, in the event of an electrical emergency the RMU is a
backup display for the main panel (PFDs and MFDs). In this condition
the main panel is turned off and the NAVIGATION Backup Page, that
presents basic navigation information, may be accessed through RMU
page.
RMU PAGES
Available RMU pages are as follows: RADIO Page, NAV and COM
MEMORY Pages, ATC/TCAS Control Page, NAVIGATION Backup
Page, ENGINE Backup Pages 1 and 2, SYS SELECT Page (COM
band options) and MAINTENANCE Page.
Pressing the Page Control Button (PGE) selects the Page Menu.
Pressing the Line Select Button associated with the desired page will
cause the respective page to be displayed. The RADIO Page will be
displayed again when the Line Select Button associated with the
RETURN TO RADIOS label is pressed.
RADIO PAGE
Normally presented after power up, the RADIO Page is divided into five
dedicated windows. Each window groups the data associated with a
particular function: COM, NAV, ATC/TCAS, ADF and MLS (optional).
In addition the windows provide complete control of the frequency and
operating modes of the associated function.
Page Code
REVISION 5 2-18-11 1 01
COMMUNICATION
OPERATIONS
MANUAL
NAVIGATION/COMMUNICATION MEMORY PAGES

The Memory Page presents two similar displays called First Memory
Page and Second Memory Page. The First Memory Page shows
memory locations 1 through 6 and the Second Memory Page shows
memory location 7 through 12. Both the COM and NAV Memory Pages
are functionally identical.
ATC/TCAS CONTROL PAGE

The ATC/TCAS Control Page allows the pilot to select various TCAS
operational features:
• Intruder Altitude
− REL: Target’s altitude displayed relative to one’s own airplane
(default).
− FL: Target’s altitude displayed as flight level (reverts to REL
after 20 sec).
• TA Display
− AUTO: Traffic targets displayed only when TA or RA target
conditions exist.
− MANUAL: All traffic targets displayed within the viewing
airspace.
• Flight Level ID
Allows Mode S coding to reflect the current flight’s call sign.
• Flight Level 1/2
Display of the transponder’s encoded altitude and the air data
source for that altitude.
NAVIGATION BACKUP PAGE
The NAVIGATION Backup Page consists of a backup navigation
display that presents HSI, MB, DME, NAV (VOR) and ADF information.
ENGINE BACKUP PAGE

The ENGINE Backup Page displays information normally presented on
the EICAS, as engine and systems indications, as well as EICAS
messages. The ENGINE Backup Page is divided into two pages. The
first presents only engine indications, while the second presents
systems indications and EICAS messages. For further information on
Engine Backup Page refer to Section 2-10 - Powerplant and 2-4 - Crew
Awareness.
Page Code
2-18-11 2 01 ORIGINAL
COMMUNICATION
OPERATIONS
MANUAL
SYSTEM SELECT PAGE

The SYS SELECT Page allows the selection of COM 1 and COM 2
between Narrow and Wide bands.
MAINTENANCE PAGE
This page displays test results information depending upon the type of
test that is being carried out (power on self-test or pilot activated self-
test). Two pages may be presented if a failure is detected, depending if
the failure is in the RMS or in one of the radios. This page is not
available in flight.
RMU NORMAL OPERATION

RMU SELF-TEST
On the ground, the RMS performs a self-test each time power is
applied after power off periods greater than 10 seconds. This test
monitors the primary and secondary radio buses as well as the
individual Radio Systems for proper operation. Each function test
status is displayed in its respective window.
Under normal conditions, the COM will be operational within 7 seconds
after power on and the remaining radio equipment units within 50
seconds. The test can be terminated by pressing the Test Button in the
RMU Bezel Panel.
If any bus or radio test parameter failure occurs, an associated error
message will be displayed on the test failure window, below the COM
and NAV windows. Radio System failures are displayed in the first
failure window and function failures in a second failure window. The
failure windows may be removed by pressing and holding the Test
Button. If the test is successfully completed the RMU will display the
RADIO Page with the same radio configuration prior to the last power
down.
NOTE: Any radio equipment that is not powered up when the test is
initiated by the RMU will generate an error message.
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COMMUNICATION
OPERATIONS
MANUAL
Additionally the pilot may perform a test by pressing the Test Button on
the RMU Bezel Panel which causes the activation of the self-test of the
component associated with the window in which the yellow cursor is
located. Upon successful completion of this test, a PASS message will
be displayed for a short time in the window, indicating the successful
completion of the test. If this test is not successful completed, an error
message (ERR) will be displayed in the window.
NOTE: Errors detected by the self-test indicate one or more parameter

outside their self-test limit but may not necessarily indicate non-
operation of the function. The pilot should verify the operation
of the function.
CROSS-SIDE OPERATION
The RMU is provided with a feature called cross-side operating mode.
This feature allows the RMU to be changed from its normal operating
mode of tuning the on-side radio equipment to the mode of tuning the
opposite side radio equipment.
The cross-side operation is selected by pressing the cross-side
Transfer Button, labeled 1/2, on the RMU Bezel Panel, with the yellow
cursor box in any window, except the ATC/TCAS window. The entire
RMU display and operation is transferred from the opposite side to the
side that has commanded the Cross-side Operating Mode. If the yellow
cursor box is in the ATC/TCAS window, pressing the cross-side
Transfer Button selects which transponder (1 or 2) will be in operation.
In the cross-side operation, the RMU Window/Control Side Ident will be

displayed in magenta on the side that has selected the operation and
any change made will be displayed in yellow on the opposite side RMU
to indicate that the change was carried out remotely.
Page Code
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COMMUNICATION
OPERATIONS
MANUAL
COM OPERATION
The normal COM operation is enabled with the RMU RADIO Page
displayed. The COM window has two frequency lines. The upper line
displays the active COM frequency while the lower line displays the
preset frequency. Pressing the Line Select Button associated with the
preset frequency will cause the yellow cursor box to move to enclose
that frequency. In this condition the enclosed preset frequency may be
changed through the Frequency Tuning Knobs. When the Frequency
Tuning Knobs are actuated the label MEMORY and the associated
memory location number, both below the lower frequency line, will
change to a TEMP label indicating that the new preset frequency is not
yet stored in the memory of the RMU. Frequency storage may be
accomplished by pressing the Memory Storage Button, labeled STO,
on the RMU Bezel Panel. This action will also provide the previous
MEMORY label and the associated memory location number to
replace the TEMP label, indicating that the new preset frequency has
been stored in the indicated memory location.
Placing the yellow cursor box to enclose the MEMORY label, by
pressing a second time the Line Select Button beside the COM
window, will allow scrolling through the entire RMU stored memory.
This may be performed by rotating the Frequency Tuning Knob either
clockwise to memory location increment or counterclockwise to
decrement.
The exchange between the active frequency displayed in the upper line
of the window and the preset frequency displayed in the lower line may
be accomplished by pressing the Frequency Transfer Button on the
upper left corner of the RMU Bezel Panel. This effectively causes the
COM to change to the new active frequency that previously was the
preset frequency. In this condition, the previous active frequency drops
down to the second line of the COM window and becomes a temporary
preset frequency. This is indicated by the TEMP label displayed under
that frequency. The TEMP label also indicates, in this case, that the
frequency displayed in the second line has not been stored in a
memory location.
NOTE: The RMU controls the third VHF for airplanes equipped with
Honeywell Third VHF System RCZ-833/853 models.
Page Code
JUNE 20, 2002 2-18-11 5 01

COMMUNICATION
OPERATIONS
MANUAL
• Direct COM Tuning

Direct COM tuning is accomplished by pressing and holding for
approximately 3 seconds the Line Select Button beside the COM
preset frequency line. The yellow cursor box will enclose the active
frequency allowing direct COM tuning to that frequency, and the preset
frequency line will be blank.
To exit from direct COM tuning, press and hold the Line Select Button
beside the preset frequency line, until the preset frequency appears on
the COM window.
• Squelch Function
The COM squelch function is controlled through the Squelch Control
Button, labeled SQ, on the RMU control bezel. Pressing this button will
cause the COM radio to open its squelch and allow any noise or signal
present in the receiver to be heard in the Audio System. The squelch
open condition is indicated by the SQ label displayed on the top of the
COM window. Pressing the Squelch Control Button again will close the
radio squelch immediately.
• Automatic Time-Out
After approximately two minutes of continuous transmission, the
transceiver turns its transmitter off and a beep sound in the audio system
alerts the pilot to the fact. The transceiver then reverts to receiver mode
in order to prevent a stuck microphone button from blocking the
communications channel. Should the time-out occur, the pilot can reset it
by simply releasing the push to talk button and pressing it again.
Page Code
2-18-11 6 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
NAV OPERATION
The NAV operation is identical to the COM operation. However, NAV
controls are accomplished by actuation of the Frequency Transfer
Button and the Line Select Button located on the upper RH of the RMU
Bezel Panel. Furthermore, the NAV window has an additional function
called DME Split Tuning Mode. The operation in the DME Split Tuning
Mode is similar to the operation in the DME Hold Mode.
The NAV system also incorporates FMS autotuning capability. Through
the NAV Memory Page it is possible for the FMS to perform automatic
tuning of the navigation radios (raw data) along the route by pressing
the upper RH Frequency Transfer Button, which enables or disables
the FMS autotuning capability. When the VOR or the ILS frequency is
autotuned by the FMS, a magenta VOR or ILS frequency and a
magenta AUTO label will be displayed on the top border of the RADIO
Page NAV window.
DME OPERATION
In the normal DME operations only one of the six DME channels is
paired with the VOR active frequency and one other with the preset
VOR frequency. However, pressing the DME Select Button, labeled
DME, on the RMU Bezel Panel, will enable the DME to be tuned
independently of the VOR active frequency.
Pressing the DME Select Button once will cause the NAV window to
split into two windows. The top window will display the active VOR
frequency and the lower window, with the DME label, will display the
active DME frequency in VHF format. When the NAV window is split,
an H (DME Hold) label is displayed in the DME window to indicate that
the DME is not paired with the active VOR/ILS frequency. In this case
the DME hold condition will also be announced on the PFD. In this
condition, the DME may be tuned directly by simply pressing the
associated Line Select Button beside the DME window and tuning the
new DME channel through the Frequency Tuning Knobs.
Pressing the DME Select Button again will cause the frequency to be
displayed in the channel format (TACAN).
Pressing the DME Select Button for the third time will cause the NAV
window to resume its normal mode with the active and preset
frequencies being displayed while returning the DME to the condition of
channeling with the active VOR frequency.
Page Code
NOVEMBER 30, 2001 2-18-11 7 01

COMMUNICATION
OPERATIONS
MANUAL
ADF OPERATION
The tuning of ADF frequencies is similar to that performed on the
airplane’s other radios equipment. Pressing the Line Select Button
beside the ADF frequency display will move the yellow cursor box to
surround the ADF frequency in the RMU display. Then, slowly turning
the Frequency Tuning Inner Knob clockwise causes the ADF
frequencies to advance in 0.5 kHz increments while slowly turning the
outer knob clockwise will cause the frequencies to advance in 10 kHz
increments. ADF tuning through the Frequency Tuning Knobs is
accomplished using proportional rate. If the knobs are turned in slow
deliberate steps the frequency will follow likewise. However, if the knob
is turned rapidly, the frequency will skip several steps, depending upon
the speed at which the knob is turned. This allows accomplishing large
frequency changes with a very slight rotation of the knob.
The RMU also has the capability of storing an ADF frequency. This is
accomplished by selecting the desired ADF frequency and then
pressing the Memory Storage Button on the RMU Bezel Panel. To
retrieve the stored frequency from memory, the ADF frequency Line
Select Button must be pressed for 2 seconds.
The ADF is provided with a mode control capability. ADF operational
modes can be selected by moving the yellow cursor box to the ADF
modes field in the ADF window and then pressing the Line Select
Button beside the ADF modes field or rotating the Frequency Tuning
Knobs. Repeatedly pressing the Line Select Button will cause the
modes to step in one direction while rotating the Frequency Tuning
Knobs will select the modes either up or down the current location.
The ADF operational modes are the following:
- ANT - The ADF receives signal only.
- ADF - The ADF receives signal and calculates relative bearings to
station.
- BFO - The ADF adds a beat frequency oscillator for reception of
CW signals.
- VOICE - The ADF opens width of IF bandwidth for better aural
reception.
NOTE: Bearing information is available in the ADF and BFO modes

only.
Page Code
2-18-11 8 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
TRANSPONDER AND TCAS OPERATION

Transponder operation is similar to other radio equipment since it
requires moving the yellow cursor box to a desired function. In order to
tune a desired ATC code, press the Line Select beside the ATC code
display. This action will enable the Frequency Tuning Knobs to change
the ATC codes. The outer knob sets the thousands and hundreds
digits and the inner knob sets the tens and ones digits.
Pressing and holding the code Line Select Button will recall the stored
preset code (typically used for VFR). A new code may be stored by
setting the code and then pressing the Memory Storage Button on the
RMU Bezel Panel.
Pressing the Line Select Button associated with the transponder
operating mode display will move the yellow cursor box to surround the
mode annunciation in the ATC/TCAS window allowing to set a new
transponder mode if a non-standby mode is selected. Once the mode
annunciation is surrounded, pressing the Transfer Button 1/2 will select
which transponder will be in operation (e.g., 1 ATC ON to 2 ATC ON).
The transponder operational modes are the following:
− ATC ON - Replies on Modes S and A, no altitude reporting.
− ATC ALT - Replies on Modes A, C and S, with altitude reporting.
− TA ONLY - TCAS Advisory Mode is selected.
− TA/RA - TCAS Traffic Advisory/Resolution Advisory Mode is selected.
RMU ABNORMAL OPERATION

Loss of the Primary Radio Bus will disable the cross-side control
capability and also the TBCH. However, no radio functions will be lost.
The radios on both sides will still be functional through the Secondary
Radio Buses.
Loss of the left and/or right Secondary Radio Bus will not disable the
radio functions. The radios may be tuned, in this condition, through the
Primary Radio Bus or through the cross-side control feature.
As a safety feature of the RMU, if any component of the Radio System
fails to respond to the commands from the RMU, the frequencies or
the operating commands associated with that particular function will be
removed from the RMU display and replaced with dashes.
Page Code
NOVEMBER 30, 2001 2-18-11 9 01

COMMUNICATION
OPERATIONS
MANUAL
RMU CONTROLS AND INDICATORS

RMU BEZEL PANEL
1 - FREQUENCY TRANSFER BUTTON
− When pressed, the active frequency (upper line) and the preset
frequency (lower line) in the COM or NAV windows exchange
location and function.
2 - LINE SELECT BUTTONS
− The first press of the button moves a yellow cursor box to
surround the data field associated with that particular Line Select
Button. This enables the Frequency Tuning Knobs to change the
data or the mode marked by the cursor. For some functions,
additional pressing of the Line Select Button will toggle modes or
recall stored frequencies. The Line Select Buttons, if kept
pressed, allows ADF and ATC memories to be recalled, and to
enter or exit Direct Tune Mode for COM and NAV.
3 - FREQUENCY TUNING OUTER KNOB
− Allows the data field enclosed by the cursor to be modified. The
data may be frequency setting, stored frequencies or mode,
depending upon the data field. When setting a frequency, this
knob controls the digits to the left of the decimal point.
Furthermore, this knob also controls the RMU brightness, which
is enabled by pressing the Dimming Button.
4 - FREQUENCY TUNING INNER KNOB
− Is functionally similar to the Frequency Tuning Outer Knob
except that when setting the frequency, this knob controls the
digits to the right of the decimal point.
5 - MEMORY STORAGE BUTTON
− Pressing this button will cause a temporary (TEMP) COM or
NAV pre-select frequency to be stored in the memory and
assigned numbered location, provided the cursor has first been
placed around that frequency.
NOTE: ADF and ATC have only one memory location.
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2-18-11 10 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
6 - DME SELECT BUTTON

− Allows selection of the DME Hold Mode, tuning a different DME
channel, not paired with the VOR/ILS frequency, without changing
the active VOR frequency. Repeated pressing of this button
enables display and selection of the DME channels in VHF and
TACAN formats, and then back to the paired VOR/DME mode.
7 - CROSS-SIDE TRANSFER BUTTON
− With the cursor in any window, except the ATC or TCAS display,
pressing this button will transfer the entire RMU operation and
display from the cross-side system.
− With the cursor in the ATC or TCAS window, pressing this
button selects which transponder will be in operation.
− With enhanced TCAS, the button allows control of TCAS data in
the cross-side display.
8 - TEST BUTTON
− When pressed, causes the component associated with the
present position of the yellow cursor box to activate its internal
self-test circuits for a complete end-to-end test of the function.
To properly accomplish the equipment self-test, the Test Button
must be pressed and held down as follows:
− About 2 seconds for COM transceiver self-test.
− From 5 to 7 seconds for DME, ATC and ADF self-test.
− About 20 seconds for NAV (VOR/ILS) self-test.
− Releasing the Test Button at any time immediately returns the
equipment to its normal operation in the actual function.
− If the Test Button is held pressed for 30 seconds or more, the
radios are automatically commanded back into normal operation.
9 - PAGE CONTROL BUTTON
− Provides access to the page menu.
10 - DIMMING BUTTON
− The RMU features an automatic screen brightness adjustment,
within a limited range, to keep the display visibility optimized.
The Dimming Button enables RMU brightness to be controlled
manually through the Frequency Tuning Outer Knob. The
manual dimming control can be disabled by pressing the
Dimming Button again or any Line Select Button.
Page Code
NOVEMBER 30, 2001 2-18-11 11 01

COMMUNICATION
OPERATIONS
MANUAL
11 - TRANSPONDER IDENTIFICATION MODE BUTTON

− Selects the Transponder Identification Response Mode. The
ident squawk will stop after 18 seconds.
12 - SQUELCH CONTROL BUTTON
− Causes the COM radio to open its squelch allowing any noise
or signal present in the radio to be heard in the Audio System.
The label SQ is displayed on the top line of the COM window
when the squelch is open. When pressed a second time the
Squelch Control Button closes the squelch.
Page Code
2-18-11 12 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU BEZEL PANEL
Page Code
SEPTEMBER 30, 2002 2-18-11 13 01

COMMUNICATION
OPERATIONS
MANUAL
RMU DISPLAY
PAGE MENU
1 - PAGE MENU IDENTIFICATION

− Indicates that Page MENU is selected.
− Color: White.
2 - COM AND NAV MEMORY PAGE LABEL
− To access the COM or NAV MEMORY Pages press the Line
Select Button adjacent to the desired page.
− Color: Green.
3 - ATC/TCAS PAGE LABEL
− To access the ATC/TCAS Page press the Line Select Button
adjacent to this label.
− Color: Green.
4 - NAVIGATION PAGE LABEL
− To access the NAVIGATION Page press the Line Select Button
− Color: Green.
5 - ENGINE PAGE LABEL
− To access the ENGINE Page press the Line Select Button
− Color: Green.
6 - SYS SELECT PAGE LABEL
− To access the SYS SELECT Page press the Line Select Button
− Color: Green.
7 - MAINTENANCE PAGE LABEL
− To access the MAINTENANCE Page press the Line Select
Button adjacent to this label.
− Color: Green.
8 - RETURN TO RADIOS PAGE LABEL
− To return to the RADIOS Page press the Line Select Button
− Color: Green.
Page Code
2-18-11 14 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
PAGE MENU
Page Code
NOVEMBER 30, 2001 2-18-11 15 01

COMMUNICATION
OPERATIONS
MANUAL
RADIO PAGE
1 - PRESET FREQUENCY MEMORY LOCATION (ONLY FOR NAV
AND COM WINDOWS)
− Identifies the preset frequency as temporary (TEMP label) or
retrieved from the memory (MEMORY label followed by its
memory location).
− Colors:
− Cyan for on-side operation.
− Yellow for cross-side operation.
− When marked by the yellow cursor box, the memory location
labels and their associated stored frequencies can be scrolled
by using the Frequency Tuning Knobs.
2 - COM WINDOW/CONTROL SIDE IDENTIFICATION
− Identifies the window and which source equipment (side 1 or 2)
is active in that RMU.
− Colors:
− White for on-side source.
− Magenta for cross-side source.
3 - VHF COM ACTIVE FREQUENCY
− Indicates the active frequency for that window.
− Colors:
− White for on-side operation.
− Digits are replaced by dashes in case of any failure in the
associated source.
4 - VHF COM PRESET FREQUENCY
− Indicates the preset frequency.
− Colors:
− Cyan for on-side operation.
NOTE: When DME Hold is not selected, the NAV Window also
presents a similar preset frequency field.
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2-18-11 16 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
5 - NAV WINDOW/CONTROL SIDE IDENTIFICATION

− Colors:
6 - VHF NAV ACTIVE FREQUENCY
− Colors:
associated source.
7 - DME HOLD MODE ANNUNCIATION
− Indicates that the DME is in Hold Mode and the active DME
channel is selected separately from the active VOR/ILS
frequency.
− Color: Yellow.
8 - DME STATION IDENTIFICATION CODE
− Displays the digital identification code of the ground station to
which the DME is tuned with.
− Color: White.
9 - DME HOLD MODE FREQUENCY
− Indicates the active frequency in DME Hold Mode operation, in
VHF (represented) or TACAN formats.
− Color: White.
10 - ADF WINDOW/CONTROL SIDE IDENTIFICATION
− Colors:
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NOVEMBER 30, 2001 2-18-11 17 01

COMMUNICATION
OPERATIONS
MANUAL
11 - ADF ACTIVE FREQUENCY

− Colors:
associated source.
12 - ADF MODES FIELD
− Displays the ADF modes as selected either through the
second ADF Line Select Button (achieved by repeated
pressing) or through the Frequency Tuning Knobs when the
yellow cursor box is located in this field.
− Color: Green.
13 - TRANSPONDER OPERATING MODE ANNUNCIATION
− Displays the active transponder operating mode as selected
through the Frequency Tuning Knobs when the yellow cursor
box is located in this field. Pressing the Line Select Button
beside this field will alternate between the pre-selected
transponder mode and the standby mode.
− Color: Green.
14 - ATC CODE
− Displays the active ATC code number.
− Color: White.
15 - ATC/TCAS WINDOW
− Identifies the window as the ATC/TCAS window.
− Colors: White.
Page Code
2-18-11 18 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU RADIO PAGE
Page Code
NOVEMBER 30, 2001 2-18-11 19 01

COMMUNICATION
OPERATIONS
MANUAL
COM MEMORY PAGE

1 - MEMORY PAGE IDENTIFICATION
− Identifies the page as a COM Memory Page.
− Color: White.
2 - ACTIVE COM FREQUENCY
− Identifies the COM frequency that is currently active.
− Color: White.
3 - SQUELCH MODE INDICATION
− Indicates if squelch is open.
− Color: Yellow
4 - MEMORY PAGE SELECTED ANNUNCIATION
− Indicates that the Memory Page is selected.
− Color: Green.
5 - MEMORIES DISPLAY
− Displays the preset frequencies and their associated locations.
− When there is no frequency stored in a memory location only
the location number will be displayed in the associated memory
display line.
− Colors:
− Memory identifications are green.
− Frequency is cyan.
Page Code
2-18-11 20 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
6 - MEMORY INSERT PROMPT

− If it is desirable to insert a new frequency in a particular memory
location, simply press the Line Select Button beside the location
line, moving the yellow cursor box to that line. Then press the
Line Select Button beside the Insert prompt label. This will
cause all the data in memory from the insert location downward
to shift one position down. The cursor will remain in the insertion
selected location allowing the new frequency to be tuned and
stored in that memory location. A MEM FULL (Memory Full)
annunciation will be displayed in the RMU display if the 12
memory locations are filled and the Line Select Button
associated with the Insert prompt is pressed.
− Color: Green.
7 - MEMORY DELETE PROMPT
− To delete a frequency from the memory, press the Line Select
Button adjacent to the line associated with the frequency to be
deleted. Then press the Line Select Button adjacent to the
Delete prompt. The frequency enclosed by the cursor will be
deleted from the memory. Higher numbered memory locations
will then move upward to fill the empty memory location.
− Color: Green.
8 - RADIO PAGE RETURN PROMPT
− Pressing the associated Line Select Button will return the RMU
display to the RADIO Page.
− Color: Green.
9 - MEMORY MORE PROMPT
− The More prompt allows to display memory locations 7 through
12, by pressing the associated Line Select Button. All actions
described for memory locations 1 through 6 are also applicable
to memory locations 7 through 12. If locations 1 through 6 are
not filled, the Second Memory Page will not be accessible.
− Color: Green.
Page Code
NOVEMBER 30, 2001 2-18-11 21 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-11 22 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU COM MEMORY PAGE
Page Code
NOVEMBER 30, 2001 2-18-11 23 01

COMMUNICATION
OPERATIONS
MANUAL
NAV MEMORY PAGE

1 - MEMORY PAGE IDENTIFICATION
− Identifies the page as a NAV Memory Page.
− Color: White.
2 - ACTIVE COM FREQUENCY
− Identifies the NAV frequency that is currently active.
− Color: White.
3 - NAV FMS STATUS ANNUNCIATION
− In the NAV Memory Page, this field displays the FMS ENABLED
or DISABLED annunciation. This will be present whether or not
the Radio System interfaces with the FMS.
− Color: Yellow
NOTE: When the VOR or the ILS frequency is autotuned by the
FMS, a magenta VOR or ILS frequency and a magenta
AUTO label will be displayed on the top border of the
RADIO Page NAV window.
4 - MEMORY PAGE SELECTED ANNUNCIATION

− Indicates that the Memory Page is selected.
− Color: Green.
5 - MEMORIES DISPLAY
− Displays the preset frequencies and their associated locations.
− When there is no frequency stored in a memory location only
the location number will be displayed in the associated memory
display line.
− Colors:
− Memory identifications is green.
− Frequency is cyan.
Page Code
2-18-11 24 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
6 - MEMORY INSERT PROMPT

− If it is desirable to insert a new frequency in a particular memory
location, simply press the Line Select Button beside the location
line, moving the yellow cursor box to that line. Then press the
Line Select Button beside the Insert prompt label. This will
cause all the data in memory from the insert location downward
to shift one position down. The cursor will remain in the insertion
selected location allowing the new frequency to be tuned and
stored in that memory location. A MEM FULL (Memory Full)
annunciation will be displayed in the RMU display if the 12
memory locations are filled and the Line Select Button
associated with the Insert prompt is pressed.
− Color: Green.
7 - MEMORY DELETE PROMPT
− To delete a frequency from the memory, press the Line Select
Button adjacent to the line associated with the frequency to be
deleted. Then press the Line Select Button adjacent to the
Delete prompt. The frequency enclosed by the cursor will be
deleted from the memory. Higher numbered memory locations
will then move upward to fill the empty memory location.
− Color: Green.
− Color: Green.
9 - MEMORY MORE PROMPT
− The More prompt allows to display memory locations 7 through
12, by pressing the associated Line Select Button. All actions
described for memory locations 1 through 6 are also applicable
to memory locations 7 through 12. If locations 1 through 6 are
not filled, the Second Memory Page will not be accessible.
− Color: Green.
Page Code
NOVEMBER 30, 2001 2-18-11 25 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-11 26 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU NAV MEMORY PAGE
Page Code
NOVEMBER 30, 2001 2-18-11 27 01

COMMUNICATION
OPERATIONS
MANUAL
ATC/TCAS CONTROL PAGE
1 - INTRUDER ALTITUDE DISPLAY

− REL (green): Target’s altitude displayed relative to one’s own
airplane (default).
− FL (cyan): Target’s altitude displayed as flight level (reverts to
REL after 20 sec).
2 - TA DISPLAY
− AUTO (green): Traffic targets displayed only when TA or RA
target condition exists.
− MANUAL (cyan): All traffic targets displayed within the viewing
airspace.
3 - FLIGHT LEVEL ID
− Allows Mode S coding to reflect the current flight’s call sign. The
outer tuning knob moves the character position designator and
the inner tuning knob selects the desired alphanumeric
character.
− Color: White
4 - FLIGHT LEVEL 1/2
− Display of the transponder’s encoded altitude and the air data
source for that altitude.
− Color: Green.
− Color: Green.
Page Code
2-18-11 28 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU ATC/TCAS CONTROL PAGE
Page Code
NOVEMBER 30, 2001 2-18-11 29 01

COMMUNICATION
OPERATIONS
MANUAL
NAVIGATION BACKUP PAGE

NOTE: - The navigation information presented on the Navigation
Backup Page are operationally identical to that normally
presented on the PFD.
- The compass card is presented only in arc partial format.
- The selected course and the DME distance to station are
boxed.
- NAV and ADF active frequencies are also presented.
1 - ACTIVE NAV FREQUENCY
2 - BEARING 1 POINTER
3 - BEARING 2 POINTER
4 - ACTIVE ADF FREQUENCY
5 - COURSE DEVIATION BAR
6 - COURSE DEVIATION SCALE
7 - DME DISTANCE TO STATION
8 - MARKER BEACON DISPLAY
9 - SELECTED COURSE
10 - BEARING 2 SOURCE ANNUNCIATION
11 - BEARING 1 SOURCE ANNUNCIATION
12 - COMPASS CARD DISPLAY
Page Code
2-18-11 30 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU NAV BACKUP PAGE
Page Code
NOVEMBER 30, 2001 2-18-11 31 01

COMMUNICATION
OPERATIONS
MANUAL
SYSTEM SELECT PAGE

1 - SYSTEM SELECT PAGE IDENTIFICATION
− Identifies the SYS SELECT Page.
− Color: White.
2 - COM 1 AND COM 2 BANDWIDTH SELECTION FIELD
− Indicates the current COM 1 and COM 2 status regarding
bandwidth selection. Pressing the Line Select Button beside the
COM 1/COM 2 line field will toggle the receiver bandwidth from
WIDE (2 digits at the right of the decimal point) to NARROW (3
digits at the right of the decimal point) or vice-versa.
− Color:
− Cyan for COM 1 (2) BNDWD label.
− Green for WIDE/NARROW indication.
− Color: Green.
Page Code
2-18-11 32 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU SYSTEM SELECT PAGE
Page Code
NOVEMBER 30, 2001 2-18-11 33 01

COMMUNICATION
OPERATIONS
MANUAL
MAINTENANCE PAGE (POWER ON SELF-TEST)

1 - TEST PAGE IDENTIFICATION
− Indicates where a failure has been detected.
− Color: White.
2 - FAILURE SIDE IDENTIFICATION
− Indicates the side of the detected failure.
− Color: Green.
3 - FAILURE IDENTIFICATION
− Identifies the detected failure according to the table below.
− Color: Red.
ERROR
MEANING ACTION DECISION
MESSAGE
One or more 1. Check that CDH is not in

internal EMERG Mode.
parameters were If tuning test fails,
2. On main tuning page,
RMU ERR measured and
perform tuning test on all
the RMU is not
found to be fully operable.
outside their self- radios by setting fre-
test limit. quency and determining
that radio is operating.
Full RMU com- 1. Check that all radio
munications with circuit breakers are on.
all COMs, NAVs,
PRI BUS and cross-side 2. Check RMU ON/OFF
RMU cannot be Page for all functions
established on the ON.
primary bus. 3. Check that CDH is not in
EMERG Mode.
Full RMU com- 4. If 1 or 2 (or 3 if installed) Any of these
munications with are sources, correct and messages indi-
the on-side COM turn RMU power off for cate that system
SEC BUS and NAV cannot 10 seconds. Reapply redundancy has
be established power to start new been reduced.
using the secon- POST.
dary bus. 5. If error persists,
The NAV units perform on-side and
and/or COM units cross-side tuning off all
cannot fully radios and activate
NAV UNIT/ communicate with auxiliary tuning sources
COM UNIT both RMUs over to determine which
primary bus and/or functions are still
the on-side RMU available.
over secondary
bus.
Page Code
2-18-11 34 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU MAINTENANCE PAGE (POWER ON SELF TEST)
Page Code
NOVEMBER 30, 2001 2-18-11 35 01

COMMUNICATION
OPERATIONS
MANUAL
MAINTENANCE PAGE (PILOT ACTIVATED SELF TEST)

1 - SYSTEM TEST IDENTIFICATION
− Indicates which unit is being tested.
− Color: Amber.
2 - TEST RESULT INDICATION
− Indicates whether the tested system is operating normally or not.
− Color:
− Green for successful tests.
− Red for unsuccessful tests.
Page Code
2-18-11 36 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
RMU MAINTENANCE PAGE (PILOT ACTIVATED SELF TEST)
Page Code
NOVEMBER 30, 2001 2-18-11 37 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-11 38 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
TUNING BACKUP CONTROL HEAD

The Tuning Backup Control Head is a unit that provides an alternative
means of tuning the NAV 2 and COM 2.
The TBCH is energized only when the AVIONICS MASTER is switched
ON, and in normal operation it displays the RMU 2 NAV and COM
active frequencies (NAV 2 and COM 2).
NORMAL MODE
In the Normal Mode, the TBCH displays the RMU 2 NAV and COM
active frequencies. Each time these frequencies are tuned via RMU,
the TBCH display is updated automatically. The same occurs when
these frequencies are tuned via TBCH, the RMU 2 NAV and COM
active frequencies being also updated automatically.
It is also possible to tune the RMU 1 NAV and COM active frequencies
using the RMU cross-side operational mode (see 2-18-11).
EMERGENCY MODE
When the TBCH is set to the Emergency Mode, the Radio
Management System will accept only the NAV and COM tuning via
TBCH, ignoring the RMUs control.
The RMUs will recover their capability of tuning the radio frequencies
only when the TBCH is set to the Normal Mode again.
SELF TEST
After power up, the Tuning Backup Control Head performs a self-test.
This test consists of saving the frequencies that the COM and NAV
units are tuned to as indicated by the Radio System Bus (RSB), and
then changing the frequency outputs to the COM and NAV and
verifying that they have changed on the RSB. Failures are announced
in the display line associated with the function as an error message
followed by an error code “ERXX”, with the “XX” showing a two-digit
error code.
This test is performed only on the ground, when the unit is turned on.
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TBCH CONTROLS AND INDICATORS

1 - SYSTEM INSTALLATION ANNUNCIATION
− Indicates to which Radio System the Tuning Backup Control
Head is connected.
2 - TUNING CURSOR
− Indicates which frequency may be changed by the Tuning
Knobs.
3 - NAV AUDIO ON ANNUNCIATION

− Indicates that the NAV audio is selected on.
4 - EMERGENCY MODE ANNUNCIATION

− Indicates when the unit has been selected to the Emergency
Mode, which inhibits RMU tuning capability.
NOTE: This annunciation is not related to the emergency COM
frequency of 121.5 MHz.
5 - SQUELCH ANNUNCIATION
− Indicates that the squelch is opened by the SQ Switch.
6 - TRANSMIT ANNUNCIATION
− Indicates that the COM transmitter is ON.
7 - NAV AUDIO BUTTON

− Toggles NAV audio on and off.
8 - SQUELCH BUTTON
− Toggles the COM squelch on and off.
9 - TUNING KNOBS
− Change the frequency indicated by the tuning cursor.
− Inner knob changes the frequency decimal digits in steps of
0.025 MHz for VHF and 0.050 MHz for VOR/LOC.
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It also changes the frequencies in the VHF sub-band that

contains the 8.33 kHz spaced channels according to appropriate
selection on the RMU. These frequencies are identified in voice
communications by the channel names as exemplified below:
Frequency (MHz) Spacing Channel Name
132,0000 25 132,000
132,0000 8.33 132,005
132,0083 8.33 132,010
132,0166 8.33 132,015
132,0250 25 132,025
132,0250 8.33 132,030
132,0333 8.33 132,035
132,0416 8.33 132,040
132,0500 25 132,050
132,0... 8.... 132,...
− Outer knob changes the frequency non-decimal digits in steps of

1 MHz for both VHF and VOR/LOC.
10 - NORMAL/EMERGENCY MODE SELECTOR BUTTON
− When knob rotated clockwise selects normal Mode.
− When knob rotated counterclockwise selects Emergency Mode.
− EMRG button toggles the Emergency mode on and off.
11 - TRANSFER BUTTON
− Alternately selects between the COM frequency (top) or the NAV
frequency (bottom) to be connected to the Tuning Knobs.
− In the NAV only or COM only configurations, toggles the active
(top) frequency with the preset (bottom) frequency. In addition,
holding the button down for two seconds will remove the preset
frequency and place the unit in the Direct Tuning Mode. To
return to the Active/Preset Tuning Mode, hold down the transfer
key for two seconds.
12 - RADIO TUNING ANNUNCIATION
− Identifies the frequency at the top and bottom lines.
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DIGITAL AUDIO PANEL

The EMB-135 BJ is equipped with three individual Digital Audio Panels
(DAP), one each for the captain, copilot and observer.
This unit allows each flight crew member to select an individual
transceiver, the intercommunication function further permitting
individual selection and audio level adjustment of the following
communications equipment:
• VHF communication;
• Crew/ramp station intercommunication;
• Passenger address;
• Reception and amplification of the NAV/COM audio signals.
NORMAL MODE
In the normal mode, each flight crew member may select one COM
transceiver (VHF COM 1, VHF COM 2, VHF COM 3 or HF), the
interphone function and, simultaneously, several audio receivers (COM
1, 2 and 3, HF, NAV 1 and 2, ADF 1 and 2, and DME 1 and 2).
Also, the unit may provide volume control for each radio equipment,
microphone selection between Boom and Mask (Oxygen Masks), and
audio output selection between Speakers and Headphones.
Other features are the capability to filter the NDB/VOR audio signals,
attenuating morse code or voice signals. Finally, Normal Mode allows
marker beacon audio sensitivity control, which also may silence
temporarily that type of signal.
EMERGENCY MODE
The emergency mode must be selected in case of Digital Audio Panel
power loss. In this case the captain will be directly connected to the
COM 1 and NAV 1 and the copilot to the COM 2 and NAV 2.
The interphone function will also be lost.
If power is recovered the Digital Audio Panel may be returned to the
normal mode of operation by selecting another MICROPHONE button
(COM 1, 2, 3 or HF).
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COMMUNICATION SYSTEM SCHEMATIC
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DIGITAL AUDIO PANEL CONTROLS AND INDICATORS
1 - MICROPHONE SELECTOR BUTTONS

− When pressed enables transmission and reception of radio
signals through the respective COM unit (COM 1, COM 2,
COM 3, HF).
− Simultaneous selection of more than one microphone selector
button is not possible. Pressing a different microphone selector
button will cause the previously selected button to be
deselected.
− A bar illuminates inside the button to indicate that it is pressed.
2 - AUXILIAR BUTTON
− When depressed enables pilot´s communication through the
SATCOM (if installed).
3 - PASSENGER BUTTON
− When pressed enables the crew to make the speech to the
passenger cabin while simultaneously deselecting the previously
selected COM transmitter.
4 - EMERGENCY BUTTON
− In case of power loss to the Digital Audio Panel, connects
microphone directly to the emergency COM mic outputs and
headphone unit to COM and NAV audio.
− The captain is connected to COM 1 and NAV 1 and the copilot
to COM 2 and NAV 2. Observer radio communications capability
is lost.
5 - BOOM/MASK BUTTON
− Alternates selection between the boom (pressed) and the mask
(released) microphones.
6 - ID/VOICE BUTTON
− When pressed (ID position), NDB and VOR audio signals are
filtered in order to enhance morse code identification.
− When depressed (VOICE position), VOR/ILS audio signals are
filtered in order to reduce morse code signal, enhancing the
VOR/ILS voice associated messages (e.g., ATIS messages).
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7 - HEADPHONE MASTER VOLUME CONTROL KNOB

− Allows adjustment of headphone amplifier volume.
8 - INTERPHONE SELECTOR KNOB

− When depressed, enables communications between captain,
copilot, observer, and ramp station via airplane interphone.
− When rotated, provides interphone volume control.
NOTE: To enable the interphone function the respective control
wheel and observer communications switch must also be
set at the HOT position.
9 - MARKER BEACON SENSITIVITY/MUTE KNOB

− The mute function is enabled by pressing the marker beacon
sensitivity/mute knob and it is used to temporarily silence the
marker beacon audio signal. The audio signal will be
automatically re-enabled according the following schedule:
− If the mute function was selected when the marker beacon
audio level was above a certain threshold setting, the audio
will be re-enabled 5 seconds after the audio level descends
below that threshold setting.
− If the mute function was selected when the marker beacon
audio level was below that threshold setting, the audio signal
will be mute during 20 seconds, and then it will be re-enabled.
− The marker beacon sensitivity/mute knob, when rotated, also
controls the sensitivity of the Marker Beacon receiver.
10 - MARKER BEACON VOLUME KNOB

− When rotated, allows to control the marker beacon audio
volume.
NOTE: Does not allow volume settings below a certain level in
order to prevent the marker beacon audio from being
adjusted too low to be heard, that the marker signal could
be missed.
11 - SIDETONE KNOB
− This knob selects the speaker ON (depressed) or OFF
(pressed). It must be pressed when the headphones are used.
− The sidetone control is made by rotating the sidetone knob,
which prevents undesirable feedback of speaker sidetone
audio into the transmitting microphone.
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12 - SPEAKER MASTER VOLUME CONTROL KNOB

− When rotated, allows adjustment of speaker volume.
13 - AUDIO CONTROL KNOBS

− When depressed, turns on the associated COM/NAV audio.
− When rotated, provides volume control for the associated
COM/NAV audio.
NOTE: The COM 3 can be used for data transmission. When it is
not being used for voice transmissions, the COM 3 Audio
Control Knob should remain pressed on all audio panels.
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DIGITAL AUDIO PANEL
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COMMUNICATION CONTROLS AND INDICATORS
COCKPIT
CONTROL WHEEL COMMUNICATIONS SWITCH (PTT)
1 - CONTROL WHEEL COMMUNICATIONS SWITCH
PTT POSITION - Momentary position. When pressed allows VHF
and HF transmissions and speech to the
passengers through Passenger Address
System. Releasing this button, it returns to the
HOT position and VHF, HF or passenger cabin
transmissions will be interrupted.
NOTE: For VHF transmissions, a continuous command of PTT
switch is limited to 2 minutes. If the PTT switch is pressed
longer than 2 minutes, the message MIC STK will be
displayed on RMU, and the microphone will be disabled.
HOT POSITION - Allows communication between crew members

and between crew members and ramp station.
OFF POSITION - Allows only audio reception.
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CONTROL WHEEL
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GLARESHIELD COMMUNICATION SWITCH (PTT)
1 - GLARESHIELD MIC PTT BUTTON

− When pressed allows VHF and HF transmission and speech to
passengers through the Passenger Address System. Releasing
this button will interrupt transmission.
GLARESHIELD PANEL
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CAPTAIN AND COPILOT HAND MICROPHONE

1 - HAND MIC PTT BUTTON
− When pressed allows VHF and HF transmission and speech to
passengers through the Passenger Address System. Releasing
this button will interrupt transmission.
PILOT AND COPILOT CONSOLE
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CAPTAIN AND COPILOT JACK PANELS

1 - CAPTAIN AND COPILOT JACKS
− Allows to plug in headphone, boom microphone, and hand
microphone.
PILOT AND COPILOT JACK PANELS
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OBSERVER JACK PANEL AND COMMUNICATION SWITCH (PTT)

1 - BOOM JACK
− Allows to plug in the boom microphone.
2 - HEADPHONE JACK
− Allows to plug in the headphone.
3 - OBSERVER MICROPHONE SWITCH
HOT POSITION - Allows communication with crew members and
ramp station.
OFF POSITION - Allows only audio reception.
PTT POSITION - Momentary position. When pressed allows VHF
and HF transmissions and speech to
passengers through the Passenger Address
System. Releasing this button, it returns to the
OFF position and transmissions will be
interrupted, remaining only in audio reception.
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OBSERVER JACK PANEL
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RAMP STATION
FRONT AND REAR RAMP PANELS
1 - COCKPIT CALL BUTTON (momentary action)
− When pressed, generates a tone in the headphones and cockpit
speakers.
2 - MICROPHONE/HEADPHONE JACK
− Allows ramp crew to plug in a headphone and a microphone
equipped with a PTT Button.
NOTE: Ground crew panel is linked to the Hot Mic.
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FRONT AND REAR RAMP PANELS
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HF COMMUNICATION SYSTEM - KHF-950

The airplane may be equipped with a KHF-950 High-Frequency
Communication System. All functions of the KHF-950 System are
controlled by the KCU-951 Control Panel located at the control
pedestal.
HF OPERATING MODES
The KHF-950 High-Frequency Communications System provides the
following operating modes:
AMPLITUDE MODULATION
Amplitude modulation (AM) is a transmission process in which a
selected frequency (called carrier frequency) and two sidebands
(frequencies above and below the carrier) are generated and
transmitted. The upper sideband (USB) is the sum of the carrier
frequency and the voice, while the lower sideband (LSB) is the
difference between the two. The disadvantages of AM are that it
occupies a wide spectrum and is inefficient in the sense that a great
deal of unneeded carrier is generated, as well as redundant
information in the unused sideband.
SINGLE SIDEBAND
Single sideband operation achieves the same function as AM with
considerably greater efficiency. The SSB transmitter electronically
eliminates most or all of the carrier wave and one of the sidebands.
The major advantages of SSB (either USB or LSB) as opposed to AM
are greater talking power (about eight times that of AM for a given
power input), reduced power drain, longer range and conservation of
the spectrum (since only one sideband is required to transmit the
message).
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SUPPRESSED CARRIER AND REDUCED CARRIER (OPTIONAL)

The SSB operation with the carrier frequency eliminated is referred to
as single sideband suppressed carrier and is designated as the A3J
mode in the KHF-950.
If a small portion of the carrier frequency is transmitted along with the
sideband, then the operation is referred to as single sideband reduced
carrier, and is designated as the A3A mode in the KHF-950.
SIMPLEX, SEMI-DUPLEX AND RECEIVE-ONLY OPERATION

Simplex operation means that the transmission and reception
frequencies are the same. An example of simplex operation would be
communications with a control tower using a VHF COMM transceiver.
Semi-duplex means transmit on one frequency and reception on
another frequency.
Receive-only operation allows the system to operate as a receptor
only.
The 99 user programmed channels can be programmed for either
simplex, semi-duplex or receive only operation, and can operate in any
of the available modes (AM, USB or LSB).
NOTE: The use of LSB is legal for some international and off-shore
communications, but is not authorized for use in the United
States and most European countries.
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HF NORMAL OPERATION KCU-951 CONTROL UNIT

There are two types of operation:
- Discrete frequency tuning.
- Programmable channel.
DISCRETE FREQUENCY TUNING OPERATION

In the discrete frequency mode of operation, the user may directly tune
any one of 280,000 frequencies over the range of 2.0 to 29.9999 MHz.
1 - Access discrete frequency operation.
Apply power to the system by rotating the volume (V) knob
clockwise from the OFF position. Wait for about two minutes, until
the system has warmed up. Until then, no frequency is displayed.
Make sure that the FREQ/CHAN button is depressed, in the FREQ
position. Confirm this by seeing that no channel number is
annunciated in the frequency display. If the button is pressed, a
momentary press unlatches it and engages FREQ (direct tune)
operation.
2 - Select the transmission mode.
Press the mode button to select the transmission mode (USB, LSB
or AM).
3 - Enter the frequency.
Each digit in a frequency is selected individually. The large
concentric knob on the lower right of the control unit may be rotated
in either direction and causes one of the displayed frequency digits
to flash. This flashing “cursor” indicates which frequency digit will be
changed by rotating the smaller concentric knob. Rotate the larger
knob until the digit you wish to change flashes, and then select the
desired number into view by rotating the smaller knob.
4 - Tune the antenna.
Momentarily key the PTT to initiate the antenna coupler tuning
cycle. During the tuning process the TX annunciator will flash and
the frequency numbers will blank. When the TX stops flashing and
the frequency reappears , the antenna tuning cycle is complete and
you are ready to transmit on the selected frequency.
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NOTE: - The discrete frequency mode always provides simplex

operation (transmit and receive frequencies are the same).
- Always key the PTT after selecting a new frequency to initiate
antenna tunning, otherwise you may experience poor
reception or miss an important call.
PROGRAMMABLE CHANNEL OPERATION

In the channel mode operation, the user may select user programmed
channels by their channel numbers. For user programmed channels:
1 - Access channelized operation.
Apply power to system (rotate the VOLUME knob from the OFF
position). Wait for about two minutes, until the system has warmed
up. Until then, no frequency is displayed. Make sure that the
FREQ/CHAN button is pressed, in the CHAN position.
2 - Select the channel.
Rotate the small inner concentric knob to select the desired channel
number.
Momentarily key the PTT to initiate antenna coupler tuning cycle.
Adjust volume and squelch controls, as desired.
THE 99 USER CHANNELS PROGRAMMING PROCEDURE

The 99 user programmable channels available in the KHF-950 system
can be programmed on the ground or in flight. All programmed
information is stored in a nonvolatile memory and can be recalled by
selecting the desired user channel number.
There are three types of channels that can be programmed:
1 - Semi-duplex
The user programs two different frequencies, one for receive and
one for transmit. The user also assigns one of the available
operating modes (USB, LSB or AM) to the selected channel. Semi-
duplex operation is available only when the KHF-950 is being
operated in the CHAN mode.
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2 - Simplex
The user programs the same frequency for receive and for transmit.
The user also assigns one of the available operating modes (USB,
LSB or AM) to the selected channel. Simplex operation is used by
ARINC, ATC (Air Traffic Control), and others.
3 - Receive-only
The user programs a frequency for reception and assigns one of
the available operating modes (USB, LSB or AM), but leaves the
transmit portion of the preset channel blank.
The transmitter and power amplifier are locked out and cannot be
used when a channel has been programmed for receive-only
operation.
Receive-only channels are used to listen to frequency standards
(W W V ) for example, time, weather, Omega status, and
geophysical alert broadcasts.
SEMI-DUPLEX CHANNEL PROGRAMMING PROCEDURE

1 - Access channelized and program mode.
Apply power to the system by rotating the VOLUME (V) knob
clockwise from the OFF position. Make sure that the FREQ/CHAN
button is pressed, in the CHAN position. Activate the program mode
by pressing the PGM switch with a pointed object.
2 - Select the desired user channel.
Rotate the inner concentric knob to select the channel number to be
programmed.
3 - Select emission mode.
Use the MODE button to select emission mode (USB, LSB or AM).
Press the MODE button until the desired mode appears.
4 - Enter the receive frequency.
Use the outer larger concentric knob to position the flashing
“cursor” on each digit of the receive frequency and use the smaller
inner knob to select the desired number in each position.
5 - Store the receive frequency and mode of operation.
Push the STO button once and the receive frequency is entered in
the electronic memory. The TX annunciator will begin to flash in the
display window indicating the receive frequency is stored and you
are ready to program the transmit frequency.
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6 - Enter and store the transmit frequency.

Use the outer larger concentric knob to position the flashing
“cursor” on each digit of the transmit frequency and use the smaller
inner knob to select the desired number in each position.
7 - Store the transmit frequency.

Push the STO button again and the transmit frequency is now
stored. If additional user channels are to be programmed, repeat
steps 2 through 7 at this time.
8 - Exit the program mode
Press the PGM switched with pointed object.
cycle. Adjust the volume (V) and squelch (S) controls, as desired.
SIMPLEX CHANNEL PROGRAMMING PROCEDURE

When you program a channel for simplex operation, both the receive
and the transmit frequencies will be the same. Programming a simplex
channel is similar to programming a semi-duplex channel, except the
STO button is pressed twice after the receive frequency and mode of
operation are entered to store the frequency in both the receive and
the transmit positions.
RECEIVE-ONLY CHANNEL PROGRAMMING PROCEDURE

1 - Access channelized and program mode.
Apply power to the system by rotating the VOLUME (V) knob
clockwise from the OFF position. Make sure that the FREQ/CHAN
button is pressed, in the CHAN position. Activate the program mode
by pressing the PGM switch with a pointed object.
2 - Stow the cursor.
Stow the “cursor” if a frequency digit is flashing. The cursor is
stowed by rotating the larger concentric knob until no frequency
digit is flashing. With the cursor stowed in the program mode, the
smaller inner knob is now used to select a channel number to be
programmed.
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3 - Select channel number.

Use the smaller inner concentric knob to select the channel number
you wish to program. Simply rotate the smaller knob until the
desired channel appears on the right side of the display.
4 - Select operating mode.
Push the MODE button until the appropriate mode (USB, LSB or
AM) appears in the lower part of the display window.
5 - Set the frequency.
Move the “cursor” into position by rotating the larger concentric
knob, and then use the smaller concentric knob to set the desired
number under each “cursor” position.
6 - Store the information.
Push the STO (store) switch with a pointed object. The information
you have entered will be stored in the electronic memory. After you
push the STO button, the TX annunciator will flash indicating that
the frequency you have just entered is stored in the receive
position, but nothing is entered in transmit. Since a receive-only is
being set, ignore the flashing TX.
7 - Exit the program mode.
Press the PGM switched with pointed object. All information you
have stored is locked into CHANNEL memory.
FAULT INDICATION
If the system detects a fault during transmission or during the tuning of
the antenna coupler, the frequency digits on the display begin to flash.
Simply key the PTT button and the automatic antenna coupler begins a
new tunning cycle to clear the fault.
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HF CONTROLS AND INDICATORS
KCU-951 CONTROL PANEL
1 - FREQUENCY DISPLAY
− Displays the operation frequency, in either FREQ or CHAN
mode.
2 - MODE DISPLAY
− Displays emission mode, transmit indicator and program mode
indication.
3 - CHANNEL DISPLAY
− Displays the set channel. If in FREQ mode, the channel display
will not show numbers.
4 - PHOTOCELL
− Automatically adjusts the display brightness.
5 - MODE SWITCH
− Selects transmission and reception mode. Momentary
depression cycles the KHF-950 from upper sideband (USB) to
lower sideband (LSB) to AM.
6 - FREQ/CHAN SWITCH
− Allows the user to select between the two methods of frequency
selection. In the FREQ mode (depressed switch) the user may
direct tune any of the 280,000 available frequencies, simplex
operation only. In the CHAN mode (pressed switch), the user
presets the transmit and receive frequencies in up to 99
available channels.
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7 - PROGRAM SWITCH
− Used on the 99 user-programmed channels programming.
8 - LARGER CONCENTRIC KNOB

− Moves the “cursor” which selects the digit of the frequency to be
changed.
9 - SMALLER CONCENTRIC KNOB

− Increments or decrements the frequency digit under the “cursor”
(flashing digit).
10 - STORE SWITCH
− Used to store data when programming the user programmable
channels.
11 - POWER AND VOLUME KNOB

− Turns the system on and off and controls volume. Clockwise
rotation past the first click turns the system on. Further rotation
increases audio level. After turning on, the system takes about
two minutes to warm up. Until then, no frequencies are
displayed.
12 - SQUELCH KNOB
− Reduces background noises when rotated counterclockwise.
Must be set by rotating the knob clockwise until background
noise can be heard and then turning it counterclockwise until
background noise is eliminated or barely audible.
13 - CLARIFIER KNOB
− Clarifier is used only in SSB communications, and is not
applicable to AM mode;
− It must be used when due to off frequency ground station
transmissions the audio voice quality from KHF-950 may sound
unnatural;
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− To operate the clarifier, pull the knob out and rotate the knob in
either direction until the audio quality is optimized. When the
knob is pushed in, the clarifier has no effect. When voice quality
is good and natural, the carifier knob should remain pushed in.
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KCU-951 CONTROL PANEL
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HF NORMAL OPERATION KFS-954 CONTROL UNIT

There are two types of operation:
- Discrete frequency tuning.
- Programmable channel.
DISCRETE FREQUENCY TUNING OPERATION

In the discrete frequency mode of operation, the user may directly tune
any one of 280,000 frequencies over the range of 2.0 to 29.9999 MHz.
1 - Access discrete frequency operation.
Apply power to the system by rotating the volume knob clockwise
from the OFF position. Wait for about two minutes, until the system
has warmed up. Until then, no frequency is displayed. Make sure
that the EMMISSION MODE switch is in LSB, USB or AM position.
The last frequency or the last channel used is displayed. In order to
change the last used channel into a discrete frequency, check first
to see that the display is showing a flashing zero in the channel
position or is blank in that position. If a channel number other than
zero is displayed, it will be necessary to move the “cursor” by
depressing the Frequency/Channel control knob. A digit on the
display will begin to flash. This flashing “cursor” indicates which digit
in the display will be changed by twisting the Frequency/Channel
control knob. Each additional time you depress the knob the
“cursor” will move one digit. Move the “cursor” until it is on the
channel number. Rotate the Frequency/Channel control knob until
the channel number is set to zero.
2 - Select the transmission mode.
Select the EMMISION MODE switch to the transmission mode
(USB, LSB or AM).
3 - Enter the frequency.
Press the Frequency/Channel control knob to cycle the “cursor”
until the first digit in the frequency to be changed is flashing. (notice
that the channel number has changed from “0” to blank.) Rotate
this knob until have selected the desired number. Using the
Frequency/Channel control knob in this same manner, change all
the digits necessary to display the desired frequency.
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NOTE: The first one or two digits (MHz) of the frequency are displayed
in the upper right of the display while the last four digits (kHz) of
the frequency are displayed at the bottom of the display. To
stow the “cursor”, depress the Frequency/Channel control knob
repeatedly until no digit on the display is left flashing, or key the
PTT momentarily.
cycle. During the tuning process the TX annunciator will flash and
the frequency numbers will blank. When the TX stops flashing and
the frequency reappears , the antenna tuning cycle is complete and
you are ready to transmit on the selected frequency.
NOTE: - The discrete frequency mode always provides simplex
operation (transmit and receive frequencies are the same).
- Always key the PTT after selecting a new frequency to initiate
antenna tunning, otherwise you may experience poor
reception or miss an important call.
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PROGRAMMABLE CHANNEL OPERATION

In the channel mode operation, the user may select user programmed
channels by their channel numbers. For user programmed channels:
1 - Access channelized operation.
Apply power to the system by rotating the volume knob clockwise
from the OFF position). Wait for about two minutes, until the system
has warmed up. Until then, no frequency is displayed. Make sure
that the mode selector knob is in the desired position (USB, LSB or
AM) and that a channel number is showing in the display. If one is
not showing (discrete frequency tuning operation), or if you wish to
change the channel, move the “cursor” by pressing the
Frequency/Channel control knob until the channel number is
flashing.
2 - Select the channel.

Change the channel number by rotating the Frequency/Channel
control knob until the desired channel number appears. The
previously programmed receive frequency associated with that
channel will appear in the display.
Momentarily key the PTT to initiate antenna coupler tuning cycle.
Adjust volume and squelch controls, as desired.
THE 19 USER CHANNELS PROGRAMMING PROCEDURE

The 19 user programmable channels available with the KFS 954
Control Display Unit can be easily programmed by the pilot on the
ground or in flight. Each of the 19 channels can be assigned a
separate frequency or frequencies (semi-duplex operation). The
operating mode (USB, LSB or AM) of the stored channel is determined
by the position of the EMMISION MODE selector knob at the time the
pilot is using the channel.
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There are two types of channels that can be programmed:
1 - Simplex
The user programs the same frequency in receive and transmit.
2 - Semi-duplex
The pilot programs two different frequencies, one for receive and
one for transmit.
All programmed information is stored in a nonvolatile memory and can

be recalled by selecting the desired user channel number.
SIMPLEX CHANNEL PROGRAMMING PROCEDURE

1 - Change the first frequency digit to enter the program mode.
Pushing the Frequency/Channel control knob move the “cursor” to
the first digit in the frequency to be changed. Twist the
Frequency/Channel control knob until the desired number has been
selected for this frequency digit. As the knob is twisted, a flashing
dash will appear to the right of the channel number to signify that
you are in the program mode. You will be unable to receive or
transmit on the frequency displayed as long as the dash is flashing
to indicate you are in the program mode. It is possible to change the
last digit (one tenth kHz) of the frequency without entering the
program mode.
2 - Select the rest of the desired frequency.
Use the “cursor” by pressing the Frequency/Channel control knob to
address each additional digit you want to change. Once the digit is
flashing, again twist the knob to select the desired number.
NOTE: You may exit the program mode at any time and return to the
previously stored frequency simply by keying the PPT.
3 - Store the frequency in the receive portion of memory.
Once the user have selected the desired frequency, press the STO
button to enter the displayed frequency in the receive portion of
memory. The TX light will begin to flash indicating that memory is
ready to receive the transmit frequency.
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4 - Store the same frequency in the transmit portion of memory.
This is a simplex channel. Press the STO button a second time to
store the same frequency in the transmit portion of memory. After
the STO button is pressed the second time, the “cursor” will stow
and the flashing dash will disappear to indicate the KFS 954 is no
longer in the program mode. Additional channels can be
programmed by continuing to use the “cursor” and
Frequency/Channel control knob in this manner.
Key the PTT to tune the antenna. After tuning is completed you are
ready to transmit.
SEMI-DUPLEX CHANNEL PROGRAMMING PROCEDURE

1 - Change the first frequency digit to enter the program mode.
Pushing the Frequency/Channel control knob, move the “cursor” to
the first digit in the frequency to be changed. Twist the
Frequency/Channel control knob until the desired number has been
selected for this frequency digit. As the knob is twisted, a flashing
dash will appear to the right of the channel number to signify that
you are in the program mode. You will be unable to receive or
transmit on the frequency displayed as long as the dash is flashing
to indicate you are in the program mode. It is possible to change the
last digit (one tenth kHz) of the frequency without entering the
program mode.
2 - Select the rest of the desired frequency.

Use the “cursor” by pressing the Frequency/Channel control knob to
address each additional digit you want to change. Once the digit is
flashing, again twist the knob to select the desired number.
NOTE: You may exit the program mode at any time and return to the
previously stored frequency simply by keying the PPT.
3 - Store the frequency in the receive portion of memory.
Once the user have selected the desired frequency, press the STO
button to enter the displayed frequency in the receive portion of
memory. The TX light will begin to flash indicating that memory is
ready to receive the transmit frequency.
4 - Select the desired transmit frequency.
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Use the “cursor” and the Frequency/Channel control knob again to
select a new transmit frequency.
5 - Store the transmit frequency in memory.
Press the STO button again to store the transmit frequency. After
the STO button is pressed the second time the “cursor” will stow
and the TX light will go out. The flashing dash will also disappear to
indicate the KFS 954 is no longer in the program mode. Additional
channels may be programmed by continuing to use the “cursor” and
Frequency/Channel control knob in the same manner.
6 - Press the PTT button to tune the antenna.
After tuning is complete you are ready to transmit. Before keying

the PTT to talk, you may want to press the STO button
momentarily. This will allow you to listen momentarily to the transmit
frequency to avoid overriding someone else’s transmissions.
FAULT INDICATION
If the system detects a fault during transmission or during the tuning of
the antenna coupler, the frequency digits on the display begin to flash.
Simply key the PTT button and the automatic antenna coupler begins a
new tunning cycle to clear the fault.
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MANUAL
HF CONTROLS AND INDICATORS
KFS-954 CONTROL PANEL
1 - OFF/VOLUME KNOB (inner concentric)

− Turns system on and adjusts audio volume.
2 - LAST FOUR DIGITS (kHz)

− Operating frequency are displayed in this area with EMISSION
MODE switch in LSB, USB or AM position.
3 - READOUT DISPLAY
− All frequencies and present channel numbers are displayed.
4 - USER PROGRAMED CHANNEL NUMBER DISPLAY

− Channel number is displayed in this area when using one of the
19 programmable channels.
5 - DASH
− Indicates unit is in the PROGRAM MODE.
6 - FIRST ONE OR TWO DIGITS (MHz)

− With EMMISSION MODE switch in LSB, USB or AM position,
the first one or two digits (MHz) of the operating frequency are
displayed.
7 - TRANSMITION INDICATION
− Indicates unit is transmitting.
8 - PHOTOCELL
− Dims display automatically.
9 - STO (store) SWITCH

− Stores frequency in memory when pressed.
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10 - FREQUENCY/CHANNEL CONTROL KNOB (inner concentric)

− Allows the user to perform a variety of channel and frequency
changing functions. Depressing switch causes flashing "cursor"
to move to the digit that the user desires to change. Appropriate
frequency or channel is then selected with rotary action. This
switch also serves as the clarifier function to adjust receive
frequency and improve speech quality in SSB operating mode.
11 - EMMISION MODE SWITCH

− Selects transmission and reception mode
12 - SQUELCH KNOB (outer concentric)

− Reduces background noises when rotated counterclockwise.
Must be set by rotating the knob clockwise until background
noise can be heard and then turning it counterclockwise until
background noise is eliminated or barely audible.
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KFS-954 CONTROL PANEL
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MANUAL
HF SELECTION PANEL
Airplanes equipped with two HF equipment have a HF selection panel
on the glareshield panel. This panel has a knob that allows to switch
from HF1 and HF2 and vice-versa. This procedure turns off the
previous selected HF Control Panel turning automatically the other on.
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MANUAL
THIRD VHF COMMUNICATIONS SYSTEM -

COLLINS 22A
The airplane may be equipped with a third VHF Communications
System. All functions of the Collins VHF-22A System are controlled by
the CTL-22 VHF Control Panel located at the control pedestal.
The Avionics Master DC Bus 1 supplies the third VHF
Communications System with a protective 5A circuit breaker.
THIRD VHF COM CONTROLS AND INDICATORS

1 - ACTIVE FREQUENCY DISPLAY
− Displays the active frequency (frequency to which the equipment
is tuned) and diagnostics messages.
2 - XFR/MEM SWITCH
− This is a 3-position, spring-loaded toggle switch.
− When held to the XFR position, the preset frequency is
transferred up to the active display and the equipment retunes.
The previously active frequency becomes the new preset
frequency and is displayed in the lower window.
− When held to the MEM position, one of the six stacked memory
frequencies is loaded into the preset display.
− Successive pushes cycle the six memory frequencies through
the display.
3 - FREQUENCY SELECT KNOBS
− Two concentric knobs control the preset or active frequency
displays.
− The large knob changes the digits to the left of the decimal point
in 1 MHz steps.
− The smaller knob changes the digits to the right of the decimal
point in 0.005 MHz steps.
− Numbers roll over at the upper and lower frequency limits.
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4 - ACTIVE BUTTON
− Push the ACT button for about 2 seconds to enable the
frequency select knobs to directly retune the VHF-22A (active
frequency).
− The bottom window will display dashes and the upper window
will continue to display the active frequency.
− Push the ACT button a second time to return the control to the
normal 2-display mode.
5 - TEST BUTTON
− The self-test diagnostic routine is initiated in the transceiver by
pushing the TEST button.
− The active and preset display intensity will flash, modulating its
brightness from minimum to maximum indicating self-test in
progress.
− The active frequency display will show four dashes and the
preset frequency display will show “00”.
− An audio tone will be heard from the audio system.
− At the completion of the self-test program, the display will return
to its normal operation if no problem occurs.
− In case of a detected failure, “diAG” (diagnostic) letters will be
displayed in the active and a 2-digit diagnostic code will be
displayed in the preset display.
− Record any diagnostic codes displayed to help maintenance
personnel in locating the problem.
6 - STORE BUTTON
− The STO button allows up to six preset frequencies to be
selected and entered into the controls non-volatile memory.
− After presetting the frequency to be stored, push the STO
button. The upper window displays the channel number of
available memory (CH1 through CH6); the lower window
continues to display the frequency to be stored. For
approximately 5 seconds, the MEM switch may be used to
advance through channel numbers without changing the preset
display. Push the STO button a second time to commit the
preset frequency to memory in the selected location. After
approximately 5 seconds, the control will return to normal
operation.
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7 - POWER AND MODE KNOB

OFF - Turns off the system.
ON - Turns on the system.
SQ OFF - Disables the receiver squelch circuits. Use this position
to set volume control or, if necessary, to try to receive a
very weak signal that cannot operate the squelch
circuits.
8 - ANNUNCIATORS
− The COM control contains MEM (memory) and TX (transmit)
annunciators.
− The MEM annunciator illuminates whenever a preset frequency
is being displayed in the lower window.
− The TX annunciator illuminates whenever the VHF-22A is
transmitting.
9 - PRESET FREQUENCY DISPLAY
− Displays the preset (inactive) frequency and diagnostics
messages.
− The frequencies displayed on the COM control show only five of
the six digits.
10 - COMPARE ANNUNCIATOR
− ACT momentarily illuminates when active and preset
frequencies are being switched.
− ACT flashes if the actual radio frequency is not identical to the
frequency shown in the active frequency display.
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COMMUNICATION
OPERATIONS
MANUAL
CTL-22 VHF CONTROL PANEL
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COMMUNICATION
OPERATIONS
MANUAL
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MANUAL
THIRD VHF COMMUNICATIONS SYSTEM -

HONEYWELL RC-833/853
The airplane may be equipped with a third VHF communications
system. All functions of the Honeywell RC-833/853 System are
controlled by the RMU and by the DMU, if installed.
The active frequency will appear in the third COM window of the RMU
display when operating in voice mode. The desired frequency should
be selected by the pilot using the RMU select knob. Communication
can be established pressing the third COM button on the audio panel
and the PTT button.
When in data mode, the third VHF transmits the data on the frequency
selected by the DMU unit, while on the RMU’s third COM window the
active frequency will display “DATA”.
The third VHF has a pilot-activated self-test that performs a check of
individual parts. A self-test is initiated when power is supplied to the
RMU.
The Avionics Master DC Bus 1A supplies the third VHF
Communications System.
THIRD VHF COM NORMAL OPERATION

In order to operate the third COM unit for voice communications, it is
necessary to properly set the RMU. By pressing the PGE bezel button
on the RMU, the page menu will be displayed. On the page menu the
“SYS SELECT” option should be chosen. Once selected, the System
Select page will be displayed containing the available COM pairs (1/2,
1/3 and 2/3), bandwidth of each COM unit and the COM3 operating
mode.
After selecting the COM pair to the corresponding RMU, the change
between each COM mode of the selected pair is achieved by pressing
the “1/2” bezel button.
The switch between data and voice modes can be accomplished by
means of the “SYS SELECT” page. The voice mode can also be
entered selecting the COM3 window and turning the RMU knob. The
data mode cannot be entered during a voice transmission. If a DMU is
installed and connected to the third VHF, it will enter the data mode
and “DATA” will be displayed in active frequency window when the third
VHF starts a data transmission.
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It is possible to enter a frequency, store it, and perform a self-test using

the same procedures applicable to regular COM units. The
announcements also will be the same.
Should any radio component fail or a disagreement occur between the
frequency selection and the subsequent transmission, the frequency or
operating command will be removed from the RMU and replaced by
dashes. This is an indication that the operation of that radio system is
not normal.
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RMU PAGE MENU
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COMMUNICATION
OPERATIONS
MANUAL
RMU SYSTEM SELECT PAGE
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COMMUNICATION
OPERATIONS
MANUAL
RMU RADIO PAGE WITH THIRD VHF IN VOICE MODE
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COMMUNICATION
OPERATIONS
MANUAL
RMU RADIO PAGE WITH THIRD VHF IN DATA MODE
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COMMUNICATION
OPERATIONS
MANUAL
SELCAL SYSTEM
The Ground-to-Air Selective Calling (SELCAL) System operates in
conjunction with the communication radios. The SELCAL provides
continuous monitoring of a pre-set frequency, eliminating the need to
continuously monitor the communication frequencies by the flight crew.
The SELCAL permits ground stations, equipped with encoding
equipment, to call individual airplane by transmitting a coded signal.
This coded signal will activate only one SELCAL unit to respond to that
particular coded signal. In this case, a SELCAL voice message is
activated through the Aural Warning Unit. Once activated, the system
is reset for further monitoring by pressing the SELCAL Button, located
on the Main Panel, or actuating the PTT function (on Control Wheel or
glareshield panel).
NOTE: - For some airplanes the SELCAL enables only the VHF 2
operation or only the HF operation.
- SELCAL will recognize the coded signal from ground stations
only if the associated system (HF or VHF2) is powered on
and its frequency is adjusted to the ground station frequency.
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SELCAL CONTROLS AND INDICATORS
1 - SELCAL BUTTON
− A striped bar illuminates inside the associated button to alert the
crew that communication is desired on VHF 2 or HF. A SELCAL
voice message sounds simultaneously.
− When pressed, after a system activation, the striped bar
extinguishes and the system is reset.
SELCAL PANEL
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MANUAL
HONEYWELL MARK III COMMUNICATIONS

MANAGEMENT UNIT (CMU)
The airplane may optionally be equipped with Honeywell’s Mark III
Communications Management Unit (CMU). Additional information on
functions and operations can be obtained in the manufacturer’s
manual.
The Mark III Communications Management Unit (CMU) is an airborne
communications router that supports data link service access between
the following aircraft data link applications and their corresponding
ground service providers:
− Aeronautical Operational Communication (AOC)/Airborne Flight
Information System (AFIS).
− Controller Pilot Data Link Communication (CPDLC).
− Automatic Dependent Surveillance (ADS).
The CMU is based on ARINC Characteristic 758 and can be upgraded,
by software download, to an Aeronautical Telecommunications
Network (ATN) router when protocols and application infrastructure are
available to support Communications, Navigation and Surveillance/Air
Traffic Management (CNS/ATM) data link applications. The CMU
provides an Aeronautical Radio, Inc. (ARINC) 724B compatible data
link router through which all character-oriented data are transmitted to
and from the ground Aircraft Communications Addressing and
Reporting System (ACARS) network.
There are several levels of user interfacing. The CMU´s operational
crew interface is provided through a Control Display Unit (CDU),
printer, and data loaders.
Access to the ground network is provided via several ACARS air-
ground sub-networks listed below:
− Satellite Communications (SATCOM).
− Very High Frequency (VHF).
− High Frequency (HF).
− Mode-S (future).
− Ultrahigh Frequency (UHF) (future).
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The CMU functions as a router, with growth capacity as a gateway and

an end system for hosting data link applications. As a gateway, the
CMU can implement future protocols and provide the appropriate
protocol conversions to support airborne systems whose architectures
do not allow updates to future communication protocols but host the
data link applications.
Currently, the CMU is compliant with ARINC 758 level 0, which means
that the CMU is able to perform ACARS functions. The other ARINC
758 levels will be available in the equipment as soon as the software
upgrades are released by the manufacturer.
The CMU is powered by the Avionic Switched DC Bus 1B.
The CMU interfaces with other airplane systems and equipment
through the following equipments:
− FMS The pilot → CMU interface is
accomplished through the Honeywell FMS
(NZ-2000) Control and Display Units
(CDU). It may be utilized with single or
dual FMS installation.
− VHF #3 Transmit and receive data with ground
bases.
− Printer Provides a hard copy data printout.
− Portable Data Loader Used to upload and to download
information, customized configurations
and messages.
− CMC Sends maintenance information to the
ACARS.
− OOOI Used to inform if the airplane is in one of
the following situations: OUT - parking
brake released and doors closed;
OFF - airplane lift-off (Weight Off Wheels);
ON - airplane has landed (Weight On
Wheels); IN - parking brake applied and
doors opened.
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CMU ARCHITETURE
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COMMUNICATION
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MANUAL
CMU NORMAL OPERATION

Pilot interface is accomplished through the FMS Control and
Display Unit (CDU). Data is entered in any field highlighted by a
cursor. Generally, when accessing a FMS page, the cursor will park
off the page. Selecting the ENTER key will place the cursor over
the first enterable field on the page. Data is then entered into the
field with the alphanumeric keys.
In some situations, flight progress and related data from the FMS
will prefill into the field but it is possible to change that data by
overriding that value with a manual data entry.
When SEND is pressed, the message goes into a queue for
transmission. If the aircraft is flying over a region or is grounded at
an airport not covered by a DSP (Data Link Service Provider)
reception or transmission of messages to or from a ground station
will not be successful.
Communications are eased by the use of the Main Menu page and
several submenus to quickly access each function or service
available.
CMU ABNORMAL OPERATION

The CMU has a Built-In Test (BIT) function that contains a
continuous monitor and self-test monitor. The continuous monitor
function monitors critical system parameters and record faults
found during normal operation.
The self-test monitor function is activated upon command from the
system controller, external discrete input, front test panel switch,
maintenance computer or a power-up event. The self-test monitor
will exercise various system functions, record faults found, and
annunciate the results of the test.
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CMU CONTROLS AND INDICATORS
CONTROL DISPLAY UNIT (CDU)

− There are four line selection buttons on each side of the Control
Display Unit (CDU) that provide selection of submodes within
major modes when in an indexed display.
2 - PREV/NEXT BUTTONS
− PREV - Changes the current page to the previous page.
− NEXT - Changes the current page to the next page.
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COMMUNICATION
OPERATIONS
MANUAL
CMU FMS CONTROL PANEL
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COMMUNICATION
OPERATIONS
MANUAL
PRINTER CONTROLS AND INDICATORS

The CMU may be optionally equipped with a Printer. The Printer will
provide a hard copy printout of data collected by the CMU including
uplinked printer messages. For additional information on functions and
operations, refer to the manufacturer’s manual.
1 - PAPER ADVANCE
− When pressed, advances paper.
2 - SELF-TEST
− When pressed, it produces a test pattern, comprising full
character complement of printer, and activates both external
aural/visual alert functions. If button is pressed and held, printer
will successively print 40-, 60-, 80-column test patterns.
Otherwise, each time the button is pressed, printer will print the
next test pattern in sequence.
3 - POWER ON
− A green light indicator illuminates when power is on.
4 - ALERT RESET
− Will reset the aural/visual alert function and causes Printer Busy
indicator to go out.
5 - PRINTER BUSY
− An amber indicator illuminates upon receipt of first text
character and will remain on until the paper has advanced three
lines beyond tear-off edge. The indicator will flash continuously
after paper advance until the reset button is depressed.
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COMMUNICATION
OPERATIONS
MANUAL
PRINTER PANEL
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COMMUNICATION
OPERATIONS
MANUAL
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COMMUNICATION
OPERATIONS
MANUAL
COCKPIT VOICE RECORDER

The Solid State Cockpit Voice Recorder System records all audio
signals transmitted and received by the crew members via the Digital
Audio Panels, and any audible noise in the cockpit, through an area
microphone installed below the standby compass.
The CVR is in operation whenever the essential DC Bus 2 is
energized, storing the last 2 hours of recorded information in a solid
state crash survivable memory unit. Any data older than 2 hours is
automatically overwritten by the most recent audio inputs.
A crash impact switch cuts off power to the CVR immediately after
experiencing a 5 G impact in order to preserve the recorded data.
The CVR also incorporates an Underwater Locator Beacon (ULB).
Powered by a dedicated battery, the ULB starts transmitting an
acoustic signal in the 37.5 kHz frequency once it senses contact with
water, thus easing wreckage site location of a submerged airplane.
The signal is transmitted during approximately 30 days.
A signal from the captain’s clock allows timing correlation between
CVR and FDRS.
SELF TEST
When the TEST button is pressed the unit performs a functional self-
test to verify the integrity of the system. A successful self-test results in
a one-second activation of the status LED on the control panel and a
two-second 800 Hz tone that may be heard if a headphone is plugged
to the CVR control panel jack. If a failure is detected during the test,
the status LED will not be activated and the 800 Hz aural tone will not
be heard.
ERASE FUNCTION
Previously recorded CVR data may be made unavailable if the ERASE
button on the CVR control panel is pressed, provided the airplane is on
the ground and with the parking brake applied. In this case, only the
CVR manufacturer will be able to recover the “erased” data.
When the ERASE button is pressed, a two-second 400 Hz tone may
be heard if a headphone is plugged to the CVR control panel jack,
confirming that the erase command was successful.
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COMMUNICATION
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MANUAL
COCKPIT VOICE RECORDER CONTROLS AND

INDICATORS
1 - ERASE BUTTON
− Erases previously recorded data from the crash survivable
memory.
− Function is available only on the ground, with the parking brake
applied.
2 - TEST BUTTON
− Tests system integrity.
− A successful self-test results in a one second activation of the
status LED.
− In case of failure, the status LED on the control panel is not
activated.
3 - HEADPHONE JACK
− Allows plugging a headphone to monitor the 800 Hz test tone,
400 Hz erase tone and recorded audio signals.
4 - STATUS LED
− Illuminates during one second to indicate a successful test.
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COCKPIT VOICE RECORDER PANEL
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OPERATIONS
MANUAL
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MANUAL
PASSENGER ADDRESS SYSTEM

The Passenger Address System (PAS) provides communication and
announcements from cockpit to the passenger cabin.
The PAS also interfaces with the audio entertainment and prerecorded
announcement systems to provide music and safety briefing/flight
information through the passenger loudspeakers.
The following functions are available through the PAS:
− Voice announcement transmission (speech) to the PAX cabin.
− Call function from passenger to attendant, through chime tone.
− Chime tone for NO SMOKING and FASTEN SEAT BELTS signals.
− Interface to boarding music and passenger briefing.
The PAS component responsible for sending signals to passenger
entertainment and prerecorded announcement systems is the
Passenger Address Amplifier (PAA), located in the airplane electronic
compartment.
The PAA establishes the priority among the input signals from the
several sources and then drives these signals to the proper cabin
loudspeakers. The PAA also provides the logic for generation of the
aural and visual annunciators, chimes for passenger and
NO SMOKING and FASTEN SEAT BELTS signals.
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COMMUNICATION
OPERATIONS
MANUAL
PASSENGER ADDRESS OPERATING MODES
MUTED MODE
The Muted Mode is automatically selected during power up and when
no other mode is selected. In this mode there will be no chimes, no
lights and no microphones enabled during power up or power supply
transients.
PILOT-TO-PASSENGER MODE
The Pilot-to-Passenger Mode is enabled by pressing the Passenger
Button, labeled PAX, on the Digital Audio Panel. When this mode is
enabled the captain, copilot or observer may transmit announcements
to the passengers, by pressing the respective PTT. The priority of the
transmission through the system is the following: captain, copilot,
observer. There are no chimes in this mode.
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COMMUNICATION
OPERATIONS
MANUAL
SATCOM SYSTEM
INTRODUCTION
The airplane may be equipped with a TT-3000 Series Aero-M
SATCOM, that is capable of performing global communication through
the INMARSAT satellite network. The system provides one channel
voice 4800 BPS AMBE coding, fax 2400 BPS on 2 wire RJ-11 type
interface, circuit mode data 2400 BPS, and can be interfaced with a
PC via a RS-232 serial port for data communication.
NOTE: The information presented in this manual has the purpose of
assisting the user to perform basic operations on the SATCOM
system. For advanced operation refer to the manufacturer’s
user manual.
SATCOM OPERATION
When the Aero-M system is powered-up, after a short pause the
handset will display the initialization page.
Once that has ocurred, the display will shift to the Wait for GPS page.
This means that the system is acquiring GPS (Global Positioning
System) satellite signals and determining the systems position.
The display will then shift to the Wait for NCS (Network Coordinating
Station) page, indicating that the system is attempting to logon to a
satellite network and acquire a bulletin board.
Finally, the display will then shift to the Logon Display and the user is
now ready to proceed with Pre-Operational Requirements.
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COMMUNICATION
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MANUAL
PRE-OPERATIONAL REQUIREMENTS
Before attempting to initiate or receive a call, the user must verify that
the Aero-M System has logged on to the satellite network. There are
two indications that the system has power applied and the system has
logged onto the satellite network:
− Both the left and green handset LED indicators will be
illuminated and the signal strength indicator will display a
measurement;
− The Aero-M logon display will appear in the handset display.
The top line of the display will indicate which Ocean Region Satellite is
in use followed by a colon. This will be:
− AORW : Atlantic Ocean Region West Satellite;
− AORE : Atlantic Ocean Region East Satellite;
− POR : Pacific Ocean Region Satellite;
− IOR : Indian Ocean Region Satellite.
NOTE: The Aero-M system requires the user to determine the ocean
region in which the aircraft is currently located. The user must
enter the user menu and setup the system for that ocean
region.
SELECTION OF OCEAN REGION SATELLITE

From Logon display, or Wait for NCS display, enter Area Menu, by
pressing “2nd” and “3” keys. The “∗” indicates the current ocean
region selected. Scroll through menu to the correct region, using the
“↓” key. Select correct ocean region pressing the “OK” key.
The display will revert to Wait to NCS page and when NCS is acquired
the display will return to Logon Display with the new ocean region
used.
After the colon, the display will indicate what Land Earth Station (LES)
is in use for routing your calls. If the LCD display is on another display,
you can always return to the Logon display by pressing the “Exit” key
repeatedly to step back from MENU operation. Many functions require
starting from the Logon display.
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COMMUNICATION
OPERATIONS
MANUAL
OPERATION
This section contains information on types of calls and procedures for
dialing and completing calls.
GROUND CALLS
All ground-to-air calls must be placed as international calls. Each
INMARSAT Satellite has an assigned three digit code that is, for all
practical purposes, the country code for the satellite. It is necessary to
first dial the international access code that is used in your country,
followed by the satellite country code and the number issued by the
Ground Service Provider for the Airborne Earth Station (AES). In some
countries, call routing by the Public Switched Telephone Network can
be routed to the “870” country code. “870” is the Single Network
Access Code (SNAC). SNAC is a special country code that contacts
the Network Coordinating Station for INMARSAT Aero-M services and
automatically routes the call to the satellite that Airborne Earth Station
is logged on to.
In countries where calls do not route to 870, it is necessary to manually
include the appropriate country code for the INMARSAT Satellite that is
serving the Airborne Earth Station. If the incorrect satellite/country
code is dialed, an automatic response will inform that the station you
are calling is not currently logged onto this ocean region. If you are
sure the AES is logged on to a satellite, you can redial the number
using another satellite country code in order to contact the AES.
Country codes for the INMARSAT Satellites:
INTERNATIONAL
AREA/OCEAN REGION
ACCESS CODE
Single Network Access Code SNAC 870
Atlantic Ocean Region East AORE 871
Pacific Ocean Region POR 872
Indian Ocean Region IOR 873
Atlantic Ocean Region West AORW 874
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VOICE CALLS
− Receiving calls
If a handset is receiving a call, the handset will ring and the
Yellow Ring LED will flash. To establish a connection the user
can either press the Toggle Hook key (key 5 on HANDSET KEY
FUNCTIONS figure) or lift handset from cradle. When a
connection has been established the Yellow Ring Led will be
illuminated.
− Standard telephone calls
Dial a telephone number by entering call prefixes, country and
area codes and number, then press the “#” key or the Toggle
Hook key (key # 5 on HANDSET KEY FUNCTIONS figure) in
the handset keypad. To finish the call press the the Toggle Hook
key (key # 5 on HANDSET KEY FUNCTIONS figure).
− Calls from handset #2 and #3
Handset #2 can initiate short code, service code, handset to
handset, as well as standard telephone calls.
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COMMUNICATION
OPERATIONS
MANUAL
SATCOM CONTROLS AND INDICATORS

The TT-3000 Series Aero-M SATCOM System uses the TT-5621A
Handset as the main user interface. The handset contains a keypad
with 21 separate function keys, a 2X12 character Liquid Crystal Display
(LCD), four indicator LEDs, and a volume control.
The handset allows the user to:
− Navigate the user menu;
− Place and receive calls;
− Save and recall phonebook entries;
− Configure system parameters;
− View phone log;
− Monitor system operations;
− View system errors as they occur.
HANDSET #1 KEYS FUNCTIONS

The handset #1 keypad consists of 21 keys (12 numeric and nine
function keys). These keys are designed to perform multiple functions,
that are dependent on the selected mode.
The handset has three modes that determine the function of the keys:
− Normal mode: keys perform their primary functions;
− Alpha mode: keys perform alphanumeric functions;
− 2nd mode: keys perform their alternate functions.
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COMMUNICATION
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The following table lists all the handset #1 keys and defines their
functions:
MODE
Figure
NORMAL ALPHA 2nd
Number
1 Accept selection
Toggles handset
2
audio mode
Enable alpha Disable alpha
3 Delete entry
mode mode
Move one
4 Edit entry
selection up
5 Toggle hook
Move one
6 Mute
selection down
7 3
8 2
9 6
10 5
11 9
12 8
13 #
14 0
15 ∗
16 7
17 4
-?!,.:“‘$()+/ Access user
18 1
1 menu
Disable 2nd
19 Enable 2nd mode Enable 2nd mode
mode
Delete/Back
space one
20 character / Insert entry
Delete display
(hold 2 seconds)
Exit menu /
21
Cancel selection
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COMMUNICATION
OPERATIONS
MANUAL
HANDSET #1 KEYS
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COMMUNICATION
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MANUAL
HANDSET #2 AND #3 KEYS FUNCTIONS (OPTIONAL)
The handset #2 and #3 are optional and are installed on the connected
in parallel. Their keypad consists of 21 keys (12 numeric and nine
function keys). These keys are designed to perform multiple functions,
that are dependent on the selected mode.
The handsets #2 and #3 have two modes that determine the function
of the keys:
− Normal mode: keys perform their primary functions;
− Alpha mode: keys perform alphanumeric functions.
The following table lists all the handset #2 and #3 keys and defines
their functions:
MODE
Figure
NORMAL ALPHA
Number
1 Transfer call
2 Memory
3 Memory location 3
4 Memory location 2
5 Toggle hook
6 Microphone mute
7 3 DEF3
8 2 ABC2
9 6 MNO6
10 5 JKL5
11 9 WXYZ9
12 8 TUV8
13 #
14 0
15 ∗
16 7 PQRS7
17 4 GHI4
18 1 -?!,.:“‘$()+/1
19 Last number redial
20 Memory location 1
21 Storage
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COMMUNICATION
OPERATIONS
MANUAL
HANDSET #2 AND #3 KEYS
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MANUAL
HANDSET #1 LCD DISPLAY

The handset uses a LCD to display all data. The LCD is a 2X12
character alphanumeric display. Additionally, the LCD will display ten
symbols to indicate operating status and alert the user of any errors
that may occur. The following table lists all display symbols, referring to
the figure in the next page, and defines their meaning.
FIGURE
NAME DESCRIPTION
NUMBER
Indicates that additional
entries are available
1 More entries above flag above and can be
displayed by pressing
the “Edit” key.
A recorded MES
2 New AES messages flag message for the
SDU/SIM is waiting at
the LES.
Indicates the strength of
3 Signal strength indicator the signal being
received by the system.
Indicates that a call is in
4 Hook off flag progress.
The speaker in the
5 Speaker active flag cradle is active.
Indicates that pressing
“↑” or “↓” keys can
6 Toggle field flag
change the current
selection.
Indicates that the “Del”
key was pressed and
the alpha mode is
7 Alpha mode flag active. The next key
pressed will perform its
alpha mode function.
Continued
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COMMUNICATION
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MANUAL
FIGURE
NAME DESCRIPTION
NUMBER
Indicates that the
handset has been
8 Security enabled flag locked and can only be
accessed by entering a
valid PIN code.
Indicates the “2nd” key
was pressed and the
2nd mode is active. The
9 2nd mode flag next key pressed will
perform its alternate
function.
Indicates that additional
entries are available
10 More entries below flag below and can be
displayed by pressing
the “↓” key .
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COMMUNICATION
OPERATIONS
MANUAL
The figure below shows all the symbols found on the handset display.
HANDSET DISPLAY
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MANUAL
HANDSET #1 LED INDICATORS

The handset uses four colored LEDs as indicators. These LEDs alert
the user of the following indications:
FIGURE
LED DESCRIPTION
NUMBER
Indicates power to
1 Left Green
handset.
System is logged or is
logging into the satellite
2 Right Green network. When on, the
antenna strength
indicator will show a
measurement.
When on, indicates call
3 Yellow in progress, the LED will
flash when a call is
received.
Illuminates when an
4 Red error has occurred in the
system.
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COMMUNICATION
OPERATIONS
MANUAL
HANDSET #1 LED INDICATORS
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COMMUNICATION
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MANUAL
HANDSET #2 AND #3 LED INDICATORS

The handset uses two colored LEDs as indicators. These LEDs alert
the user of the following indications:
FIGURE
LED DESCRIPTION
NUMBER
Indicates power to
1 Left Green
handset.
2 Right Green Ring indicator.
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COMMUNICATION
OPERATIONS
MANUAL
HANDSET #2 AND #3 LED INDICATORS
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OPERATIONS
MANUAL
POTS TELEPHONE ADAPTER (OPTIONAL)

The pots telephone adapter provides the interface between the
SATCOM system and the airplane cockpit headset audio system. This
equipment provides remote dialing capability for the SATCOM system.
This interface allows the cockpit to maintain full headset utilization for
SATCOM calls or normal headset operation at the touch of the AUX
button on the pilot’s or copilot’s digital audio panel.
The pots telephone adapter keypad consists of 17 keys (12 numeric
and 5 function keys).
The following table lists all pots keys and their functions.
Figure
CONTROL FUNCTION
Number
1 HOOK Hook switch key
2 1
3 2
4 3
5 4
6 5
7 6
8 REDIAL Redial key
9 VOL Volume control key
10 FLASH Flash key
11 # Send key
12 *
13 0
14 9
15 8
16 7
17 HOLD Hold key
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COMMUNICATION
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MANUAL
SATCOM POTS KEYS
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COMMUNICATION
OPERATIONS
MANUAL
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COMMUNICATION
OPERATIONS
MANUAL
IRIDIUM SATELLITE TELECOMMUNICATION

SYSTEM
The airplane may be equipped with an AirCell mobile transmitter,
ST 3100 Iridium-based telecommunication system. The ST 3100
telephone accesses the Iridium Satellite Network composed of 66 Low
Earth Orbit (LEO) satellites and operates in the frequency range of
1616 MHz to 1625.5 MHz. When in use, the telephone system controls
the power level at which the phone transmits. The transmission power
level of the ST 3100 can range up to a maximum of 7 watts.
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COMMUNICATION
OPERATIONS
MANUAL
HANDSET
1 - OPERATING DISPLAY AND STATUS INDICATORS

− Provide a visual indication of telephone numbers and system
operational status.
2 - InUse
− Illuminates when the phone is in use.
3 - NoSvc
− Illuminates when the telephone is not registered.
4 - VOLUME KEYS
− Adjust ear piece volume
5 - VOLUME/SCROLL DOWN KEY

− Scrolls Down/Volume Down..
6 - VOLUME/SCROLL UP KEY
− Scrolls Up/Volume Up.
7 - DOT IN LOWER LEFT CORNER OF DISPLAY

− Illuminates when the phone is on.
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COMMUNICATION
OPERATIONS
MANUAL
HANDSET - MAIN KEYS AND INDICATORS
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COMMUNICATION
OPERATIONS
MANUAL
OPERATION
POWER ON
Anytime the airplane is energized the phone has power. During initial
power up, a small dot ‘’•” appears in the lower left corner of the display.
The dot will remain as long as the phone has power. The word
IRIDIUM will also appear in the display. During this time, the words
NoSvc (No Service) will briefly appear at the bottom center of the
display. However, a call cannot be placed until the NoSvc light is
extinguished.
NOTE: Power off can only be achieved by turning off the main avionics
switch.
PLACING A CALL FROM THE AIRPLANE

1 - With the power on and the NoSvc light out, enter the number that
you would like to call (USA/Canada Only-001+Area Code+Number)
OR (International Calls-00+Country Code+Number).
2 - Press the SND key.
3 - When a call has been placed an InUse message will illuminate at
the bottom left of the display. The InUse message will remain until
the phone call has been terminated by pressing the END key.
4 - The caller may hear up to five “beeps” in the 10-12 seconds
required for the system to complete the call.
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COMMUNICATION
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MANUAL
RECEIVING A CALL
When the telephone rings, remove the handset from the cradle and
press the SND key to answer the phone.
END A CALL
Always press the END key to terminate the current call.
AUTOMATIC REDIAL
To redial the last number that was called, press the SND key and the
number will be redialed but will not appear on the display.
PLACING A CALL TO THE AIRPLANE FROM THE GROUND
NOTE: - Placing a call to an AirCell ST 3100-equipped airplane

through the Iridium Network is simple and easy. All calls to
and from Iridium-based telephone systems are considered
international calls; in fact, the Iridium Satellite Network has its
own Country Code. Therefore, when calling an Iridium-
equipped airplane, always use 8816 as the Iridium Country
Code.
- Direct-dialed calls to an AirCell ST 3100-equipped airplane
are billed by long distance providers as an international call.
These rates can vary greatly. Callers may wish to consult
their long distance provider for rate information prior to
making a call. As a cost-effective alternative to Direct-Dialing,
callers may wish to use Two-Stage Dialing that is explained
below.
- Some long distance providers do not recognize the Iridium
Satellite Country Code of 8816. In addition to providing the
least-cost method of calling an AirCell ST 3100-equipped
airplane, Two-Stage Dialing will recognize the Iridium Country
Code.
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COMMUNICATION
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MANUAL
- In the following procedures, **00 represents the International
Direct Dial (IDD) access code prefix of the country from which
the call is being placed. In many countries, the International
Direct Dial (IDD) code is 00. However, this is not always the
case. For the most current and an extensive listing of codes,
please consult the Iridium Web site page:
www.iridium.com/customer and refer to the User Manual
section or one of the many Internet sites that contain this
information.
DIRECT DIALING
− Placing a call from a ground phone (USA/Canada) to an Iridium-
equipped airplane, dial: 011 (International Direct Dial access code
prefix) + 8816 (Iridium Country Code) + XXX.XXXXX (the X’s denote
the Iridium Network Number). Caller may hear a pause of up to 25
seconds as the system completes the call.
− Placing a call from a ground phone (outside the USA/Canada) to an
Iridium-equipped airplane, dial: **00 (International Direct Dial access
code prefix of the country from which the call is being placed) + 8816
(Iridium Country Code) + XXX.XXXXX (the X’s denote the Iridium
Network Number). Caller may hear a pause of up to 25 seconds as
the system completes the call.
TWO-STAGE DIALING
Two-Stage Dialing may provide the most cost-effective method of
calling an AirCell ST 3100-equipped airplane. Utilizing this dialing
method, the calling party is charged by their long distance telephone
provider for a long distance call to Tempe, Arizona, USA for the
duration of the call. The called party (in the airplane), is charged AirCell
per minute charges for airtime from the time the call connects in
Tempe, Arizona, USA until the call is terminated.
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COMMUNICATION
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MANUAL
− When placing a call from a ground phone to an AirCell ST 3100-
equipped airplane, dial the automated Iridium Call Routing
Center 480.768.2500. Note that the Call Routing Center is
located in Tempe, Arizona, USA. As a result, long distance
charges will be billed to the caller as if they were dialing
someone in Tempe, Arizona, USA.
− Placing a call from a ground phone (USA/Canada) to the
Iridium Call Routing Center, dial: 1.480.768.2500.
− Placing a call from a ground phone (outside the
USA/Canada) to the Iridium Call Routing Center, dial: **00
(International Direct Dial access code prefix) + 1 (USA
Country Code) + 480.768.2500.
− An automated recording will answer and instruct the caller to dial
the Iridium Phone Number 8816 + XXX.XXXXX.
− The call will be routed to the AirCell ST 3100-equipped airplane.
If the system is registered on the network, in four to six seconds
the system will ring. The called party may receive the call by
pressing the SND key on the handset.
− After completing the call, the user may end the call by pressing
the END key.
PLACING A CALL TO ANOTHER IRIDIUM PHONE

To place an Iridium-to-Iridium call, dial 00 + 8816 + XXX.XXXXX (other
subscriber’s Iridium phone number).
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MANUAL
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MANUAL
INERTIAL REFERENCE SYSTEM (IRS)

The Inertial Reference System (IRS) is responsible for generating
attitude and heading data on EMB-135 BJ. The airplane is equipped
with two identical and independent IRS. The dual IRS installation is
used as an additional navigation sensor for the FMS, and it may also
provide accurate attitude and heading data to the Head-Up Guidance
System (HGS), when this equipment is installed.
Another possibility for HGS-equipped airplanes is the installation of a
single IRS tailored for that equipment, while PFDs, MFDs and RMUs
receive information from two AHRS.
Basically, the IRS provides attitude and heading reference data for the
airplane displays and navigation data for the FMS by sensing linear
motion and angular rates through inertial sensors.
The IRS interface with the airplane’s systems and equipment is as
follows:
− Air Data Computers (ADC 1 and ADC 2): The IRS 1 and IRS 2
receive altitude, altitude rate and true airspeed information from the
ADC 1 and ADC 2 respectively, to improve the precision of computed
navigation data.
− Integrated Computers (IC1 and IC2): The IRS 1 and IRS 2 provide
pitch, roll and heading information to the respective PFD, and
heading information to the respective MFD, through the IC-600s.
Data is transmitted separately to both sides, to ensure that a single
IC failure does not compromise the data path.
− Radio Management units (RMU 1 and RMU 2): the IRS 1 provides
heading information to both RMUs via DAU 2.
− Autopilot System: The IRS 1 provides pitch, roll and acceleration
information to the Autopilot System via IC-600-1.
− Weather Radar: The IRS 2 provides attitude information to the
Weather Radar for antenna stabilization.
− Flight Management System (FMS): The IRS provides attitude,
heading and navigation information to the FMS. The IRS receives
position, magnetic heading, UTC time and date from the FMS.
− EGPWS: The IRS 1 provides attitude and heading information to the
EGPWS.
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− Stall Protection System (SPS): The IRS provides attitude rate

variation and vertical acceleration information to the SPS.
− Integrated Standby Instrument System (ISIS): The IRS 1 provides
heading information to the ISIS.
− Head-Up Guidance System HGS: The IRS 1 (or the dedicated IRS)
provides acceleration, speed, attitude, heading and wind information
to the HGS.
− Windshear Detection And Escape Guidance System: The IRS 1
provides attitude rate variation and vertical acceleration information
to the windshear computer.
− Flight Data Recorder (FDR): The IRS 1 provides attitude and
heading information to the FDR via DAU 2 and IC-600.
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COMMUNICATION
OPERATIONS
MANUAL
IRS INTERFACES WITH OTHER SYSTEMS
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MANUAL
INERTIAL REFERENCE SYSTEM COMPONENTS

Each IRS consists of an Inertial Reference Unit (IRU) and a Mode
Select Unit (MSU).
Each IRU uses two 28 VDC power inputs, one for normal power
(primary source) and the other for backup power (airplane batteries).
The IRU 1 primary power source is the Essential DC Bus 1 and its
backup power source is the Backup Essential Bus. The IRU 2 primary
power source is the DC Bus 2 and its backup power source is the
Backup Bus 2. If the IRU loses the primary power, it automatically
switches to backup power.
When the IRU operates solely on backup power, it will operate for 30
minutes and the ON BATT annunciator on the Mode Selector Unit will
illuminate. The IRS 1 (2) ON BATT advisory message will be
INERTIAL REFERENCE UNIT (IRU)
The Inertial Reference Unit contains three laser gyros and three
accelerometers that are mounted on each of the three axis inside the
IRU, which it uses to measure inertial motion.
The IRU requires initialization data from the Flight Management
System and Air Data Computer. From the inertial measurements,
initialization data, and air data inputs, the IRU performs the calculations
necessary to provide position, velocity, heading and attitude data to the
airplane.
The IRUs are located in the forward electronics compartment.
MODE SELECTOR UNIT (MSU)
The Mode Selector Unit is a cockpit-mounted control panel that
provides mode selection, status indication and test initialization for the
associated IRU. It has a four-position mode select switch and status
and fault annunciators.
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IRS OPERATING MODES

The IRS operating modes may be selected by setting the MSU mode
select switch to the desired mode. Under certain conditions the IRU
may automatically revert to specific modes and sub-modes.
ALIGNMENT MODES
MSU SET FROM OFF TO ALIGN OR NAV
In the alignment mode, the IRU aligns its reference axis to the local
vertical and true north, and estimates the horizontal earth rate
components to compute latitude. The latitude at which the IRU is
aligned affects the alignment time. The relationship between alignment
time and latitude is shown in the chart below.
20
ALIGNMENT TIME - minutes.....
15
10
0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
ALIGNMENT LATITUDE - degrees Northern and Southern
The airplane must remain stationary during alignment, while the MSU
ALIGN annunciator is lit and IRS 1 (2) ALN advisory message
presented on the EICAS. If the IRU detects excessive airplane motion
IRS 1 (2) EXC MOTION advisory message is presented on the EICAS
and it starts an automatic full realignment 30 ± 1 seconds after the
motion stops. Normal passenger-loading or cargo-loading activities
should not cause an excessive airplane motion condition.
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NOTE: To complete the alignment, the IRU requires a valid input of

the airplane’s present position (latitude and longitude) from the
FMS.
While the present position is not entered on FMS the IRS 1 (2) NO
PPOS caution message will be presented on EICAS. If the present
position is not entered during the normal alignment time, the MSU
ALIGN annunciator flashes and the IRS 1 (2) ALN FAULT caution
message will be presented on the EICAS. The IRU will not complete
the alignment phase and/or will not enter the NAV mode until it
receives a valid position input from the FMS.
The IRU accepts multiple entries of latitude and longitude. More than
one entry may be necessary to confirm, update or correct the position.
However, the IRU does not accept new position inputs until 2 seconds
after the previous input. A new position entry overwrites the previous
entry, and the IRU uses only the latest entry for its calculations. The
IRU conducts a position comparison test on latitude and longitude
immediately after each data has been entered. To pass the test, the
entered data must compare within 1 degree of the stored
latitude/longitude from the last power down from the NAV mode. If the
test fails, the MSU ALIGN annunciator flashes and an IRS 1 (2) ALN
FAULT caution message will be presented on the EICAS. If a second
present position entry do not pass in the test the IRS 1 (2) FAIL will be
No attitude and heading is displayed during align mode.
MSU SET FROM NAV TO ALIGN OR NAV TO ALIGN AND BACK TO

NAV (TO BE USED ON THROUGH FLIGHTS):
This command will revert the IRU to the align down-mode, which
zeroes residual velocity errors accumulated during the previous
navigation mode operation. The fine leveling process of the align mode
is reactivated, and heading accuracy is updated. When the IRU enters
the align down-mode, the ALIGN annunciator illuminates and an IRS 1
(2) ALN advisory message is presented on the EICAS.
The airplane must be stationary (ground speed less than 20 knots)
during the align down-mode otherwise an automatic full realignment
will begin in 30 seconds after an excessive aircraft motion stops.
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MANUAL
AUTOMATIC NAVIGATION REALIGNMENT (ANR):

The ANR is entered automatically and concurrently with normal mode
operations, when the IRU senses that the airplane has completed a
“no motion period” (between 7.5 and 15 minutes, as a function of
latitude). In the ANR sub-mode, the IRU applies corrections by zeroing
velocities, resetting the attitude platform, and correcting heading errors
accumulated during the previous navigation mode operation. When the
IRU enters the ANR sub-mode, the ALIGN annunciator illuminates and
an IRS 1 (2) ALN advisory message is presented on the EICAS.
NAVIGATION MODE
The IRU enters the NAV mode after completing its alignment when the
IRU MSU switch is set to NAV. In the NAV mode, the IRU uses the last
valid position data entered during the align mode or align down-mode
as its initial present position and updates the present position based
only on inertial data while it remains in the NAV mode. The IRU
algebraically adds computed magnetic variations from a magnetic
variation topographical map (MAGVAR) to true heading and true track
to produce magnetic heading and track magnetic angle. The magnetic
heading and magnetic tracking angle outputs are set to no computed
data (NCD) inside a northern and southern latitude cutout area.
ATTITUDE MODE
The attitude mode is the IRU’s reversionary mode. It is automatically
entered by the IRU if it experiences in-flight loss of power, or it may be
selected by the crew if the FAULT annunciator lights and an IRS 1 (2)
FAIL caution message is presented on the EICAS, indicating a critical
fault, that invalidates all outputs.
CAUTION: THE MSU SWITCH MUST NOT BE SET TO ATTITUDE

MODE INADVERTENTLY. IF THIS OCCURS ON THE
GROUND, IT IS NECESSARY TO SET THE MSU
SWITCH TO OFF FOR AT LEAST 3 SECONDS, THEN
BACK TO ALIGN OR NAV. IF ATTITUDE MODE IS SET
IN-FLIGHT, IT IS NOT POSSIBLE TO RECOVER THE
NAV MODE.
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This mode provides a quick attitude restart: during the first 20 seconds
the IRU enters the erect attitude transitional mode. In this transitional
mode the IRU computes a new level axis set. The airplane must be
held steady, straight and level until the MSU ALIGN annunciator
extinguishes itself and an IRS 1 (2) ALN advisory message disappears
from the EICAS.
When operating in the attitude mode the IRS 1 (2) ATT MODE caution
message is presented on the EICAS. In this mode, attitude outputs are
not as accurate as when operating in the NAV mode, and magnetic
heading must be entered periodically through the FMS Control Display
Unit.
POWER-OFF MODE
The IRU enters the power-down mode when the MSU switch is set to
OFF and remains in that position for 3 seconds (to prevent inadvertent
selection). After that, power continues for 10 to 15 seconds to transfer
the last calculated latitude and longitude and other IRS parameters to
its non-volatile memory. The ALIGN annunciator illuminates when the
IRU is in the power-down mode (and an IRS 1 (2) ALN advisory
message is presented on the EICAS).
NOTE: The airplane must not be de-energized before the ALIGN
annunciator light extinguishes.
De-energizing the airplane before the ALIGN annunciator extinguishes
itself (and an IRS 1 (2) ALN advisory message is removed from the
EICAS) may interrupt the transferring process of the IRU’s last
calculated position and other IRS parameters to its non-volatile
memory, which will affect the next alignment.
TEST MODE
The test mode is selected by pressing the MSU test switch. The test
mode can be selected in either the align mode or the NAV mode
without affecting basic IRS function. The test mode is inhibited in the
attitude mode and in the NAV mode when aircraft ground speed
exceeds 20 knots.
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COMMUNICATION
OPERATIONS
MANUAL
MAGNETIC VARIATION LATITUDE CUTOUTS
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MANUAL
IRS OPERATING PROCEDURES
POWER-ON AND ALIGNMENT

− Check the MSU switch set to OFF.
− After energizing the airplane press the AVIONICS MASTER Buttons.
− Set the MSU switch to ALIGN or NAV. ALIGN annunciator
illuminates. (ON BATT and NO AIR annunciators may illuminate
briefly). An IRS 1 (2) ALN advisory message is displayed on the
EICAS.
− Through the FMS initial position page, accept one of the present
position options.
− Wait for completion of alignment. When selecting NAV directly, the
IRU automatically enters the NAV mode after successful completion
of alignment.
NAVIGATION MODE ENTRY
− If the MSU switch was set to NAV, make sure that the ALIGN
annunciator goes out and an IRS 1 (2) ALN advisory message
disappears from the EICAS.
− If the MSU switch is set to ALIGN, set the MSU switch to NAV when
the NAV RDY annunciator lights.
− The IRU outputs inertial data to all displays and systems.
ALIGNMENT DOWNMODE (“FAST ALIGNMENT” - to be used on
through flights)
− The airplane must be stationary.
− Pull the MSU switch out of NAV detent and set it from NAV to
ALIGN. The ALIGN annunciator will illuminate and an IRS 1 (2) ALN
advisory message displayed on the EICAS.
− If the IRU position is the same as the known position, set MSU
switch to NAV after the ALIGN annunciator illuminates and an IRS 1
(2) ALN advisory message is presented on the EICAS. The IRU
automatically enters NAV mode after 30 seconds.
− If the IRU position is different from the known position, re-initialize
the IRU with a new position entry through the FMS CDU.
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MANUAL
ATTITUDE MODE SELECTION

The following procedure applies to the selection of the ATT mode after
the FAULT annunciator has illuminated and an IRS 1 (2) FAIL caution
message is presented on the EICAS:
− Set the MSU switch to ATT.
− If the FAULT annunciator extinguishes itself, the ALIGN annunciator
will illuminate for 20 seconds and an IRS 1 (2) ALN advisory
− Hold the airplane steady, straight and level until the ALIGN
annunciator extinguishes itself and an IRS 1 (2) ALN advisory
message disappears from the EICAS.
− Initialize the IRU with magnetic heading through the FMS CDU.
− Update heading periodically through the FMS CDU.
− When operating in the attitude mode the IRS 1 (2) ATT MODE
caution is presented on the EICAS.
CAUTION: WHEN OPERATING IN THE ATTITUDE MODE,
ATTITUDE OUTPUTS ARE NOT AS ACCURATE AS
WHEN OPERATING IN THE NAV MODE, AND
MAGNETIC HEADING MUST BE ENTERED
PERIODICALLY, THROUGH THE FMS CDU.
POWER DOWN
− Set the MSU switch to OFF. The ALIGN annunciator illuminates and
an IRS 1 (2) ALN advisory message is presented on the EICAS.
− After the ALIGN annunciator extinguishes itself and an IRS 1 (2) ALN
advisory message is removed from the EICAS, de-energize the
airplane.
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IRS EICAS MESSAGES

IRS 1 (2) OVERHEAT The associated IRS is
overheated.
IRS 1 (2) ATT MODE The associated IRS is
selected to attitude mode.
IRS 1 (2) ALN FAULT The associated IRS did not
complete the alignment
CAUTION phase successfully.
IRS 1 (2) FAIL The associated IRS has
failed.
IRS 1 (2) NO PPOS The present position has
not been entered.
IRS 1 (2) NO MAG HDG There is no magnetic
heading available.
IRS 1 (2) ALN The associated IRS is in
the alignment phase or the
IRU mode select switch is
set at ALIGN position.
ADVISORY IRS 1 (2) ON BATT The associated IRS is
being powered by the
airplane batteries.
IRS 1 (2) EXC MOTION The associated IRS
detected excessive motion
during the alignment phase.
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MANUAL
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MANUAL
IRS CONTROLS AND INDICATORS

MSU CONTROL PANEL
1 - TEST SWITCH
TEST − When the TEST switch is pressed the IRU enters
the self-test sub-mode.
2 - ANNUNCIATORS
ALIGN − Indicates that the IRU is in the align mode. A
flashing ALIGN annunciator indicates that
latitude/longitude was not accepted by the IRU.
FAULT − Indicates an IRU fault.
ON BATT − Indicates that the IRU is being powered by the
airplane batteries.
BATT FAIL − Indicates that the airplane batteries are incapable
of sustaining IRS operation on backup power
operation.
NAV RDY − Indicates that alignment is complete, if the MSU
switch is set to ALIGN.
NO AIR − Indicates that cooling air is inadequate to cool the
IRU.
3 - MODE SELECTOR SWITCH
− OFF: The IRU circuitry is OFF. However, when the IRU is
operating and the MSU switch is moved from another position to
OFF, there will be a delay of 3 seconds before the IRU starts the
power-down routine, in order to prevent its inadvertent selection.
− ALIGN: Once this mode is selected the IRU starts the full
alignment or alignment down-mode. ALIGN annunciator is ON
and an IRS 1 (2) ALN advisory message is presented on the
EICAS.
− NAV: There is a detent in the NAV position. The switch must be
pulled out of the detent to be moved to another position.
− ATT: If the MSU switch is placed at this position, after 2 seconds
(time delay incorporated to prevent inadvertent selection of the
ATT mode) the IRU enters the erect attitude sub-mode for 20
seconds, during which the ALIGN annunciator illuminates. Then
the IRU enters the attitude mode and the IRS 1 (2) ATT MODE
caution message will be presented on the EICAS. On the ground,
the MSU switch must be set to OFF for at least 3 seconds before
the ALIGN or NAV mode can be re-established.
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COMMUNICATION
OPERATIONS
MANUAL
IRS MODE SELECTOR UNIT
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IRS INDICATIONS ON THE PFD
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
1 - ATTITUDE SPHERE
− Color:
− Sky: blue.
− Ground: brown.
2 - ROLL SCALE
− Color: White
− Range: 360 degrees.
− Resolution: 10, 20, 30 and 60 degrees for left and right roll
attitudes.
− Fixed pointers (unfilled triangles) are located at zero degrees
and 45 degrees (LH and RH).
3 - ROLL POINTER
− Color: White.
− Provides the roll angular indication against the roll scale.
4 - EXCESSIVE PITCH CHEVRONS

− Color: Red
− Marks –45 and 65 degrees pitch up, and 35, 50 and 65 degrees
pitch down.
5 - PITCH SCALE
− Color: White.
− Range: 0 to 90 degrees (pitch up and pitch down).
− Marks:
− Pitch up: 0, 5, 10, 15, 20, 25, 30, 40, 60 and 90 degrees.
− Pitch down: 5, 10, 15, 20, 25, 30, 45, 60 and 90 degrees.
6 - GROUND/SKY REFERENCE EYEBROW

− Color: Blue or brown.
− The eyebrow provides a quick ground/sky reference for attitudes
where the horizon line is out of the display.
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COMMUNICATION
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MANUAL
ELECTRONIC ATTITUDE DIRECTOR INDICATOR
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MANUAL
ATTITUDE DECLUTTER
When there is an excessive attitude situation, certain indicators are

removed in order to declutter the PFD.
Excessive attitude situation occurs when roll attitude is greater than 65
degrees, or pitch attitude greater than 30 degrees nose up or
20 degrees nose down.
In this case, the following symbology shall be removed from the
display:
− Flight Director couple arrow,
− Low Bank limit arc,
− Flight Director command bars,
− Vertical Deviation scale, pointer and label,
− Radio Altitude digits, label and box,
− Marker beacons indicators,
− Decision Height digits and labels,
− Selected Airspeed bug and indicators,
− Vertical Speed bug and indicators,
− Selected Altitude bug, indicators and box,
− All failure flags associated with the items listed above,
− The Heading, Radio Altitude, LOC, GS, and ILS comparison monitor
displays.
The PFD indicators will be restored when the two conditions below are
met:
− Roll attitude less than 63 degrees left and right.
− Pitch less than 28 degrees nose up and greater than 18 degrees
nose down.
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MANUAL
ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)
1 - COMPASS CARD DISPLAY

May be displayed in the Full Compass or Arc formats, selected via
the Display Control Panel (see section 2-18-40).
− Color: white.
− Range: 360 degrees.
− Resolution: 5 degrees.
2 - HEADING LUBBER LINE (FULL COMPASS FORMAT)

− Color: White.
− Provides the current heading reading against the heading scale.
3 - CURRENT HEADING DIGITAL DISPLAY (ARC FORMAT)

− Color:
− Open box: white
− Digits: white
− Range: 0 to 360 degrees.
− Resolution: 1 degree.
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COMMUNICATION
OPERATIONS
MANUAL
EHSI - FULL COMPASS AND ARC FORMATS
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MANUAL
COMPARISON MONITORS
1 - ATTITUDE COMPARISON MONITOR DISPLAY

− Label: ROL, PIT or ATT.
− Color: Amber.
− If roll information deviates by more than 6 degrees between the
PFD 1 and PFD 2, a ROL comparison monitor will be displayed
inside the attitude sphere.
− If pitch information deviates by more than 5 degrees between
the PFD 1 and PFD 2, a PIT comparison monitor will be
displayed in the upper-left portion of the attitude sphere.
Simultaneous activation of the both pitch and roll comparison
monitors will be announced by an ATT label displayed in the
upper-left portion of the attitude sphere, in the same field of the
ROL and PIT comparison monitors.
2 - ATTITUDE FAILURE DISPLAY

− Removal of the pitch scale and roll pointer.
− Coloring the attitude sphere overall blue.
− A red ATT FAIL label is displayed on the top center of the
attitude sphere.
3 - ATTITUDE SOURCE ANNUNCIATION

− Label: ATT1 for IRS 1 and ATT2 for IRS 2.
− Color: Amber when one AHRS supplies both sides or both IRS
are supplying cross-side.
− Annunciations are removed when both IRS are supplying on-
side PFDs.
4 - HEADING SOURCE ANNUNCIATION

− Label:
− MAG1 or MAG2 when cross-side IRS source is selected.
− Color:
– For MAG: amber when the same IRS is supplying both sides
or both IRS are supplying cross-side.
− When both IRS are supplying on-side, annunciation is removed.
− If a heading source becomes invalid the heading source
annunciation will refer to the invalid heading source, HDG1 or
HDG2, as applicable.
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MANUAL
5 - HEADING COMPARISON MONITOR DISPLAY

− Color: Amber.
− Label: HDG
− Activated when a difference of 6 degrees between both PFDs is
found and the airplane roll is less than 6 degrees.
− For airplane rolls greater than 6 degrees, annunciation will be
displayed if the difference between both PFDs is greater than
12 degrees.
− The HDG threshold will be restored to 6 degrees if the airplane
roll is less than 5 degrees for 90 seconds. Otherwise, a 12
degrees HDG threshold will be maintained.
6 - HEADING FAILURE DISPLAY

− Digital heading bug symbol is removed and a red HDG FAIL
annunciation is displayed on the PFD and MFD compass cards.
− The bearing pointers, map display, To/From, selected heading
bug, drift angle, selected course/track and course deviation
displays will be removed.
− Heading source annunciation will be HDG 1 or HDG 2.
− Heading select and course select/desired track digital display
will be replaced by amber dashes.
7 - COURSE DEVIATION FAILURE

− Pointer is removed.
− Red X displayed over the scale.
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COMMUNICATION
OPERATIONS
MANUAL
IRS FAIL INDICATION ON THE PFD
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COMMUNICATION
OPERATIONS
MANUAL
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COMMUNICATION
OPERATIONS
MANUAL
FLIGHT MANAGEMENT SYSTEM (FMZ 2000)

The FMZ 2000 Flight Management System (FMS) controls a complete
range of navigation functions. Its primary purpose is to provide high
accuracy in long range lateral and vertical navigation. The system may
be installed with a single or dual configuration. Should the airplane
have a dual configuration, each unit can provide navigation data to the
other unit. For additional information on functions and operation, refer
to the manufacturer’s manual.
The FMS is mainly composed of the following components:
− Control Display Unit (CDU).
− Navigation Computer (NZ).
− Data Loader (DL) or Portable Data Transfer Unit (PDTU).
The FMS operates in the following situations: Oceanic, Remote, North
Atlantic Minimum Navigation Performance Specification Airspace,
Enroute, Terminal, Non-Precision Approach and Required Navigation
Performance 10.
The FMS interfaces with the followings systems and equipment:
− GPS sensor(s), ADC 1 and 2 - The GPS receives satellite data
through the passive GPS antenna, processing and blending collected
data with ADC data and sends the resulting information to the FMS
computer.
− IRS 1 and 2 - Provides the necessary data to compute wind and for
Dead Reckoning Mode, when the subsystem is not capable of
navigating by itself.
− MFD and PFD - The FMS provides data for display navigation
guidance on the PFD and navigation map data on the MFD.
− RMU 1 and 2 - The RMU interfaces with the FMS computer to
control the operating frequencies, modes and channels of the
various radios. For the dual configuration, each RMU supplies each
respective on-side NZ.
− COM 1 and 2, NAV 1 and 2 - The FMS includes a radio-tuning page
on which the pilot can manually select the VHF NAV and COM
frequencies. Only the NAV frequency is fed back to the FMS
computer for verification of the tuning action. COM 1 and 2 interface
with FMS through the RMUs. The FMS can also automatically select
the NAV radio frequencies.
− The FMS also provides latitude and longitude to TCAS.
The Control Display Unit (CDU), located on the control pedestal,
provides control functions management and operating modes for
proper FMS operation.
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COMMUNICATION
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COMMUNICATION
OPERATIONS
MANUAL
FMS SCHEMATIC
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COMMUNICATION
OPERATIONS
MANUAL
FMS OPERATING MODES

FMS FUNCTIONS
NAVIGATION
The navigation function computes the airplane position and velocity for
all phases of flight. The navigation priority modes, based on sensor
accuracy, are as follows:
− GPS
− DME/DME
− VOR/DME
− IRS (if installed)
The GPS is the most accurate sensor. When the GPS is in use, the
other sensors are still monitored for position differences, but they do
not contribute to FMS position, unless the GPS becomes inaccurate,
unavailable or is manually deselected. In this case, the FMS
automatically tunes the DME/DME in order to provide position. When
DME/DME is not accurate, the VOR/DME is selected.
On airplanes equipped with dual Inertial Reference System (IRS),
replacing the AHRS, the IRS is used as a primary navigation sensor
when other navaid are not available.
If all position sensors and radios are lost, the FMS shifts to Degrade
Mode (DGRAD) and in approximately 2 minutes it enters the Dead
Reckoning Mode (DR). In this mode, the position is calculated using
the last known airplane position. The ground speed and track are
estimated with IRS heading, ADC TAS and the last known wind data.
The dual FMS configuration may operate with dual IRS and dual GPS
providing four long-range navigation sensors. The sensors status may
be accessed in the NAV INDEX 1/2 page.
In this configuration, on-side FMS outputs and flight plan information
are available to the opposite-side FMS through an interconnecting bus.
The automatic tuning is made through the RMU for computing an
optimum position. The FMS also includes a radio-tuning page on which
the pilot can manually select VHF NAV, COM, ADF and transponder
frequencies. The FMS has the capability of tuning communication
frequencies in the 8.33 kHz channel spacing.
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MANUAL
FLIGHT PLANNING
The flight planning function computes the active flight plan with both
lateral and vertical definition.
When the FMS long-range navigation is selected, the flight director
command bars will provide the visual command to bank the airplane to
the desired track.
The VNAV is applicable only for the descent path and it is not coupled
to the flight director, being only a reference information displayed on
the PFD glide slope scale.
Additionally the navigation computer can be programmed by the
operator to automatically fly different types of holding patterns.
DATA BASE
The database contains worldwide coverage of navaids, airways,
departure procedures, approach procedures, Standard Terminal
Arrival Routes (STARs), airports and runways. This information is
updated every 28 days. The database can also store up to 200 pilot-
defined flight plans and waypoints, which are only updated when
changed by the pilot.
In single configuration, the Data Loader (DL) is used to update the
Database, transferring data to and from the Navigation Computer. In
this configuration, this unit can be installed on the left lateral console,
close to the pilot’s mask stowage box.
In dual configuration, the Portable Data Transfer Unit (PDTU) is used
to reload entire information package at each update by using a 3 1/2"
floppy disk.
NAVIGATION DISPLAY
A multiple waypoints map, based on the airplane’s present position,
can be displayed on the MFD. It comprises the Waypoints connected
by white lines defining a pre-planned route, and also navaids and
airports.
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FMS MODES
The dual FMS configuration provides four operating modes that may
be accessed through the FMS MAINTENANCE 1/3 page:
DUAL MODE
In this mode, the following information is automatically transferred to
the cross-side FMS: flight plan, performance data, waypoints defined
by the pilot, flight plans created in one system and radio tuning.
NOTE: For the proper operation in DUAL mode it is necessary to use
the same software version, same NAV and CUSTOM data
bases and same settings for both systems in the Configuration
Modules. The initial position difference between both systems
shall not be more than 10 NM.
INITIATED TRANSFER MODE

In this mode the flight plan and performance data entry will only be
transferred to the cross-side FMS through the prompt command
available in the last page of the ACTIVE FLT PLAN pages. Waypoints
defined by the pilot, created flight plans and radio tuning are
automatically transferred to the cross-side FMS.
NOTE: For the proper operation in INITIATED TRANSFER mode it is
necessary to use the same software version, same NAV and
CUSTOM data bases and same settings for both systems in
the Configuration Modules. The initial position difference
between both systems shall not be more than 10 NM.
INDEPENDENT MODE
In this mode, only the radio tuning is automatically transferred to the
cross-side FMS.
NOTE: To operate in the INDEPENDENT mode, it is necessary to use
the same software version and same settings in the
Configuration Modules. If any of these requirements is not
accomplished, the system automatically passes for the
possible operating mode. For instance, if only the CUSTOM
database differs in both systems, the operating mode
automatically switches from DUAL to INDEPENDENT.
SINGLE MODE
No information is exchanged between both systems.
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MANUAL
FMS CONTROLS AND INDICATORS
CONTROL DISPLAY UNIT (CDU)
1 - ANNUNCIATORS
The annunciators are located on the top of the LCD display.
− Colors:
− White: indicating advisory annunciation.
− Amber: indicating alerting annunciation.
DSPLY (White) Illuminates when the CDU displays a page that
is not relative to the current airplane lateral or
vertical flight path. This annunciator is not
shown on the PFD.
DR (Amber) Illuminates when a radio updating loss occurs,
as well as all other position sensors, for a period
longer than 2 minutes.
DGRAD (Amber) Illuminates when the FMS cannot guarantee the
position accuracy for the present phase of the
flight.
MSG (White) Illuminates when there is a message (advisory
or alert) on the scratchpad. The annunciator
turns off when the message is cleared from the
scratchpad.
OFFSET (White) Illuminates when a lateral offset path has been
entered in the FMS. The annunciator turns off
when the offset is removed.
APRCH (White) Illuminates when the FMS is selected as
navigation source and the following conditions
are valid: a non-precision instrument approach
has been activated from the navigation
database, the airplane position is between 2 NM
outside the final approach fix and the missed
approach point, the DGRAD must be off and
FMS using approved sensors for non-precision
approach.
NOTE: The FMS transmits all the annunciators to the PFD, except the
DSPLY annunciator, so the pilot must not trust only on the FMS
CDU for checking the FMS system status.
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MANUAL

− There are four line select buttons on each side of the CDU that
provide the following functions:
− Select submodes within major modes when in an indexed
display.
− Used as direct access to the other FMS modes when in a
non-indexed display.
− Enter data to the scratchpad.
3 - BRIGHTNESS CONTROL BUTTON
− Used to manually control the brightness of the display.
− Using this button, the photo sensors are activated and maintain
the brightness level through a wide range of lighting conditions.
The brightness is adjusted pressing up or down the Bright/Dim
button, and a control bar will be displayed in the scratchpad.
− The brightness can be adjusted so that, during daylight
conditions, the display cannot be seen.
4 - MODE BUTTONS
PERF Displays the performance pages.
NAV Displays the NAV index pages.
FPL It may be used to display the first page of the active
flight plan, if the flight plan was previously entered, to
manually create a flight plan, to select a stored flight
plan and to create a flight plan for storage.
PROG Displays the first progress page, the current status of
the flight.
DIR Displays the active flight plan with the DIRECT and
INTERCEPT prompts.
5 - ALPHANUMERIC BUTTONS
− Consist of alphabet letters, the numbers 0 through 9, a decimal
and a slash. It is used to enter inputs to the FMS. A
SP (Space) key is used to insert a space following a character
in the scratchpad, and a +/- (Plus/Minus) key will result in
a - being entered, changing to + in a subsequent press.
− The alphanumeric keys make entries only on the scratchpad.
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6 - FUNCTIONS BUTTONS
PREV Changes the current page to the previous page.
NEXT Changes the current page to the next page.
CLR Clears alphanumeric entries in the scratchpad or a
scratchpad message.
DEL Works together with line select buttons in order to delete
waypoints and other items displayed on the CDU. This
button is inhibited when a message is displayed.
The CDU has five function buttons directly above the LCD display that
will not work if pressed. The following messages will be displayed in
the scratchpad:
VIDEO VIDEO NOT AVAILABLE.
GRAPHIC GRAPHIC NOT AVAILABLE.
ATC ATC NOT AVAILABLE.
BACK BACK COMPLETE.
FN FN NOT AVAILABLE.
7 - SCRATCHPAD
− It is the working area, located on the bottom line of the display,
where the pilot can enter data and/or verify data before line
selecting the data into its proper position.
− Data is retained on the scratchpad throughout all mode and
page changes.
− The scratchpad also provides advisory and alerting messages to
be displayed.
The colors are designed to highlight important information. Color
assignments are coordinated as much as possible with other displays.
See below the parameters associated to each color:
Vertical Cyan (Blue)
Atmospheric Data Cyan (Blue)
Lateral Green
FROM Waypoint Yellow
TO Waypoint Magenta
Prompts and Titles White
Flight Plan Names Orange
Index Selections Green
Page Code
REVISION 7 2-18-35 9 01
COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-35 10 01 ORIGINAL
COMMUNICATION
OPERATIONS
MANUAL
FMZ 2000 FMS CD-820 CONTROL PANEL
Page Code
REVISION 7 2-18-35 11 01
COMMUNICATION
OPERATIONS
MANUAL
JOYSTICK (OPTIONAL)
The joystick functions are available through the joystick controller that
is located on the control pedestal and through the selection of the MFD
JSTK menu.
When the MFD joystick menu is selected, the joystick controller is
available to control the Designator Symbol movement on the MFD
FMS flight plan.
JOYSTICK OPERATION
On power-up, the designator is co-located with the present flight plan
waypoint position.
If MAP mode is selected, moving the joystick controller, will cause the
Designator Symbol to be displayed in blue color with a broken line
which moves in the same direction from its last waypoint position.
If PLAN mode is selected, moving the joystick controller, the flight plan
moves to the opposite direction from its last position, while the
Designator Symbol remains fixed at the center of the plan format.
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COMMUNICATION
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MANUAL
JOYSTICK CONTROLLER
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ORIGINAL 2-18-35 13 01
COMMUNICATION
OPERATIONS
MANUAL
JOYSTICK MENU BUTTONS FUNCTION AT MAP MODE

− SKIP ("SKP") button: Skips the designator to the position of the next
waypoint in the flight plan in case of the designator is co-located
with a plan waypoint. Otherwise, the designator broken line tail
skips to the next waypoint in the flight plan.
− RECALL ("RCL") button: Positions the designator at the present
position of the airplane and removes the designator box from the
display in case of the designator is co-located with the flight plan
waypoint. Otherwise, the designator is positioned over the waypoint
from which the designator line is extended and the designator line is
removed from the display.
− ENTER ("ENT") button: The latitude and longitude coordinates of
the designator are transmitted to the selected FMS scratchpad as a
requested waypoint.
JOYSTICK MENU BUTTONS FUNCTION AT PLAN MODE

− SKIP ("SKP") button: Positions the flight plan so the next waypoint
is displayed over the designator in case of the designator is co-
located with a flight plan waypoint. Otherwise, skips the tail of the
designator line to the next waypoint in the flight plan.
− RECALL ("RCL") button: Positions the designator at the present
position of the airplane and removes the designator box from the
display in case of the designator is co-located with a flight plan
waypoint. Otherwise, it positions the designator over the waypoint
from which the designator line is extended and removes the
designator line from the display.
− ENTER ("ENT") button: The latitude and longitude coordinates of
the designator are transmitted to the selected FMS scratchpad as a
requested waypoint.
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2-18-35 14 01 REVISION 7
COMMUNICATION
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MFD JOYSTICK MENU
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REVISION 7 2-18-35 15 01
COMMUNICATION
OPERATIONS
MANUAL
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2-18-35 16 01 REVISION 7
COMMUNICATION
OPERATIONS
MANUAL
NAVIGATION DISPLAYS
The navigation data provided by the Radio Management System and
Flight Management System are displayed to the crew through the
PFDs, MFDs and RMUs.
ADF and/or VHF NAV bearings and VHF NAV or FMS CDI (Course
Deviation Indicator) are displayed on the PFD in an Electronic
Horizontal Situation Indicator (EHSI). The EHSI navigation sources as
well as the display format (Full Compass or Arc) may be selected by
the crew via the Display Control Panel (DCP).
Several other navigation data are also presented on the PFDs: GS
(Glide Slope) pointer, DME distance, Ground Speed/Time-to-go,
marker beacon indicators, wind intensity and direction vector, etc.
The MFDs present Weather Radar, TCAS and the route selected on
the FMS. Additional information is also presented on the MFD: wind
intensity and direction vector, TAS, Time-to-go, etc.
The RMUs NAV Backup Page also present the EHSI, in the Arc format
only (see section 2-18-11).
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NOVEMBER 30, 2001 2-18-40 1 01

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MANUAL
DISPLAYS CONTROLS AND INDICATORS
DISPLAY CONTROL PANEL (DCP)
1 - DISPLAY FORMATS SELECTOR BUTTON

− Pressing the FULL/WX Button alternates the EHSI presentation
on the PFD between Full Compass format and Arc format.
− In Arc format the Weather Radar Display is also presented
whenever the Weather Radar is operating.
2 - GROUND SPEED AND TIME-TO-GO SELECTOR BUTTON

− Pressing the GSPD/TTG Button alternates the respective
information on the PFD between ground speed and time-to-go.
3 - ELAPSED TIME SELECTOR BUTTON

− The first actuation enters the Elapsed Time Mode on the PFD
respective field. The subsequent actuation provides the
following sequence of control: RESET - ELAPSED TIME -
STOP - REPEAT.
4 - NAVIGATION SOURCES SELECTOR BUTTON

− Provides the selection of the VHF NAV (VOR, ILS and MLS) as
navigation source for the EHSI. If the VHF NAV is already
selected, pressing the NAV Button selects the opposite VHF
NAV as navigation source for the on-side EHSI. Pressing the
NAV Button once again will restore the normal operation: VHF
NAV 1 information presented on the PFD 1 and VHF NAV 2
information presented on the PFD 2.
5 - FMS SOURCE SELECTOR BUTTON (OPTIONAL)

− Provides the selection of the FMS as navigation source for the
EHSI.
− On airplanes equipped with dual FMS, pressing the FMS Button
for the second time selects the opposite FMS as navigation
source for the on-side EHSI (and for the on-side MFD MAP).
Pressing the FMS Button once again will restore the normal
operation: FMS 1 information presented on the PFD 1 (and MFD
1) and FMS 2 information presented on the PFD 2 (and MFD 2).
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MANUAL
6 - BEARING SELECTOR KNOB

OFF − The associated PFD bearing pointers are disabled.
NAV 1 (2) − Selects the respective VHF NAV as source for the
associated bearing pointer.
ADF − Selects the respective ADF as source for the
FMS − Selects the FMS as source for the associated
bearing pointer.
7- DECISION HEIGHT SETTING AND IC-600 TEST KNOB

− Provides the Radio Altimeter (RA) decision height setting.
− When pressed on ground provides the IC-600 and RA test
activation. Refer to Section 2-4 – Crew Awareness for further
information on test function and Section 2-17 – Flight
Instruments for further information on decision height setting
and RA test in flight.
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NOVEMBER 30, 2001 2-18-40 3 01

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MANUAL
Page Code
2-18-40 4 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
DISPLAYS CONTROL PANEL
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NOVEMBER 30, 2001 2-18-40 5 01

COMMUNICATION
OPERATIONS
MANUAL
FMS SOURCE SELECTION ON THE MFD

As explained on the Display Control Panel (DCP) description, pressing
the FMS Button on that panel selects the FMS as navigation source for
the PFD and MFD.
On airplanes equipped with dual FMS, pressing the FMS Button (on
the Display Control Panel) for the second time selects the opposite
side FMS as navigation source for the on-side EHSI (and for the on-
side MFD MAP). Pressing the FMS Button once again will restore the
normal operation: FMS 1 information presented on the PFD 1 (and
MFD 1) and FMS 2 information presented on the PFD 2 (and MFD 2).
However, on airplanes equipped with dual FMS it is possible to select
the opposite side FMS as MFD navigation source even if the FMS is
not selected as navigation source for the PFD.
In this case, pressing the MFD Bezel Button adjacent to the MFD SRC
label (presented on the MFD submenu), the on-side MFD will display
the opposite side FMS data. This label is not presented if the FMS is
already selected as navigation source for the PFD.
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COMMUNICATION
OPERATIONS
MANUAL
CROSS-SIDE FMS SOURCE SELECTION ON THE MFD
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NOVEMBER 30, 2001 2-18-40 7 01

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MANUAL
ADF, VHF NAV AND DME INDICATIONS ON THE PFD
1 - VERTICAL DEVIATION DISPLAY

− Color:
− Scale: white.
− GS Pointer: - green.
- yellow if the same source is supplying both
sides.
− GS label: green.
− For glide slope presentation the pointer will be parked up or
down of the deviation display when the deviation exceeds the
external dots.
− Glide slope information will be displayed when SRN NAV is
selected for display and tuned to LOC is active.
2 - MARKER BEACON DISPLAY
− Color:
− O label: cyan.
− M label: amber.
− I label: white.
− Box: white.
− An O, an M or an I flashing annunciation is displayed when the
outer marker, the middle marker or the inner marker is detected,
respectively.
− A beacon box surrounding the MB flashing annunciations will be
shown when a SRN is displayed, tuned-to-localizer is active and
a marker is also active.
3 - BEARING POINTER
− Color:
− Cyan for Bearing 1
− White for Bearing 2
− Circle coded for #1 source {VOR 1, ADF (for single installation)
or ADF 1 (for dual installation)}.
− Diamond coded for #2 source {VOR 2, ADF (for single
installation) or ADF 2 (for dual installation)}.
− Pointer is removed if the selected source signal is invalid.
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4 - TO/FROM POINTER
− Color: White.
− Displayed towards the nose or the tail of the airplane to indicate,
respectively, "TO" or "FROM" the navigation aid.
5 - DME FIELD
− Displays Ground Speed, Time-to-go, and Elapsed Time.
− GROUND SPEED DISPLAY
− Color: Digits: green.
GSPD label: white.
− Range: 0 to 550 KIAS.
− Resolution: 1 KIAS.
− TIME TO GO DISPLAY
− Color: Digits: the same of the NAV source color.
TTG label: white.
− Range: 0 to 399 min.
− Resolution: 1 minute.
− ELAPSED TIME
− Color: Digits: green.
ET label: green.
− Range: 00:00 to 09:59 h.
− Resolution: Displayed in the format minutes: seconds (for
less than one hour), and hours (minutes for more than one
hour).
6 - COURSE DEVIATION SCALE
− Color: White.
− Color:
− Green: when the source is the on-side VOR.
− Yellow: when the source is the cross-side VOR.
− Indicates against the course deviation scale, the difference
between the selected course and the VOR bearing.
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8 - BEARING SOURCE ANNUNCIATIONS

− Label: VOR1, VOR2, ADF1 or ADF2.
− Color:
− Cyan for Bearing 1
− White for Bearing 2
− Circle coded for #1 source {VOR 1, ADF (for single installation)
or ADF 1 (for dual installation)}.
− Diamond coded for #2 source {VOR 2, ADF (for single
installation) or ADF 2 (for dual installation)}.
− Indicates the current source of input to the bearing pointers.
− Source annunciation will be retained on the PFD, even in case
of an invalid bearing signal.
9 - DME HOLDING AND DISTANCE ANNUNCIATION
− Color:
− Digits: green.
− NM label: white.
− H label: amber.
− Range:
− Short Range NAV: 0 to 300 NM.
− Resolution: 0.1 NM.
− When the DME hold is active an H label is displayed on the RH
of the DME distance digital readout. In this condition the H label
replaces the distance NM label.
10 - COURSE DEVIATION NAV SOURCE ANNUNCIATION

− Label: VOR1, VOR2, ILS1, ILS2 or FMS (optional)
– Color:
– Yellow: when the same source is selected for both sides or
is supplying cross-side.
– Green: when both sides present on-side sources, even if
they are different.
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(EHSI IN FULL COMPASS FORMAT)
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NOVEMBER 30, 2001 2-18-40 11 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-40 12 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL

(EHSI IN ARC FORMAT)
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NOVEMBER 30, 2001 2-18-40 13 01

COMMUNICATION
OPERATIONS
MANUAL
FMS INDICATION ON THE PFD
1 - VERTICAL ALERT ANNUNCIATION

− Label: VTA
− Color: Amber
− The VTA is displayed when the vertical alert bit is received from
the FMS.
2 - VERTICAL DEVIATION DISPLAY
− When the FMS VNAV is selected the Vertical Deviation is
activated.
− The Vertical Deviation Display indicates the vertical deviation
between the airplane and the selected vertical path.
− Label: FMS
− Color: Amber
− The FMS label and the scale are white.
− If the FMS is the navigation source for only one side, the
pointer will be magenta, otherwise it will be amber.
3 - MESSAGE ANNUNCIATION
− Label: MSG
− Color: Amber
− The MSG is displayed when a message is available on the FMS
Panel.
4 - GROUND SPEED/TIME TO GO DATA
− Label: GSPD for Ground Speed.
TTG for Time To Go.
− Color: Labels and units are white.
− For single configuration, if the FMS is the navigation source
for only one side, the GSPD and TTG readouts will be
magenta, otherwise, they will be amber.
− For dual configuration, if each FMS is the navigation source
of the respective side, the GSPD and TTG readouts will be
magenta. Otherwise, they will be amber.
− The Ground Speed unit is knots (KTS) and the Time To Go unit
is minutes (MIN).
− The resolution of the digital values is 1 unit.
− For invalid values, the digits will be replaced with three amber
dashes.
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5 - DRIFT ANGLE BUG

− Color: Magenta.
− The Drift Angle Bug rotates around the compass card, providing
the reading of the airplane tracking.
− Color: If the FMS is the navigation source for only one side, the
Course Deviation Bar will be magenta, otherwise, it will be
amber.
7 - TO/FROM POINTER
− Color: White.
8 - BEARING POINTER
− Color: Cyan for Bearing 1 (circle shaped).
White for Bearing 2 (diamond shaped).
9 - BEARING SOURCE ANNUNCIATIONS
− Color: Cyan for Bearing 1 (circle shaped).
White for Bearing 2 (diamond shaped) in single FMS
configuration.
In dual configuration there will be an indication if FMS 1
or 2 is being used.
10 - WIND VECTOR DISPLAY
− Color: Magenta.
− A single vector shows the direction of the wind relative to the
airplane symbol. The digits indicate the wind intensity in knots.
11 - DEGRADE MODE/DEAD RECKONING MODE/WAYPOINT
ANNUNCIATIONS
− Label: DGRAD for Degrade Mode (single FMS configuration only)
DR for Dead Reckoning mode.
WPT for waypoint.
− Color: Amber
− WPT is lit when the airplane is approaching the next waypoint.
12 - DISTANCE DISPLAY
− Color:
− In single configuration, if the FMS is the navigation source
for only one side, the distance readout will be magenta.
Otherwise, it will be amber.
− In dual configuration, if each FMS is the navigation source
of the respective side, the distance readout will be
magenta, otherwise it will be amber.
− The unit is white.
− The distance unit is nautical miles (NM).
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COMMUNICATION
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MANUAL
13 - TO WAYPOINT SYMBOL
− Label: Waypoint identifier name (Ex: KDVT).
− Color: Magenta. For dual configuration, when using cross-side
information, the color is amber.
− In the sequence established, the TO waypoint is the next one
from the current airplane position.
14 - APPROACH/TERMINAL AREA ANNUNCIATIONS
− Label: APP for Approach.
TERM for Terminal Area.
− Color: Cyan.
− When APP is displayed it indicates that the FMS is in the flight
approach phase and also can indicate that the lateral deviation
scaling has been set to approach scale factor.
− In the APP mode the deviation indicator sensitivity and FMS
tracking gains are increased.
− The TERM annunciator is displayed when the airplane enters
in the terminal area or when the lateral deviation scaling has
been set to the enroute scale factor.
− Priority is given to the APP message.
15 - FMS SOURCE ANNUNCIATION
− Label: FMS.
− Color:
for only one side, the FMS label will be magenta.
Otherwise, it will be amber.
for the respective side, the FMS label will be magenta,
otherwise it will be amber.
− FMS is displayed only when a single source is installed.
16 - HEADING ANNUNCIATION
− Label: HDG SEL (For dual FMS configuration).
− Color: White. For dual configuration, if each FMS is the
navigation source for the respective side the color will
be white, otherwise it will be amber.
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17 - SELECTED COURSE/DESIRED TRACK ANNUNCIATIONS AND

READOUTS
− Label: DTK for Desired Track.
CRS for Selected Course.
− Color:
for only one side, the CRS label will be green and DTK will
be magenta. Otherwise, both labels will be amber.
for the respective side, the CRS and DTK labels will be
magenta. Otherwise they will be amber.
− The readouts will have the same color as the CRS and DTK
annunciations.
− DTK is displayed when the FMS is the selected navigation
source.
18 - CROSSTRACK ANNUNCIATION
− Label: SXTK
− Color:
for only one side the label will be magenta, otherwise it will
be amber.
− For dual configuration: The color will be ever amber.
− SXTK is displayed to indicate that the airplane is off track.
19 - CAPTURED LATERAL MODE

− Refer to Section 2-19 - Autopilot.
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Page Code
2-18-40 18 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
FMS INDICATION ON THE PFD
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NOVEMBER 30, 2001 2-18-40 19 01

COMMUNICATION
OPERATIONS
MANUAL
FMS INDICATION ON THE MFD
1 - FMS SOURCE ANNUNCIATION

− Label: FMS for single configuration.
FMS1 or FMS2 for dual configuration.
− Color:
− Magenta: when the source is the on-side FMS.
− Yellow: when the source is the cross-side FMS.
2 - DRIFT ANGLE BUG
− Color:
− The Drift Angle Bug rotates around the compass card, providing
the reading of the airplane tracking.
3 - WAYPOINT SYMBOL
− Label: Waypoint identifier name (Ex: KDVT).
− Color: All Waypoints are white except the TO waypoint.
− Waypoint is displayed as a four pointed star at the geographical
locations, referenced to the current present position, where the
selected transitions of the flight plan occur.
− A maximum of 10 Waypoints can be displayed, including the
FROM waypoint.
− A navigation aid or airport can also be located on the flight plan
at a transition point and is accounted in the maximum allowable
number of Waypoints.
4 - AIRPORT ANNUNCIATION
− Label: APT.
− Color: Cyan.
− Appears when an airport symbol is shown along the route.
5 - NAVAID ANNUNCIATION
− Label: NAV.
− Color: Cyan for single or green for dual configuration.
− Appears when a navaid symbol is shown along the route.
6 - DESIGNATOR RANGE AND BEARING READOUT
− Color: Cyan.
− The range readout indicates the distance between the airplane
and the Designator Symbol.
− The bearing readout bearing location of the Designator Symbol
related to the airplane position.
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7 - TO WAYPOINT SYMBOL
− Color:
− In the sequence established, the TO Waypoint is the next one
from the current airplane position.
8 - LATERAL DEVIATION DISPLAY
− Color: White.
− Right after the values there is a letter which may be L or R
standing for Left and Right respectively.
9 - WIND VECTOR DISPLAY
− Color:
− A single vector shows the direction of the wind relative to the
airplane symbol. The digits indicate the wind intensity in knots.
10 - DESIGNATOR SYMBOL
− Color:
− Same color of the Waypoint: If the Designator is co-located
with a connected Waypoint.
− Cyan: If it is not connected.
− The Designator symbol is displayed as an unfilled rectangle
applied in two distinct methods: co-located with a Waypoint or
positioned with the joystick.
− Designator will not be displayed if it represents the current
position.
11 - TO WAYPOINT DATA ANNUNCIATIONS

− It is composed of the annunciators and presented as follows:
− Identification.
− Distance in nautical miles (NM).
− Time to the TO Waypoint in minutes (MIN).
− Color:
− For single FMS configuration the identification is magenta.
The distance and the time are white.
− For dual FMS configuration the identification, distance and
time are magenta, when the source is the on-side FMS, or
yellow, when the source is the cross-side FMS.
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Page Code
2-18-40 22 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
FMS INDICATION ON THE MFD
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NOVEMBER 30, 2001 2-18-40 23 01

COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-40 24 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR SYSTEM

The airplane can be equipped with P-660 or P-880 weather radar
models and 12 inch antenna. For additional information on functions
and operations, refer to the manufacturer’s manual.
The weather radar system is designed for detection and analysis of
precipitation in storms along the flight path of the airplane. The system
provides the flight crew with visual indications regarding rainfall
intensity and turbulence content.
Precipitation intensity level is displayed in four bright colors (magenta,
red, yellow and green) contrasted against a deep black background on
the PFDs’ and MFDs’ radar mode field. Magenta represents the
heaviest rainfall intensity while green indicates the lightest.
The radar may also be used for ground mapping. When operating in
ground mapping mode, prominent landmarks are displayed, which allows
identification of coastlines, mountainous regions, cities or even large
structures.
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REVISION 6 2-18-45 1 01
COMMUNICATION
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COMMUNICATION
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MANUAL
GENERAL
The weather radar system consists of an integrated
Receiver/Transmitter/Antenna unit (RTA) and a dedicated control
panel. The RTA transmits and receives on the X-band radio frequency.
The RTA processes radar echoes received by the antenna. The scan-
converted data are displayed on PFDs’ and MFDs’ radar mode field.
The weather radar system run on 28 V DC powered by one of the
Avionics Switched DC Buses. Should a power supply failure occur, the
weather radar system will become inoperative, as there is no backup
power source for this system.
The weather radar interfaces with other airplane systems and
equipment as presented in the schematic diagram below:
WEATHER RADAR SCHEMATIC
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REVISION 6 2-18-45 3 01
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR NORMAL OPERATION

The weather radar is controlled through the weather radar control
panel and via the MFD Bezel Buttons. The weather radar control panel
provides control functions and operating modes management for
proper weather radar operation. The airplane is equipped with two
weather radar control panels located on the glareshield panel.
INTERPRETING WEATHER RADAR IMAGES

The weather radar is a water detector. It is calibrated to best see water
in its liquid form and with an ideal raindrop diameter. The weather
radar can see rain, wet snow, wet hail and dry hail (depending on its
diameter). The radar can not see water vapor, ice crystals and small
dry hail.
At higher altitudes, there is less humidity in the air and consequently
there is less water condensation. It means that heavy precipitation and
dense cells are less likely to occur. As a result, flight level 200 (FL200)
is defined as "FREEZING LEVEL", i.e., presence of water in its liquid
form is not forecast above this level. However, CBs and other
phenomena may push humidity and water, sometimes supercooled
water, to higher altitudes due to convective activity.
WARNING: DRY HAIL CAN BE PREVALENT AT HIGHER

ALTITUDES. SINCE ITS RADAR REFLECTIVE
RETURN IS POOR, IT MAY NOT BE DETECTED.
Use increased gain when flying near storm tops in order to display the
normally weaker returns that could be associated with hail.
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COMMUNICATION
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MANUAL
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REVISION 6 2-18-45 5 01
COMMUNICATION
OPERATIONS
MANUAL
RADAR WARM UP PERIOD

When power is first applied to the radar, a period of 40 to 100 seconds
is required to allow its magnetron to warm up. The radar displays the
WAIT message on the PFDs’ and MFDs’ radar mode field and does
not transmit or perform an antenna scan. After the completion of
warm-up period, the radar automatically become operational in the
selected mode or goes to forced standby (FSBY) if the airplane is on
the ground.
GROUND OPERATION PRECAUTIONS

If the radar system is to be operated in any mode other than standby or
forced standby while the airplane is on the ground, the following
precautions should be taken:
- Direct nose of airplane so that antenna scan sector is free of large
metallic objects such as hangars or other airplanes for a distance of
30 meters (100 ft).The antenna must be tilted fully upwards.
- Avoid using the weather radar during airplane refueling or within 30
meters (100 ft) of any other airplane undergoing refueling operations.
- Avoid using the weather radar if personnel are standing too close to
the 270° forward sector of airplane.
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WEATHER RADAR OPERATING MODES AND

FUNCTIONS
TEST MODE (TST)

After the radar warm-up period is over, the TEST mode may be
selected. A special test pattern made up of color bands is displayed. A
series of green/yellow/red/magenta/white bands indicate that the signal
to color conversion circuits are operating normally. A 100 mile range is
automatically selected. A green TEST label will be displayed on the
PFDs’ and MFDs’ radar mode field.
When the airplane is on the ground and the TEST mode is entered, the
first page always includes RADAR OK or RADAR FAIL to indicate the
current state of the radar, as follows:
RADAR OK: indicates that no faults were found and the radar is ready
for service. It is combined with the END OF LIST page.
RADAR FAIL: indicates a radar fault.
During the weather radar test, several fault messages may be
presented to the crew. The POC (Power On Counter), aside recording
an existing fault, also stores fault information from previous power-on
cycles. However, if the first page announces "RADAR OK", the radar is
ready for service.
STANDBY MODE (SBY)

The standby mode should be selected any time it is desired to keep
the system powered without transmitting. When SBY mode is selected
the WX radar remains in a ready state, with the antenna scan
motionless and stowed in a tilt-up position. In addition, the transmitter
is inhibited and the display memory is erased.
Placing only one controller in SBY does not shut the transmitter OFF.
Instead, the no-SBY controller governs radar operation. If both
controllers are placed in SBY, the transmitter is shut OFF.
In standby mode a STBY label is displayed on the PFDs’ and MFDs’
radar mode field.
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REVISION 6 2-18-45 7 01
COMMUNICATION
OPERATIONS
MANUAL
FORCED STANDBY MODE (FSBY)

The FSBY is an automatic, non-selectable radar mode, that forces the
radar into standby when the airplane is on the ground (weight-on-
wheels logic) regardless of the selected active radar mode. This is a
safety feature that inhibits the transmitter on the ground to eliminate
X-band microwave radiation hazards. In FSBY mode, the transmitter
and the antenna scan are both inhibited, memory is erased and a
FSBY label is displayed on the PFDs’ and MFDs’ radar mode field.
The forced standby mode may be overridden on the ground by pushing
the STAB button 4 times in 3 seconds.
CAUTION: IF FSBY MODE IS OVERRIDEN ON THE GROUND AND

ANY RADAR ACTIVE MODE IS SELECTED, THE
TRANSMITTER IS TURNED ON. THE RADAR MUST
NOT BE OPERATED UNDER THIS CONDITION WHILE
REFUELING, NEAR FUEL SPILLS OR PEOPLE.
WEATHER DETECTION MODE (WX)

The WX mode is used to detect areas of severe weather. This will
allow the pilots to avoid dangerous weather conditions and possible
turbulence areas. WX may be used on the ground, often prior to
takeoff, in order to monitor the weather in the immediate vicinity. In this
case, the forced standby mode may be overridden.
In WX Mode, the weather radar system is fully operational and all
internal parameters are set for enroute weather detection. A WX label
is displayed on the PFDs’ and MFDs’ radar mode field.
The levels and colors associated with the storm category are as
follows:
LEVEL COLOR RAINFALL CATEGORY
4 Magenta Extreme/Intense
3 Red Very Strong/Strong
2 Amber Moderate
1 Green Moderate/Weak
0 Black Weak
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2-18-45 8 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
RAIN ECHO ATTENUATION COMPENSATION TECHNIQUE

FUNCTION (REACT or RCT)
The REACT is a sub mode of the weather detection mode and when
selected activates three separate but related functions:
−Attenuation Compensation - Storms with high rainfall rates can

attenuate the radar energy making it impossible to see a second cell
hidden behind the first cell.
In the REACT mode, the radar incorporates a function that
automatically adjusts receiver gain by an amount equal to the amount
of attenuation, i.e., the greater the amount of attenuation, the higher
the receiver gain and thus, the more sensitive the receiver.
−Cyan REACT Field - Since there is a maximum limit to receiver gain,

strong targets (high attenuation levels) cause the receiver to reach its
maximum gain value and weather targets can no longer be calibrated.
The point where red level weather target calibration is no longer
possible is highlighted by changing the background field from black to
cyan.
Cyan areas should be avoided. Any target detected inside a cyan
area should be considered very dangerous. All targets in the cyan
th
field are displayed as a magenta-colored 4 level precipitation.
−Shadowing - This is an operating technique similar to the Cyan

REACT Field. To use the shadowing technique, tilt the antenna down
until the ground is being painted just in front of the storm cell(s). An
area characterized by no ground returns behind the storm cell has the
appearance of a shadow. The cell that produces radar shadowing is a
very strong and dangerous cell and should be avoided by 20 NM.
FLIGHT PLAN MODE (FP)

When the Flight Plan Mode is selected a singular display of navigation
data and a FLTPLAN label are presented on the PFDs’ and MFDs’
radar mode field. The radar is put in standby and there is no radar data
displayed in this mode.
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REVISION 6 2-18-45 9 01
COMMUNICATION
OPERATIONS
MANUAL
GROUND MAPPING MODE (GMAP)

This mode is used to alert the flight crew regarding hazards caused by
ground targets. This is especially useful in areas of rapidly changing
terrain, such as mountainous regions. In this mode the system is fully
operational and all internal parameters are set to enhance returns from
ground targets.
The TILT control should be turned down until the desired amount of
terrain is displayed. The degree of down-tilt depends upon airplane
altitude and the selected range. Receiver characteristics are altered to
provide equalization of ground-target reflection versus range. The
selection of calibrated GAIN will generally provide the desired mapping
display. If required, variable gain may be used to reduce the level of
strong returns.
In the ground mapping mode a GMAP label is displayed on the PFDs’

and MFDs’ radar mode field, and the color scheme is changed to cyan,
yellow and magenta. Cyan represents the least reflective return, yellow
is a moderate return and magenta represents the most highly reflective
target return.
It is possible to have one pilot working the GMAP while the other one is
using the regular WX mode.
CAUTION: WEATHER TYPE TARGETS ARE NOT CALIBRATED

WHEN THE RADAR IS IN THE GMAP MODE.
THEREFORE, THE PILOT SHOULD NOT USE THE
GMAP MODE FOR WEATHER DETECTION.
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2-18-45 10 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
TURBULENCE DETECTION FUNCTION (TRB) (P-880 MODEL

ONLY)
When this mode is selected, the radar processes return signals in
order to determine if a turbulence condition is present. Areas of
potentially hazardous turbulence are displayed as white. Any areas
shown as turbulence should be avoided.
Turbulence detection function may only be engaged in the WX mode

and at selected ranges of 50 NM or less. When the TRB function is
active, a T letter will be displayed on the PFDs’ and MFDs’ radar mode
field.
CAUTION: ALTHOUGH TURBULENCE MAY EXIST WITHIN ANY
STORM CELL, WEATHER RADAR CAN ONLY DETECT
TURBULENCE IN AREAS OF RAINFALL.
TARGET ALERT (TGT)

Target alert is selectable in all but the 300 mile range. When selected,
target alert monitors for red or magenta weather beyond the selected
range and 7.5° on either side of the airplane’s heading. If such weather
is detected within the monitored area and outside the selected range,
the target alert annunciation TGT label changes from a green armed
condition to an yellow TGT alert condition on the PFDs’ and MFDs’
radar mode field. This annunciation advises the flight crew that
potentially hazardous targets lie directly in front and outside of the
selected range. When this warning is received, the flight crew should
select longer ranges to view the questionable target.
The target alert is inactive within the selected range. Selecting target
alert forces the system to calibrate gain, and turns off the variable gain
mode. Target alert can only be selected in WX and FP modes.
NOTE: Keep TGT alert enabled when using short ranges. This allows
the issuing of an alert if a new storm cell develops ahead of the
airplane’s flightpath.
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REVISION 6 2-18-45 11 01
COMMUNICATION
OPERATIONS
MANUAL
ANTENNA STABILIZATION (STAB or STB)

The antenna is normally pitch and roll-stabilized by using attitude
information from the IRS. Momentarily pushing the STAB (or STB)
button disables antenna stabilization and an amber “STAB”
annunciation label is presented on the PFDs’ and MFDs’ radar mode
field.
RECEIVER GAIN (GAIN)

The GAIN knob is a rotary control and push/pull switch that controls
radar receiver gain. Two gain modes are available: calibrated or
variable.
Calibrated: When the GAIN knob is pushed in, receiver gain is preset
and calibrated, which is the normal mode of operation. In calibrated
gain, the rotary function of the GAIN knob is disabled.
Variable (VAR): When the GAIN knob is pulled out, the system enters
the variable gain mode. Variable gain is used for additional weather
analysis and for ground mapping. In the WX mode, variable gain can
increase receiver sensitivity over the calibrated level to show very weak
targets or can be reduced below the calibrated level to eliminate weak
returns. In the GMAP mode, variable gain is used to reduce the level of
strong returns from ground targets.
Rotation of the knob counter-clockwise reduces receiver sensitivity.

Rotating clockwise increases receiver sensitivity until its maximum. A
digital readout and gain setting label are displayed on the PFDs’ and
MFDs’ radar mode field.
NOTE: When REACT or TGT modes are selected, the system will be
forced into calibrated gain.
CAUTION: VARIABLE GAIN MAY BE USED ONLY FOR SHORT

PERIODS OF TIME. DO NOT LEAVE THE RADAR IN
VARIABLE GAIN SINCE SIGNIFICANT WEATHER
TARGETS MAY NOT BE DISPLAYED.
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2-18-45 12 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
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REVISION 6 2-18-45 13 01
COMMUNICATION
OPERATIONS
MANUAL
TILT
Tilt management is crucial to the safe operation of weather radar. If
improperly managed, weather targets can be missed or
underestimated. Proper tilt management demands that tilt be changed
continuously.
To find the best tilt angle after the airplane is airborne, adjust the TILT
antenna downward until a few ground targets are visible at the edge of
the display. The table below gives the approximate tilt settings for
minimal ground target display for different altitudes and ranges. If the
altitude changes or a different range is selected, adjust the tilt control
as required to minimize ground returns.
When flying at high altitudes, tilt downward frequently to avoid flying

above storm tops. When in low altitude or approaching for landing, tilt
management must be performed manually, with the radar beam
vertically sweeping from up to down to avoid flying above or below a
storm line.
During takeoff, the radar must be adjusted to a minimum range scale,

with a horizontal RH and LH scan and with the antenna positioned
upwards (climbing angle).
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2-18-45 14 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
TILT SETTINGS FOR MINIMAL GROUND TARGET DISPLAY

(12 inch antenna)
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REVISION 6 2-18-45 15 01
COMMUNICATION
OPERATIONS
MANUAL
The figure below helps to visualize the relationship between tilt angle,
flight altitude and selected range. It shows the distance above and
below airplane altitude that is illuminated by the radar during level flight
with 0° tilt (high altitude) and a low altitude situation, with antenna
adjusted for 2.8° up-tilt.
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2-18-45 16 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
ALTITUDE COMPENSATED TILT (ACT) (P-880 MODEL ONLY)

In ACT, the antenna tilt is automatically adjusted with regard to the
selected range and airplane altitude. ACT adjusts the tilt to show a few
ground targets at the edge of the display. The TILT knob can be used
for fixed offset corrections of up to 2°.
NOTE: Proper tilt management demands that tilt be changed
continuously, even in airplanes equipped with ACT.
SLAVE (SLV)
One controller can be slaved to the other by selecting OFF on that
controller only. This condition is annunciated by the illumination of SLV
on the control panel. The slave mode allows one controller to set the
radar modes for both sides. In the slave mode, the PFDs and MFDs
radar information are identical and simultaneously updated.
NOTE: In the slaved condition, both control panels must be set to off
before the radar system turns off.
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REVISION 6 2-18-45 17 01
COMMUNICATION
OPERATIONS
MANUAL
RADOME
The radome is the primary factor behind degraded weather radar
performance. The problems affecting the radome are as follows:
- A water film over the radome’s surface when flying in rain.
- Greased radome.
- Cracked radome.
- Holes caused by lightning strike/electrostatic discharges.
- Excessive application of antistatic paint.
Water Film Over The Radome’s Surface: When flying in rain, there
is indication that at some specific altitudes and speeds a water film is
formed on the radome, altering the weather radar indications. The
radar display may disappear or turn red. To avoid this problem, there is
a hydrophobic coating product named Cytonix that can be applied to
the radome surface.
Greased Radome: The presence of grease or dirt over the radome’s
surface also impairs radar transmission. These should be reported
immediately to maintenance personnel for cleaning or corrective
action.
Electrostatic Discharges: Static electricity influences radar
performance. The right bonding is necessary. Bonding is accomplished
through two metallic meshes that link the radome’s metallic bulkhead
(diverters) to the airplane’s airframe. It is important to make sure that
they are in good condition and not painted. If both the metallic meshes
and screws are painted, this will isolate the static power generated in
the radome, resulting in electrical discharges that will follow towards
the radar antenna and/or generate noise in the audio system.
Cracked Radome: Small holes caused by electrostatic discharges,
minor damage to structure or paint can cause water infiltration in the
radome’s honeycomb composite structure. It can result in significant
radar signal attenuation, distortion and in some cases, can cause dark
spots on the radar screen.
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2-18-45 18 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR CONTROLS AND INDICATORS
WEATHER RADAR CONTROL PANEL

1 - RANGE SELECT BUTTONS
− Allow selection of the radar’s operating range, from 5 to 300 NM
full scale in WX, REACT, or GMAP mode. In FP mode,
additional ranges of 500 and 1000 NM are available. In test
mode the range is automatically set to 100 NM.
− The up-arrow button selects increasing ranges, while the
down-arrow button selects decreasing ranges. Upon reaching
maximum or minimum range, further pushing of the button
causes the range to rollover to minimum or maximum range,
respectively.
2 - TURBULENCE DETECTION FUNCTION BUTTON (P-880 Model
Only)
− Alternate pressings turns on or off the radar’s turbulence
detection function.
− Function can be used only in WX or RCT mode, with selected
range of 50 NM or less.
3 - STABILIZATION FUNCTION BUTTON
− When momentarily pressed, disables antenna stabilization
function. The STAB OFF annunciator will illuminate on the
control panel.
− On the ground, after warm-up period, pressing the STB button
four times within 3 seconds will inhibit the forced standby
(FSBY) function.
4 - SLAVE ANNUNCIATOR
− Illuminates to indicate that one controller is slaved to the other.
5 - TARGET ALERT CONTROL BUTTON
− Alternate pressing selects or cancels the target alert feature.
− Selectable only in the WX and FP Modes.
6 - SECTOR SCAN BUTTON (SECT)
− When momentarily pressed, selects either the radar’s normal 12
sweeps per minute for a 120° full scan or the faster update 24
sweeps per minute for a 60° sector scan.
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REVISION 6 2-18-45 19 01
COMMUNICATION
OPERATIONS
MANUAL
7 - ANTENNA TILT CONTROL KNOB

− The TILT knob is a rotary control that allows manual control of
the antenna’s tilt angle. Clockwise rotation tilts the beam upward
0° to +15°. Counter-clockwise rotation tilts beam downward 0° to
–15°. A digital readout of the antenna tilt angle is displayed on
the MFD.
− The range between +5° and -5° is expanded for setting ease.
ALTITUDE COMPENSATED TILT (PULL ACT) (P-880 Model Only)
− Pulling out the TILT knob activates the auto tilt control, which
automatically readjusts tilt between ± 2° based on changes in
barometric altitude and/or selected range.
8 - RADAR MODES CONTROL KNOB
OFF - Turns off the weather radar.
SBY - Selects the weather radar standby operating mode.
WX - Selects the weather radar detection operating mode.
RCT- Selects the REACT function (P-880 Model only).
GMAP - Selects the weather radar ground mapping operating
mode.
FP - Selects the weather radar flight plan operating mode.
TST - Selects the weather radar test mode.
9 - GAIN CONTROL KNOB
− Allows receiver gain control.
− When pushed in, receiver gain is preset and calibrated. Rotary
function of the GAIN knob is disabled.
− When pulled out, sets receiver gain to variable (VAR) mode.
10 - RAIN ECHO ATTENUATION COMPENSATION TECHNIQUE
FUNCTION BUTTON (P-660 Model Only)
− When pressed (momentarily), enables the REACT.
− REACT is always selected in test mode.
− REACT is available in all modes except MAP.
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2-18-45 20 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR CONTROL PANEL
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REVISION 6 2-18-45 21 01
COMMUNICATION
OPERATIONS
MANUAL
MFD BEZEL PANEL

1 - WEATHER RADAR DISPLAY SELECTOR BUTTON
− Alternate pressing of the weather radar display selector button
allows the weather radar to be displayed or removed from the
MFD. Control of all other weather radar functions is
accomplished by the radar control panel. When the weather
radar is selected, the WX label on the MFD menu, above this
button, will be highlighted by a white box.
− The weather radar can only be selected for display in map
format. If the weather radar is selected with plan format already
selected on the MFD, it will force the display to revert to map
format.
2 - MAP/PLAN FORMATS CONTROL BUTTON
− Alternate pressing of the map/plan formats control button will
cause the MFD to toggle between map and plan formats. A
white box around will highlight the selected MFD format.
− If the weather radar is displayed on the MFD and the plan format
is selected, the weather radar will be removed from the display.
However, if the MFD map format is selected again, the weather
radar display will be restored on the MFD.
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2-18-45 22 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
MFD BEZEL PANEL
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REVISION 6 2-18-45 23 01
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR DISPLAY ON THE PFD AND MFD

1 - ANTENNA POSITION INDICATOR (API)
− Color: Amber.
− The API is displayed as an arc at the current range outer limit.
− Indicates the radar antenna alternate sweep position and
provides a picture bus activity indication.
2 - WEATHER RADAR PATCH
− Indicates an area of radar reflection.
− Color:
− Magenta: high intensity reflection.
− Red: medium-high intensity reflection.
− Yellow: medium intensity reflection.
− Green: low intensity reflection.
3 - WEATHER RADAR TURBULENCE INDICATION
− Indicates an area of detected turbulence.
− Color: white.
4 - WEATHER RADAR REACT INDICATION
− Indicates an area where radar receiver gain compensation has
reached its maximum value.
− Color: cyan.
5 - WEATHER RADAR RANGE ARC VALUE
− Color: white.
− Indicates the radar range selected in the weather radar control
panel.
6 - WEATHER RADAR ANTENNA TILT ANGLE DISPLAY
− Color: green.
− Range: –15 to +15°.
− Resolution: 1°.
7 - WEATHER RADAR TARGET MODE AND ALERT ANNUNCIATION
− Color:
− TGT label: green or amber.
− VAR label: amber.
− The VAR label will be displayed in the same field as that used
for TGT annunciation to indicate a variable gain indication.
Priority is given to TGT annunciation.
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2-18-45 24 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
8 - WEATHER RADAR MODES ANNUNCIATION DISPLAY

− Indicates the selected mode in the weather radar control panel.
DISPLAY MODE DESCRIPTION
ANNUNCIATION COLOR
STAB AMBER Stabilization off.
TGT GREEN Target alert enable.
TGT AMBER Target alert enable and level 3
WX return detected in the forward
15° of antenna scan.
VAR AMBER Variable gain.
WX GREEN Normal WX ON and selected for
display.
WX AMBER Invalid WX control bus.
TX GREEN WX is transmitting but not
selected for display, or in STBY
or FSTBY.
TX AMBER WX is transmitting and weight on
wheels indicates on ground, but
not selected for display, or in
STBY and FSTBY.
WAIT GREEN Warm up period of approximately
40 to 100 seconds.
STBY GREEN Normal standby.
FSBY GREEN Forced standby.
TEST GREEN Test mode and no faults.
FAIL AMBER Test mode and faults.
RCT GREEN Normal WX with REACT.
FPLN GREEN Flight plan mode.
GMAP GREEN Ground map mode.
GCR AMBER Normal WX with ground clutter
reduction.
R/T GREEN WX with REACT and turbulence.
WX/T GREEN Normal WX with turbulence.
Page Code
REVISION 6 2-18-45 25 01
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR DISPLAY ON PFD
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2-18-45 26 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
WEATHER RADAR DISPLAY ON MFD
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REVISION 6 2-18-45 27 01
COMMUNICATION
OPERATIONS
MANUAL
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2-18-45 28 01 REVISION 6
COMMUNICATION
OPERATIONS
MANUAL
LIGHTNING SENSOR SYSTEM (LSS)

The P-880 Weather Radar Model may be optionally equipped with a
Lightning Sensor System (LSS). For additional information on functions
and operations, refer to the LSZ-850 Lightning Sensor System Pilot’s
Handbook.
The Lightning Sensor System is designed to detect and locate areas of
lightning activity, in a 100-nautical-mile radius around the aircraft, and
to give the operator a visual display of its position and rate-of-
occurrence on the MFDs.
The Lightning Sensor System is inhibited on the ground and during HF
transmission (HF PTT), being powered by one of the 28 V DC Avionics
Switched DC Buses. Should a power supply failure occur, the Lightning
Sensor System will be inoperative, as there is no backup power to it.
The Lightning Sensor System interfaces with other airplane systems
and equipment as follows:
− MFDs - The LSS provides lightning activity data to the MFDs.
− IC-600s - Signals between the LSS and the IC-600s are transmitted
through a Serial Data Bus.
LIGHTNING SENSOR SYSTEM SCHEMATIC
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NOVEMBER 30, 2001 2-18-50 1 01

COMMUNICATION
OPERATIONS
MANUAL
LSS OPERATION
The Lightning Sensor System is controlled through a dedicated control
knob, located on the Weather Radar Control Panel. The Lightning
Sensor System Control knob provides control functions and operating
modes management for proper Lightning Sensor System operation.
The Lightning Sensor System detects both visible and invisible high
energy electromagnetic discharges (lightning), indicating areas of
turbulent activity and displaying such information on the MFDs.
The Lightning Sensor System may be operated with the Weather
Radar System turned on or off. If the Weather Radar is turned off, the
LSS Range Selection is done through the MFDs knobs.
When power is first applied to the system, a self-test is automatically
performed and, in the event of failure, an amber LX/F will be displayed
on the MFDs. The LSS also performs self-calibration each time the
system is turned on. The green LX/C annunciation is removed after
calibration is completed. Strong interfering signals outside the aircraft,
or equipment malfunction may prevent the calibration of the system, in
which case the ¨C¨ will not be removed from the display. If the ¨C¨ is
removed after takeoff, this means that only outside interference was
preventing calibration. In this case the LSS should be switched off and
set back to LX mode to force recalibration for greater accuracy. If the
¨C¨ persists after takeoff, a test should be performed.
LSS OPERATING MODES AND FUNCTIONS

STANDBY MODE (STBY)
When the Standby Mode is selected, no lightning data is shown on the
MFDs. However, the receiving and processing equipment is active and
lightning strikes are being counted and accumulated into areas.
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COMMUNICATION
OPERATIONS
MANUAL
LIGHTNING DETECTION MODE (LX)

When operating in Lightning Detection Mode, the Lightning Sensor
System is fully operational and lightning strikes are collected,
processed, and displayed.
The LSS shows areas of lightning activity with white lightning symbols,
which represents the center of a circular area with a radius of nine
nautical miles. Three different lightning symbols are used to represent
three different lightning rates-of-occurrence within each 18-mile
diameter cycle.
Because of the large variation in lightning electromagnetic discharge,
sometimes the system can not determine, within its occurring criteria,
lightning bearing and distance. Rather, only the bearing is measured.
Activity that only provides bearing information is presented in magenta
lightning symbols near the outer range marks.
When operating the LSS with the Radar in STBY Mode, 360º of data is
displayed.
A green LX will be displayed on normal operation.
Lightning Sensor Display symbology is as follows:
LEVEL LIGHTNING CATEGORY
1 white headless lightning symbol
2 white single-headed lightning symbol
3 white double-headed lightning symbol
ALERT magenta headless lightning symbol
CLEAR/TEST MODE (CLR/TST)

When the Clear/Test mode is selected, all lightning rate symbols are
erased from the display and a special pattern is displayed to allow
verification of the Lightning Sensor System operation.
The Test must be accomplished by selecting 50 NM or a greater
display range and the CLR/TST Mode. The LSS CLR/TST Mode can
be selected in any radar mode.
In the event of a failure, an amber LXmn will be displayed, where mn is
a failure code, which will help the technician in troubleshooting the
system.
When CLR/TST mode is selected, a green LX/CL is displayed on the
MFDs and, after three seconds, LX/CL is replaced by LX/T.
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NOVEMBER 30, 2001 2-18-50 3 01

COMMUNICATION
OPERATIONS
MANUAL
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2-18-50 4 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
LSS CONTROLS AND INDICATORS
1- LIGHTNING SENSOR SYSTEM CONTROL KNOB

OFF - Turns off the Lightning Sensor System.
SBY - Selects the Lightning Sensor System Standby Mode.
LX - Selects the Lightning Sensor System Detection Operating
Mode.
CLR/TST- Selects the Lightning Sensor System Test Mode.
WEATHER RADAR CONTROL PANEL WITH LSS
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NOVEMBER 30, 2001 2-18-50 5 01

COMMUNICATION
OPERATIONS
MANUAL
LIGHTNING SENSOR SYSTEM DISPLAY ON THE MFD
1 - LEVEL 1 LIGHTNING ACTIVITY INDICATION

− Color: White
− Indicates the center of an 18-mile diameter area of lightning
activity with 1 strike every 2 minutes.

− Color: White
activity with 2 strikes every 2 minutes.

− Color: White
activity with 3 strikes every 2 minutes.
4 - LEVEL 4 (ALERT) LIGHTNING ACTIVITY INDICATION

− Color: Magenta
− Indicates only the bearing of lightning activity, without
determining the distance.
5 - LIGHTNING SENSOR SYSTEM MODES AND FAULTS

ANNUNCIATION DISPLAY
− Indicates, above the Weather Radar annunciation display, the
selected mode in the Lightning Sensor System Control Knob .
DISPLAY MODE DESCRIPTION
ANNUNCIATION COLOR
LX/OFF GREEN LX Power is off.
LX AMBER LX Power is on and LX
Communication Bus is Inactive.
LXmn AMBER LX Fault Code Enabled.
LX/F AMBER LX Fault
STBY GREEN LX Standby
LX/CL GREEN LX Clear
LX/T GREEN LX Test Mode
LX/I GREEN LX Antenna Inhibit
LX/C GREEN LX Auto Calibrate
LX GREEN LX Normal
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COMMUNICATION
OPERATIONS
MANUAL
LIGHTNING SENSOR SYSTEM DISPLAY ON MFD
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NOVEMBER 30, 2001 2-18-50 7 01

COMMUNICATION
OPERATIONS
MANUAL
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2-18-50 8 01 NOVEMBER 30, 2001
COMMUNICATION
OPERATIONS
MANUAL
IDENTIFICATION FRIEND OR FOE SYSTEM (IFF)

The Mode-S/IFF Transponder System integrates military IFF functions
and civilian Mode-S/ATCRBS surveillance functions into a single
system.
The IFF system is a cooperative surveillance system designed to
classify airborne targets as friendly or hostile. It employs ground-based
and airborne interrogations and transponders.
A key feature of the Mode-S system that distinguishes it from ATCRBS
is that each airplane is assigned a unique address code. Using this
unique code, interrogations can be directed to a particular airplane and
replies can be positively identified. Channel interference is minimized
because a sensor can limit its interrogations to targets of interests. By
proper timing of interrogations, replies from closely spaced airplane
can be received without mutual interference.
The Mode-S/IFF Transponder System consists of the following major
components: one Mode-S transponder, one Mode-S/IFF transponder,
Mode-S/IFF control panel, one selector panel and top and bottom
antennas.
The transponder is capable of receiving/transmitting signals through
any one antenna, thus inhibiting the shadow effect caused by the
airplane structure while maneuvering. The reply signal provides an
identity, an altitude, an identification position, or an emergency
message. The Mode-S/IFF transponder operates in Mode 1, 2, 3/A, C
and S, the system receiving interrogations on 1030 MHz and
transmitting on 1090 MHz.
Avionics Master DC Bus 2A powers the Mode S/IFF transponder and
there is a 7.5 A circuit breaker for power wiring protection. The Mode-
S/IFF Transponder System will not operate in the event of either a
failure in the control panel or in the event of an electrical/generator
failure.
The transponder reply-transmit capability is disabled when the system
is in STANDBY mode. The Weight-On-Wheels (WOW) circuitry
disables the ATCRBS’ transponder reply capability while the airplane is
on the ground. However, the air/ground switch does not disable Mode-
S transponder replies and airplane status is included in the Mode-S/IFF
transponder reply data.
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NOVEMBER 30, 2001 2-18-80 1 01

COMMUNICATION
OPERATIONS
MANUAL
SELECTOR PANEL
The selector panel, on the main control panel, provides the means for
the flight crew to select either the Mode-S on transponder 1 or the
Mode-S/IFF transponder, according to mission requirements at that
particular moment.
The Mode-S/IFF transponder will be used normally in the mission area.
1 - IFF POSITION
Selects the Mode-S/IFF transponder. All indications on the RMU pages
are related to the transponder 1 system and TCAS functions will be
dashed. In this case all TCAS II operations is made through the Mode-
S/IFF control panel.
2 - XPDR POSITION
Selects the Mode S transponder. Both Mode-S/IFF transponder unit
and Mode-S/IFF control panel are turned off.
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COMMUNICATION
OPERATIONS
MANUAL
TRANSPONDER SELECTOR KNOB
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COMMUNICATION
OPERATIONS
MANUAL
IFF TRANSPONDER CONTROLS AND INDICATORS

The Mode-S/IFF control panel is located on the control pedestal and
allows the selection of the Mode-S/IFF transponder operation modes
(Off, Standby, Normal and Emergency), selection of interrogation and
reply modes (1, 2, 3/A, C and S), and selection of codes.
1 - DISPLAY SELECT ROTARY KNOB

The Mode-S/IFF control panel has a six position rotary knob to select
the different display modes.
MODE 1: Selecting “1” with the DPL SEL knob enables Mode 1
display and keypad entry mode.
MODE 2: Selecting “2” with the DPL SEL knob enables Mode 2
display and keypad entry mode.
MODE 3/A: Selecting “3A” with the DPL SEL knob enables the
Mode 3/A display and keypad entry mode.
MODE S: Selecting “S” with the DPL SEL knob enables the
Mode S display and keypad entry mode.
FLIGHT ID: Selecting “FLT ID” with the DPL SEL knob enables
FLIGHT ID display and keypad entry mode.
The Mode-S Aircraft Identification Subfield (AIS) allows
the operator to select the airplane Flight ID to be
downlinked as part of Downlink Format (DF) message
20 and 21 from the control panel. The Mode S Flight
ID is typically the airplane flight number or airplane
registration number.
STAT: Messages from the transponder are displayed on the
LCD only if the STAT position in the DPL SEL knob is
selected. Transponder messages have he lowest
priority after transponder failure indications. When a
new transponder message is received by the control
panel, the “GO” annunciator illuminates.
2 - ALPHA-NUMERIC CHARACTER LCD

The Mode-S/IFF control panel has an eight alphanumeric character,
liquid crystal display. The display has white characters on a black
background.
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COMMUNICATION
OPERATIONS
MANUAL
3 - GO ANNUNCIATOR
The Mode-S/IFF control panel has a dead front green light GO
annunciator to indicate no failures in the system or to indicate a new
transponder message has been received by the control panel.
4 - NO-GO ANNUNCIATOR
The Mode-S/IFF control panel has a dead front amber light NO-GO
warning annunciator to indicate system failure.
5 - TEST BUTTON
The TCAS/IFF control panel is provided with a momentary push-button
test to activate the System Functional Test.
The Mode-S/IFF Transponder System test may be accomplished with
the Mode/TCAS rotary knob in the TA or TA/RA position and pressing
the TEST push button. In addition, the TCAS is tested when the test is
performed.
Pressing the TEST push button the Mode-S/IFF control panel starts a
lamp test, turning all front panel’s LCD indicators segments on.
Additionally, a control panel self-test is performed when the TEST push
button is pressed for more than five seconds.
6 - MASTER CONTROL KNOB

The Master Control knob has OFF, STBY, NORM, and EMER
positions. A mechanical interlock prevents inadvertent switching to
either EMER or OFF positions.
OFF: In the OFF position all primary power supplies are
removed from the system, except control and
lighting circuits.
STANDBY: In the STBY position the system disables the
transponder reply transmit (Modes 1, 2, 3/A, C, and
S). STBY is typically engaged on the ground to
prevent unnecessary RF traffic. It is disengaged
just prior to takeoff and engaged again upon
landing.
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NOVEMBER 30, 2001 2-18-80 5 01

COMMUNICATION
OPERATIONS
MANUAL
NORMAL: The NORM position enables the transponder to
respond to all proper modes (1, 2, 3/A, C, and S),
as well as TCAS TA and TA/RA interrogations, if
selected.
EMERGENCY: The EMER position enables transponder modes 1,
2, 3/A, and S to reply with an emergency code
automatically, irrespective of settings of the
MODE/TCAS rotary knob. Modes 1, 2, and 3/A
automatically respond with a military emergency.
Mode 3A replies is changed to code 7700.
7 - MODE/TCAS ROTARY KNOB

The MODE/TCAS rotary knob has six positions (OFF, 3A, C, S, TA,
and TA/RA) that enables the different modes of operation and allows
for selection of TCAS functions.
OFF: Disables the Modes 3A, C and S.
MODE 3/A: When Mode 3/A is enabled, replies to Mode 3/A
interrogations and Mode C framing pulses are
enabled.
Mode 3/A control is provided for pilot or operator
selection of 4096 response codes. Code selection
range is 0000 to 7777, inclusive. When the EMER
mode is enabled, the Mode 3/A military emergency
code 7700 shall be displayed. The Mode 3/A code
remains at 7700 as long as the Master Control knob
is in EMER position.
MODE C: When Mode C is enabled, the system replies to valid
Mode C interrogations. The mode C control disables
or enables the Air Data Source input to the
transponder.
MODE S: This control function enables/disables Mode S
operation. When mode S is enabled, the system
replies to valid ATCRBS/Mode S All-call and mode S
interrogations.
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COMMUNICATION
OPERATIONS
MANUAL
TCAS TA: This TCAS control function enables TA operation

only. The TA ONLY Mode-S enables the TCAS
computer, in conjunction with the Mode S/IFF
transponder, to provide traffic advisories. The TA
Mode is electrically tied to the Mode S enable (ON)
mode. The system automatically selects this mode
when the aircraft is flying under 1000 ft above
ground level.
TCAS TA/RA: The TCAS TA/RA Mode S enables the TCAS
computer, in conjunction with the mode-S/IFF
transponder, to provide traffic and resolution
advisories. TA/RA is electrically tied to the Mode S
enable (ON) mode. This is the normal operation
mode, supplying full TCAS coverage.
8 - CODE ENTRY KEYPAD

There are 12 push-button keys in the keypad.
9 - TCAS HORIZONTAL RANGE ROTARY KNOB

The TCAS range control allows the pilot to select traffic advisory
horizontal display range in nautical miles. This control function gives
the pilot the option of selecting four possible ranges: 6, 12, 20, 40 NM.
10 - TCAS VERTICAL RANGE ROTARY KNOB

This knob provides the operator with the capability to select an altitude
range, in relation to the airplane, for traffic display on the MFD.
ABV Mode: Range limits are 9900 ft above and 2700 ft below
airplane.
BLW Mode: Range limits are 9900 ft below and 2700 ft above
airplane.
NORM Mode: The display range is 2700 ft above and below the
airplane.
NOTE: If the TCAS does not receive the altitude limit information from
the transponder, the default altitude limit presented will be
7000 ft instead of 9900 ft.
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REVISION 5 2-18-80 7 01
COMMUNICATION
OPERATIONS
MANUAL
11 - IDENT MIC/OFF SWITCH

The Mode-S/IFF control panel has a two-position locking lever toggle
switch. The control provides the means to activate Ident function
remotely by keying the operator’s microphone (MIC position) or
pressing the front panel IDNT push-button switch (OFF position).
12 - IDNT PUSH-BUTTON
A control panel function is supplied for enabling Identification of
Position (I/P) operation, either directly by the operator or remotely by
keying the operator’s microphone. Momentarily pressing the IDNT
button control causes the ATCRBS reply and/or Mode S Uplink (UF)-4
and UF-5 replies to contain a Special Position Identifier (SPI) as an
identifier to the ground. The SPI supplies the ground station with more
positive identification of airplane position. This is typically activated
upon verbal command of the Air Traffic Controller. The IDNT control is
a momentarily activated button to inhibit continuous selection. When
pressure is removed from the momentary button, the IDNT control
returns to the OFF position.
13 - LOAD PUSH-BUTTON
The LOAD push-button is used to transmit a completed code display
on the LCD.
14 - MODE 1/2 ROTARY KNOB

OFF: Disables Modes 1 and 2.
MODE 1: Enables Mode 1 operation. Mode 1 control is provided
for pilot or operator selection of 32 response codes.
Code selection range is 00 to 73, inclusive.
MODE 2: Enables Mode 2 operation. Mode 2 control is provided
for pilot or operator selection of 4096 response codes.
Code selection range is 0000 to 7777, inclusive.
MODE 1+2: Enables Modes 1 and 2 operation.
15 - MODE 4 CONTROL SWITCHES AND KNOB

The Mode 4 operation controls are disabled for this airplane.
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2-18-80 8 01 ORIGINAL
COMMUNICATION
OPERATIONS
MANUAL
MODE S/IFF TRANSPONDER CONTROL PANEL
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COMMUNICATION
OPERATIONS
MANUAL
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COMMUNICATION
OPERATIONS
MANUAL
PRECISION AREA NAVIGATION (P-RNAV)

P-RNAV defines European RNAV operations, which satisfy a required
track-keeping accuracy of ±1 NM for at least 95% of the flight time,
path coding in accordance with ARINC 424 (or an equivalent
standard), and the automatic selection, verification and, where
appropriate, de-selection of navigation aids.
P-RNAV operations determines aircraft position in the horizontal plane
using inputs from the following types of positioning sensors (in no
specific order of priority):
− Distance Measurement Equipment (DME) giving measurements
from two or more ground station (DME/DME);
− VHF Omni-directional Range (VOR) with a co-located DME
(VOR/DME), where it is identified as meeting the requirements of the
procedures;
− Global Navigation Satellite System (GNSS);
− Inertial Navigation System (INS) or Inertial Reference System (IRS),
with automatic updating from suitable radio based navigation
equipment.
P-RNAV is used for departures, arrivals and approach (FAWP - Final
Approach Waypoint), and not used on final approach, i.e. from FAWP
to RWY and missed approach.
LIMITATIONS
− For P-RNAV operations in terminal airspace, obstacle clearance
protection, up to the FAWP, will assume that aircraft comply with the
P-RNAV accuracy requirements;
− Obstacle clearance altitude has been based upon the infrastructure
giving the poorest precision;
− The minimum flight crew are 2 Pilots;
− It is not permissible to use, for any period of time, data from an
inertial system as the only means of positioning;
− The system must display essential information in the Pilot’s primary
field of view such as:
− Lateral Deviation;
− TO/FROM waypoints;
− Failure flag (failure of P-RNAV system);
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REVISION 5 2-18-85 1 01
COMMUNICATION
OPERATIONS
MANUAL
− Unless automatic updating of the actual departure point is provided,

the flight crew must ensure initialization on the runway either means
of a manual runway threshold or intersection update, as applicable.
This is to preclude any inappropriate or inadvertent position shift after
take-off;
− Where reliance is placed on the use of radar to assist contingency
procedures, its performance has been shown to be adequate for that
purpose, and the requirement for a radar service is identified in the
AIP;
− P-RNAV operations must use FMS to control all lateral navigation
functions. For FMS limitations, refer to Limitations Section 1-01-60
(System: FMS) of AOM;
− The system must have means to display to the flight crew the
following items:
− The active (TO) waypoint and distance/bearing to this point;
− Ground speed or time to the active (TO) waypoint;
− Automatic tuning of VOR and DME navigation aids used for
position updating together with the capability to inhibit
individual navigation aids;
− RNAV system failure;
− Alternate means of displaying navigation information, sufficient
to perform cross-checks procedures.
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2-18-85 2 01 REVISION 5
COMMUNICATION
OPERATIONS
MANUAL
P-RNAV SYSTEM
Page Code
REVISION 5 2-18-85 3 01
COMMUNICATION
OPERATIONS
MANUAL
NORMAL PROCEDURES
− Verify NOTAM (Notice to Airman) for non-available P-RNAV
procedure, if navigational aids, identified in the AIP as critical for
a specific P-RNAV procedure, are not available;
− Use phraseology appropriate to P-RNAV operations;
− When the VOR or DME is not available or shutdown, the flight
crew have to inhibit the navigation aid from the automatic
selection process;
− The flight crew must notify ATC of any problem with the RNAV
system that results in loss of the required navigation capability,
together with the proposed course of action;
− Discrepancies that invalidate a procedure must be reported to
the navigation database supplier and affected procedures must
be prohibited by an operator´s notice to its flight crew.
PRE-FLIGHT PLANNING
− Verify the required navigation aids critical to the operation of
specific procedure, and if they are identified in the AIP
(Aeronautical Information Publication) and on the relevant
charts;
− Check availability of the navigation infrastructure and onboard
equipment for the period of intended operation;
− The navigation database must be appropriate for the region of
the intended operation and must include the navigation aids,
waypoints, and coded terminal airspace procedures for the
departure, arrival and alternate airfields;
− When specified in the AIP that dual P-RNAV procedure are
required for specific terminal P-RNAV procedure, the availability
of dual P-RNAV system must be confirmed;
− If a stand-alone GPS is to be used for P-RNAV, the availability
of RAIM must be confirmed;
DEPARTURE
− Both Pilots must verify if the navigation database is current and
if aircraft position has been entered correctly;
− The PNF (Pilot Not Flying) must verify the desired path and the
aircraft position relative to the path;
− The active flight plan should be checked by comparing the
charts with the MAP display and the MCDU;
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2-18-85 4 01 REVISION 5
COMMUNICATION
OPERATIONS
MANUAL
− A procedure shall not be used if doubt exists as to the validity of

the procedure in the navigation database;
− The creation of new waypoints by manual entry into the RNAV
system by the flight crew is not permitted;
− Route modifications in the terminal area may take form of radar
headings or direct to clearances;
− Prior to take off, the flight crew must verify that the R-NAV
system is available and operating correctly and, where
applicable, the correct airport and runway data have been
loaded;
− Unless automatic updating of the actual departure point is
provided, the flight crew must ensure initialization on the runway
either by means of a manual runway threshold or intersection
update, as applicable. This is to preclude any inappropriate or
inadvertent position shift after take-off. Where GNSS is used,
the signal must be acquired before the take-off roll commences
and GNSS position may be used in place of the runway update;
− During the procedure and where feasible, flight progress should
be monitored for navigational reasonableness, by cross-checks,
with conventional aids using the primary displays in conjunction
with the MCDU;
− When automatic update for departure is not available, the
procedure should be flown by conventional navigation means. A
transition to the P-RNAV structure should be made at the point
where the aircraft has entered DME/DME coverage and has had
sufficient time to achieve an adequate input. If a procedure is
designed to be started conventionally, then the latest point of
transition to the P-RNAV structure will be marked on the charts.
If a Pilot elects to start a P-RNAV procedure using conventional
methods, there will not be any indication on the charts of the
transition point to the P-RNAV structure.
ARRIVAL
Prior to the arrival phase, the flight crew should verify that the correct
terminal procedure has been loaded. The active flight plan should be
checked by comparing the charts with the MAP display and the MCDU.
This includes confirmation of the waypoint sequence, reasonableness
of track angles and distances, any altitude or speed constraints, and,
where possible, which waypoints are fly-by and which are fly-over.
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REVISION 5 2-18-85 5 01
COMMUNICATION
OPERATIONS
MANUAL
− If required by procedure, a check will need to be made to

confirm that updating will exclude a particular navigation aid. A
procedure shall not be used if doubt exists as to the procedure
in the navigation database;
− Where the contingency to revert to a conventional arrival
procedure the flight crew must make the necessary preparation;
− During the procedure and where feasible, flight progress should
be monitored for navigational reasonableness by cross-checks
with conventional navigation aids using the primary displays in
conjunction with the MCDU. In particular, for a VOR/DME RNAV
procedure, the reference VOR/DME used for the construction of
the procedure must be displayed and checked by the flight crew.
For RNAV systems without GNSS updating, a navigation
reasonableness check is required during the descent phase
before reaching the Initial Approach Waypoint (IAWP). For
GNSS based systems, absence of an integrity alarm is
considered sufficient. If the check fails, a conventional
procedure must then be flown;
− Route modifications in the terminal area may take the form of
radar headings or direct to clearances and the flight crew must
be capable of reacting in a timely fashion. This may include the
insertion of tactical waypoints loaded from the database. Manual
entry or modification by the flight crew of a loaded procedure,
using temporary waypoints or fixes not provided in the data
base, is not permitted;
− Although a particular method is not mandated, any published
altitude or speed constraints must be observed.
CONTINGENCY PROCEDURES
− The flight crew must notify ATC of any problem with the RNAV
system that results in the loss of required navigation capability,
together with the proposed course of action;
− In the event of communication failure, the crew should continue
with the RNAV procedure in accordance with the published lost
communication procedure;
− In case of loss of P-RNAV capability, the flight crew should
navigate using an alternative means of navigation. The alternate
means need not be an RNAV system;
− Cautions and warnings for the following conditions:
− Failure of the RNAV system components including those
affecting flight technical error;
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2-18-85 6 01 REVISION 5
COMMUNICATION
OPERATIONS
MANUAL
− Flight director – discontinue the P-RNAV procedure following

the approved missed approach procedure or if feasible revert
to a conventional or IRS procedure and inform ATC;
− Automatic Flight – continue the approach using manual flight,
and if the flight path cannot be followed perform a approved
missed approach procedure and inform ATC;
− Multiple system failures – If a multiple system failures occurs
such as affecting GNSS, Flight Director, and any other used for
P-RNAV procedure, a missed approach procedure must be
performed and inform ATC;
− Failure of navigation sensors - discontinue the P-RNAV
procedure following the approved missed approach procedure
or if feasible revert to a conventional or IRS procedure and
inform ATC.
INCIDENT REPORTING
Significant incidents associated with the operation of the aircraft which
affect or could affect the safety of RNAV operations, need to be
reported on the appropriate report manifest.
Specific examples may include:
− Aircraft system malfunctions during P-RNAV operations which
lead to:
− Navigations errors not associated with transitions between
different navigation modes;
− Significant navigation errors attributed to incorrect data or a
navigation database coding error;
− Unexpected deviations in lateral or vertical flight path not
cause by Pilot input;
− Significant misleading information without a failure warning;
− Total loss or multiple navigation equipment failure;
− Problems with ground navigational facilities leading to significant
navigational errors not associated with transitions between
different navigation modes.
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REVISION 5 2-18-85 7 01
COMMUNICATION
OPERATIONS
MANUAL
Page Code
2-18-85 8 01 REVISION 5
AIRPLANE PNEUMATICS
AIR CONDITIONING
OPERATIONS AND PRESSURIZATION
MANUAL
SECTION 2-14
PNEUMATICS, AIR CONDITIONING
AND PRESSURIZATION
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-14-05 ..01

Pneumatic System ............................................................. 2-14-05 ..02
EICAS Messages ........................................................... 2-14-05 ..05
Air Conditioning System ..................................................... 2-14-10 ..01
ECU Operation ............................................................... 2-14-10 ..02
Cabin Temperature Control............................................ 2-14-10 ..04
Air Conditioning Distribution ........................................... 2-14-10 ..06
Pneumatic System Function Logic ................................. 2-14-10 ..07
EICAS Messages ........................................................... 2-14-10 ..10
Pressurization System ....................................................... 2-14-15 ..01
Operation in Automatic Mode ......................................... 2-14-15 ..02
Operation in Manual Mode ............................................. 2-14-15 ..11
EICAS Messages ........................................................... 2-14-15 ..11
Pressurization Indication on EICAS................................ 2-14-15 ..14
Electronic Bay Cooling System .......................................... 2-14-20 ..01
Forward Electronic Bay .................................................. 2-14-20 ..01
Rear Electronic Bay........................................................ 2-14-20 ..02
EICAS Messages ........................................................... 2-14-20 ..02
Baggage Ventilation System .............................................. 2-14-25 ..01
Page Code
REVISION 7 2-14-00 1 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
Page Code
2-14-00 2 01 ORIGINAL
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
GENERAL
The pneumatic system can be supplied by the engines, APU or a
ground pneumatic source.
The APU or ground pneumatic source supplies the system prior to the
engine start. The engines normally supply bleed air for pneumatics
after engine start.
The air conditioning system receives air from the pneumatic system
and provides conditioned air to the cabin. The system is controlled by
two Environmental Control Units (ECU).
The pressurization system uses bleed air from the air conditioning
system to pressurize the airplane. Cabin pressure is controlled by
modulating the outflow valves. The system is controlled by an
automatic mode and has a manual back-up mode.
Cooling for rear and forward electronic compartments is provided by
the ventilation system.
System information and messages are presented on the EICAS.
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NOVEMBER 30, 2001 2-14-05 1 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
PNEUMATIC SYSTEM
The pneumatic system receives compressed and hot air from the
following sources:
− Engines compression stage;
− APU;
− Ground pneumatic source.
The pneumatic system is used for: engine start, air conditioning,
pressurization and anti-ice system.
th th
Engine bleed air comes from the 9 (low pressure) and 14 (high
pressure) engine stages.
th
The 14 stage High Stage Valve (HSV), which is electrically controlled
and pneumatically-actuated, opens automatically during low engine
thrust operations, engine cross bleed start and anti-ice operation.
th
As thrust increases, the HSV closes and the 9 BACV (Bleed Air
Check Valve) opens supplying bleed air to the system.
Bleed air for engine anti-ice system is provided through the tapping
upstream of the HSV.
An Engine Bleed Valve (EBV), which is electrically controlled through
the Bleed Air Button and pneumatically-actuated, is installed
downstream of the pre-cooler.
Bleed air for the Air Turbine Starter (refer to Section 2-10 - Powerplant)
is provided through the tapping downstream of the EBV.
Each engine supplies air to its corresponding air conditioning pack and
anti-ice system.
A Cross-Bleed Valve (CBV), which is electrically controlled through the
Cross Bleed Knob and pneumatically actuated, provides the
segregation or interconnection between both sides in case of APU
operation or one engine pneumatic supply.
The pneumatic system’s functional logic opens or closes automatically
the EBV, if the Cross Bleed Knob is on AUTO position, during engine
start, in order to select the available pneumatic source: APU, ground
pneumatic source or opposite engine.
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AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
PNEUMATIC SYSTEM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-14-05 3 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
The functional logic also opens automatically the CBV and both HSV
and closes one air conditioning pack whenever the anti-icing system is
operating.
Bleed air from the APU, that is used primarily as a auxiliary pneumatic
source, is provided in the left side of the pneumatic system to supply
the air conditioning and engine starting either on ground or inflight.
An APU Bleed Valve (ABV), which is electrically controlled through the
APU Bleed Button and pneumatically-actuated, provides APU bleed
control.
The pneumatic system functional logic automatically closes the ABV
whenever any engine is supplying bleed air to the left pneumatic side.
An APU Check Valve is installed downstream of the APU bleed valve.
A ground pneumatic source connection, including a check valve, is
installed on the right side of the pneumatic system. Its main purpose is
to supply pressurized air to start the engines.
Leak detectors (thermal switches) are installed along all the pneumatic
lines. Should a duct leakage occur, these detectors activates a warning
message in the EICAS.
Should any hot air leakage occur, the bleed sensors and/or three
Massive Leakage Detectors (thermal switches – the former located
along the pneumatic system ducting and the latter in the rear electronic
compartment area) will close the EBV and the HSCV of the affected
side, as well as the CBV.
Bleed temperatures upstream and downstream of the pre-cooler are
monitored through temperature sensors. Temperature downstream of
the pre-cooler is presented on a vertical bar indication on the MFD.
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AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
EICAS MESSAGES
BLD 1 (2) LEAK Duct leakage in the
BLD APU LEAK associated bleed line.
Temperature in the duct
region exceeds 91°C (195°F).
WARNING The switch deactivates at
79°C (175°F).
BLD 1 (2) OVTEMP Associated pre-cooler downs-
tream temperature above
305°C (581°F).
APU BLD VLV FAIL Disagreement between actual
position and commanded
position of the APU Bleed
Valve.
BLD 1 (2) LOW TEMP Abnormal low or asymmetric
bleed temperature, or pre-
cooler outlet temperature
sensor failure.
BLD 1 (2) VLV FAIL Disagreement between actual
position of the associated
CAUTION Engine Bleed Valve.
CROSS BLD FAIL Disagreement between actual
position of the Cross-Bleed
Valve.
CROSS BLD SW OFF Cross Bleed Knob selected
CLOSED with at least one
engine running after brake
release.
HS VLV 1 (2) FAIL Disagreement between actual
position of the associated
High Stage Valve.
BLD 1 (2) VLV CLSD Associated Engine Bleed
Valve position. This message
is inhibited on ground or
ADVISORY during associated engine
start.
CROSS BLD OPEN Cross Bleed Valve open.
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PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
Page Code
2-14-05 6 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
AIR CONDITIONING SYSTEM

Airplane air conditioning is provided by two the Environmental Control
Units (ECU) supplied by the Pneumatic System.
Each side is provided with independent controls, protection devices,
and cross-connected air distribution lines for the various modes of
operation.
Cockpit and passenger cabin temperature selections are independent
and may be controlled either manually or automatically. The left ECU
controls the temperature in the cockpit and the right ECU controls the
temperature passenger cabin.
The system is normally operated in the automatic mode. In case of
automatic mode failure, a manual mode is available.
The pilots may transfer the passenger cabin temperature control to the
Attendant Panel.
The air conditioning distribution is performed by the gasper system and
general outlets with cross-connection between the cockpit and
passenger cabin lines.
This feature, associated with the ram air inlets, allows the cockpit and
passenger cabin to be supplied with fresh air, in case of failure of both
ECUs.
Recirculating air, driven by two electrical fans, is mixed to fresh air in
order to improve passenger and crewmembers' comfort.
A ground cart connection is available at the right-hand duct, connected
to the outside through a check valve in the fuselage. The pre-
conditioned air from the ground cart is delivered to the cabin directly
through the distribution lines.
The air conditioning system incorporates protection features in the
temperature controllers which shut off the system in case of
malfunctions (duct leakage, duct overtemperature, and pack
overtemperature).
The cockpit and passenger cabin temperature indications are
presented on the MFD. Caution and advisory messages are presented
on the EICAS.
Page Code
NOVEMBER 30, 2001 2-14-10 1 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
ECU OPERATION
Each ECU consists of a dual heat exchanger, an air cycle machine
(compressor, turbine, and fan), a condenser, a water separator and
related control and protective devices, installed forward of the airplane
wing root, inside the wing-to-fuselage fairing.
The automatically-controlled bleed air from the pneumatic system
supplies the ECU. Downstream pressure is regulated by the Pack
Valve (Pressure Regulating and Shutoff Valve).
After the Pack Valve, the airflow is divided into two lines:
- One cold line that passes through to the Air Cycle Machine.
- One hot line that bypasses the Air Cycle Machine.
Both airflow lines are gathered at the expansion turbine discharge.
In the Air Cycle Machine (ACM), air is cooled in the primary heat
exchanger and passes through the compressor, thus causing a
pressure increase. The air then goes to the secondary heat exchanger
where it is cooled again.
After leaving the secondary heat exchanger, the high-pressure cooled
air passes through a condenser and a water separator for condensed
water removal. Spray nozzles uses the separated water to improve the
heat exchanger efficiency.
The main airstream is ducted to the turbine and expanded to provide
power for the compressor and cooling fan. This energy removal
produces very low turbine discharge temperatures, achieving adequate
low temperatures in the process.
The cold exit air is mixed with warm air supplied by the recirculation
fan and/or with the hot bypass air immediately upon leaving the turbine.
A check valve is provided in the recirculation duct to prevent reverse
flow if the recirculation fan is inoperative.
The ECU outlet air temperature is controlled through the dual
temperature control valve. One valve adds hot bleed air to the turbine
discharge while the other valve restricts the compressor inlet flow.
The ECUs are cooled in flight by external the ACM fans, using the
external ram air. On the ground, the ECUs are cooled by the ACM fans
only.
The system has emergency ventilation, as an alternate means to allow
the outside air into the cabin. The impact air passes through the same
ram air inlets that are used to cool the dual heat exchangers.
Page Code
2-14-10 2 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
AIR CONDITIONING SYSTEM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-14-10 3 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
When the ECUs air supply is shut off in flight, the emergency ram air is
activated and the ram air valves are opened automatically, allowing
ram air to be routed to the distribution lines. Ram air may also be used
to ventilate the airplane interior for cabin smoke evacuation and cabin
ventilation purposes with the airplane depressurized and the ECUs
turned off.
NOTE: The Pneumatic System automatic logic closes the left Pack
Valve whenever the anti-icing system is operating below
24600 ft.
CABIN TEMPERATURE CONTROL
AUTO MODE
In the automatic mode (temperature knobs pressed), the temperatures
in the passenger cabin and in the cockpit are controlled by the digital
temperature controllers that receive information from the temperature
sensors (ducts, passenger cabin, or cockpit), maintaining the
temperature set on the associated temperature knob.
MANUAL MODE
In manual mode (temperature knobs pulled), the temperature in the
passenger cabin and in the cockpit are controlled by the temperature
control module, that receives information from the temperature knobs
and the duct temperature sensor.
The manual mode should be used only if a failure occurs in the
automatic mode and may be noticed when the temperature is not
maintained within the temperature limits of the automatic mode
(between 18 and 29°C) after cabin temperature stabilization.
If switching from auto mode to manual mode is required, proceed as
follows:
• Set the knob to mid range position (12 o’clock).
• Wait for system to stabilize (approximately 30 seconds).
• Switch to manual.
• Smoothly turn the knob to the required point.
Once in the manual mode, the pilot must continuously monitor the
temperature and actuate on the Temperature and Mode Selector Knob.
Page Code
2-14-10 4 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
INTEGRATED PNEUMATIC SYSTEM SCHEMATIC
Page Code
REVISION 7 2-14-10 5 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
AIR CONDITIONING DISTRIBUTION

The air conditioning distribution system provides conditioned air to the
cockpit and passenger cabin.
The main source of conditioned air to the cockpit is the left pack, with a
single distribution system for cooling or heating air.
The cockpit is provided with two FEET AIR handles and air outlets,
allowing each pilot to individually control the airflow.
For CRT displays ventilation, a shutoff valve on each side, electrically-
driven and independently controlled by a thermal switch, allows cold air
to be supplied for this function only.
The main source of conditioned air to the passenger cabin is the right
pack and partially by the left pack, through a cross connection duct.
The air distribution system for the passenger cabin is divided into three
lines. One line is distributed to the lower ducts, installed at the foot
level on both cabin sidewalls. The second line is for the upper ducts of
both sidewalls. The third line is dedicated to the gasper. If the duct
temperature is below 24°C (75°F), the associated temperature
switches command the recirculation fans to increase airflow.
The gasper air subsystem provides air to individual air outlets (gasper),
as well as for the rear electronic compartment, oxygen cylinder
compartment and relay box ventilation. The air to the gasper is
provided by a gasper fan and by one branch from the cross connection
of the general distribution system. The gasper fan is similar to the
recirculation fan, but it is operated in normal condition only. One
thermal switch is installed in the branch line to close fresh air in case of
heating condition (above 24°C). In this case, only air from the gasper
fan is available.
The recirculation air subsystem, consists of two recirculation fans, and
is usually operated to save the engine bleed. It must be kept off should
there be smoke in the cabin, or on hot days while on the ground. This
reduces the pull-down period and should be turned on in cold soak
conditions to reduce pull-up period.
The operational logic to open the Engine Bleed, Cross-bleed, APU
Bleed, and Pack Valves will be analyzed herein separately, for better
system comprehension. This system also actuates on the Anti-icing
System Valves. For further information, refer to Section 2-15 - Ice and
Rain Protection.
Page Code
2-14-10 6 01 ORIGINAL
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
PNEUMATIC SYSTEM FUNCTIONAL LOGIC

The pneumatic system functional logic provides automatic control and
protection for itself and the user systems, giving priority according to
the airplane operation or condition.
ENGINE BLEED VALVE LOGIC

The Engine Bleed Valve (EBV) receives an electrical input to open
when the following conditions occur simultaneously:
− Bleed Air Button is pressed to open the valve;
− Respective Essential Bus is energized;
− There is no massive leakage on the respective side of the rear
electronic compartment;
− There is no leakage along the pneumatic system ducting;
− Respective engine N2 is above 56.4%; and
− Respective engine fire extinguishing handle is not pulled.
APU BLEED VALVE OPERATIONAL LOGIC

The APU Bleed Valve (ABV) receives an electrical input to open when
the following conditions occur simultaneously:
− APU Bleed Button is pressed to open the valve;
− Essential DC Bus 1 is energized;
− Engine 1 bleed valve is closed (no pressure from the left side);
− Engine 2 bleed valve or cross-bleed valve is closed (no pressure
from the right side);
− APU rpm above 95%, plus 7 seconds; and
− There is no massive leakage on the APU line.
Page Code
ORIGINAL 2-14-10 7 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
PACK VALVE OPERATIONAL LOGIC
The Pack Valve receives an electrical input to open when the following
conditions occur simultaneously:
− Air Conditioning Pack Button is pressed to open the valve;
− Respective DC Bus is energized;
− Respective engine is not starting;
− No engine is starting using the APU as pneumatic source;
− No failure in the related pack is detected (overpressure,
overtemperature or duct leakage downstream of the Pack Valve);
and
− No discrete ECS (Environmental Control System) OFF signal is
sent from any related FADEC (A or B).
The FADEC`s discrete ECS OFF signals are produced according to
the following conditions:
1- During Takeoff or Go Around:
ACTIVATION CONDITIONS FOR ECS OFF SIGNALS
PRESSURE ALTITUDE / TAT °C
ALL ENGINES ONE
ENGINE FADEC MODE OPERATIVE ENGINE
(takeoff only) INOPERATIVE (3)
ALT T/O-1 Up to 1700 ft above Lower than
A1P ALL T/O-1 or takeoff altitude (1) 9700 ft (2)
T/O RSV
ALT T/O-1
T/O-1, Up to 1700 ft above Lower than
A1E ALL E T/O, takeoff altitude (1) 9700 ft (2)
T/O RSV or
E T/O RSV
NOTE: 1) TAT above 19°C (66°F) at sea level, decreasing linearly to

−5°C (23°F) at 9700 ft.
2) The ECS OFF signal is activated for the Pack associated
with the operating engine if the pressure altitude is lower
than 9700 ft and TAT is above 19°C at sea level,
decreasing linearly to −5°C at 9700 ft (area A in the
following envelope).
3) A Low N1 condition (actual N1 does not achieve requested
N1) is considered one engine inoperative.
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2-14-10 8 01 REVISION 4
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
145AOM2140013.MCE
FADEC´S ECS OFF ENVELOPE
The ECS OFF logic is valid only when the packs are using engine
bleed. If APU bleed is being used, the ECS OFF logic is inhibited and
the pack valves will not shut down.
The FADEC´s discrete ECS OFF signal is not produced when using
ALT-T/O-1 mode during takeoffs with all engines operative.
If a FADEC commands its associated pack to close, through the ECS
OFF signal, the pilot must reset the pack when the conditions for the
automatic shut down of the pack cease to exist, i.e., an automatic
restart of the pack does not exist.
For airplanes S/N 145462, 145516, 145591, 145644 and on, the packs
are automatically reset when the conditions for the ECS OFF signal
cease to exist. When both packs are automatically reset, pack 2 will be
commanded to open 10 seconds after pack 1 opening, to avoid
passenger discomfort due to packs return.
2- During reverse use:

− The ECS OFF signal is always activated during reverse use.
Page Code
REVISION 6 2-14-10 9 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
CROSS BLEED VALVE OPERATIONAL LOGIC

The Cross-Bleed Valve (CBV) receives an electrical input to open
when the following conditions occur:
− Essential DC Bus 2 is energized;
− There is no leakage along the pneumatic system ducting or a
massive leakage in the Rear Electronic Compartment; and
− Cross-Bleed Knob is set to OPEN; or
− Cross-Bleed Knob is set to AUTO and one of the following
conditions occurs:
− Horizontal Stabilizer Anti-Icing System is operating; or
− Engine 2 is starting; or
− Engine 1 is starting assisted by engine 2 or external pneumatic
source (with APU Bleed Valve manually commanded to the
close position).
EICAS MESSAGES

PACK 1 (2) OVLD Associated ECU compressor
temperature above 243°C
(470°F) or ECU inlet pressure
above 55 psig.
PACK 1 (2) OVHT Associated ECU outlet
CAUTION temperature above 93°C
(200°F).
PACK 1 (2) VLV FAIL Disagreement between
RAM AIR VLV FAIL associated valve actual
position.
PACK 1 VLV CLSD Left pack valve closed with no
icing condition,
ADVISORY or
Left pack valve closed with
airplane above 24600 ft.
PACK 2 VLV CLSD Right pack valve closed.
Page Code
2-14-10 10 01 ORIGINAL
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
AIR CONDITIONING AND PNEUMATIC CONTROL PANEL

1 - COCKPIT TEMPERATURE AND MODE SELECTOR KNOB
− PRESSED - Controls the left pack in automatic mode through
the Digital Temperature Controller. The cockpit temperature
may be set between 18°C (65°F) and 29°C (85°F).
− PULLED - Controls the left pack in manual mode through the
temperature control module. No temperature range is
established.
2 - PASSENGER CABIN TEMPERATURE AND MODE SELECTOR

KNOB
− PRESSED - Controls the right pack in automatic mode through
the Digital Temperature Controller. The passenger cabin
temperature may be set between 18°C (65°F) and 29°C (85°F).
− PULLED - Controls the right pack in manual mode through the
manual mode circuit in the temperature control module. No
temperature range is established.
− ATTD - The passenger cabin temperature control is transferred
to the attendant’s panel in automatic mode only.
3 - RECIRCULATION BUTTON
− Turns on (pressed) or turns off (released) both recirculation
fans.
released.
4 - AIR CONDITIONING PACK BUTTON

− Opens (pressed) or closes (released) the Pressure Regulating
and Shutoff Valve of the associated ECU.
released.
Page Code
NOVEMBER 30, 2001 2-14-10 11 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
5 - GASPER BUTTON
− Turns on (pressed) or turns off (released) the gasper fan inflight
only.
released.
− On ground, the gasper fan is turned on as soon as the
associated DC Bus is energized.
6 - CROSS-BLEED KNOB
− CLOSED- Closes the Cross-bleed Valve.
− AUTO - Selects automatic operation mode of the Cross-bleed
Valve.
− OPEN - Opens the Cross-bleed Valve.
7 - BLEED AIR BUTTON

− Opens (pressed) or closes (released) the associated Engine
Bleed Valve.
released.
− A LEAK inscription illuminates inside the button to indicate a
duct leakage in the associated bleed line.
The LEAK inscription is not available on some airplanes.
8 - APU BLEED BUTTON

− Opens (pressed) or closes (released) the APU Bleed Valve.
pressed.
the APU Bleed Valve is in the open position.
Page Code
2-14-10 12 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
AIR CONDITIONING AND PNEUMATIC CONTROL PANEL
Page Code
NOVEMBER 30, 2001 2-14-10 13 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
ENVIRONMENTAL CONTROL SYSTEM (ECS) AND
PNEUMATIC PAGE ON MFD
1 - PASSENGER CABIN TEMPERATURE INDICATION
− Indicates the temperature inside the passenger cabin.
− Digits are green.
− Legends are white.
− Ranges from –10 to 50°C (14 to 122°F).
2 - COCKPIT TEMPERATURE INDICATION

− Indicates the temperature inside the cockpit.
− Digits are green.
− Legends are white.
− Ranges from –10 to 50°C (14 to 122°F).
3 - BLEED TEMPERATURE INDICATION

− Indicates the bleed air temperature downstream of the pre-
cooler on the left and right engine.
− Scale and Pointer:
− White for the scale, below 260°C (500°F) to indicate
potentially low thermal energy availability to the anti-icing
system. Amber for the pointer, only if the pointer is in the
white band of the scale and the message “BLD 1 (2) LOW
TEMP” is shown on EICAS.
If the pointer is in the white band of the scale and the
message “BLD 1 (2) LOW TEMP” is not presented in the
EICAS, the pointer will be green.
− Green from 260 to 305°C (500 to 581°F) to indicate the
acceptable range.
− Red above 305°C (581°F) to indicate an overtemperature
condition.
− In case of an outlet temperature sensor failure, the respective
pointer is removed from the vertical temperature bar.
Page Code
2-14-10 14 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
ENVIRONMENTAL CONTROL SYSTEM (ECS) AND PNEUMATIC

PAGE ON MFD
Page Code
NOVEMBER 30, 2001 2-14-10 15 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
GALLEY CONTROL PANEL
1 - CABIN TEMPERATURE INDICATION

− Indicates the cabin temperature in bargraph format.
2 - CABIN TEMPERATURE CONTROL

− Increase or decrease the cabin temperature through the s and
t keys.
Page Code
2-14-10 16 01 JUNE 20, 2002
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
Page Code
JUNE 20, 2002 2-14-10 17 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
Page Code
2-14-10 18 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
PRESSURIZATION SYSTEM
The Cabin Pressure Control System (CPCS) controls the cabin
pressure by regulating the cabin air exhaust rate supplied by the
ECUs.
The CPCS comprises two subsystems:
- One digital electropneumatic subsystem (automatic mode).
- One pneumatic subsystem (manual mode).
The Cabin Pressure Control System comprises a digital controller, a
manual controller, an electropneumatic outflow valve, a pneumatic
outflow valve, an air filter, two pressure regulator valves, an ejector
pump, two static ports, and a Cabin Pressure Acquisition Module
(CPAM).
Both outflow valves receive static pressure signals from static ports for
overpressure relief and negative pressure relief functions, actuating
pneumatic devices to inhibit airplane structural damage or injury in
case of improper system operation.
The safety devices provide the following features:
Airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007:
− Positive cabin differential pressure relief: 8.4 psi maximum.
− Negative cabin differential pressure relief: - 0.3 psi.
− Cabin altitude limitation (when in the auto mode): 15000 ft maximum.
Airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007:
− Positive cabin differential pressure relief: 8.6 psi maximum.
− Negative cabin differential pressure relief: - 0.3 psi.
− Cabin altitude limitation (when in the auto mode): 15000 ft maximum.
The system is normally operated in the automatic mode. The manual
mode is used in case of automatic mode failure.
The cabin air filter is provided to prevent nicotine and dust to enter the
outflow valve chamber.
Indications of cabin altitude, cabin differential pressure, and cabin
altitude rate of change are presented on the EICAS.
A caution message is presented on the EICAS in case of automatic
mode failure, requiring the crew to select the manual mode.
Page Code
REVISION 7 2-14-15 1 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
The CPAM and CPCS have internal tolerances of ± 100 ft and ± 200 ft,
respectively. Then, depending on these tolerances accumulation, the
displayed cabin altitude may be increased up to 300 ft.
If, however, the cabin altitude indication continuously increases and the
system is out of its normal range of operation, causing a cabin
depressurization, the CPAM sends a signal to the aural warning
system to alert the crew when cabin altitude is above 9900 ± 100 ft.
OPERATION IN AUTOMATIC MODE

The automatic mode maintains minimum cabin altitude according to
the airplane operating altitude, imposing minimum cabin altitude rate of
change.
The automatic mode is controlled by the digital controller and requires
a landing altitude to be entered prior to takeoff. According to the
landing altitude, the measured cabin pressure, ADC inputs (airplane
altitude, altitude rate of change and barometric correction), air/ground
position, and thrust lever position, the digital controller determines the
adequate opening of the electropneumatic outflow valve.
On airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, the
pneumatic outflow valve is slaved to the electropneumatic outflow
valve and both operate simultaneously, maintaining the same position
while in the automatic mode.
On airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007,
during the operation on the automatic mode only the electropneumatic
outflow valve is actuated, being the pneumatic outflow valve closed.
Different operation sequences are automatically initiated by the Digital
Controller following the received inputs.
The Digital Controller schedules a cabin altitude that is the value that
the measured cabin altitude must be equal to.
Cabin altitude rate of change varies according to the different operation
sequences.
Page Code
2-14-15 2 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
Proper operation of the pressurization system in the automatic mode

requires that the following conditions be met:
− Automatic mode is selected on the Digital Controller (button not
pressed and MAN inscription not illuminated). The pressurization
system is in the automatic mode when electrical power is first
applied.
− Landing altitude is entered in the Digital Controller prior to the
takeoff. Should the landing altitude not be entered, the system will
automatically consider 8000 ft as the landing altitude.
− Manual Controller is set to DN position (full counterclockwise). If the
Manual Controller is out of the DN position, the pneumatic valve
tends to open causing inappropriate automatic mode operation.
DETERMINATION OF THE THEORETICAL CABIN ALTITUDE

The theoretical cabin altitude is a function of the airplane operating
altitude. It is calculated in such a way that the maximum cabin
differential pressure is reached at the lowest possible airplane altitude
considering a minimum cabin altitude rate of climb and a maximum
airplane rate of climb.
The maximum cabin differential pressure is 8.1 psi for airplanes up to
S/N 854 and Pre-Mod. SB 145LEG-00-0007 and 8.4 psi for airplanes
S/N 863 and on or Post-Mod. SB 145LEG-00-0007.
Page Code
REVISION 7 2-14-15 3 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
CABIN PRESSURE CONTROL SYSTEM SCHEMATIC APPLICABLE
TO AIRPLANES UP TO S/N 854 AND PRE-MOD. SB 145LEG-00-0007
Page Code
2-14-15 4 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
CABIN PRESSURE CONTROL SYSTEM SCHEMATIC APPLICABLE TO
AIRPLANES S/N 863 AND ON OR POST-MOD. SB 145LEG-00-0007
Page Code
REVISION 7 2-14-15 5 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
AUTOMATIC PREPRESSURIZATION SEQUENCE ON GROUND

This sequence is initiated and maintained as long as the airplane is on
the ground and the thrust lever is set to THRUST SET position or
above.
For airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, it
causes the cabin altitude to descend toward an altitude equivalent to
400 ft (0.2 psi) below the takeoff altitude.
For airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007, it
causes the cabin altitude to descend toward an altitude equivalent to
750 ft (0.4 psi) below the takeoff altitude.
The purpose of the automatic pre-pressurization is to avoid cabin
bumps due to the irregular airflow on the fuselage during rotation and
takeoff and also to keep a controlled cabin altitude just after rotation,
as the cabin altitude tends to follow the airplane altitude.
In the case of takeoff with air conditioning supply, the cabin altitude is
controlled with an altitude rate of descent equal to –450 ft/min.
In the case of takeoff without air conditioning supply, the outflow valves
are closed, also avoiding cabin bump.
TAKEOFF SEQUENCE
This sequence is initiated after the airplane leaves the ground with the
purpose of avoiding reselecting the landing altitude, in case it is
necessary to return to the takeoff airport.
For airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, it
causes the cabin altitude to continue descending towards the altitude
equivalent to 400 ft below the takeoff altitude. If an altitude of 400 ft
below the takeoff altitude has already been reached during the
pre-pressurization sequence, the cabin altitude does not change.
For airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007, it
causes the cabin altitude to continue descending towards the altitude
equivalent to 750 ft below the takeoff altitude. If an altitude of 750 ft
below the takeoff altitude has already been reached during the
pre-pressurization sequence, the cabin altitude does not change.
The takeoff sequence lasts until the theoretical cabin altitude becomes
greater than the actual cabin altitude, or until 15 minutes have elapsed
since the sequence initiation, whichever occurs first.
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2-14-15 6 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
FLIGHT SEQUENCE
This sequence is initiated after the takeoff sequence is finished, to
establish a cabin altitude and a cabin altitude rate of change during
flight.
For airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007, the
Digital Controller schedules a cabin altitude that is the greatest value
between the theoretical cabin altitude and the selected landing altitude
minus 300 ft.
For airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007, the
Digital Controller schedules a cabin altitude that is the greatest value
between the theoretical cabin altitude and the selected landing altitude
minus 650 ft.
The cabin altitude rate of change is controlled at different values
depending on the scheduled cabin altitude and the airplane vertical
speed, but is limited to –450 ft/min during descent and 700 ft/min while
climbing.
Barometric correction, when required, is automatically provided by the
Air Data Computer (ADC).
Page Code
REVISION 7 2-14-15 7 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
AUTOMATIC MODE OPERATION SCHEMATIC APPLICABLE TO

AIRPLANES UP TO S/N 854 AND PRE-MOD. SB 145LEG-00-0007
Page Code
2-14-15 8 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
AUTOMATIC MODE OPERATION SCHEMATIC APPLICABLE TO

Page Code
REVISION 7 2-14-15 9 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
AUTOMATIC INCREASED RATE OF DESCENT SEQUENCE

This sequence is initiated when the airplane descent rate is greater
than 200 ft/min, in order to satisfy all airplane rapid descent cases. The
cabin altitude rate of change limits may be accordingly increased,
depending on the remaining flight time which is calculated considering
the airplane operating altitude, airplane vertical speed and the selected
landing altitude.
Therefore, the cabin altitude rate of descent limit may be increased to
a value between –450 ft/min and –500 ft/min. In case the selected
landing altitude is higher than 8000 ft, the cabin altitude rate of descent
limit may be increased to a value between +700 ft/min and
+1500 ft/min.
AUTOMATIC DEPRESSURIZATION SEQUENCE ON GROUND

This sequence is initiated when the airplane is on the ground and the
thrust lever is in the IDLE position.
To avoid a cabin bump during the landing, it is necessary that the
airplane land with the cabin being submitted to a small differential
pressure.
For that reason, the automatic mode always controls, for landing, a
cabin altitude equal to the selected landing altitude minus 300 ft (for
airplanes up to S/N 854 and Pre-Mod. SB 145LEG-00-0007) or 650 ft
(for airplanes S/N 863 and on or Post-Mod. SB 145LEG-00-0007). This
sequence cancels this differential pressure corresponding to 300 ft or
650 ft, as well as reduces cabin bump when the air conditioning is
turned off or the main door is open.
Cabin depressurization is controlled at a rate of climb equal to
650 ft/min, up to the full opening of the outflow valves.
In automatic mode, the rapid cabin depressurization is commanded by
the Dump Button.
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2-14-15 10 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
OPERATION IN MANUAL MODE

Manual operation is accomplished through the manual controller which
actuates only the pneumatic outflow valve, while the electropneumatic
outflow valve is kept closed, by selecting MAN in the Pressurization
Mode Selector Button and rotating the Manual Controller until the
desired cabin rate of change is reached. The crew is responsible for
monitoring cabin differential pressure within acceptable values.
In manual mode, the DUMP button is not effective and a rapid cabin
depressurization is commanded by turning the manual controller to the
UP position (clockwise stop). In this mode, the cabin altitude limitation
at 15000 ft does not exist as it does in the automatic mode.
EICAS MESSAGE
PRESN AUTO FAIL Automatic pressurization mode
CAUTION
failure.
Page Code
REVISION 7 2-14-15 11 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL

DIGITAL CONTROLLER
1 - LANDING ALTITUDE INDICATOR
− Displays the selected landing altitude.
− Displays a failure code if any failure is detected during power-up
and continuous monitoring tests . In this case, the selection of
the landing altitude is disabled.
− Successful power-up test is displayed (all light segments
illuminated) until a landing altitude is selected.
− Displays blanks when Dump button or Mode Selector Button is
pressed.
2 - LANDING ALTITUDE SELECTOR SWITCH
− Sets the landing altitude in the Landing Altitude Indicator.
− Altitude changes in 100-ft steps. Holding the selector for more
than 5 seconds changes the altitude in a 1000 ft/sec rate.
− Landing altitude setting from –1500 ft to +14000 ft.
3 - PRESSURIZATION MODE SELECTOR BUTTON (guarded)

− Provides selection of either automatic mode (button released) or
manual mode (button pressed) of operation.
− When pressed, the MAN inscription illuminates inside the
button.
NOTE: In case of electrical failure that leads to the complete turning
off of the automatic mode turning off, manual mode should
be selected by pressing the Pressurization Mode Selector
Button, but the MAN inscription will not be illuminated.
4 - PRESSURIZATION DUMP BUTTON (guarded)

− Provides rapid cabin depressurization up to 14500 ft.
− When pressed, an ON inscription illuminates inside the button.
− This button is effective in the automatic mode only.
MANUAL CONTROLLER KNOB

− Selects cabin rate of change between –1500 ft/min (at DN position)
and approximately + 2500 ft/min (at UP position), when in the
manual operating mode.
− When operating in the AUTO mode, it must be set to the DN
position.
Page Code
2-14-15 12 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
PRESSURIZATION CONTROLS AND INDICATORS
Page Code
REVISION 7 2-14-15 13 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
PRESSURIZATION INDICATION ON EICAS
AIRPLANES UP TO S/N 854 AND PRE-MOD. SB 145LEG-00-0007
1 - CABIN ALTITUDE INDICATION

− Displays cabin altitudes, regardless of the operating mode.
− Ranges from – 1500 to 39000 ft, with a resolution of 100 ft.
− Green: from – 1500 to 8300 ft.
− Amber: from 8400 to 9900 ft.
− Red: from 10000 to 39000 ft.
2 - DIFFERENTIAL PRESSURE INDICATION
− Displays the differential pressure between the cabin interior and
the outside, regardless of the operating mode.
− Ranges from – 0.5 to 10.0 psi, with a resolution of 0.1 psi.
− Green: from 0.0 to 8.2 psi.
− Amber: from – 0.3 to – 0.1 psi and from 8.3 to 8.6 psi.
− Red: from – 0.5 to – 0.4 psi and from 8.7 to 10.0 psi.
3 - CABIN RATE OF CHANGE INDICATION
− Displays the cabin rate of change, regardless of the operating
mode.
− Ranges from –2000 to 2000 ft/min, with a resolution of 50 ft/min.
− Green full range.
− For rates out of range the indication is replaced by amber dashes.
Page Code
2-14-15 14 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
1 - CABIN ALTITUDE INDICATION

− Displays cabin altitudes, regardless of the operating mode.
− Ranges from – 1500 to 41000 ft, with a resolution of 100 ft.
− Green: from – 1500 to 8300 ft.
− Amber: from 8400 to 9900 ft.
− Red: from 10000 to 41000 ft.
2 - DIFFERENTIAL PRESSURE INDICATION
− Displays the differential pressure between the cabin interior and
the outside, regardless of the operating mode.
− Ranges from – 0.5 to 10.0 psi, with a resolution of 0.1 psi.
− Green: from 0.0 to 8.5 psi.
− Amber: from – 0.3 to – 0.1 psi and from 8.6 to 8.9 psi.
− Red: from – 0.5 to – 0.4 psi and from 9.0 to 10.0 psi.
3 - CABIN RATE OF CHANGE INDICATION
− Displays the cabin rate of change, regardless of the operating
mode.
− Ranges from –2000 to 2000 ft/min, with a resolution of 50 ft/min.
− Green full range.
− For rates out of range the indication is replaced by amber dashes.
Page Code
REVISION 7 2-14-15 15 01
PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
Page Code
2-14-15 16 01 REVISION 7
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
ELECTRONIC BAY COOLING SYSTEM

FORWARD ELECTRONIC BAY
An automatic cooling system is provided in the nose electronic bay,
where most of the electronic equipment is installed. This system
maintains the temperature inside the bay within the avionics
operational limits.
The system comprises two NACA air inlets, two shutoff valves, two
recirculation fans, two exhaust fans, two check valves, four control
thermostats, and two overtemperature thermostats.
The NACA air inlets are provided with water separators and drains to
deter water ingestion by the air inlets into the compartment.
All the fans are powered by four dedicated Inverter Modules.

When the airplane is energized, the inverter modules are turned on,
supplying power to the recirculation fans.
The electrical power supply to the recirculation fan 2, exhaust fan 1
and shutoff valve 1 is completely segregated from the remaining
components, to prevent a total loss of the system in case of an
electrical system single failure. Each recirculation fan operates
continuously when its associated bar is energized.
A check valve is installed on each exhaust duct (left and right) to avoid
water ingestion through the exhaust fans.
If the forward electronic bay internal temperature exceeds 24°C (75°F)

the control thermostats open the shutoff valves and turn the exhaust
fans on. When the temperature drops below 19°C (66°F), the shutoff
valves are closed and the exhaust fans are turned off.
In the event that the temperature limit is reached, two overtemperature

thermostats are actuated and a caution message is presented on the
EICAS.
Page Code
NOVEMBER 30, 2001 2-14-20 1 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
REAR ELECTRONIC BAY

In flight or during operation with the doors closed, rear electronic bay
cooling is performed by conditioned air discharged from the cabin.
When this air flows from the underfloor area to the outflow valves,
installed on the rear pressure bulkhead, it passes through this
compartment, cooling it.
During ground operation, with the airplane unpressurized, an air outlet

blows air from the gasper fan line towards the rear electronic bay.
EICAS MESSAGE

ELEKBAY OVTEMP Temperature inside the forward bay
CAUTION
exceeds 71ºC (160°F) maximum.
Page Code
2-14-20 2 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
FORWARD ELECTRONIC BAY COOLING SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-14-20 3 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
Page Code
2-14-20 4 01 NOVEMBER 30, 2001
AIRPLANE PNEUMATICS
AIR CONDITIONING
MANUAL
BAGGAGE VENTILATION SYSTEM

Airplanes equipped with “class-C” baggage compartment have a
Baggage Ventilation System installed. Although no dedicated
temperature control is available (the “class-C” baggage compartment
is heated by the passenger cabin air flowing into it), the Baggage
Ventilation System provides an adequate environment for carrying live
animals in the compartment.
The Baggage Ventilation System is composed of two ambient check
valves and a baggage compartment fan.
Whenever the recirculation fan is off, the forward check valve prevents
reverse flow into the baggage compartment and the two check valves
prevent smoke or fire extinguishing agent penetration into the
passenger cabin or into the rear electronic compartment, (refer to
Section 2-7 - Fire Protection).
Page Code
NOVEMBER 30, 2001 2-14-25 1 01

PNEUMATICS AIRPLANE
AIR CONDITIONING
AND PRESSURIZATION
OPERATIONS
MANUAL
Page Code
2-14-25 2 01 NOVEMBER 30, 2001
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
SECTION 2-19
AUTOPILOT
TABLE OF CONTENTS
Block Page
General ............................................................................2-19-05.....01
Automatic Flight Control System......................................2-19-05.....02
Flight Guidance System ...................................................2-19-05.....04
Flight Director ...............................................................2-19-05.....04
Autopilot........................................................................2-19-05.....04
Flight Director Modes .......................................................2-19-10.....01
Lateral Modes...............................................................2-19-10.....01
Heading Hold Mode ..................................................2-19-10.....01
Heading Select Mode (HDG) ....................................2-19-10.....02
VOR NAV Mode (VOR) ............................................2-19-10.....03
VOR Approach Mode (VAPP)...................................2-19-10.....04
Localizer Mode (LOC/BC).........................................2-19-10.....04
LNAV Mode ..............................................................2-19-10.....05
Vertical Modes..............................................................2-19-10.....06
Pitch Hold Mode........................................................2-19-10.....06
Altitude Hold Mode (ALT) .........................................2-19-10.....06
Altitude Preselect Mode (ASEL) ...............................2-19-10.....07
Flight Level Change Mode (FLC)..............................2-19-10.....07
Speed Hold Mode (SPD) ..........................................2-19-10.....10
Vertical Speed Hold Mode (VS) ................................2-19-10.....11
Glide Slope Mode (GS).............................................2-19-10.....12
Go Around Mode ......................................................2-19-10.....13
Windshear Escape Guidance Mode .........................2-19-10.....15
Autopilot Disengagement .................................................2-19-10.....16
EICAS Messages .............................................................2-19-15.....01
Controls and Indicators ....................................................2-19-15.....01
Flight Guidance Controller............................................2-19-15.....01
Pitch and Turn Controller..............................................2-19-15.....04
Control Wheel...............................................................2-19-15.....05
Thrust Levers ...............................................................2-19-15.....07
Display Controller .........................................................2-19-15.....08
PFD Indicators..............................................................2-19-15.....10
EICAS Indicators ..........................................................2-19-15.....16
Page Code
REVISION 7 2-19-00 1 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
Category II Approach....................................................... 2-19-20 .... 01

Category II Conditions ................................................. 2-19-20 .... 01
Localizer Excessive Deviation Warning................... 2-19-20 .... 02
Glideslope Excessive Deviation Warning ................ 2-19-20 .... 02
Controls and Indicators ................................................... 2-19-20 .... 02
PFD Indicators ............................................................. 2-19-20 .... 02
Page Code
2-19-00 2 01 REVISION 2
(Pages 3 thru 34 deleted)
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
GENERAL
The Primus 1000 (P-1000) Automatic Flight Control System (AFCS) is
a fully integrated, fail passive three-axis flight control system which
incorporates lateral and vertical guidance, yaw damper and automatic
pitch trim functions.
Page Code
SEPTEMBER 30, 2002 2-19-05 1 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
AUTOMATIC FLIGHT CONTROL SYSTEM

The Automatic Flight Control System (AFCS) consists of dual IC-600s,
autopilot servos, a flight guidance controller (GC-550), a pitch and turn
controller (PC-400) and a display controller (DC-550), as follows:
− IC-600 computer - The primary component of the Automatic Flight

Control System (AFCS). Controls the symbol generator, monitors,
flight director and autopilot. Only the IC-600 #1 incorporates the
autopilot functions.
− FLIGHT GUIDANCE CONTROLLER (GC-550) - Consists of a panel
that allows control of both Flight Director systems and autopilot
functions. The GC-550 provides means for engaging the autopilot
and the yaw damper, selecting the flight director modes and the flight
director coupling. The Flight Guidance Controller also provides the
means for the remote selection of course, heading, vertical speed
target, indicated airspeed target, Mach targets and preselected
altitude.
− PITCH AND TURN CONTROLLER (PC-400) - Consists of a panel
with a Turn Control Knob and a Pitch Control Wheel. These controls
allow the pilot to manually maneuver the airplane with the autopilot
engaged.
− DISPLAY CONTROLLER PANEL (DC-550) - The DC is used to
select various features on the PFD. These include Horizontal
Situation Indicator (HSI) formats, navigation sources, weather display
and bearing pointer selection.
The Automatic Flight Control System interfaces with the following
systems:
− INERTIAL REFERENCE SYSTEM (IRS): provides pitch, roll and
acceleration information to the autopilot system via IC-600-1.
− RADIO MANAGEMENT SYSTEM: provides navigation data to the
IC-600, including short range navigation data, VOR bearings, ILS
approach data, marker beacon tone detection and transmission,
DME features and ADF.
Page Code
2-19-05 2 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
− AIR DATA COMPUTERS (ADCs): supply pressure altitude,

barometrically corrected altitude, true airspeed, calibrated airspeed,
vertical speed, Mach number, static air temperature and total air
temperature to both IC-600.
− RADIO ALTIMETER SYSTEM: provides radio altitude, low altitude
awareness and decision height information on the PFD.
− STALL PROTECTION SYSTEM: provides sensitive, visual and aural
indications of an impending stall. If a stall condition is near to occur,
the system actuates the stick shaker, disengages the autopilot and, if
necessary, actuates the stick pusher.
− ENHANCED GROUND PROXIMITY WARNING SYSTEM
(EGPWS/GPWS): receives, from IC-600-1, the glideslope deviation,
localizer deviation, selected decision height, selected course, packed
discrete and selected terrain range.
− ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS): present
information to the flight crew. Consists of two Primary Flight Displays
(PFD), two multi function displays (MFD) and one EICAS display.
− HORIZONTAL STABILIZER CONTROL UNIT (HSCU): provides, to
both IC-600 #1 and #2, the horizontal stabilizer position. It also
receives, from IC-600, the autopilot command, when the autopilot is
engaged, and the amount of trim demanded.
− AURAL WARNING UNIT (AWU): receives signal from the autopilot,
generates the appropriate messages and tones and send the audio
signal to the Audio Digital System, which routes the messages to the
speakers.
− FLAP ELECTRONIC CONTROL UNIT (FECU): moves the inboard
and outboard flap panels and sends flap position signal to the
autopilot system.
− FLIGHT MANAGEMENT SYSTEM (FMS): provides high accuracy in
long range lateral navigation.
Page Code
SEPTEMBER 30, 2002 2-19-05 3 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
FLIGHT GUIDANCE SYSTEM

The Flight Guidance System may perform three separate functions:
the Flight Director, Autopilot and Autopilot Monitoring.
FLIGHT DIRECTOR
The Flight Director function provides pitch and roll attitude commands
based on data from a variety of sensors, including attitude, heading, air
data, radio altimeter, navigation and pilot inputs. These attitude
commands are sent to the PFD for pilot display, to the autopilot for
automatic airplane control and to the autopilot monitors.
AUTOPILOT
The autopilot provides yaw stabilization and follows pitch and roll
attitude commands from the flight director.
The autopilot/yaw damper monitors continuously check autopilot
functions and operation. In case of failure, they are capable of
disengaging the autopilot and yaw damper, independent of the
autopilot processor hardware.
Page Code
2-19-05 4 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
AUTOFLIGHT SYSTEM SCHEMATIC
Page Code
SEPTEMBER 30, 2002 2-19-05 5 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
Page Code
2-19-05 6 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
FLIGHT DIRECTOR MODES

Flight Director mode selection is accomplished through the Flight
Guidance Controller. Each mode selector button is illuminated for the
armed and captured mode. Also, each active mode is annunciated on
the PFD display and this annunciation makes the distinction between
armed and captured modes. The various modes may be divided into
two categories: Lateral and Vertical modes.
LATERAL MODES
Lateral modes are those modes related to heading or roll control. They
normally provide commands based on navigation sources.
HEADING HOLD MODE

Heading Hold mode is the default Flight Director mode when no other
lateral mode is selected. The Heading Hold mode provides roll
commands to maintain the heading at the moment of mode
engagement. Once this mode is selected, the heading reference is
established one second after the system detects a bank angle of less
than 6º. A bank angle command of zero degrees is used (wings level)
until the heading reference is established.
The ROL green label is displayed on the PFD to indicate the mode is
engaged. Only the pilot’s side primary heading is used by this mode. If
this data is invalid, the Wings Level submode is used.
The Heading Hold mode is divided into Roll Hold submode, Turn Knob
submode and Wings Level submode.
ROLL HOLD SUBMODE

The Roll Hold submode is entered from Heading Hold mode, with the
autopilot engaged, by using the Touch Control Steering Button (TCS)
to manually fly the airplane to a bank angle greater than 6°. The
system maintains the bank angle at the time the TCS button is
released. Roll Hold submode may be canceled by either manually
flying the airplane to less than 6° with the TCS button, by moving the
Turn Control Knob out of detent or by selecting another lateral mode.
This mode is annunciated on the PFD by the ROL green label.
Page Code
SEPTEMBER 30, 2002 2-19-10 1 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
TURN KNOB SUBMODE

The Turn Knob submode allows the pilot to generate a roll attitude
command manually with the Turn Control Knob. Moving the Turn
Control Knob out of detent, with the autopilot engaged, cancels all
other lateral modes including Heading Hold mode in both Flight
Directors.
When the Turn Control Knob is out of detent, the autopilot will maintain
a roll attitude proportional to the displacement of the knob. The
autopilot will revert back to Heading Hold mode when the turn knob is
placed in the detent position. Turn Knob submode is annunciated on
the PFD by the ROL green label when out of detent and the autopilot is
engaged. When the autopilot is disengaged and the Turn Control Knob
is out of detent, the TKNB label is displayed in the PFD and the
autopilot engagement is inhibited.
WINGS LEVEL SUBMODE

The Wings Level submode provides a roll command of 0º. This mode
is active in the Go Around mode, Windshear mode or if the primary
heading data is invalid. Therefore, this mode is available even if either
attitude source is invalid. This mode is annunciated on the PFD by the
ROL green label.
HEADING SELECT MODE (HDG)

The HDG mode is selected by pressing the HDG button on the flight
guidance controller or by arming LOC, VOR, VAPP, or BC. This mode
allows the Flight Director to track the EHSI heading bug, as set by the
heading select knob. The Heading Select mode is annunciated on the
PFD by the green HDG label.
The mode will be inhibited by the following conditions:
− Turn Control Knob out of detent with autopilot engaged.
− Displayed heading invalid.
The mode will be canceled if any of the following conditions occur:

− Pressing the HDG button.
− Changing the displayed heading source on the PFD.
− LOC & BC mode capture.
− VOR & VAPP capture.
− Pressing the Go Around button.
Page Code
2-19-10 2 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
LOW BANK MODE

The Low Bank mode allows the pilot to select reduced bank angle for
the HDG mode. Bank angle limit will be reduced from 27° to 14°
whenever this mode is active. The mode is selected by pressing the
BNK button in the Flight Guidance Controller. This mode is
annunciated only while the Heading Select mode is active, but remains
selected if Heading Select mode is deactivated, being reactivated and
annunciated if Heading mode is selected again. The Low Bank mode is
automatically selected when climbing above 25000 ft and automatically
canceled when descending below 24750 ft.
VOR NAV MODE (VOR)

The VOR NAV mode allows automatic capture and tracking of both
inbound and outbound VOR radials. The VOR mode is selected by
pressing the NAV button in the Flight Guidance Controller, with VOR
selected on the PFD. Upon selection of VOR NAV mode, the HDG
select mode will automatically be engaged. This triggers the green
HDG annunciation on the PFD in conjunction with an armed white VOR
NAV annunciation, also on the PFD.
At the proper time, based on course error and beam deviation, the
capture of VOR mode will cancel the HDG selected mode.
The mode will be canceled or inhibited if any of the following conditions
occur:
− Pressing the NAV button.
− Selecting VAPP or HDG modes.
− Changing the displayed NAV source on the PFD.
− When the displayed heading is invalid.
− When the displayed NAV source is invalid for more than 5 seconds.
− Pressing the Go Around Button.
Page Code
SEPTEMBER 30, 2002 2-19-10 3 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
VOR APPROACH MODE (VAPP)

The VOR Approach mode provides the same capabilities as the VOR
NAV mode, with higher gain for operation close to the station.
It is recommended to select VAPP mode only on the final approach
segment. Therefore, the outbound segment should be flown using
some other mode.
This mode is selected by pressing the APR button on the Flight
Guidance Controller, with VOR displayed on the PFD. This mode is
canceled or inhibited by the same conditions as the VOR NAV mode.
Selecting VOR Approach mode, the HDG select mode will
automatically be engaged providing the green HDG annunciation on
the PFD in conjunction with the armed VOR approach and white NAV
annunciation, also on the PFD.
LOCALIZER MODES (LOC/BC)

The Localizer Modes allow automatic capture and tracking of localizer
transmitters. Both front course (LOC) and back course (BC)
approaches are supported.
The back course approach operates similar to the front course
approach, except that the beam deviation is inverted, allowing the
system to approach the runway 180° from the front-course.
Select the Localizer mode by pressing the NAV or APR buttons on the
flight guidance controller with ILS as the selected navigation source. In
this case, the HDG select mode is automatically selected and the
localizer is armed. On an ILS approach, when the localizer is armed
and the APR button is pressed, the Glide Slope is also armed.
The localizer mode captures are based on course error and beam
deviation. At the point of capture, the current armed mode (LOC or BC)
is selected and locked, while HDG select mode is canceled. The LOC
mode capture or BC mode capture is annunciated on the PFD by a
green LOC or green BC label, respectively.
After captured, the mode will be canceled or inhibited if any of the
following conditions occur:
− Pressing the NAV or APR buttons.
− Selecting HDG mode.
Page Code
2-19-10 4 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
− When the displayed NAV source is invalid for more than 5 seconds.
− When the displayed Glide Slope deviation is invalid for more than 5
seconds, with GS mode captured.
− When the on-side attitude is invalid.
− When the selected air data source is invalid.
− Pressing Go Around button.
LNAV MODE
The LNAV mode allows the Flight Director to capture and track the roll
steering signal from the long range navigation system (FMS/GPS).
With FMS selected on the PFD, select LNAV mode by pressing the
NAV button on the Flight Guidance Controller. This mode will
automatically engage HDG select mode, triggering a green HDG
annunciation on the PFD in conjunction with a white LNAV
annunciation, also on the PFD.
occur:
− Pressing the NAV button.
− Selecting HDG mode.
− When the lateral steering command is invalid.
− Pressing the Go Around button.
Page Code
SEPTEMBER 30, 2002 2-19-10 5 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
VERTICAL MODES
Vertical modes are those modes related to pitch control. Due to the
necessity of maintaining the wings leveled during Go Around, this
vertical maneuver may also be considered as a lateral mode.
PITCH HOLD MODE

The Pitch Hold mode is the default mode that controls the airplane
when no other Flight Director mode is selected.
The Pitch Hold mode is synchronized to the existing pitch attitude and
provides an error signal to the command bars and autopilot function.
By pressing the Touch Control Steering Button (TCS), the pilot may
manually change the pitch attitude and then allow the system to
resynchronize to the new attitude when the button is released.
Should the autopilot be engaged and the Flight Director is in the pitch
hold mode, pitch attitude reference can be changed by rotating the
pitch control wheel on the pitch and turn controller.
The pitch control wheel allows continuous variable rates and
amplitudes of the pitch reference. A PIT label is displayed on the PFD
to indicate mode engaged.
ALTITUDE HOLD MODE (ALT)

The Altitude Hold mode generates an altitude error signal from a
reference altitude and provides a pitch command, which allows the
autopilot to maintain altitude.
The Altitude Hold mode is selected by pressing the ALT button on the
Flight Guidance Controller or can also be activated automatically by the
altitude preselect mode. This mode is annunciated on the PFD by the
ALT label.
occur:
− Pressing the ALT button.
− Selecting VS, FLC, or SPD modes.
− Glide slope capture.
− When the air data is invalid.
− Pitch control wheel moved with autopilot engaged.
Page Code
2-19-10 6 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
ALTITUDE PRESELECT MODE (ASEL)

The Altitude Preselect mode provides means for the system to climb or
descend to a predetermined altitude and then level off and maintain
the preselected altitude.
Preselected altitude is set through the ASEL knob on the Flight
Guidance Controller and is displayed on the top right corner of the
PFD. This mode is annunciated by the white ASEL label on the PFD.
Pitch Hold, Speed Hold or Vertical Speed Hold must be used to climb
or descend towards the preselected altitude or Flight Level Change
(FLC).
The ASEL mode will arm automatically if the airplane climbs or
descends towards a preselected altitude. The ASEL mode will
automatically capture and cancel any existing mode at the appropriate
point based on preselected altitude error and vertical speed. The
system will automatically switch to altitude hold mode after the airplane
has leveled off at the selected altitude.
The mode will be canceled and/or inhibited if any of the following
conditions occur:
− Changing the preselected altitude.
− Selecting ALT, VS, FLC, or SPD modes.
FLIGHT LEVEL CHANGE MODE (FLC)

The Flight Level Change mode (FLC) provides means of climbing or
descending to a preselected altitude at a pre-programmed schedule.
When the preselected altitude is above the current altitude and the
flight level change mode is selected, the Flight Director provides a
speed command at the predetermined climb speed schedule. When
the preselected altitude is below the current altitude and FLC is
selected, the FD provides a command to descend at a determined rate
of descent. The PFD will display the current IAS, Mach or vertical
speed bug as appropriate and the target speed can be adjusted only
by deselecting the flight level change mode.
As the airplane approaches the preselected altitude, the Flight Director
will cycle among ASEL ARM, ASEL CAP, and ALT HOLD to capture
the preselected altitude.
Page Code
REVISION 2 2-19-10 7 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
The following protections are provided with this mode:

− Maximum normal and longitudinal acceleration: 0.1 G.
− Maximum airspeed: VMO or MMO.
− System will maintain the preselected altitude.
The Flight Level Change mode may be activated by selecting an
altitude and pressing the FLC button in the Flight Guidance Controller.
This mode is annunciated on the PFD by the CLB label, when following
the IAS/MACH climb profile, or by the DES label when following a
vertical descent profile of - 2000 ft/min.
occur:
− Pressing the FLC button.
− Changing the preselected altitude.
− Selecting ALT, VS, FLC, or SPD modes.
DESCENT RATE SCHEDULE:

For all EICAS versions:
From 41000 ft to 12000 ft, the descent rate schedule is −2000 ft/min.
From 12000 ft to 10000 ft the descent rate schedule is −2000 ft/min to
−1000 ft/min.
From 10000 ft and below the descent rate schedule is −1000 ft/min.
Page Code
2-19-10 8 01 REVISION 7
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
CLIMB RATE SCHEDULE:

For airplanes equipped with EICAS versions up to 20.5, the climb rate
schedule is presented in the chart below:
310
IAS = 290 kt
290
290
270
INDICATED AIRSPEED - kt
250
IAS = 240 kt M = 0.65
240
230
210
197
190
170
135BJAOM03A - 12NOV2004
150
0 3000 6000 10000 12000
9000 12000 15000 21600 24000
18000 21000 27000 30000 33000 36000 39000
39000
ALTITUDE - ft
For airplanes equipped with EICAS versions 20.6 and on, the climb
rate schedule is presented in the chart below:
300
290
280
IAS = 270 kt
270
270
260
INDICATED AIRSPEED - kt
250
IAS = 240 M = 0.65
240
240 kt
230
220
210
200
197
190
188
180
170
160
135BJAOM03B - 12FEV2005
150
0 3000 60008000
9000 14000
12000 2505127000 30000 33000 3600039000
15000 18000 21000 24000 3900041000
ALTITUDE - ft
Page Code
REVISION 7 2-19-10 9 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
SPEED HOLD MODE (SPD)

The Speed Hold mode is used to maintain airspeed or Mach number
while flying to a new altitude. Indicated airspeed should be used below
25000 ft and Mach number above 25100 ft.
The Speed Hold mode is also designed to provide overspeed and
underspeed protections.
Speed hold mode is selected by pressing the SPD button on the Flight
Guidance Controller. This mode is annunciated on the PFD by the SPD
label, when maintaining IAS, or by the MACH label when maintaining
Mach number. Selection of Speed Hold mode cancels other vertical
modes, except the altitude preselect arm mode and Glide Slope arm
mode.
Speed Hold mode is automatically selected when the FLC button is
pressed and the preselected altitude is above the current altitude.
Different Speed Target can be selected by using the Speed Set knob
in the Flight Guidance Controller. Pressing the SPD knob allows the
pilot to toggle between IAS target and MACH target to set airspeed.
− Maximum normal acceleration: 0.1 G.
− Maximum normal acceleration on entering overspeed: 0.3 G.
− Maximum airspeed: VMO or MMO.
− Minimum airspeed: Shaker actuation speed.
− System will maintain the preselected altitude and airspeed.
occur:
− Pressing the SPD button.
− Selecting ALT, VS, or FLC modes.
− Altitude preselect capture.
− When air data is invalid.
Page Code
2-19-10 10 01 REVISION 7
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
VERTICAL SPEED HOLD MODE (VS)

The Vertical Speed hold mode is used to maintain or to make changes
to the vertical speed. The Vertical Speed hold mode ranges from
- 6000 to + 6000 ft/min, with a resolution of 100 ft/min.
The Vertical Speed Hold mode is selected by pressing the VS button
on the Flight Guidance Controller or automatically, when FLC button is
pressed and the preselected altitude is below the current altitude. This
mode is annunciated on the PFD by the VS label.
Selection of this mode cancels other vertical modes, except the altitude
preselect arm and Glide Slope arm.
Vertical speed may be changed by using the Speed Set knob, on the
flight guidance controller.
− Maximum airspeed: VMO.
− Minimum airspeed: Shaker actuation speed.
occur:
− Pressing the VS button.
− Selecting ALT, SPD, or FLC modes.
− Altitude preselect capture.
− When air data is invalid.
Page Code
REVISION 7 2-19-10 11 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
GLIDE SLOPE MODE (GS)

The Glide Slope mode allows automatic capture and tracking to Glide
Slope transmitters. Select Glide Slope mode by pressing the APR
button with ILS as a navigation source.
Selecting Glide Slope mode automatically arms GS (in conjuction with
LOC). The PFD will display a white localizer LOC and a white Glide
Slope GS annunciation. The localizer mode capture will occur with a
green LOC annunciation on the PFD. The Glide Slope mode capture,
with a green GS annunciation on the PFD, will occur only after
Localizer mode has been captured.
After captured, the GS mode will be canceled or inhibited if any of the
− Pressing the APR or NAV buttons.
− Lost Localizer mode.
− Selecting ALT, SPD, VS, or FLC modes.
− Glide slope deviation invalid for a period greater than 5 seconds.
Page Code
2-19-10 12 01 REVISION 7
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
GO AROUND MODE
TAKEOFF SUBMODE
The Takeoff submode provides a wings level command and a fixed
pitch up attitude command of 14° (for flaps at 9°), which is indicated by
the Flight Director command bars on the EADI.
This mode is selected by pressing any of the Go Around buttons on the
thrust levers and annunciated by the ROL label and TO label, both on
the PFD.
The Takeoff submode will be canceled if any of the following conditions
occur:
− Pushing the TCS button.
− Selecting ALT, SPD, VS, or FLC mode.
− Transition to capture Altitude Preselect mode.
− Air data computer source selection is changed.
The Takeoff submode is available on the ground with airspeed below
60 KIAS or in flight within 400 ft above the runway.
The Go Around mode, as well as the Vertical Speed Control knob, will
be inhibited while Takeoff submode is engaged.
After reaching the 400 ft delta, pressing the Go Around button will
engage the Go Around mode. Once the 400 ft boundary is crossed, the
400 ft delta requirement will be ignored, to avoid restricting any GA
maneuvers later in the flight.
If the autopilot is selected with the Takeoff submode engaged, this
submode will drop into Pitch Hold mode and synchronize to the current
attitude. The Takeoff submode will not be coupled to the autopilot,
which may be used after climbing above the airplane Minimum
Engagement Height (MEH).
When the autopilot is not engaged, wings level will be the active lateral
mode and the ROL label will be displayed on the PFD.
A Pitch Limit Indicator (PLI) is displayed on the EADI sphere when the
margin prior to the stick shaker set point is below or equal to 10°. In the
case of an invalid Stall Protection Computer signal, the PLI will be
biased out of view and an amber AOA annunciation will be displayed
on the PFD.
Page Code
REVISION 7 2-19-10 13 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
GO AROUND SUBMODE
The Go Around Submode should be selected once the decision to
discontinue the approach has been taken. Although commanding a
nose up attitude, the need to maintain wings leveled causes this mode
to incorporate both lateral and vertical modes features.
- Speed Target Submode:

The Speed Target submode will command airplane pitch in order
to allow a climbing turn at an airspeed of around 1.23 VS. Once a
positive rate of climb has been achieved, the Speed Target
submode will limit the pitch angle at 10° nose up. The system
manages airspeed, altitude and comfort. Therefore, accelerations
are limited to avoid passenger discomfort, while maintaining target
airspeed. If the airspeed can not be maintained, altitude will be
held.
The Speed Target mode will initially command the Flight Director
Command Bar and the autopilot pitch up attitude to 10° nose up
for at least 20 seconds. After this, the Flight Director provides a
pitch up command based on the IAS Speed Hold mode following
the go-around speed preselected on the airspeed bug and limited
within 1.23 VS and 170 KIAS.
NOTE: The Flight Director will revert automatically to IAS speed
hold, without waiting 20 seconds if at the time the Go
Around button is pressed or during the time the Go
Around mode is engaged, the airplane is below 1.23 VS.
The airspeed bug is displayed on the airspeed tape on the PFD
and a pitch limit indicator is displayed on the EADI. If the Stall
Protection Computer signal becomes invalid, the PLI is removed.
The mode may be engaged by pressing any of the Go Around
buttons on the thrust levers. The submode may be engaged only
at radio altitudes below 2500 ft, or below 15000 ft pressure
altitude for an invalid Radio Altimeter signal. This feature is
provided to protect against inadvertent Go Around selections
during cruise.
The autopilot may be coupled to the Speed Target submode
above the airplane’s Minimum Use Height (MUH), but will not be
inhibited below the MUH.
Page Code
2-19-10 14 01 REVISION 7
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
The GA label is annunciated on the PFD during the first 20

seconds, when the 10° pitch up command exists. When the IAS
preselected speed bug is used on the go-around, the GA label
switches to the IAS label and the system provides the pitch
command based on the IAS Hold mode.
The Speed Target submode will disengage on selection of a new
vertical mode. The submode will ignore a preselected altitude
below the airplane and will not fly away from a preselected altitude
above the airplane. Altitude Preselect mode will be inhibited if the
preselect altitude is less than Speed Target submode
engagement altitude plus 400 ft (pressure altitude). This feature is
provided to avoid the airplane leveling off if the pilot has not
readjusted the preselected altitude to the new missed approach
altitude.
The Speed knob will be inhibited while GA mode is engaged.
When the autopilot is not engaged, wings level will be the active
lateral mode and the ROL label will be displayed on the PFD. If
the autopilot is engaged, the lateral mode will remain wings level
and will also be displayed as ROL on the PFD.
WINDSHEAR ESCAPE GUIDANCE MODE

The Windshear Escape Guidance mode is provided in order to recover
from a windshear situation.
For further information on windshear detection and escape guidance
system, refer to Section 2-4 – Crew Awareness.
Page Code
REVISION 7 2-19-10 15 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
AUTOPILOT DISENGAGEMENT
The autopilot is normally disengaged through the Autopilot
Engage/Disengage button or through the quick disconnect button on
the control wheel.
A voice message AUTOPILOT is generated when the autopilot is
disengaged.
This message is presented at any altitude in case of intentional
disengagement or due to an autopilot failure and may be canceled
according to the following associated conditions:
Associated Conditions Cancellation
Above 2500 ft radio altitude with Self canceled.

a valid Radio Altimeter signal.
Below 2500 ft radio altitude with Pressing the Autopilot Quick

a valid Radio Altimeter signal. Disconnect Button twice.
Invalid Radio Altimeter signal. Pressing the Autopilot Quick

Disconnect Button twice.
Page Code
2-19-10 16 01 REVISION 7
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
EICAS MESSAGES
Autopilot has failed and has
WARNING AUTOPILOT FAIL
been automatically disengaged.
AUTO TRIM FAIL Automatic pitch trim has failed.
AP ELEV MISTRIM A pitch mistrim condition exists.
CAUTION AP AIL MISTRIM A roll mistrim condition exists.
LATERAL MODE OFF Inadvertent loss of the Lateral

Flight Director mode.
VERTICAL MODE OFF Inadvertent loss of the Vertical
Flight Director mode.
YAW DAMPER FAIL Yaw Damper has failed and has
been automatically disengaged.

FLIGHT GUIDANCE CONTROLLER
NOTE: All the mode selector buttons described below are illuminated
to indicate whether the associated mode is armed or captured.
1 - FLIGHT DIRECTOR BUTTON
− Allows the Flight Director bars to be displayed on the associated
PFD.
2 - LATERAL MODE SELECTOR BUTTONS
− Select lateral operating modes of the autoflight system, as
follows:
− HDG: selects heading hold and heading select modes.
− NAV: selects VOR NAV mode and allows selection of
LOC/BC and LNAV modes.
− APR: selects VOR approach mode and allows selection of
LOC/BC and GS modes.
− BNK: selects Low Bank submode.
3 - AUTOPILOT ENGAGE BUTTON
− Pressed once engages the autopilot and the yaw damper.
Pressed again, disengages the autopilot only, keeping the yaw
damper engaged.
Page Code
SEPTEMBER 30, 2002 2-19-15 1 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
4 - VERTICAL MODE SELECTOR BUTTONS
− Select vertical operating modes of the autoflight system, as
follows:
− SPD: selects Speed Hold mode.
− FLC: selects Flight Level Change mode.
− VS: selects Vertical Speed hold mode.
− ALT: selects Altitude Hold mode.
5 - ALTITUDE PRESELECT KNOB

− Allows preselection of altitude in 100 ft increments.
6 - COURSE SELECTOR KNOB

− Allows selection of course in 1° increments.
− Pressing the knob synchronizes the selected course to the VOR
bearing.
7 - VERTICAL SPEED CONTROL KNOB AND IAS/M SELECTOR

BUTTON
− Pressing the knob toggles between the speed modes MACH
and IAS.
− When in SPD mode, rotation of this knob allows selection of
indicated airspeed in one-knot increments or Mach Number in
0.01 increments.
− When in VS mode, rotation of this knob allows selection of
vertical speed in 100 ft/min increments.
8 - YAW DAMPER ENGAGE BUTTON

− Pressed once, engages only the Yaw Damper. Pressed again
disengages the yaw damper and the autopilot, if it is engaged.
9 - AUTOPILOT COUPLE BUTTON

− Allows the pilot’s or copilot’s Flight Director commands to control
the autopilot. The couple button can be pressed with the
autopilot engaged or disengaged. However, if the Flight Director
is switched, the modes will drop out and the autopilot will remain
engaged (if already engaged) and revert to basic autopilot mode
(pitch and roll).
10 - HEADING SELECT KNOB

− Allows selection of heading in 1° increments.
− Pressing this knob synchronizes the heading selection to the
current displayed heading.
Page Code
2-19-15 2 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
FLIGHT GUIDANCE CONTROLLER
Page Code
SEPTEMBER 30, 2002 2-19-15 3 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
PITCH AND TURN CONTROLLER

1 - PITCH CONTROL WHEEL
− Manually controls the pitch when the autopilot is engaged and
the Pitch Hold mode is selected.
− Pitch control wheel operation is inhibited if any vertical mode,
except the Pitch Hold mode, is selected in the Flight Director.
2 - TURN CONTROL KNOB
− Manually controls the roll attitude when the autopilot is engaged.
− The control has a center detent position at the wings leveled
position. The control remains at the current position when
released.
PITCH AND TURN CONTROLLER
Page Code
2-19-15 4 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
CONTROL WHEEL
1 - TOUCH CONTROL STEERING BUTTON (TCS)

− Allows manual maneuvering of the airplane without disengaging
the autopilot. The airplane may be maneuvered to any desired
pitch attitude while the TCS button is pressed. When the button
is released, the following occurs:
− Primary servos reengage.
− The computer synchronizes itself to the new pitch attitude
and vertical mode and maintain it.
− Lateral control is returned to the previously selected lateral
mode (return to the lateral mode is filtered to prevent rapid
maneuvers).
− After glide slope capture in APR mode with the autopilot
engaged, if the TCS button is pressed and released, the
autopilot will resume the controls and turn the airplane to the ILS
center beam.
2 - QUICK DISCONNECT BUTTON
− Provides the means to disengage autopilot and yaw damper.
− The pilot’s and copilot’s buttons are interconnected to allow
autopilot cancellation from either seat.
− In case of the autopilot is disengaged and the button is pressed,
the voice message AUTOPILOT will be canceled in 2 seconds.
Page Code
SEPTEMBER 30, 2002 2-19-15 5 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
CONTROL WHEEL
Page Code
2-19-15 6 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
THRUST LEVERS
1 - GO AROUND BUTTON
− Selects the Go Around mode (Takeoff submode, Go Around
Speed Target submode and Windshear mode).
− The button also forces the Flight Director into either the Go
Around mode or the Windshear mode, depending on the
windshear signal.
THRUST LEVERS
Page Code
SEPTEMBER 30, 2002 2-19-15 7 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
DISPLAY CONTROLLER (DC-550)

1 - NAVIGATION SOURCES SELECTOR BUTTON
− Provides the selection of the VHF NAV (VOR, ILS and MLS) as
navigation source for the EHSI. If the VHF NAV is already
selected, pressing the NAV Button selects the opposite VHF
NAV as navigation source for the on-side EHSI. Pressing the
NAV Button once again will restore the normal operation: VHF
NAV 1 information presented on the PFD 1 and VHF NAV 2
information presented on the PFD 2.
2 - FMS SOURCE SELECTOR BUTTON (optional)
− Provides the selection of the FMS as navigation source for the
EHSI.
− On airplanes equipped with dual FMS, pressing the FMS Button
for the second time selects the opposite FMS as navigation
source for the on-side EHSI (and for the on-side MFD MAP).
Pressing the FMS Button once again will restore the normal
operation: FMS 1 information presented on the PFD 1 (and MFD
1) and FMS 2 information presented on the PFD 2 (and MFD 2).
3 - BEARING SELECTOR KNOB
OFF: The associated PFD bearing pointers are disabled.
NAV 1 (2): Selects the respective VHF NAV as source for the
ADF: Selects the respective ADF as source for the
FMS: Selects the FMS as source for the associated bearing
pointer.
4 - DECISION HEIGHT SETTING AND IC-600 TEST KNOB
− Provides the Radio Altimeter (RA) decision height setting.
− When pressed on ground provides the IC-600 and RA test
activation. Refer to Section 2-4 – Crew Awareness for further
information on test function and Section 2-17 – Flight
Instruments for further information on decision height setting
and RA test in flight.
Page Code
2-19-15 8 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
DISPLAY CONTROLLER PANEL (DC-550)
Page Code
SEPTEMBER 30, 2002 2-19-15 9 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
PFD INDICATORS
1 - ARMED LATERAL MODE (white)
− Indicates which lateral mode is armed.
− The mode annunciation is removed if the Flight Director fails.
2 - CAPTURED LATERAL MODE (green)
− Indicates which lateral mode is captured.
− An amber FD FAIL is displayed in this field to indicate Flight
Director failed.
3 - AUTOPILOT MESSAGE FIELD
− Indicates autopilot status.
− Messages are mutually exclusive and therefore only one
message can be displayed at a time.
− The following messages may be displayed:
MESSAGE COLOR MEANING
AP Autopilot engaged.
Green Autopilot test mode is active immediately
AP TEST
after power up.
TCS submode is engaged (autopilot is
TCS
engaged).
Turn control knob is out of detent
TKNB Amber position (autopilot is disengaged).
When the autopilot is normally

AP disengaged, the green AP annunciation
turns amber and flashes for 5 seconds,
then becomes steady.
If the autopilot is engaged and a failure
occurs, the green AP annunciation turns
red and flashes for 5 seconds, then
becomes steady. The AP annunciation
AP Red appears in conjunction with the
AUTOPILOT FAIL message on the
EICAS and is removed when the
autopilot is disengaged through the
Quick Disconnect Button.
Page Code
2-19-15 10 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
4 - FLIGHT DIRECTOR COUPLE ARROW

− Indicates which Flight Director the autopilot is coupled to.
5 - YAW DAMPER ENGAGED ANNUNCIATION
− Color:
− Green: indicates the yaw damper is engaged.
− Amber: when the yaw damper is normally disengaged the
annunciation flashes for 5 seconds and then extinguishes
itself.
If the yaw damper is engaged and a failure occurs, the
annunciation flashes for 5 seconds then becomes steady
until it is disengaged through the Quick Disconnect Button.
6 - CAPTURED VERTICAL MODE (green)
− Indicates which vertical mode is captured.
7 - MODE TRANSITION ANNUNCIATOR
− Each transition is annunciated by a box around the mode that is
being transitioned. The box will highlight the new mode for
5 seconds and then disappear.
8 - ARMED VERTICAL MODE (white)
− Indicates which vertical mode is armed.
− The mode annunciation is removed if Flight Director fails.
9 - ALTITUDE PRESELECT DISPLAY
− Ranges from – 900 to 45000 ft with a resolution of 100 ft.
− The digits and bug are cyan and the box is white. They become
amber 1000 ft prior to reaching the preselected altitude. Once
the airplane is within 250 ft of the preselected altitude, the box
returned to white. If the airplane exceeds the preselected
altitude by more than 250 ft, the box turns amber.
− Large digits display hundreds, thousands and tens of thousands.
Smaller digits, which are always zeros, display tens and ones.
− The bug moves according to the digital altitude preselect value.
− If the preselected altitude value is not within the displayed range
of the altitude scale, the bug will stay at the respective end of
scale, half-visible and unfilled.
Page Code
SEPTEMBER 30, 2002 2-19-15 11 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
10 - COMMAND BAR AND AIRPLANE SYMBOL

− Color: magenta.
− Indicates pitch and roll Flight Director commands.
− Command bar is removed if the Flight Director fails or if the
opposite side Flight Director selected source or tuned frequency
is different.
NOTE: The command bar and airplane symbol may be
presented in either V-bar or cross-bar formats,
depending on operator selection.
11 - SELECTED HEADING BUG
− Color: magenta.
− Displayed full time on the PFD, unless when the PFD is in arc
format.
− When setting the selected heading value, the bug will move
around the heading scale.
12 - VERTICAL SPEED TARGET DISPLAY
− Color: cyan.
− Ranges from 0 to 9900 ft/min with a resolution of 100 ft/min.
− Displayed only when Vertical Speed Hold mode is selected in
either Flight Director.
13 - SELECTED HEADING DIGITAL READOUT

− Color:
− Digits: cyan.
− Label: white.
− Indicates the heading selected through the Flight Guidance
Controller panel.
Page Code
2-19-15 12 01 SEPTEMBER 30, 2002
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
14 - GS/LOC/ILS COMPARISON MONITOR DISPLAYS

− Label: GS, LOC or ILS.
− Color: amber.
− Glide Slope comparison monitor (GS label) is displayed while in
GS CAP and below 2500 ft if there is a difference of 0.7 dot
deviation between the PFDs indication. If the radio altitude
output is invalid, the monitor will then be activated by GS CAP
only.
− Localizer comparison monitor (LOC label) is displayed while in
approach mode, below 2500 ft if there is a difference of 0.5 dot
deviation between the PFDs indication. If the radio altitude
output is invalid, the monitor will then be activated by GS CAP
only.
− ILS comparison monitor display is annunciated when both GS
and LOC comparison monitors are displayed simultaneously.
15 - AOA INDICATION
− Color: amber.
− Indicates loss of PLI indication due to an invalid Stall Protection
Computer signal.
16 - OVERSPEED/UNDERSPEED WARNING DISPLAY

− Color: amber.
− Label: MAX SPD for overspeed condition.
MIN SPD for underspeed condition.
− Activated by the Flight Director.
− Remains displayed as long as the condition exists.
17 - INDICATED AIRSPEED/MACH TARGET DISPLAY

− Color: digits are cyan and box is white.
− Ranges from 80 KIAS to VMO with a resolution of 1 KIAS or from
0.2 Mach to MMO with a resolution of 0.01 Mach.
− Displayed full time.
− Bug moves according to the indicated airspeed/Mach target
value set.
− If the indicated airspeed/Mach value is not within the displayed
range of the airspeed scale, the bug will stay at the respective
end of the scale, half-visible and unfilled.
Page Code
REVISION 5 2-19-15 13 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
PFD INDICATORS
(CROSS-BAR FORMAT)
Page Code
2-19-15 14 01 REVISION 5
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
PFD INDICATORS
(V-BAR FORMAT)
Page Code
REVISION 5 2-19-15 15 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
EICAS INDICATORS
1 - ROLL MISTRIM ANNUNCIATION

− Color: amber.
− Indicates that a roll mistrim exists, which may cause an abrupt
roll command at the time the autopilot is disengaged.
− Direction of arrow indicates the side the roll trim must be
commanded to eliminate the condition.
− It is displayed in conjunction with the AP AIL MISTRIM message
on the EICAS.
ROLL MISTRIM ANNUNCIATION
Page Code
2-19-15 16 01 REVISION 2
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
CATEGORY II APPROACH (OPTIONAL)

The IC-600 may be optionally equipped with a Category II checklist
logic warning which is automatically activated whenever the Decision
Height is selected between 80 and 200 ft through the RA knob on the
Display Control Panel.
CATEGORY II CONDITIONS
The required conditions to obtain a Cat II valid conditions are:
− Radio altitude between 2500 and 80 ft.
− Flaps 22°.
− NAV 1 on pilot’s side and NAV 2 on copilot’s side, both tuned to
the same frequency.
− An active approach mode selected.
− Both Flight Directors operational (command bars visible).
− Attitude and heading valid on both PFDs.
− Glide slope and localizer deviation valid on both PFDs.
− No reversions (SG, IRS or ADC) modes selected on both PFDs.
− Valid airspeed and barometric altitude on both PFDs.
− No comparison monitors are tripped (attitude, heading,
airspeed, barometric altitude, localizer, glide slope and radio
altitude) on both PFDs.
− No back course selected.
− Autopilot engaged.
− Cat II Decision Height setting on both Display Control Panels
(greater than 80 ft and less than 200 ft).
NOTE: CAT II approaches are allowed using either the Autopilot or
Flight Director for guidance.
If all conditions are met, a green CAT 2 annunciation is displayed on
the PFDs. If any of the required conditions for establishing CAT 2 goes
invalid, the green CAT 2 will be replaced by flashing amber CAT 2
annunciation. It will flash for ten seconds and then go steady.
Page Code
REVISION 5 2-19-20 1 01
AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
LOCALIZER EXCESSIVE DEVIATION WARNING

The Localizer Excessive Deviation Warnings are active when CAT II
is valid. It is triggered between 500 ft and 80 ft of Radio Altimeter
height, when the ILS lateral deviation is greater than 1/3 dot. The
pilots will be alerted by:
− The lateral deviation bar on the EHSI are changed from green to
amber.
− The lateral deviation scale changing from white to amber and
flashing with a duty cycle of 0.5 second on followed by a 0.5
second off.
NOTE: The on-side excessive deviation warning is also displayed
when the cross-side system has detected an excessive
deviation.
GLIDESLOPE EXCESSIVE DEVIATION WARNING
The Glideslope Excessive Deviation Warnings are active when
CAT II is valid. It is triggered between 500 ft and 80 ft of Radio
Altimeter height, when the ILS vertical deviation is greater than one
dot or when the glideslope deviation warning is invalid for more than
five seconds. The pilots will be alerted by:
− The GS pointer on the EADI changing from green to amber.
− The GS scale on the EADI changing from white to amber and
flashing with a duty cycle of 0.5 second on followed by 0.5
second off.
NOTE: The on-side excessive deviation warning is also displayed
when the cross-side system has detected an excessive
deviation.

PFD INDICATORS
1 - CAT 2 ANNUNCIATION
− Indicates the Cat II condition.
− Label: CAT 2.
− Color:
− Normal condition: green.
− Abnormal condition: amber.
Page Code
2-19-20 2 01 REVISION 2
AIRPLANE AUTOPILOT
OPERATIONS
MANUAL
PFD INDICATORS
Page Code
SEPTEMBER 30, 2002 2-19-20 3 01

AUTOPILOT AIRPLANE
OPERATIONS
MANUAL
Page Code
2-19-20 4 01 SEPTEMBER 30, 2002
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
SECTION 2-01
AIRPLANE DESCRIPTION
TABLE OF CONTENTS
Block Page
Introduction ........................................................................ 2-01-00 ..02
Airplane Description ........................................................... 2-01-00 ..03
Cockpit Arrangement ......................................................... 2-01-00 ..06
Interior Arrangement .......................................................... 2-01-00 ..07
Main/Glareshield Panels .................................................... 2-01-05 ..01
Control Pedestal................................................................. 2-01-05 ..02
Overhead Panel ................................................................. 2-01-10 ..01
Cockpit Partition ................................................................. 2-01-15 ..01
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
INTRODUCTION
This Section is intended to present a general overview of the airplane,
thus initiating the reader to the EMB-135BJ, which may, then, go
through the Sections searching more detailed information on each
system.
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
AIRPLANE DESCRIPTION
The EMB-135BJ model is a low wing, T-tail pressurized airplane,
powered by two high by-pass ratio rear mounted turbofan engines. The
tricycle landing gear is all retractable, with twin tires in each leg.
A glass cockpit panel has been developed with highly integrated on-
board avionics, thus allowing pilots to better monitor airplane general
operation.
There are three passenger cabin layout options, with front galley and
rear toilet, permitting to carry up to 15 passengers. Convenient
accommodation is provided for the flight crew.
For detailed information on each system, refer to the appropriate
Section in this manual.
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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2-01-00 4 01 NOVEMBER 30, 2001
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
THREE VIEW DRAWING (EMB-135BJ)
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
COCKPIT ARRANGEMENT
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
INTERIOR ARRANGEMENT
CROSS SECTION
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
INTERIOR CONFIGURATION OPTION 1
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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REVISION 1 2-01-00 9 01
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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2-01-00 10 01 REVISION 4
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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REVISION 4 2-01-00 11 01
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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2-01-00 12 01 REVISION 4
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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REVISION 4 2-01-00 13 01
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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2-01-00 14 01 REVISION 4
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
MAIN/GLARESHIELD PANELS (OPTION 1)
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
CONTROL PEDESTAL (OPTION 1)
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
MAIN/GLARESHIELD PANELS (OPTION 2)
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
CONTROL PEDESTAL (OPTION 2)
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
OVERHEAD PANEL
AIRPLANES UP TO S/N 854
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REVISION 7 2-01-10 1 01
AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
OVERHEAD PANEL
AIRPLANES S/N 863 AND ON
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
COCKPIT PARTITION
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AIRPLANE AIRPLANE
DESCRIPTION
OPERATIONS
MANUAL
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AIRPLANE AUXILIARY
POWER UNIT
OPERATIONS
MANUAL
SECTION 2-09
AUXILIARY POWER UNIT

TABLE OF CONTENTS
Block Page
General .............................................................................. 2-09-05 ..01

Control System................................................................... 2-09-05 ..04
APU Starting/Operation...................................................... 2-09-05 ..07
EICAS Messages ............................................................... 2-09-05 ..08
Controls and Indicators ...................................................... 2-09-05 ..09
APU Control Panel ......................................................... 2-09-05 ..09
EICAS Indications........................................................... 2-09-05 ..10
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AUXILIARY AIRPLANE
POWER UNIT
OPERATIONS
MANUAL
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(Pages 3 to 12 deleted)
AIRPLANE AUXILIARY
POWER UNIT
OPERATIONS
MANUAL
GENERAL
The APU is a source of pneumatic and electrical power to be used either
simultaneously with or independent of aircraft sources, while on the
ground or in flight. Basically, it is a constant-speed gas turbine engine,
consisting of a single-stage centrifugal compressor, a reverse-flow
annular combustion chamber, and a single-stage radial turbine.
The airplane is equipped with APU model T-62T-40C14, which is

controlled by the Full Authority Digital Electronic Control (FADEC). The
control system provides automatic, full-authority, fuel scheduling from
start to full load operation, under all ambient conditions and operating
modes. In addition, the FADEC automatically controls the APU to shut
down on the occurrence of certain failures or events during start or
operation.
An automatic APU shutdown may occur either on the ground or in

flight, and takes place under the following conditions:
On the ground:
− fire
− overtemperature
− overspeed
− underspeed
− failure to start
− failure to accelerate
− failure to light
− loss of speed data
− external short
− loss of FADEC signal
− FADEC failure
− bleed valve opening
− low oil pressure
− high oil temperature
− oil pressure switch short
− loss of EGT.
NOTE: In the event of fire, a 10 second delay is allowed before an
automatic APU shutdown is initiated.
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AUXILIARY AIRPLANE
POWER UNIT
OPERATIONS
MANUAL
In flight:
− overspeed
− underspeed
− failure to start
− failure to accelerate
− failure to light
− loss of speed data
− external short
− loss of FADEC signal
− FADEC failure.
The APU compartment is located in the airplane’s tailcone, isolated by

a titanium firewall. On the left side of the APU compartment, an
inspection door allows access and inspection of the APU’s
components.
The APU starter-generator shaft drives an air-cooling fan. Air is drawn

through a NACA air inlet located on the left side of the tailcone. APU
draining is ducted to the airplane skin on the right side of the tailcone.
Control switches, alarms, and emergency shutdown means are

provided on the cockpit overhead panel.
The normal APU indications and caution/warning messages are

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AIRPLANE AUXILIARY
POWER UNIT
OPERATIONS
MANUAL
APU INSTALLATION
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AUXILIARY AIRPLANE
POWER UNIT
OPERATIONS
MANUAL
CONTROL SYSTEM
The APU control systems include the electrical, fuel, ignition,
lubrication, and pneumatic systems.
On APU Model T-62T-40C14, the electrical control system consists of

the Full-Authority Digital Electronic Control (FADEC). The control
system incorporates the APU starting system, control logic, and failure
indication. Electric accessories provide FADEC inputs and execute
output commands.
Electrical power for the APU control is fed from two bus bars. One of
these buses is supplied by the APU starter-generator itself, and the
other is supplied by the airplane electrical system. This arrangement is
provided to ensure that a loss of the airplane electrical power during
the APU operation will not cause the APU shutdown.
The fuel system is composed of the fuel pump, fuel solenoid valves
(Main, and Maximum), acceleration control, purge valve, fuel nozzles,
fuel filter, and manifold. Acceleration control provides fuel in
accordance with a preprogrammed schedule. Fuel from the right wing
tank is normally used to supply the APU. Alternatively, fuel from the left
wing tank may be used by means of the crossfeed valve.
NOTE: the fuel system for the Model T-62T-40C14 APU does not
include a start fuel solenoid valve.
The ignition system provides the electrical power necessary during the
APU starting sequence. It consists of an exciter, igniter plugs, and wiring.
The APU has a self-contained lubrication system totally integrated into

the accessory gearbox. In addition to lubrication functions, the system
provides the required oil cooling, with no need for an external heat
exchanger. A thermostat, installed in the oil tank, sends a signal to the
EICAS in case the oil temperature exceeds 166°C (331°F).
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AIRPLANE AUXILIARY
POWER UNIT
OPERATIONS
MANUAL
The pneumatic control system consists of a modulating bleed valve
and an anti-surge valve. The modulating bleed valve maintains the
bleed flow below a set value, depending on the air conditioning system
requirements and atmospheric conditions, thus maintaining the EGT
within acceptable levels. The anti-surge valve is controlled by the
FADEC, which monitors the signal from the APU bleed valve, the Air
Turbine Starter (ATS) valve, and the Environmental Control System
(ECS) valve.
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AUXILIARY AIRPLANE
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OPERATIONS
MANUAL
APU MODEL T-62T-40C14 SCHEMATIC
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AIRPLANE AUXILIARY
POWER UNIT
OPERATIONS
MANUAL
APU STARTING/OPERATION
The APU starting cycle is initiated when the APU Master knob, located
on the APU control panel, is moved to the ON position. At this moment,
an EGT valid value is showed on EICAS. When the Master switch is
momentarily set to START, DC power is applied to the starter-
generator, which will drive the APU compressor up to a speed high
enough to obtain sufficient airflow for combustion. On APU Model
T-62T-40C14, at this time, the airframe fuel shutoff valve is energized
to open.
On APU Model T-62T-40C14, at approximately 3% rotor speed on the
ground (or 0% in flight), the FADEC supplies power to the ignition unit
as well as power to open the Main Fuel Solenoid Valve, allowing fuel
flow to the combustion chamber. The APU continues accelerating and,
when rotor speed exceeds 50%, the FADEC deenergizes the ignition
and at 70% rotor speed the FADEC commands starter disengagement.
The APU acceleration continues by the APU own means and, 7
seconds after having reached 95% rotor speed, the Maximum Fuel
Solenoid Valve is energized and the FADEC circuits allow electrical
and pneumatic power extraction through the starter-generator and the
bleed valve.
If a failure in the control system occurs, associated with an APU
overspeed, the APU Model T-62T-40C14 will automatically shutdown
after the rotating parts reach 104% speed.
The APU is shut down by pressing the APU Stop Button or by setting
the Master switch to the OFF position, whenever, a stop request signal
is sent to the FADEC in order to execute the APU shutdown
procedure; the FADEC overspeed protection is tested during the
FADEC power-up.
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AUXILIARY AIRPLANE
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OPERATIONS
MANUAL
EICAS MESSAGES
APU FAIL APU has been automatically
shut down.
CAUTION APU OIL LO PRESS Oil pressure is below 6 psi.
APU OIL HI TEMP Oil temperature is above
166°C (331°F).
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AIRPLANE AUXILIARY
POWER UNIT
OPERATIONS
MANUAL

APU CONTROL PANEL
1 - APU MASTER KNOB
OFF - Deenergizes the FADEC, closes the APU fuel shutoff valve,
turns off the APU indications and alarms whenever APU
RPM is below 10%, and commands the APU shutdown.
ON - Energizes the FADEC, commands the fuel shutoff valve to
open, enables indication and alarms on the EICAS and
allows the APU to keep running after starting.
START (momentary position) - Initiates start cycle.
2 - APU STOP BUTTON

− Shuts the APU down.
NOTE: APU EICAS indications remain operational.
3 - APU FUEL SHUTOFF BUTTON (guarded)

− Cuts off fuel to the APU.
pressed.
APU CONTROL PANEL
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AUXILIARY AIRPLANE
POWER UNIT
OPERATIONS
MANUAL
EICAS INDICATIONS
1- APU RPM INDICATION

− Ranges from 0 to 120% speed.
− Green from 96 to 104%.
− Amber and boxed from 0 to 95% and
from 105 to 110%.
− Red and boxed above 110%.
2- APU EGT INDICATION

− NORMAL OPERATION
− Ranges from −54 to 927°C.
− Green from 0 to 680°C.
− Amber and boxed from 681 to 717°C.
− Red and boxed above 717°C.
− START SEQUENCE
− Ranges from −54 to 927°C.
− Green from 0 to 838°C.
− Amber and boxed from 839 to 884°C.
− Red and boxed above 884°C.
NOTE: After APU shutdown, the RPM and EGT indications are
replaced by APU OFF inscription, provided the APU Master
Knob is set to OFF position and APU speed is below 10%.
EICAS INDICATIONS
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AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
SECTION 2-04
CREW AWARENESS
TABLE OF CONTENTS
Block Page
Index ................................................................................. 2-04-00 ..01
General .............................................................................. 2-04-05 ..01
Avionics Integration ........................................................ 2-04-05 ..01
Displays .......................................................................... 2-04-05 ..06
EICAS Messages ........................................................... 2-04-05 ..18
Built-in Test..................................................................... 2-04-05 ..29
Visual Warnings ................................................................. 2-04-10 ..01
Warning Lights ............................................................... 2-04-10 ..01
EICAS Messages ........................................................... 2-04-10 ..03
EICAS Message Dictionary ............................................ 2-04-10 ..04
Displays Indications ........................................................ 2-04-10 ..11
Aural Warnings .................................................................. 2-04-15 ..01
Aural Warning Unit ......................................................... 2-04-15 ..01
EICAS Message ............................................................. 2-04-15 ..04
Takeoff Configuration Warning .......................................... 2-04-20 ..01
EICAS Message ............................................................. 2-04-20 ..01
Stall Protection System ...................................................... 2-04-25 ..01
General........................................................................... 2-04-25 ..01
EICAS Messages ........................................................... 2-04-25 ..04
Enhanced Ground Proximity Warning System................... 2-04-30 ..01
Modes and Messages .................................................... 2-04-30 ..04
EGPWS Additional Features .......................................... 2-04-30 ..24
Warning Priorities ........................................................... 2-04-30 ..32
EICAS Messages ........................................................... 2-04-30 ..33
Steep Approach Operation ............................................. 2-04-30 ..39
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OPERATIONS
MANUAL
Windshear Detection and Escape Guidance System ........ 2-04-35.. 01

Windshear General Information...................................... 2-04-35.. 01
Windshear Detection ...................................................... 2-04-35.. 04
Windshear Escape Guidance Mode ............................... 2-04-35.. 06
EICAS Message ............................................................. 2-04-35.. 10
Traffic and Collision Avoidance System ............................. 2-04-40.. 01
General ........................................................................... 2-04-40.. 01
System Description......................................................... 2-04-40.. 01
TCAS Voice Messages................................................... 2-04-40.. 08
TCAS Test ...................................................................... 2-04-40.. 14
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AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
GENERAL
The EMB-135 BJ is provided with a variety of visual, aural, and
sensitive warnings to notify crew regarding systems status,
malfunctions, and abnormal airplane configurations.
Alarm lights provide indication whether there is an abnormal situation.
Some systems also provide indicating lights, for system status
indication.
An Engine Indication and Crew Alerting System (EICAS) provides the
flight crew with a three-level alerting and indications messages system:
warning, caution and advisory. A fourth level is provided exclusively for
maintenance purposes. Besides the five displays on the main panel,
two back up displays are provided through the RMUs (Radio
Management Unit). Some of the more critical messages also generate
an aural warning.
Sensitive warning is available through the Stall Protection System
(SPS), which shakes the control column, if an imminent stall is
detected.
To aid in navigation and approach procedures, the airplane is also
provided with a Enhanced Ground Proximity Warning System
(EGPWS), a Traffic and Collision Avoidance System (TCAS), and a
Windshear Detection and Escape Guidance System.
AVIONICS INTEGRATION
The EMB-135 BJ is equipped with a variety of highly integrated
computers and displays, so as to reduce pilots workload while
providing high reliability and redundancy. This feature is achieved by
providing different paths to each type of data, thus minimizing the
possibility of losing information due to failure in one computer.
The system is composed of:
− Two Integrated Computers (IC-600);
− Two Integrated Computer Configuration Modules (IM-600);
− Two Data Acquisition Units (DAU);
− One Central Maintenance Computer (CMC);
− One Horizontal Stabilizer Control Unit (HSCU);
− Two Primary Flight Displays (PFD), two Multi-Function Display (MFD)
and one Engine Indications and Crew Alerting System (EICAS)
display;
− Two Radio Management Units (RMU);
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− One Tuning Backup Control Head;
− One Integrated Standby Instruments System (ISIS);
− Two Integrated Navigation Computers;
− Two Integrated Communication Computers;
− Three Digital Audio Panels (DAP);
− Two Inertial Reference System (IRS);
− Two Air Data Computers (ADC);
− One Enhanced Ground Proximity Warning System (EGPWS);
− One Aural Warning Unit (AWU);
− One Cockpit Voice Recorder (CVR);
− One Flight Data Recorder System (FDRS);
− One or two Flight Management Systems (FMS);
− One Traffic and Collision Avoidance System (TCAS);
− One Radar System;
− One Stall Protection System (SPS).
The primary components of such integration are the IC-600 units,
which exchange information with all the other components, either
directly or through auxiliary computers. The IC-600s are responsible
for the interface among the many airplane systems, besides managing
information presented on the displays. Each IC-600 computes the
received data and sends the appropriate information to the displays.
The DAUs are the central data collection points for the EICAS. DAU 1
is dedicated to collect data from the forward airplane systems and left
engine. DAU 2 collects data from the aft airplane systems and right
engine. Engine data is sent to the DAUs through the FADECs and
directly from the engine sensors.
The discrete signals collected by the DAUs are converted into digital
signals and sent to the Integrated Computer (IC-600). In the IC 600
there is a symbol generator which provides images to Display Units.
Each DAU is a dual (A and B) channel unit. Channels B on both DAUs
are kept as a standby source, which must be manually selected,
through the DAU reversionary button in case of a channel A DAU
failure. Both IC-600s use channel A of on-side DAU as the primary
source of information.
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AIRPLANE CREW
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OPERATIONS
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AVIONICS INTEGRATION SCHEMATIC
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MANUAL
Normally IC 600 # 1 provides images to PFD 1, MFD 1 and EICAS

display, while IC 600 # 2 provides images to MFD 2 and PFD 2.
Both computers interact with each other and send outputs to the Aural
Warning unit to generate a tone that indicates a caution or warning
message whether there is an abnormal situation.
If IC 600 # 1 fails, the RMU # 1 displays the first engine page
automatically. After IC 600 # 1 failure, IC 600 # 2 will control the five
displays by setting the Symbol Generator ("SG") button on the left
reversionary panel. In this case the RMU # 1 goes back to the normal
mode.
If IC 600 # 2 fails, IC 600 # 1 will control the five displays after the "SG"
button is set on the right reversionary panel. The RMU # 1 is not
operated automatically.
If both ICs fail, the RMU # 1 displays automatically the first engine
backup page.
Usually, airplane configuration options are set on the IC-600 through
straps. If the number of installed options exceeds the maximum
adjustable through the IC-600 wiring, a configuration module (IM-600)
is installed. It stores information for several airplane configurations.
A caution message CHK IC CONFIG appears in case of discrepancy
between the following data: aircraft id, engine type, Long Range
configuration or English/Metric units. CONFIG MISMATCH message is
still active in case of discrepancy of the other parameters that do not
trigger the CHK IC CONFIG message.
If a IM-600 failure occurs, the IC-600 will use the last data read from
that source (when it was still working), and an advisory IC CONFIG
FAIL message will appear.
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CREW AIRPLANE
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OPERATIONS
MANUAL
DISPLAYS
Five Cathode Ray Tube (CRT) displays are provided to present
information to the flight crew, as follows:
− Two Primary Flight Displays (PFD) on the pilot and copilot panel.
− Two Multi-Function Displays (MFD) on the pilot and copilot panel.
− One EICAS display on the center panel.
In addition, the Radio Management Unit (RMU) displays on the main

panel may be used as a back-up for the PFDs, MFDs and EICAS
displays.
The displays themselves are identical and interchangeable. The

control panel installed just below each display, except for the RMUs,
allows controlling some of the associated display features.
In case of failure of one display, its information may be presented in

one of the remaining operative displays.
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OPERATIONS
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AIRPLANE DISPLAYS
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MANUAL
PRIMARY FLIGHT DISPLAY (PFD)
The PFD is the primary pilots instrument. It presents the information
formerly presented in a variety of instruments such as airspeed
indicator, altitude indicator, ADI, HSI, vertical speed indicator. The PFD
further provides radio aids, autopilot, flight director, yaw damper and
radio altitude information. For further information on these parameters,
refer to Sections 2-17 − Flight Instruments, 2-18 − Navigation and
Communication, and 2-19 − Autopilot.
The PFD is divided into sections, each one presenting one group of
information.
The PFD bezel incorporates an inclinometer, buttons and a knob for
barometric settings.
In case of a display failure, information may be presented on the MFD
by appropriately setting the MFD selector knob on the reversionary
panel.
The RMU is also able to present PFD information (refer to Section 2-
18 - Navigation and Communication for further details about this
feature).
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NOTE: Number inside boxes refer to Operations Manual Section where

information concerning the associated item can be found.
PFD DISPLAY SCHEMATIC
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MULTI FUNCTION DISPLAY (MFD)
The Multi Function Display (MFD) presents radar, TCAS, FMS, CMC
and other navigation information and systems pages. There are five
system pages available:
− Fuel: provides fuel system parameters and status.
− Electrical: provides electrical system parameters and status.
− Environmental and Ice Protection: provides air conditioning,
pneumatics, oxygen, and ice and rain protection systems parameters
and status.
− Hydraulic and Brakes: provides hydraulic and brakes systems and
status.
− Takeoff: provides takeoff data settings, oil level and doors status.
For further information on system pages, refer to each associated
system description.
The MFD may operate in three different presentation modes, besides
the reversionary ones. The Map and Plan modes present navigation
information. For further information on these, refer to Section
2-18 - Navigation and Communication. The maintenance mode permits
access to maintenance messages, but is available only on the left MFD
for maintenance personnel when the airplane is on ground.
Selection of the different modes and pages may be made by using the
controls located on the display bezel. Button functions are indicated in
the menus presented in the lower part of the display, just above each
button. Each button function changes, depending on which menu has
been selected. Menu selection is made by using the buttons
themselves. If required, radar modes and TCAS information may be
shown.
The MFD also operates as a back-up display for either PFD or EICAS,
in case of such displays failure. Appropriate selections may be made
through the reversionary panel.
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NOTE: Number inside boxes refer to Operations Manual Section

where information concerning the associated item can be found.
MFD DISPLAY SCHEMATIC
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EICAS DISPLAY
The EICAS display presents analogic engine indications and some
systems parameters like flaps, landing gear, spoilers and trim
positions, total fuel quantity, APU and environmental information.
In the upper right corner, the EICAS display presents crew awareness
messages:
− Warning messages, red colored and always presented on the top of
the list.
− Caution messages, amber colored and presented after warning
messages.
− Advisory messages, cyan colored and presented after caution
messages.
For further information on engine indications presented in the upper left
corner, refer to Section 2-10 − Powerplant. For information on EICAS
Messages, refer to the item Visual Warnings (Section 2-04-10).
In case of failure in the EICAS display, its information may be
presented on the MFD, by appropriately setting the MFD selector knob
on the reversionary panel. The RMU is also capable of presenting
some EICAS information, should the need arise.
The EICAS bezel is provided with a knob to scroll messages if the
system generates more messages than the display can present at
once.
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NOTE: Number inside boxes refer to Operations Manual Section

where information concerning associated item can be found.
EICAS DISPLAY SCHEMATIC
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RADIO MANAGEMENT UNIT
The Radio Management Unit (RMU) is provided for radio controlling
purposes, but may be used as a back-up for PFDs, MFDs and EICAS.
The RMU display presents settings and modes for each radio (NAV
and COMM), transponder, and TCAS. In case of failure of the main
panel displays, the RMU may be selected to present navigation, engine
or systems information, as well as some EICAS messages. The
information presentation however may change, due to the size of the
RMU display. Also, some items of information may not be presented to
avoid display overload. For further information on RMU features, refer
to Section 2-18 − Navigation and Communication.
RMU DISPLAY EXAMPLE
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OPERATIONS
MANUAL
NORMAL OPERATION
When the airplane is first energized, the system performs a self-test to
check abnormal conditions in the displays.
On power up, the displays default information are the following:

− PFD: presents EADI, EHSI, airspeed, altitude, radio altitude, vertical
speed scales, flight director mode, autopilot and yaw damper status.
− MFD: presents takeoff page, system menu and navigation data in
Map format. This information is supplied as follows:
− MFD 1: supplied by channel A of both DAUs through IC-600 # 1.
− MFD 2: supplied by channel A of both DAUs through IC-600 # 2.
− EICAS: presents engine and fuel indications, crew awareness
messages (if any), landing gear, flaps, spoilers, pressurization, APU
and trims status. This information is supplied by channel A of both
DAUs through IC-600 # 1.
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OPERATIONS
MANUAL
FAILURE MODES
The system is developed to avoid absence of information in most of
the failure combinations.
The failures that may affect the crew awareness system are
associated with electrical power supply or computer malfunctions. In
both cases, the system architecture is such that only major failures will
lead to loss of information presentation. Even in this condition, crew will
still have essential data available to safely continue the flight, using
standby instruments.
ELECTRICAL SYSTEM FAILURES

Each display is supplied in such a way that in case of failure in one or
more electric buses, the remaining buses will still be supplying one or
more displays.
This feature is achieved by supplying all displays with four different
buses (two DC Buses and two Essential buses). Furthermore, each
pair of duplicated displays (PFDs, MFDs, and RMUs) are supplied by
different buses, one for each display.
COMPUTER FAILURES
Since both IC-600s receive data from duplicated sources, a single
failure will not lead to loss of information addressed to the flight crew.
In case of any source failure, the reversionary panel permits shifting
between existing sources, thus using cross side information. This
feature may be used only when the system is not capable of providing
information through normal means.
DISPLAYS FAILURES
In case of any failure in the PFD or EICAS displays, the corresponding
information may be presented in one of the remaining displays, by
using the reversionary panel. The MFD may present other display
information, but its data may not be presented in the remaining
displays.
If all displays are lost, the RMU is capable of providing essential flight
data.
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OPERATIONS
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DISPLAYS SUPPLYING SCHEMATIC
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OPERATIONS
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EICAS MESSAGES
DAU 1-2 ENG MISCOMP N1, N2, ITT engine
parameters read from both
engines are not matching.
DAU 1-2 SYS MISCOMP Systems parameters for
system pages generation
are not matching.
DAU 1-2 WRN MISCOMP Discrete signals for warning
messages generation read
from the many systems are
not matching.
DAU 1 (2) A FAIL Associated DAU channel A
has failed.
CAUTION IC 1 (2) OVERHEAT Associated temperature of
the IC-600 is too high.
IC BUS FAIL A failure in the
Interconnection Bus has
been detected.
IC 1 (2) WOW INOP ICs/Weight - On - Wheels
interface not working
properly.
CHECK PFD 1 (2) A miscomparison on the
associated PFD bus has
been detected.
CHECK IC 1 (2) SW Updating error on IC-600.
CHK IC CONFIG Configuration module
mismatch (airplane model,
engine type, LR version, and
units).
(Continued)
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AWARENESS
OPERATIONS
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(Continued)

CONFIG MISMATCH Mismatch of any of the
configurations stored in the
IM-600 modules except
those considered in the
CHK IC CONFIG logic.
DAU 1 (2) B FAIL Associated DAU channel B
ADVISORY
has failed.
DAU 1 (2) REVERSION Associated DAU has been
commanded to operate with
channel B mode.
CMC FAIL CMC has failed.
IC 1 (2) CONFIG FAIL A failure in the
configuration module of the
IC has been detected.
DU 1 (2, 3, 4, 5) FAN Associated display fan has
FAIL failed.
DU 1 (2, 3, 4, 5) OVHT Associated display unit
temperature is too high.
IC 1 (2) FAN FAIL Associated IC fan has failed.
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OPERATIONS
MANUAL
PFD BEZEL
Provides controls that allow barometric settings in the PFD. For further
information, refer to Section 2-17 - Flight Instruments.
MFD BEZEL
MAIN MENU
1 - SYSTEM BUTTON
− Selects system menu.
− If TCAS window is being displayed, it will be replaced by the
previously selected system page.
2 - MFD BUTTON
− Selects MFD menu.
3 - CHECKLIST BUTTON
− This function is not enabled.
4 - TCAS BUTTON
− Selects TCAS information to be presented on the MFD. For
further information refer to item TCAS presented in this
section.
− If TCAS is already selected, pressing the button restores the
previously selected system page.
5 - WEATHER RADAR BUTTON
− Selects weather radar information to be presented on the
MFD. For further information on weather radar, refer to
Section 2-18 - Navigation and Communication.
6 - MAP PLAN BUTTON
− When the radar is being displayed, enables the Map format
for radar presentation. For further information on weather
radar, refer to Section 2-18 − Navigation and Communication.
7 - MAP/PLAN RANGE KNOB
− Allows setting the Map format range that is displayed on the
MFD. For further information on this feature, refer to Section
2-18 − Navigation and Communication.
− Except for the SPDS menu, this knob function is available in
all menus.
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OPERATIONS
MANUAL
SYS SUBMENU
1 - RETURN BUTTON
− Returns to the main menu.
2 - TAKEOFF PAGE BUTTON
− Selects the takeoff page to be presented on the MFD. For
further information on this page refer to Section 2-2 –
Equipment and Furnishings and Section 2-10 − Powerplant.
3 - ENVIRONMENTAL CONTROL SYSTEM AND PNEUMATIC PAGE
BUTTON
− Selects the environmental control system and pneumatic
page to be presented on the MFD. For further information on
this page refer to Sections 2-14 − Pneumatics, Air
Conditioning and Pressurization and Section 2-16 − Oxygen.
4 - FUEL SYSTEM PAGE BUTTON
− Selects the fuel system page to be presented on the MFD.
− When fuel system page is being displayed, button function
changes.
− For further information on this page refer to Section 2-8 −
Fuel.
5 - HYDRAULIC PAGE BUTTON
− Selects the hydraulic page to be presented on the MFD. For
further information on this page refer to Section 2-11−
Hydraulic.
6 - ELECTRICAL SYSTEM PAGE BUTTON
− Selects the electrical system page to be presented on the
MFD. For further information on this page refer to
Section 2-5 – Electrical.
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OPERATIONS
MANUAL
MFD BEZEL BUTTON MENU TREE
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OPERATIONS
MANUAL
MFD SUBMENU
1 - RETURN BUTTON
− Returns to the main menu.
2 - REFERENCE SPEEDS BUTTON
− Selects SPDS menu. For further information on this menu,
refer to Section 2-17 – Flight Instruments.
3 - JOYSTICK BUTTON
− NOTE: This function is available only when the FMS is installed.
− Selects JSTK menu. For further information on this menu,
refer to Section 2-18 – Navigation and Communication.
4 - AIRPORT AND NAVIGATION AIDS BUTTON
− Provides selection and toggling of airport and navigation aids
displays on the MFD. For further information on this feature,
refer to Section 2-18 – Navigation and Communication.
5 - DATA BUTTON
− Provides selection and toggling of waypoint identifier displays
on the MFD. For further information on this feature, refer to
Section 2-18 – Navigation and Communication.
6 - MAINTENANCE SELECTION BUTTON (LEFT MFD ONLY)
− Presents maintenance messages on MFD.
− Function is available only on the ground.
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OPERATIONS
MANUAL
EICAS BEZEL
Provides a knob to allow EICAS messages scrolling. For further
information, refer to Visual Warnings in this Section.
REVERSIONARY PANEL
1 - MFD SELECTOR KNOB
PFD - presents on the MFD the information normally presented on
the PFD. The PFD bezel button remains their normal
function.
NORMAL - Normal MFD operation mode.
EICAS - presents on the MFD the information normally presented
on the EICAS.
2 - ADC BUTTON
− Changes the ADC information from the on-side ADC to the
cross-side ADC.
pressed.
3 - IRS BUTTON
− Changes the attitude and heading source from the on-side IRS
to the cross-side IRS.
pressed.
4 - SYMBOL GENERATOR BUTTON

− Changes the symbol generator from the on-side SG to the
cross-side Symbol Generator as well ADC and IRS.
pressed.
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OPERATIONS
MANUAL
REVERSIONARY PANEL
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OPERATIONS
MANUAL
EICAS REVERSIONARY PANEL

1 - DAU REVERSIONARY BUTTON
− Allows channel B of associated DAU to supply both IC-600s.
− A striped bar is illuminated inside the button to indicate that it is
pressed and that channel B is the current data source.
EICAS REVERSIONARY PANEL
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OPERATIONS
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PRIMARY FLIGHT DISPLAY
1 - SYMBOL GENERATOR REVERSION ANNUNCIATION

− Indicates that a symbol generator reversion has been selected
on the reversionary panel.
− Presented on both PFDs.
− Labels: SG1 for IC-600 # 1 and SG2 for IC-600 # 2.
− Color: amber
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OPERATIONS
MANUAL
NOTE: For further information on displays control panel, refer to

Sections 2-17 – Flight Instruments and 2-18 – Navigation and
Communication .
1 - TEST BUTTON
− On the ground:
− When pressed, activates the IC-600s first level test.
− When pressed for more than 6 seconds activates the
IC 600s second level test.
− When released, normal operation of IC-600s is resumed.
− In flight:
Refer to Radio Altimeter description on Section 2-17 – Flight
Instruments.
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OPERATIONS
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BUILT-IN TEST
There are 3 kinds of Built-In-Tests (BIT) that the IC-600 may perform:
power up BIT, continuous BIT and pilot initiated BIT. All of them check
the software and hardware integrity and operation.
POWER UP BIT
The power up BIT checks the power supply, IC-600 interfaces,
memories, autopilot engagement and disengagement, and autopilot
servos.
CONTINUOUS BIT
Memories and processors tests are continuously performed after the
power up BIT, as well as autopilot functions.
PILOT INITIATED BIT

A pilot initiated BIT may be commanded by pressing the TEST button
in the displays control panel. This test may be commanded on the
ground only and is divided into two levels. The first level is indicated on
airplane displays, which present the failure mode annunciations.
The second level is activated if the TEST button is held pressed for at
least 6 seconds, and checks the IC-600 internal interfaces. The test
results are displayed on the PFD, which alternates every 10 seconds
between internal and external test results pages.
To perform the IC-600 test is necessary to press the TEST button
localized at the display control panel.
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OPERATIONS
MANUAL
The PFD first level test indications are as follows:

− A magenta TEST is displayed in upper left center of the PFD.
− Indications removed: all bugs, flight director information, all
pointers, low airspeed awareness, take-off speed bugs and digital
readouts, VMO/MMO, and trend vectors.
− Indications forced: all comparison monitors, all marker beacons,
and windshear annunciation.
− Indications presented as invalid: pitch and roll, vertical and lateral
deviations, baro correction, vertical speed set digital readout,
altitude preselect, heading, distance digital readout, ground speed
(or time to go or elapsed time), selected heading and course (or
desired track), Mach, airspeed, airspeed set digital readout, altitude.
− If heading is valid upon test activation, its source annunciation will
remain valid (DG1 or 2 or MAG1 or 2). If heading is invalid, its
source annunciation will change to HDG1 or HDG2.
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OPERATIONS
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PFD TEST INDICATIONS - FIRST LEVEL
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OPERATIONS
MANUAL
PFD TEST INDICATIONS - SECOND LEVEL
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OPERATIONS
MANUAL
The MFD test indications are as follows:
− Indications removed: heading source, TCAS, weather patch,
drift bug, wind vector, heading select bug, flight plan data,
airports, navaids, designator information.
− Indications forced: TERRAIN FAIL, EICAS CHK, WX TERRAIN,
MENU INOP, HDG FAIL.
− Indications presented as invalid: heading, weather radar tilt,
SAT, true airspeed, ground speed, distance and time to
waypoint.
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OPERATIONS
MANUAL
MFD TEST INDICATIONS
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OPERATIONS
MANUAL
The EICAS test is commanded only from the pilot's panel, and its
indications are as follows:
− Indications removed: reversion, ignition, FADEC in control, all
engine and trim bugs.
− Indications forced: the crew awareness field will be filled with a
"X".
− Indications presented as invalid: landing gear status, N1, N2,
ITT, fuel flow and quantity, oil pressure, temperature and
quantity, vibration for LP and HP, flaps, spoilers, all cabin and
APU parameters, all trim values.
During IC-600 # 1 first level pilot initiated BIT, RMU 1 will display
the first page of standby engine indication. The RMU 2 is not
included in the IC-600 # 2 first level pilot initiated BIT.
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OPERATIONS
MANUAL
EICAS TEST INDICATIONS
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OPERATIONS
MANUAL
VISUAL WARNINGS
Visual warnings are provided through lights, illuminated buttons,
EICAS messages and displays indications.
WARNING LIGHTS
Some of the airplane systems are actuated by illuminated buttons.
When under normal operating conditions, such buttons are not
illuminated. If the pilot has commanded the button to a position that
requires crew attention, a striped bar is illuminated inside the button.
There are some exceptions such as the GPU, the ice protection wing
and stab, and the APU bleed buttons, which are illuminated under
normal operating conditions.
Some systems also provide indicating lights, for system status
indication. Further details on such lights are provided in the associated
systems description section.
Master warning and caution lights are installed on each pilot
glareshield panel. Such lights blink when any warning or caution
message is presented on the EICAS or generated in the Aural Warning
Unit (AWU). To stop blinking, pilots must press the associated light. To
find information on illuminated buttons and any specific warning light,
refer to the associated system’s description.
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OPERATIONS
MANUAL
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OPERATIONS
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EICAS MESSAGES
EICAS messages are presented in the upper right corner of the EICAS
display. In case of a simultaneous failure in the EICAS and MFD
displays, the RMUs are capable of presenting some messages.
EICAS MESSAGES LEVELS
There are three message levels: warning, caution, and advisory:
− Warning messages are red colored and require immediate crew
action. Warning messages are always presented on the top of the
list, in the same order they are generated.
− Caution messages are amber colored and require immediate crew
awareness. They follow warning in criticality level and in display
presentation.
− Advisory messages are cyan and are dedicated to minor failures or
system status. Advisory messages are displayed below caution
messages.
A fourth level is provided for maintenance purposes, but it is not
presented to the flight crew, and its access can only be made on the
ground.
When the message is generated, it is displayed blinking at the top of
the associated group. To stop blinking, press the associated master
button on the glareshield. Advisory messages will stop blinking after 5
seconds.
EICAS MESSAGES PRIORITY LOGIC
If more than one message is simultaneously presented, warning will
precede caution messages, which will precede advisories. The space
is provided for the simultaneous display of up to 15 messages. An
END label is provided after the last message, to indicate end of
message listing. If more than 15 messages are being generated, a
knob in the display bezel permits paging through the remaining
messages. In this case, a status line is provided in the sixteenth line, to
indicate how many messages are not being currently presented and
where they are (above or below the currently presented messages).
END label and warning messages can not be scrolled out of the
display. Due to this characteristic, caution and advisory messages will
be scrolled in the area left blank below the warning messages. If a new
message is generated during a scrolling, it will be automatically
displayed at the top of the associated group.
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REVISION 2 2-04-10 3 01
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AWARENESS
OPERATIONS
MANUAL
INHIBITION LOGIC
To avoid its nuisance effect upon the flight crew, inhibition logic is
provided to prevent some messages from being displayed during
takeoff and approach/landing phases. The inhibition logic is as follows:
Takeoff Phase:
Inhibition is valid when the airplane crosses V1 –15 kt. The inhibition is
deactivated when one of the following conditions is accomplished:
− radio altitude is greater than 400 ft or;
− calibrated airspeed is less than 60 kt or;
− after 1 minute.
Approach/landing Phase:
Inhibition is valid from the point when airplane crosses 200 ft radio
altitude. The inhibition is deactivated when one of the following
conditions is accomplished:
− airplane is on the ground for 3 seconds or more;
− after 1 minute.
IC-600 RESULTS SELF-CHECK
The results of both IC-600 computations are continuously compared to
check for any inconsistency between both sides. A dedicated amber
annunciation, “CAS MSG”, is provided on the PFDs to indicate
whenever a difference between both IC-600s has been found, thus
leading to possible unreliable messages.
EICAS MESSAGE DICTIONARY

The following table presents all the EICAS messages. Type column
indicates whether the message’s nature is Warning (W), Caution (C),
or Advisory (A).
The number in column INHIBITION indicates the following:
− (1) Message is inhibited during takeoff;
− (2) Message is inhibited during takeoff and approach/landing;
− (3) Message is not inhibited;
− (4) Message is inhibited during approach/landing;
For further information regarding each message’s logic, refer to the
associated system’s description.
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OPERATIONS
MANUAL
SECTION TYPE
MESSAGE INHIBITION
W MAIN DOOR OPN 2
2-2 W SERVICE DOOR OPN 2
EQUIPMENT C BAGG ACCESS OPN 2
AND C ACCESS DOORS OPN 2
FURNISHINGS C BAGGAGE DOOR OPN 2
C EMERG EXIT OPN 2
C FUELING DOOR OPN 2
W GPWS 3
W NO TAKEOFF CONFIG 4
W SPS 1 (2) INOP 3
C DAU 1-2 ENG MISCOMP 2
C DAU 1-2 SYS MISCOMP 2
C DAU 1-2 WRN MISCOMP 2
C DAU AC ID MISCMP 2
C AURAL WARN FAIL 2
C CHECK PFD 1 (2) 2
C CHK IC CONFIG 2
2-4 C CHECK IC 1 (2) SW 2
CREW C DAU 1 (2) A FAIL 2
AWARENESS C GPWS INOP 3
C IC 1 (2) OVERHEAT 2
C IC BUS FAIL 2
C IC 1 (2) WOW INOP 2
C SPS ADVANCED 3
C STICK PUSHER FAIL 3
C WINDSHEAR INOP 3
A IC 1 (2) CONFIG FAIL 2
A CONFIG MISMATCH 2
A CMC FAIL 2
A DAU 1 (2) B FAIL 2
A DAU 1 (2) REVERSION 2
A DU 1 (2, 3, 4, 5) FAN FAIL 2
A DU 1 (2, 3, 4, 5) OVHT 2
A IC 1 (2) FAN FAIL 2
A SPS/ICE SPEEDS 1
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AWARENESS
OPERATIONS
MANUAL
SECTION TYPE
MESSAGE INHIBITION
W BATT 1 (2) OVTEMP 3
W ELEC ESS XFR FAIL 3
C 115 VAC BUS OFF 2
C APU CNTOR CLSD 2
C APU GEN OFF BUS 2
C APU GEN OVLD 2
2-5 C BATT 1 (2) OFF BUS 2
ELECTRICAL C BKUP BATT OFF BUS 2
C DC BUS 1 (2) OFF 2
C ELEC EMERG ABNORM 2
C ESS BUS 1 (2) OFF 2
C GEN 1 (2, 3, 4) OFF BUS 2
C GEN 1 (2, 3, 4) OVLD 2
C SHED BUS 1 (2) OFF 2
A GEN 1 (2, 3, 4) BRG FAIL 2
2-6
C EMERG LT NOT ARMD 2
LIGHTING
W APU FIRE 3
W BAGG SMOKE 2
W ENG 1 (2) FIRE 3
2-7 W LAV SMOKE 2
FIRE C APU EXTBTL INOP 2
PROTECTION C APU FIREDET FAIL 2
C BAGG EXTBTL INOP 2
C E1 (2) EXTBTLA (B) INOP 2
C E1 (2) FIREDET FAIL 2
W FUEL 1 (2) LO LEVEL 2
W CHECK ACFT LOAD 2
W NO TAKEOFF CONFIG 4
W FUEL XFER CRITICAL 2
C APU FUEL LO PRESS 2
C APU FUEL SOV INOP 2
2-8 C E1 (2) FUEL LO PRESS 2
FUEL C E1 (2) FUEL SOV INOP 2
C FUEL TANK LO TEMP 2
C FUEL TK VENT OPEN 2
C FUEL XFEED FAIL 2
C FUEL XFEED MISCMD 2
C FUEL XFER CHECK 2
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OPERATIONS
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SECTION TYPE
MESSAGE INHIBITION
C FUEL XFER 1(2) INOP 2
C FUEL XFER OVFLOW 2
2-8 C FUSELAGE FUEL IMB 2
FUEL C WING FUEL IMB 2
(Cont.) A APU FUEL SOV CLSD 2
A E 1(2) FUELSOV CLSD 2
A FUEL XFEED OPEN 2
2-9 C APU FAIL 2
APU C APU OIL HI TEMP 2
C APU OIL LO PRESS 2
W ATTCS FAIL 4
W E1 (2) ATTCS NO MRGN 2
W E1 (2) OIL LOW PRESS 2
W E1 (2) LOW N1 2
W ENG 1-2 OUT 1
C E1 (2) EXCEEDANCE 2
C E1 (2) FPMU NO DISP 2
C E1 (2) ATS SOV OPN 2
C E1 (2) CTL FAIL 2
C E1 (2) FUEL LO TEMP 2
C ENG NO TO DATA 2
2-10 C ENG REF A/I DISAG 2
POWERPLANT C ENG1 (2) REV DISAGREE 2
C E1 (2) NO DISP 2
C ENG 1 (2) OUT 1
C FADEC ID NO DISP 2
C ENG 1 (2) REV FAIL 2
C ENG 1 (2) TLA FAIL 2
A CHECK A1P PERF 2
A CHECK A1E PERF 2
A E1 (2) SHORT DISP 2
A E1 (2) FUEL IMP BYP 2
A E1 (2) OIL IMP BYP 2
A E1 (2) IDL STP FAIL 2
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REVISION 5 2-04-10 7 01
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AWARENESS
OPERATIONS
MANUAL
SECTION TYPE
MESSAGE INHIBITION
C HYD SYS 1 (2) FAIL 2
C HYD SYS 1 (2) OVHT 2
2-11 A E1 (2) HYD PUMP FAIL 2
HYDRAULIC A E1 (2) HYDSOV CLSD 2
A HYD PUMP SELEC OF 2
A HYD1 (2) LO QTY 2
W LG/LEVER DISAGREE 3
C BRAKE OVERHEAT 3
2-12 C BRK INBD INOP 1
LANDING C BRK OUTBD INOP 1
GEAR AND C EMRG BRK LO PRES 1
BRAKES C LG AIR/GND FAIL 3
C STEER INOP 2
C NLG UP/DOOR OPN 2
C BRAKE DEGRADED 1
W PTRIM MAIN INOP 2
W PTRIM BACKUP INOP 2
C AIL SYS 1 (2) INOP 2
C FLAP FAIL 2
C PTRIM CPT SW FAIL 3
2-13 C PTRIM F/O SW FAIL 3
FLIGHT C PTRIM BKP SW FAIL 3
CONTROLS C RUDDER OVERBOOST 2
C RUDDER SYS 1 (2) INOP 2
C RUD HDOV PROT FAIL 2
C SPBK LVR DISAGREE 2
C SPOILER FAIL 2
A FLAP LOW SPEED 2
W BLD 1 (2) LEAK 2
W BLD APU LEAK 2
2-14 W BLD 1 (2) OVTEMP 2
PNEUMATICS, C APU BLD VLV FAIL 2
AIR C BLD 1 (2) LOW TEMP 2
CONDITIONING C BLD 1 (2) VLV FAIL 2
AND C CROSS BLD FAIL 2
PRESSURIZATION C CROSS BLD SW OFF 2
C ELEKBAY OVTEMP 2
C HS VLV 1 (2) FAIL 2
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2-04-10 8 01 REVISION 5
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OPERATIONS
MANUAL
SECTION TYPE
MESSAGE INHIBITION
C PACK 1 (2) OVHT 2
2-14 C PACK 1 (2) OVLD 2
PNEUMATICS, C PACK 1 (2) VLV FAIL 2
AIR CONDITIONING C PRESN AUTO FAIL 2
AND C RAM AIR VLV FAIL 2
PRESSURIZATION A BLD 1 (2) VLV CLSD 2
(Cont.) A CROSS BLD OPEN 2
A PACK 1 (2) VLV CLSD 2
W ICE COND-A/I INOP 2
C A/ICE SWITCH OFF 2
C A/ICE LOW CAPACITY 3
C AOA 1 (2) HEAT INOP 2
C CLR ICE 1 (2) 2
C CLR/I INOP 1 (2) 2
C E1 (2) A/ICE FAIL 2
2-15 C ICE DET1 (2) FAIL 2
ICE AND RAIN C ICE DETECTORS FAIL 2
PROTECTION C NO ICE-A/ICE ON 2
C PITOT 1 (2, 3) INOP 2
C STAB A/ICE FAIL 2
C TAT 1 (2) HEAT INOP 2
C WG A/ICE FAIL 3
C W/S 1 (2) HEAT FAIL 2
A ICE CONDITION 2
A ENG A/ICE OVERPRES 3
2-16 C CREW OXY LO PRESS 2
OXYGEN C PAX OXY LO PRESS 2
2-17 C DFDR FAIL 2
FLIGHT A FDAU FAIL 2
INSTRUMENTS A RAD ALT 1 (2) FAIL 1
A RAD ALT FAIL 1
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REVISION 5 2-04-10 9 01
CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
SECTION TYPE
MESSAGE INHIBITION
C IRS 1 (2) ALN FAULT 2
C IRS 1 (2) FAIL 2
2-18 C IRS 1 (2) OVERHEAT 2
NAVIGATION A IRS 1 (2) ALN 2
AND A IRS 1 (2) ATT MODE 2
COMMUNICATION A IRS 1 (2) EXC MOTION 2
A IRS 1 (2) NO MAG HDG 4
A IRS 1 (2) NO PPOS 1
A IRS 1 (2) ON BATT 2
W AUTOPILOT FAIL 2
C AUTO TRIM FAIL 2
2-19 C AP ELEV MISTRIM 2
AUTOPILOT C AP AIL MISTRIM 2
C LATERAL MODE OFF 3
C VERTICAL MODE OFF 3
C YAW DAMPER FAIL 2
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2-04-10 10 01 REVISION 2
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
DISPLAYS INDICATIONS
Many of the airplane’s parameters are indicated on one of the displays,
in analogic or digital format.
ANALOGIC INDICATIONS
Analogic indications are provided as pointers moving over a scale,
which may be graduated or not. In both cases, if the pointer indicates a
value out of the normal range for that parameter, both pointer and
scale become amber or red, if the parameter goes deeply into the out
of range area. Pointers are removed if the parameter signal becomes
invalid. For some parameters, scale may also be removed in this
condition. Scale and pointer are not presented for some parameters,
when they are not required, as for EADI chevrons, V1, VR, V2 speed
bugs, trend vectors, etc.
DIGITAL INDICATIONS
Digital indications are provided as green characters for normal values.
If the associated parameter goes outside its normal range, digits
become amber, with an amber box surrounding them. Both digits and
box become red if the parameter goes deeply into the out of range
area. If the parameter signal becomes invalid, digits are replaced by
amber dashes, without boxes.
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OPERATIONS
MANUAL
GLARESHIELD PANEL
1 - MASTER WARNING BUTTON

− Acknowledges the warning messages and stops the associated
blinking when pressed.
− A red light blinks inside the button when a new warning
message is displayed on the EICAS.
2 - MASTER CAUTION BUTTON

− Acknowledges the caution messages and stops the associated
blinking when pressed.
− An amber light blinks inside the button when a new caution
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2-04-10 12 01 SEPTEMBER 30, 2002
AIRPLANE CREW
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OPERATIONS
MANUAL
GLARESHIELD PANEL
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CREW AIRPLANE
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OPERATIONS
MANUAL
EICAS BEZEL
1 - MESSAGE SCROLLING KNOB
− To be used when displayed EICAS messages can not be
presented at once.
− By rotating the knob clockwise, advances through EICAS
messages. Rotated counterclockwise moves backward through
EICAS messages.
EICAS BEZEL
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2-04-10 14 01 SEPTEMBER 30, 2002
AIRPLANE CREW
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OPERATIONS
MANUAL

1 - EICAS CHECK SUM FAIL COMPARISON MONITOR DISPLAY
− Color: amber.
− Label: CAS MSG.
− Displayed when the number of active EICAS messages in each
IC-600 is found to be different.
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OPERATIONS
MANUAL
EICAS DISPLAY
EICAS MESSAGES EXAMPLE
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2-04-10 16 01 SEPTEMBER 30, 2002
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
RMU DISPLAY
RMU MESSAGES EXAMPLE
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CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
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2-04-10 18 01 SEPTEMBER 30, 2002
AIRPLANE CREW
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OPERATIONS
MANUAL
AURAL WARNINGS
There are two kinds of aural warnings: voice messages and tones.
Voice messages are normally associated with warning messages on
EICAS or other warning systems. They are generated whenever a
potentially dangerous condition exists, as determined by the EGPWS,
TCAS and windshear detection system. There are some voice
messages that can be cancelled, but others can only be cancelled
when the cause that triggered them has been eliminated.
Tones have different forms and indicate some notable airplane events,
sometimes in unison with voice messages.
AURAL WARNING UNIT

In order to generate messages and tones, the Aural Warning Unit
(AWU) receives signals from the following airplane systems:
− TCAS
− Windshear detection system
− EGPWS
− IC-600
− Fire detection system
− Stall protection system
− Trims
− Flaps
− Brakes
− Spoilers
− Radio altimeter
− Autopilot
− Landing gear
− ADC
− Pressurization
− SELCAL
The AWU sends the appropriate audio signal to an audio digital
system, which routes the messages to the appropriate speakers.
AWU POWER SOURCE
The AWU is supplied by one DC bus and one Essential DC bus, and is
provided with two channels, A and B. Channel B is kept as a backup
for channel A and is automatically activated if channel A fails.
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OPERATIONS
MANUAL
AWU POWER-UP TEST
An AWU power-up test is performed and generates aural warnings for
one or both channels operating normally. If both channels have failed,
the caution message AURAL WARN FAIL is displayed on EICAS.
AURAL WARNINGS LEVELS
The aural warnings are classified into four levels, presented below in a
decreasing level order:
− Emergency - Associated with situations that may be hazardous.
AWU generates a master warning tone (triple chime) before the
warning and voice message may be generated. In any case, the
aural warning is repeated every second until deactivated through the
master warning button or until the condition that generated the
warning has been eliminated.
− Abnormal - Associated with malfunctions or failures. AWU
generates a master caution tone (single chime) every five seconds,
until it is removed, canceled or replaced by a higher priority aural
warning. Voice messages are generated after each tone.
− Advisory - Associated with minor malfunctions or failures that lead to
loss of redundancy or degradation of the affected system’s performance.
− Information - A remarkable event has occurred.
AURAL WARNINGS ANNUNCIATION PRIORITY
When multiple aural warnings are active, aural warnings among the
highest level alert groups shall be sounded first in order and repeated.
Once all alerts in the higher group are cancelled or removed, then the
second tier group alerts are sounded and repeated.
An alert in process shall be immediately interrupted when an alert of a
higher priority needs to be generated.
EXCEPTIONS TO AURAL WARNINGS PRIORITY
When an internal voice message is being annunciated, it shall be
completed before another alert, even of a higher priority, is
annunciated. This does not apply to internally generated tones which
shall be interrupted within 1 second.
If an emergency arises together with a warning that generates
continuous sounds, such as a fire or stall, the sound volume is reduced
to avoid misunderstanding of the remaining messages, although being
loud enough to still warn pilots.
The master warning tone is inhibited when any other emergency alert
(internal or external) is occurring at the same time.
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OPERATIONS
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ASSOCIATED
PRIORITY TONE VOICE
LEVEL CONDITION/EICAS CANCEL
MESSAGE
MESSAGE
Stall condition. 1 Clacker None NO
Windshear condition (1). 2 None WINDSHEAR NO
Ground proximity condition 3 (1) (1) NO
(1).
Traffic proximity condition 4 None (1) NO
(1). (2)
Fire in engine or APU. 5 Bell None YES
ENG 1 (2) FIRE ,
APU FIRE.
Airspeed above VMO. 6 Attenson HIGH NO
3 SPEED
EMERGENCY Landing gear not locked 7 Attenson LANDING NO
down for landing. 3 GEAR
Cabin altitude above 8 Attenson CABIN YES
10000 ft. 3
Associated with takeoff 9 Attenson TAKEOFF NO
configuration warning. 3 plus one of
the following:
-BRAKES
-FLAPS
-FUEL
-SPOILER
-TRIM
Associated with 10 Attenson None NO
emergency failures. 3
Associated with glide None None GLIDE YES
slope deviation. SLOPE
ABNORMAL Traffic proximity condition. None None TRAFFIC YES
Associated with abnormal None Master None YES
failures. Caution
Tone
NOTE: 1) Messages are generated outside the AWU. For further

details, refer to the associated system description.
2) TCAS resolution advisory warning can not be canceled.
3) Applicable to airplanes equipped with CMU.
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REVISION 7 2-04-15 3 01
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OPERATIONS
MANUAL
ASSOCIATED
PRIORITY TONE VOICE
LEVEL CONDITION/EICAS CANCEL
MESSAGE
MESSAGE
Autopilot disengagement None None AUTOPILOT NO
during approach.
Associated with decision None None MINIMUM NO
ADVISORY height crossing.
Airplane is crossing or None Three None NO
has reached a 2900 Hz
preselected altitude. tones
Power up test detected a Not None AURAL NO
failure in one channel of applicable UNIT ONE
AWU. CHANNEL
Associated with incorrect None Single TRIM NO
command of pitch trim chime
main or backup channel
switches.
Associated with SELCAL None None SELCAL NO
INFORMATION callings.
Both AWU channels are None None AURAL NO
operating normally on UNIT OK
power up test.
Takeoff configuration test None None TAKEOFF NO
successful. OK
Power 1 or 2 fail. None None AURAL
UNIT ONE Not
POWER applicable
When CMU receives a None None INCOMING NO

new message. CALL
(3)
NOTE: 1) Messages are generated outside the AWU. For further

details, refer to the associated system description.
2) TCAS resolution advisory warning can not be canceled.
3) Applicable to airplanes equipped with CMU.
EICAS MESSAGE
AURAL WARN FAIL Both AWU channels are
CAUTION
inoperative.
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2-04-15 4 01 REVISION 7
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
TAKEOFF CONFIGURATION WARNING

A dedicated warning to indicate that airplane configuration is unsuitable
for takeoff is provided by the aural warning system. Such warning is
activated whenever the airplane is on the ground, thrust is applied and
at least one of the following conditions is met:
− Parking brakes are applied.
− Flaps are not in takeoff position.
− Fuselage Tank Transfer System Knob is not in off position.
− Any spoiler panel is deployed.
− Pitch trim is out of the green range.
More than one warning may be generated, if more than one condition
is met.
TEST BUTTON
A test button is provided to allow checking the takeoff configuration
warning integrity, by simulating power levers advanced. A voice
message is generated after successful tests. Unsuccessful tests will
generate an EICAS message and a voice message associated with the
out-of-configuration item.
EICAS MESSAGE
Airplane is not in takeoff
WARNING NO TAKEOFF CONFIG
configuration.
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CREW AIRPLANE
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OPERATIONS
MANUAL

1 - TAKEOFF CONFIGURATION CHECK BUTTON
− Allows checking the takeoff configuration warning.
TAKEOFF CONFIGURATION CHECK BUTTON
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2-04-20 2 01 SEPTEMBER 30, 2002
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
STALL PROTECTION SYSTEM
GENERAL
To help detect imminent stalls and to avoid stalling the airplane, the
EMB-135 BJ is provided with a Stall Protection System (SPS). The
SPS is composed of one computer box with two independent
channels, the SPS panel, two Angle of Attack (AOA) sensors, two stick
shaker actuators, and one stick pusher actuator. The system provides
sensitive, visual and aural indications of an impending stall. To avoid
spurious actuation, the SPS receives signals from many airplane
systems, thus correcting its set point according to flaps and landing
gear position, icing and windshear conditions and Mach number.
INTERFACES
Each channel receives data from the following on-side airplane
systems: IRS, ADC, flaps, landing gear, air/ground, windshear
detection, ice detection and radio altimeter. Each Stall Protection
Computer (SPC) channel receives information from its associated AOA
sensor and sends it to the opposite channel in order to compensate
side slip influence on angle of attack measurements. A locked AOA
sensor signal is not considered in stall calculations and in this case the
channel will be deactivated. If a stall condition is imminent, the system
first actuates the stick shaker and disengages the autopilot. If no
corrective action is taken and the airplane is on the verge of entering a
stall, the stick pusher is actuated, which pitches the nose down.
Simultaneously, a clacker is generated in the aural warning system. A
bug in the airspeed scale on the PFD indicates the stall speed for the
associated condition and a pitch limit indicator is presented on EADI to
indicate the current margin to the stick shaker angle. When the
airplane reaches 0.5 g, the stick pusher is inhibited, stopping its
actuation over the control column. A quick disconnect button is
provided in the control wheel to permit pilots to cut the system if the
need arises. To disconnect the system in case of failure, the SPS
panel provides one cutout button for each channel. An EICAS
message is presented to indicate that the system has failed or is
cutout.
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OPERATIONS
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SYSTEM INHIBITION
The stick pusher does not actuate in the following conditions:
− On the ground (except during test).
− Below 0.5 g.
− If the quick disconnect button is pressed (except for JAA certification).
− Below 200 ft AGL. If radio altimeter has failed, this condition reverts
to a 10-second delay after takeoff.
− If any cutout buttons are released.
− Above 200 KIAS.
− If at least one channel is inoperative.
SYSTEM TEST
A test button is provided to test the system on the ground. The system
operates normally if not tested. Test button remains illuminated if the
system has not been tested or after unsuccessful tests. It is not possible
to test the system in flight. This inhibition is valid for 30 seconds after
landing, above 70 KIAS or with landing gear not downlocked.
NOTE: Test button remains illuminated if quick disconnect button is
pressed during test.
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2-04-25 2 01 SEPTEMBER 30, 2002
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OPERATIONS
MANUAL
STALL PROTECTION SYSTEM SCHEMATIC
Page Code
SEPTEMBER 30, 2002 2-04-25 3 01

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OPERATIONS
MANUAL
EICAS MESSAGES
SPS 1(2) INOP Associated SPS computer channel
has failed or AOA vane failed.
WARNING SPS 1-2 INOP Both SPS computer channels
have failed or both AOA vanes
have failed or stick pusher has
failed or is cutout.
SPS ADVANCED Stick shaker and pusher
actuation is set to higher speeds
due to:
− Flap signal disagreement.
− Failure in at least one SPS
channel.
CAUTION − IRS or ADC parameters
disagree.
− Air/Ground signs disagree.
− Landing gear down and locked
indications disagree.
STICK PUSHER FAIL Stick pusher actuator has been
commanded but has not moved.
SPS/ICE SPEEDS SPS actuation angle is advanced
ADVISORY
for flaps 9° and 22°.
NOTE: Advisory SPS/ICE SPEEDS messages are inhibited for the first
5 minutes after takeoff.
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OPERATIONS
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OPERATIONS
MANUAL
CONTROLS AND INDICATIORS
STALL PROTECTION SYSTEM PANEL
1 - CUTOUT BUTTON (guarded)

− Cuts out the associated channel.
− A striped bar illuminates inside the button to indicate that it is in
the cutout position.
2 - TEST BUTTON
− Starts the test sequence, as follows:
− Button illuminates.
− Both stick shakers actuate.
− Pusher actuates.
− Button illumination extinguishes.
NOTE: - Test sequence is completed within a maximum of 5
seconds.
- The TEST button must be released at the first sign of
stick shaker actuation.
− Button is kept illuminated after an unsuccessful test or if the
system has not been tested.
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2-04-25 6 01 SEPTEMBER 30, 2002
AIRPLANE CREW
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OPERATIONS
MANUAL
STALL PROTECTION SYSTEM PANEL
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SEPTEMBER 30, 2002 2-04-25 7 01

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OPERATIONS
MANUAL
PFD INDICATIONS
1 - PITCH LIMIT INDICATOR

− Displayed on the EADI parallel to the airplane symbol.
− Indicates the remaining margin left for the stick shaker angle of
attack set point.
− Indication is presented whenever the margin reaches 10°.
− Color:
− green for margin from 10° up to 5°.
− amber for margin between 5° and 2°.
− red for margin below 2°.
2 - LOW AIRSPEED AWARENESS

− Displayed in the airspeed scale when airspeed is near stall
speed for the current configuration.
− For further details on Low Airspeed Awareness, refer to Section
2-17–Flight Instruments.
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OPERATIONS
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CREW AIRPLANE
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OPERATIONS
MANUAL
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2-04-25 10 01 SEPTEMBER 30, 2002
AIRPLANE CREW
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OPERATIONS
MANUAL
ENHANCED GROUND PROXIMITY WARNING

SYSTEM
The purpose of the Enhanced Ground Proximity Warning System
(EGPWS) is to avoid accidents caused by Controlled Flight Into Terrain
(CFIT) and also severe windshear.
The EGPWS incorporates functions like Terrain Clearance Floor,
Terrain Look Ahead Alerting and Terrain Awareness Display. These
functions use airplane geographic position, airplane altitude and an
internal terrain database to predict potential conflicts between the
airplane's flight path and terrain, and to provide graphic displays of the
conflicting terrain.
NOTE: Airplanes equipped with EGPWS version 216 incorporates
additional features like Peaks Mode, Runway Field Clearance
Floor, Obstacle Alerting and Geometric Altitude.
The EGPWS is a useful navigation aids when flying at low altitude,
generally within 2500 ft above terrain. It provides voice messages,
EICAS message and PFD indication to alert the flight crew, so that
they may take appropriate action.
The EGPWS interfaces with the followings systems and equipment:
− Radio Altimeter - The radio altimeter provides altitude above ground,
how fast the altitude decreases as a result of airplane sinkage or
ground profile change and the validity signal.
− IC-600s - The IC-600s provide glideslope deviation, localizer
deviation, selected decision height, selected course, packed discrete
and selected terrain range.
− ADCs - The ADCs provide uncorrected barometric altitude, corrected
barometric altitude, computed airspeed, true airspeed, barometric
altitude rate and static air temperature.
− IRS - The IRS provide magnetic heading, pitch and roll angle,
longitudinal and normal acceleration.
− FMS - The FMS provides latitude, longitude, ground speed, true
tracking, true heading and NAV mode. The same is applicable when
the airplane is equipped with dual FMS.
− GPS - The GPS provides latitude, longitude and altitude.
− Landing gear - The landing gear provides a discrete signal that
indicates gear down/locked condition.
− Flap - The Flap Control Unit provides one discrete signal that
indicates whether or not flaps are in landing position.
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OPERATIONS
MANUAL
− AWU - The AWU receives the aural messages to be enunciated. It

also provides a discrete signal to indicate that the glideslope advisory
alert may be canceled without any restriction.
− Terrain Inhibit Switch - It is used in approach mode, in airports not
covered by an EGPWS database, assuring protection against
unwanted terrain alerts.
Some modes may have their associated envelopes shifted, so as to
suit particular airport requirements or to avoid nuisance warnings
under some flight situations. This feature is achieved either with
calculations or data provided by the FMS, if installed.
The EGPWS provides alerts associated with the following flight
conditions:
Mode 1 - Excessive descent rate.
Mode 2 - Excessive closure rate to terrain.
Mode 3 - Altitude loss after takeoff.
Mode 4 - Insufficient terrain clearance.
Mode 5 - Excessive deviation below glideslope beam.
Mode 6 - Callouts.
Mode 7 - Windshear (refer to Section 2-04-35).
Terrain awareness alerting and warning.
Terrain clearance floor.
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2-04-30 2 01 REVISION 6
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
EGPWS SCHEMATIC
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SEPTEMBER 30, 2002 2-04-30 3 01

CREW AIRPLANE
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OPERATIONS
MANUAL
MODES AND MESSAGES
MODE 1 - EXCESSIVE DESCENT RATE

Mode 1 provides alerts and warnings when the airplane has attained
an excessive descent rate in respect to altitude above ground level
(AGL) during the descent and approach phases of flight.
This mode has outer (sink rate) and inner (pull up) alert/warning
boundaries:
Minimum Terrain Clearance (MTC) for “SINK RATE” message
triggering:
− Minimum: 30 ft at 1000 ft/min of descent Altitude Rate.
− Maximum: 2450 ft at 5007 ft/min or greater of descent Altitude
Rate.
Minimum Terrain Clearance (MTC) for “PULL UP” message triggering:
− Minimum: 30 ft at 1710 ft/min of descent Altitude Rate.
− Maximum: 2450 ft at 7125 ft/min or greater of descent Altitude
Rate.
Penetration of the outer (sinkrate) boundary will result in:
− Aural message “SINK RATE”. The message will be repeated as
long as the penetration increases; and
− Amber "GND PROX" indication on the PFD.
Penetration of the inner (pull up) boundary trigger and repeat the
following messages until the condition is cleared:
− Aural message “PULL UP” and red "PULL UP" indication on the
PFD.
If a valid ILS Glideslope front course signal is received and the airplane
is above the glideslope centerline, the sinkrate boundary is adjusted to
prevent unwanted alerts when the airplane is safely capturing the
glideslope.
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OPERATIONS
MANUAL
EGPWS MODE 1 SCHEMATIC
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OPERATIONS
MANUAL
MODE 2 - EXCESSIVE CLOSURE RATE TO TERRAIN
Mode 2 provides alerts and warnings based on airspeed, airplane

gear/flap configuration, radio altitude, and excessive closure rate to
terrain. Mode 2 exists in two forms: 2A and 2B.
MODE 2A
Mode 2A is selected when the flaps are not in landing configuration
and the airplane is not on the glide slope beam.
Minimum Terrain Clearance (MTC) for “TERRAIN TERRAIN”
message triggering:
− Minimum: 30 ft at 2038 ft/min of Closure Rate.
− Maximum:
− 1650 ft at 5733 ft/min or greater of Closure Rate, for an airspeed
equal or below 220 KIAS.
− 2450 ft at 9800 ft/min or greater of Closure Rate for an airspeed
equal or above 310 KIAS.
If the airplane penetrates the Mode 2A envelope, the situation results
in:
− Aural message “TERRAIN, TERRAIN” ; and
If the airplane continues to penetrate the envelope, the aural message
switches to messages described below, until the condition is cleared:
PFD.
The visual and aural messages will remain on until the airplane has
gained 300 ft of barometric altitude.
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OPERATIONS
MANUAL
EGPWS MODE 2A SCHEMATIC
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MANUAL
MODE 2B
Mode 2B is selected when the flaps are in landing configuration or
when making an ILS approach with glide slope and localizer deviations
below 2 dots.
Minimum Terrain Clearance (MTC) for “TERRAIN TERRAIN”
message triggering:
− Minimum: 30 ft at 2038 ft/min of closure rate.
− Maximum:
− 789 ft at 3000 ft/min or greater of closure rate. This steady
value can also vary from 200 ft up to 600 ft for flaps set to
landing configuration.
If the airplane penetrates the Mode 2B envelope with both gear and
flaps in the landing configuration, the message “TERRAIN” is sounded.
If the airplane penetrates the mode 2B envelope with either the landing
gear UP or flaps not in landing configuration will result in:
− Aural message “TERRAIN, TERRAIN” ; and
If the airplane continues to penetrate the envelope, the aural message
switches to messages described below, until the condition is cleared:
PFD.
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OPERATIONS
MANUAL
EGPWS MODE 2B SCHEMATIC
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SEPTEMBER 30, 2002 2-04-30 9 01

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OPERATIONS
MANUAL
MODE 3 - ALTITUDE LOSS AFTER TAKEOFF
Mode 3 provides alerts and warnings for a significant altitude loss after
takeoff with landing gear UP or flaps in other than landing
configuration. The amount of altitude loss required to trigger the
warning depends on the height of the airplane above the terrain.
Minimum Terrain Clearance (MTC) for “DON'T SINK, DON'T SINK”
message triggering:
− Minimum: 30 ft at 5 ft of altitude loss.
− Maximum: 1500 ft at 143 ft or greater of altitude loss.
Significant altitude loss after takeoff or during a low altitude go-around
activates the aural message “DON'T SINK, DON'T SINK” and:
The audio message is only annunciated twice, unless excessive
altitude loss continues to accumulate.
Once triggered, the visual message can only be cancelled achieving a
positive rate of climb relative to the original altitude. Therefore, as long
as the original altitude is not crossed, any descent will trigger the aural
and visual messages again. After crossing the original altitude, a new
altitude value is set every moment.
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OPERATIONS
MANUAL
GPWS/EGPWS MODE 3 SCHEMATIC
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OPERATIONS
MANUAL
MODE 4 - INSUFFICIENT TERRAIN CLEARANCE
Mode 4 provides alerts for insufficient terrain clearance with respect to
phase of flight and speed. Mode 4 exists in three forms, 4A, 4B and
4C.
MODE 4A
Mode 4A is active during cruise and approach with the landing gear
UP.
Minimum Terrain Clearance (MTC) for “TOO LOW GEAR” message
triggering:
− Minimum: 30 ft.
− Maximum: 500 ft for an airspeed equal or less than 190 KIAS.
Minimum Terrain Clearance (MTC) for “TOO LOW TERRAIN”
message triggering:
− Minimum: 30 ft.
− Maximum: 1000 ft for an airspeed equal or higher than 250 KIAS.
If during cruise the ground is slowly getting closer and the airplane is
not in the landing configuration or during approach with an
unintentional gear up landing, the aural message "TOO LOW
TERRAIN" will be sounded. Once the message has been issued, an
additional 20% altitude loss is required for the issuing of a new
message.
The amber "GND PROX" indication is displayed on the PFD.
If the airplane penetrates below the 500 ft AGL boundary with the
landing gear still up, the aural message will be "TOO LOW GEAR".
Once a message is issued, an additional 20% altitude loss is required
for the issuing of a new message.
The visual and aural messages cease when the mode 4A is exited.
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MANUAL
EGPWS MODE 4A SCHEMATIC
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MODE 4B
Mode 4B is active during cruise and approach with the landing gear
down and flaps in other than landing configuration.
Minimum Terrain Clearance (MTC) for "TOO LOW FLAP" message
triggering:
− Minimum: 30 ft.
− Maximum: 245 ft for an airspeed equal or less than 159 KIAS.
Minimum Terrain Clearance (MTC) for “TOO LOW TERRAIN”
message triggering:
− Minimum: 30 ft.
− Maximum: 1000 ft for an airspeed equal or higher than 250 KIAS.
If during cruise the ground is slowly getting closer and the airplane is
not in the landing configuration, or during approach with an
unintentional gear up landing, the aural message "TOO LOW
TERRAIN" will be sounded. Once the message is issued, an additional
20% altitude loss is required for the issuing of a new message.
If the airplane penetrates below the 245 ft AGL boundary with the
landing gear down and flaps in other than landing configuration, the
aural message will be "TOO LOW FLAPS". Once message is issued,
an additional 20% altitude loss is required for the issuing of a new
message.
The visual and aural messages cease when the mode 4B is exited.
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2-04-30 14 01 SEPTEMBER 30, 2002
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EGPWS MODE 4B SCHEMATIC
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MODE 4C
Mode 4C is active during takeoff phase or low altitude go-around with
either the landing gear or flaps in other than landing configuration,
when the terrain is rising closer than the airplane is climbing.
Only in this case, the Minimum Terrain Clearance is a function of the
Radio Altitude of the airplane.
Minimum Terrain Clearance (MTC) for "TOO LOW TERRAIN"
message triggering:
− Minimum: 30 ft.
− Maximum:
− 500 ft at 667 ft or greater of radio altitude for an airspeed less
or equal or less than 190 KIAS.
− 1000 ft at 1333 ft or greater of radio altitude for an airspeed
equal or above 250 KIAS.
If during takeoff or low altitude go-around with either the landing gear
or flaps in other than landing configuration, when the terrain is rising
more steeply than the airplane is climbing, the aural message "TOO
LOW TERRAIN" will be sounded.
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OPERATIONS
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EGPWS MODE 4C SCHEMATIC
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SEPTEMBER 30, 2002 2-04-30 17 01

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OPERATIONS
MANUAL
MODE 5 - EXCESSIVE DEVIATION BELOW GLIDESLOPE BEAM
Mode 5 provides two levels of alerting if the airplane's flight path
descends below the glideslope on ILS approaches.
Minimum Terrain Clearance (MTC) for "GLIDESLOPE" message
triggering:
− Minimum:
− For the Soft Alert Area, 30 ft at 2.98 dots of glideslope deviation.
− For the Hard Alert Area, 30 ft at 3.68 dots of glideslope
deviation.
− Maximum:
− For the Soft Alert Area 1000 ft.
− For the Hard Alert Area 300 ft.
The first alert occurs whenever the airplane is more than 1.3 dots
below the beam and is called a "soft alert" because the volume level is
reduced. A second alert occurs below 300 ft radio altitude with greater
than 2 dots deviation from glideslope and is louder or "hard".
The aural message "GLIDESLOPE" is sounded once. Follow-on alerts
are only allowed when the airplane descends lower on the glideslope
beam by approximately 20%. Aural messages are sounded
continuously once the airplane exceeds 2 dots.
The glideslope warning can be canceled by pressing the Master
Caution Button.
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SEPTEMBER 30, 2002 2-04-30 19 01

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MODE 6 - CALLOUTS
Mode 6 provides aural messages for descent below predefined
altitudes, decision height, a minimums setting and approaching
minimums. Alerts for excessive roll or bank angle are also provided.
MINIMUMS CALLOUTS
The message "APPROACHING MINIMUMS" is sounded only once
when the airplane is 80 ft above the decision height or another target
has been reached, with the landing gear down.
− Radio altitude for message triggering:
− Minimum: 90 ft.
− Maximum: 1000 ft.
The message "MINIMUMS MINIMUMS" is sounded only once when
the airplane is at decision height or another target has been reached,
with the landing gear down.
− Radio altitude for message triggering:
− Minimum: 10 ft.
Visual indication of minimum target is presented on PFD.
EGPWS MODE 6 - SCHEMATIC

MINIMUMS CALLOUTS
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2-04-30 20 01 SEPTEMBER 30, 2002
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ALTITUDE CALLOUTS
The messages "FIVE HUNDRED”, “TWO HUNDRED” and
“ONE HUNDRED" will be sounded when associated radio altitude has
been reached, with the landing gear down.
The “FIVE HUNDRED” message will only be sounded whether one or
more of the following conditions are satisfied:
− ILS is not tuned or not available.
− ILS is tuned in a valid signal, but with a deviation greater than 2
dots of localizer or glideslope.
− If a backcourse approach is detected.
Radio altitude for message activation:
− Minimum: 50 ft.

ALTITUDE CALLOUTS
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REVISION 7 2-04-30 21 01
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MANUAL
BANK ANGLE CALLOUT

Minimum Terrain Clearance (MTC) for message triggering on
EGPWS:
− Minimum: 5 ft.
− Maximum: Increases linearly from 30 ft at 10° of bank angle to 150
ft at 40° then from 150 ft at 40° up to 2450 ft at 55°,
remaining constant at 55° above 2450 ft.
The aural message "BANK ANGLE, BANK ANGLE" is sounded when
the airplane bank angle is too high or roll rate exceeds 1°/sec during all
phases of flight.
The message is generated again if bank angle increases by 20%.
When roll attitude increases to 40% above the initial callout angle, the
callout will repeat continuously.
EGPWS MODE 6 - SCHEMATIC

BANK ANGLE CALLOUT
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2-04-30 22 01 REVISION 2
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OPERATIONS
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REVISION 2 2-04-30 23 01
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MANUAL
EGPWS ADDITIONAL FEATURES

The EGPWS also includes the Terrain Clearance Floor, Terrain Look
Ahead Alerting and Terrain Awareness Display features. Airplanes
equipped with EGPWS version 216 incorporates additional features
like Peaks Mode, Runway Field Clearance Floor, Obstacle Alerting and
Geometric Altitude.
TERRAIN CLEARANCE FLOOR
The Terrain Clearance Floor (TCF) provides a terrain clearance

circular envelope around the airport runway, alerting the pilot of a
possible premature descent for non-precision approaches regardless
of the airplane's configuration. The TCF is active during takeoff, cruise
and final approach and is based on current airplane position, nearest
runway and radio altitude.
This alert mode complements the Mode 4 by providing an alert based
on insufficient terrain clearance even when the airplane is in the
landing configuration.
TCF alerts display “GRND PROX” on the PFD and the aural message
"TOO LOW TERRAIN" sounds. This message sounds once when
initial envelope penetration occurs and will repeat at every additional
20% decrease in radio altitude. The “GRND PROX” annunciator
remains on until the TCF envelope is exited.
In the EGPWS version 216, the TCF alert provides an envelope
extension for runway sides, which is limited to a minimum value of
245 ft beside the runway, within 1 NM to 2.5 NM from runway end. This
feature provides improved alerting when it is determined that the
aircraft is landing to the side of the runway.
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2-04-30 24 01 REVISION 6
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OPERATIONS
MANUAL
TCF ALERT ENVELOPE
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SEPTEMBER 30, 2002 2-04-30 25 01

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MANUAL
TERRAIN LOOK AHEAD ALERTING
The Terrain Look Ahead Alerting provides a caution/warning level to
alert the flight crew about potential terrain conflicts. The alerts are
based mainly on the airplane's current position and barometric altitude
information. In the event of terrain caution or warning conditions, a
specific audio alert and visual alert are triggered and the terrain display
image is enhanced to highlight each of the types of terrain threats.
TERRAIN WARNING AND CAUTION AREAS
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When conditions are such as to generate a Terrain Caution alert

(approximately 60 seconds prior to potential terrain conflict), the aural
message "CAUTION TERRAIN, CAUTION TERRAIN" is sounded and
the amber "GND PROX" indication is displayed on the PFD. This is
repeated every seven seconds as long as the airplane is still in the
caution envelope.
When conditions have been met to generate a Terrain Warning alert
(approximately 30 seconds prior to potential terrain conflict), the aural
message "TERRAIN, TERRAIN, PULL UP" is sounded and the red
"PULL UP" indication is displayed on the PFD.
The terrain image will appear automatically on the MFD when a terrain
threat event occurs.
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REVISION 2 2-04-30 27 01
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MANUAL
TERRAIN AWARENESS DISPLAY

The EGPWS terrain display is designed to increase flight crew
awareness of the surrounding terrain in varying density dots patterns of
green, yellow and red. These dot patterns represent specific terrain
separation with respect to the airplane. The following table relates the
color that the terrain is displayed with its meaning:
COLOR MEANING
Solid red Warning Terrain
(Approximately 30 sec from impact).
Solid yellow Caution Terrain
(Approximately 60 sec from impact).
High density red dots Terrain that is more than 2000 ft
above airplane altitude.
High density yellow dots Terrain that is between 1000 and
2000 ft above airplane altitude.
Medium density yellow Terrain that is between 500 ft (250 ft
dots with gear down) to 1000 ft below
airplane altitude.
Medium density green dots Terrain that is between 500 ft (250 ft
with gear down) below and 1000 ft
below airplane altitude.
Light density green dots Terrain that is 1000 to 2000 ft below
airplane altitude.
Black Terrain below 2000 ft.
NOTE: - Terrain is not shown if its elevation is within 400 ft of runway

elevation of the nearest airport.
- To reduce clutter on the display, any terrain more than 2000 ft
below the airplane is not displayed.
- Terrain that is not covered in the EGPWS database will be
displayed in magenta.
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2-04-30 28 01 REVISION 6
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OPERATIONS
MANUAL
EGPWS DISPLAY COLOR CODING
EXAMPLE OF EGPWS DISPLAY ON MFD
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REVISION 2 2-04-30 29 01
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OPERATIONS
MANUAL
PEAKS MODE
This is a feature provided only by EGPWS version 216 and, when
selected, adds additional density patterns and level thresholds to the
standard mode display levels and allows the terrain to be displayed
during the cruise phase even if it is more than 2000 ft below the
aircraft.
When the Peaks Display is on, elevation numbers indicating the
highest and lowest terrain/obstacle currently being displayed are
shown on the display. These elevations are expressed in hundreds of
feet above sea level (MSL) with the highest elevation on top and the
lowest on the bottom. In the event that there is no appreciable
difference in the terrain/obstacle elevations, only the highest value is
displayed.
The color of the elevation value displayed matches the color of the
terrain displayed.
If the aircraft is 500 ft (250 ft with landing gear down) or less above the
terrain in the displayed range, the peaks color displayed will be
identical to the terrain awareness display mode, with the exception of
sea level displayed as cyan.
PEAKS PROFILE AT A LOW RELATIVE ALTITUDE
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OPERATIONS
MANUAL
When the aircraft is greater than 500 ft (250 ft with landing gear down)
above all terrain in the displayed range, no yellow or red bands are
displayed and low density green, medium density green and solid
green will be displayed as a function of the highest and lowest
elevations in view. Moreover, sea level elevations can be displayed as
cyan to simulate water.
PEAKS PROFILE AT A HIGH RELATIVE ALTITUDE
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REVISION 6 2-04-30 31 01
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OPERATIONS
MANUAL
WARNING PRIORITIES
The GPWS/EGPWS warning priorities are listed below. Messages at
the top will start before or override a lower priority message even if it is
already in progress.
MESSAGE MODE
PULL UP 1 and 2
TERRAIN TERRAIN 2 and Terrain Look-Ahead
PULL UP Terrain Look-Ahead
TERRAIN 2
MINIMUMS MINIMUMS 6
CAUTION TERRAIN Terrain-Look Ahead
TOO LOW TERRAIN 4 and Terrain Clearance Floor
ALTITUDE CALLOUTS 6
TOO LOW GEAR 4
TOO LOW FLAPS 4
SINKRATE 1
DON'T SINK 3
GLIDESLOPE 5
APPROACHING MINIMUMS 6
BANK ANGLE 6
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2-04-30 32 01 REVISION 6
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OPERATIONS
MANUAL
EICAS MESSAGES
EGPWS
One GPWS envelope,
WARNING GPWS associated to Modes 1 to 4,
has been penetrated.
GPWS INOP GPWS monitor has detected an

CAUTION internal failure.
TERR INOP Terrain mode is not available.
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REVISION 7 2-04-30 33 01
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MANUAL

1 - EGPWS TERRAIN SYSTEM OVERRIDE BUTTON
− When pressed, inhibits EGPWS in approach mode, thus
avoiding unwanted terrain alerts in airports not covered by
EGPWS database.
EGPWS TERRAIN SYSTEM OVERRIDE BUTTON
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2-04-30 34 01 REVISION 6
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OPERATIONS
MANUAL
MFD BEZEL PANEL

1 - EGPWS DISPLAY SELECTOR BUTTON
− Alternate pressing will cause the MFD to toggle between the
weather radar or terrain to be displayed.
− The ranges available are: 5 NM, 10 NM, 25 NM, 50 NM,
100 NM, 200 NM, 300 NM, 500 NM and 1000 NM.
− When a terrain warning/caution condition exists and the terrain
is not selected on the MFD, the terrain will be automatically
displayed on the MFD with a range of 10 NM.
MFD BEZEL PANEL
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REVISION 6 2-04-30 35 01
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MANUAL
EGPWS DISPLAY ON MFD

1 - TERRAIN ANNUNCIATIONS
LABEL COLOR CONDITION

TERR Cyan Lit when terrain
(Upper left corner) mode is selected.
TERR FAIL Amber Lit when terrain
mode is inoperative.
TERR INHIB for White Lit when the EGPWS
Terrain Inhibition terrain system
override button is
pressed in approach
mode.
TERR N/A Amber Lit when EGPWS is
uncertain of the
airplane's position.
TERR TEST Red Lit when the self test
is activated.
2 - TERRAIN INDICATION
− Displays an image of surrounding terrain in varying density dot
patterns of green, yellow and red. These dot patterns represent
specific terrain separation with respect to the airplane. The
display is generated from airplane altitude compared to terrain
data.
3 - TERRAIN ALERT INDICATION

− Indicates a terrain warning or caution condition.
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2-04-30 36 01 REVISION 6
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OPERATIONS
MANUAL
EGPWS DISPLAY ON MFD
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REVISION 6 2-04-30 37 01
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OPERATIONS
MANUAL
DISPLAY ON PFD
EGPWS
1 - PULL UP/GROUND PROXIMITY ANNUNCIATIONS
− Label: PULL UP (red)
GND PROX for Ground Proximity (amber).
− PULL UP is lit when either modes 1 or 2 have been activated in
their more critical situation.
− GND PROX is lit when ground is getting closer too fast.
EGPWS DISPLAY ON PFD
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2-04-30 38 01 REVISION 6
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OPERATIONS
MANUAL
STEEP APPROACH OPERATION

Some airplanes may be optionally equipped with Steep Approach
functions. Steep Approaches are approach operations performed with
glide slope angle above 4.4 degrees. This kind of operation implies to
the airplane a vertical speed higher than the normal, requiring means
to change the range of the EGPWS Mode 1 envelope in order to avoid
nuisance messages.
The Steep Approach mode is selected by means of two pushbuttons
installed on the glareshield panel, one at each side. When either
pushbutton is pressed, an internally preset mode of the EGPWS
changes the references to sound the SINK RATE and PULL UP aural
warnings.
When the airplane is in flight and the flaps are selected to 45°, the
STEEP white light illuminates on the Steep Approach pushbutton
indicating that the Steep Approach mode is available. When either the
flaps are retracted to a position other than 45° or airplane lands, the
STEEP white light extinguishes indicating that the Steep Approach
mode is no longer available.
The pushbutton lower portion has two status lights, amber and green.
The green light indicates that the Steep Approach mode is engaged
and the amber light indicates a failed condition.
If the amber light turns on, it indicates that the Steep Approach mode is
failed and steep approach operations must not be performed. In this
situation, the Steep Approach mode may or not be engaged and the
airplane must land in an airport that not requires steep approach
operation. The pilot must monitor the vertical speed during the
approach and landing phases.
In flight, with the STEEP inscription illuminated if the Steep Approach
pushbutton is pressed, the green light illuminates to indicate that the
Steep Approach mode is engaged. If the green light does not
illuminate, the Steep Approach mode is not engaged and the steep
approach operation must not be performed.
The Steep Approach mode is deselected pressing the pushbutton or
through automatic deselection. An automatic deselection of the Steep
Approach mode is performed when:
− Airplane on the ground;
− Flaps setting other than 45°.
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REVISION 7 2-04-30 39 01
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OPERATIONS
MANUAL
STEEP APPROACH MODE PUSHBUTTON
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2-04-30 40 01 REVISION 7
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OPERATIONS
MANUAL
STEEP APPROACH BUTTON
LIGHT INDICATION MODE DESCRIPTION

STEEP Illuminates in white color when the airplane is in
the air and the flaps are in 45°. This means that
the Steep Approach mode is available.
GREEN LIGHT Illuminates when the button is pressed with the
STEEP light illuminated. This means that the
Steep Approach mode is engaged.
With the STEEP light illuminated, if the green
light does not illuminates when the pushbutton
is pressed, means that the Steep Approach is
not engaged; in this case, do not perform Steep
Approach operations.
AMBER LIGHT The Steep Approach mode is failed. Do not
perform Steep Approach operations. In this
situation, the Steep Approach mode may or not
be engaged and the airplane must land in an
airport that not requires steep approach
operation. The pilot must monitor the vertical
speed during the approach and landing
phases.
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REVISION 7 2-04-30 41 01
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OPERATIONS
MANUAL
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2-04-30 42 01 REVISION 7
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OPERATIONS
MANUAL
WINDSHEAR DETECTION AND ESCAPE

GUIDANCE SYSTEM
The EMB-135BJ is equipped with an additional warning system
dedicated to windshear detection. The system provides visual and
aural alarms to warn pilots of a windshear occurrence, as well as the
most appropriate maneuver to recover from such phenomenon.
The Windshear Detection function is performed by the EGPWS
computer, which also performs ground proximity warning functions.
The Windshear Escape Guidance is a Flight Director mode provided
by the avionics package.
WINDSHEAR GENERAL INFORMATION

Windshear is a sudden change in wind direction or speed, normally
caused by thunderstorms, frontal systems or any topographical feature
that may affect the wind flow (e.g. hills, mountains, lakes, seas,...).
Due to ground proximity, the most hazardous phases of flight regarding

windshear encounters are takeoff, approach and landing. On a
windshear, wind may shift from a tailwind to a headwind or to a
downdraft or updraft. The consequences may be an abrupt change in
airspeed, lift and altitude, upwards or downwards, according to shifting
direction. Although quick, windshear is not instantaneous, which may
lead pilots to correction attempts in the wrong manner. For instance,
an airplane facing a headwind after takeoff, appears to have good
performance, characterized by high airspeed, which drives the pilot into
rotating the airplane to a pitch higher than usual. When the
thunderstorm core is reached, wind shifts to a downdraft and airspeed
decreases, as well as vertical speed. The pilot’s natural reaction is to
lower the airplane’s nose in an attempt to maintain airspeed. Further
ahead, wind shifts to tailwind component, resulting in a dramatic
airspeed reduction with the nose already down. Under such scenario, it
is very difficult to maintain a positive rate of climb.
If the takeoff or landing can not be delayed, the correct action is to
increase airspeed before being subjected to windshear encounter and
to consider flying near stall speeds with high angle of attack if
necessary to regain altitude.
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KINDS OF WINDSHEAR
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2-04-35 2 01 SEPTEMBER 30, 2002
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OPERATIONS
MANUAL
WINDSHEAR EFFECTS
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SEPTEMBER 30, 2002 2-04-35 3 01

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WINDSHEAR DETECTION
The windshear detection system is designed to identify the presence of
severe windshear phenomenon and to provide timely warnings and
adequate flight guidance for approach, missed approach, takeoff and
climb out.
The windshear computer exchanges data with AHRS, ADC, SPS,

Radio Altimeter and IC-600s. The system continuously searches for
any windshear clue, and then signals the PFD and aural warning unit to
provide the appropriate indications.
Windshear Caution alerts are given if the windshear consists of an

increasing headwind (or decreasing tailwind) and/or severe updraft,
which may precede an encounter with a microburst. Windshear
cautions activate the Windshear Caution (WDSHEAR) amber
indications on the upper left corner of both PFDs and an aural
message “CAUTION WINDSHEAR” is also triggered. Windshear
Caution indications remain on for as long as the airplane remains
exposed to an increasing headwind and/or updraft condition in excess
of the alert threshold.
Windshear Warnings are given if the windshear consists of a
decreasing headwind (or increasing tailwind) and/or severe downdraft.
Windshear warnings activate the Windshear Warning (WDSHEAR) red
indication on both PFDs and trigger an aural message “WINDSHEAR,
WINDSHEAR, WINDSHEAR”. This message will not be repeated
unless another, separate, severe windshear event is encountered.
Windshear Warning indications remain on for as long as the airplane
remains exposed to a decreasing headwind and/or downdraft in
excess of the alert threshold. The threshold is adjusted in function of
available climb performance, flight path angle, airspeeds significantly
different from normal approach speeds and unusual fluctuations in
Static Air Temperature (typically associated with the leading edges of
microbursts).
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WINDSHEAR DETECTION
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SEPTEMBER 30, 2002 2-04-35 5 01

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WINDSHEAR ESCAPE GUIDANCE MODE

The Windshear Escape Guidance Mode is used to minimize altitude
and speed loss during a windshear encounter. The strategy is to keep
the airplane airborne until the windshear conditions subside or are
exited.
The Windshear Escape Guidance Mode provides pitch command to
recover from a windshear encounter. The amplitude of the pitch
command will depend upon the airplane’s performance and windshear
severity and phase.
The Windshear Escape Guidance is a Flight Director mode engaged

under the following conditions:
− Manually, by pressing the Go Around Button while a windshear
condition (increasing/decreasing performance) is detected;
− Automatically, when in Go Around or Takeoff Mode and a windshear
condition (increasing/decreasing performance) is detected;
− Automatically, when Thrust Levers Angle is above 78° and a
decreasing performance windshear is detected (windshear warning).
When the windshear escape guidance mode is engaged a green
“WSHR” indication is displayed on both PFDs in the Vertical Mode field
and a “ROLL” indication is displayed in the Lateral Mode field.
Whenever the Windshear Escape Guidance mode is engaged, the
Pitch Limit Indicator (PLI) symbol is drawn directly on the Attitude
Display Indicator portion of the PFD. The PLI represents the remaining
angle of attack margin before Stick Shaker triggering.
All other Flight Director modes are canceled and the following vertical
modes are inhibited when a caution or warning windshear condition is
presented:
− Altitude Preselect Mode, Go Around and Takeoff.
No lateral modes are inhibited while in the vertical mode of WSHR.
The Windshear Escape Guidance mode is designed to meet the

following requirements, in the listed order of priorities:
− Prevent the airplane from stalling;
− Prevent the airplane from descending;
− Prevent the airplane from exceeding VMO.
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The Windshear Escape Guidance Mode incorporates three control

sub-modes:
− Alpha Sub-mode - The airplane can be commanded to descend in
order to maintain airspeed when approaching stall conditions. If the
flight path angle control results in an angle of attack beyond the stick
shaker triggering angle, the windshear control law can keep the
airplane angle of attack below the stick shaker threshold.
− Gamma Sub-mode - The airplane can be prevented from
descending by commanding a positive flight path angle. A nominal
flight path angle is used to allow an airspeed raise during an
increasing performance windshear, in anticipation of a decreasing
performance windshear, and also to minimize altitude loss during a
decreasing performance windshear.
− Speed Target Sub-mode - The airplane is allowed to climb in order to
exchange excessive kinetic energy for potential energy. If the control
of the flight path angle results in an excessive speed increase, the
windshear control law maintains the airplane indicated airspeed at
the target speed.
The Windshear Escape Guidance mode will be canceled if any of the

− FLC, VS, SPD or ALT Mode is selected;
− Invalid IRS data;
− Invalid ADC data;
− Invalid Stall Protection Computer (SPC);
− Radio Altitude greater than 1500 ft.
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2-04-35 8 01 SEPTEMBER 30, 2002
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WINDSHEAR DETECTION AND ESCAPE GUIDANCE

SYSTEM SCHEMATIC
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EICAS MESSAGE
Windshear detection and
CAUTION WINDSHEAR INOP escape guidance system is
inoperative.

1 - WINDSHEAR INDICATION
− Indicates that a windshear has been detected.
− Color: amber or red depending on windshear severity.
2 - ESCAPE GUIDANCE MODE ENGAGEMENT ANNUNCIATION

− Indicates the Windshear Flight Guidance Escape Mode
engagement.
3 - PITCH LIMIT INDICATOR

− Refer to Stall Protection System indicators in section 2-04-25.
4 - FLIGHT GUIDANCE INDICATION

− Indicates the appropriate pitch to be attained, during a
windshear occurrence.
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2-04-35 10 01 SEPTEMBER 30, 2002
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(V-BAR AND CROSS-BAR FORMAT)
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2-04-35 12 01 SEPTEMBER 30, 2002
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TRAFFIC AND COLLISION AVOIDANCE SYSTEM
GENERAL
The EMB-135BJ is equipped with a Traffic and Collision Avoidance
System (TCAS), which provides the flight crew with an indication of
possible in-flight traffic conflict. The system is based upon transponder
signals and provides visual and aural warnings, as well as
recommended evasive action.
The EMB-135BJ may be equipped with TCAS software version 6.04A
(TCAS II and TCAS 2000) or with TCAS software version 7.0
(TCAS 7).
The TCAS 2000 presents the same operational characteristics of the
TCAS II.
The TCAS 7 presents the following differences when compared to the
TCAS II or TCAS 2000:
− The altitude separation thresholds for issuing Traffic Advisory (TA)
and Resolution Advisory (RA) between FL300 and FL420 are
reduced for compatibility with RVSM flight operations.
− The thresholds for issuing RA for airplanes closing in altitude are
reduced between the FL200 and FL420.
− Reduction in the numbers of RA eliminating those airplanes that are
expected to pass with sufficient horizontal range separation.
− Allows RA direction reversion, i.e, change a CLIMB to a DESCENT
and vice-versa in coordination with another TCAS equipped
airplane.
− Introduction of three additional RA.
− Different set points and range of actuation, as presented in the text
below.
SYSTEM DESCRIPTION
The TCAS was developed to provide crew awareness regarding
possible conflicting air traffic situations. Besides providing awareness,
TCAS also displays to the flight crew the recommended vertical
maneuver to avoid conflicting traffic. TCAS does not provide
recommendations for horizontal maneuvers.
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REVISION 7 2-04-40 1 01
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AWARENESS
OPERATIONS
MANUAL
CAUTION: PRIMARY RESPONSIBILITY FOR EVASIVE ACTION

LIES WITH THE FLIGHT CREW AND ANY ACTION
MUST ALWAYS BE PRECEDED BY A VERY CAREFUL
EVALUATION OF THE SITUATION.
The TCAS computer receives data from the installed transponders,
radio altimeters and air-ground sensor. The signals transmitted by
surrounding airplanes inform their altitude, bearing and identification,
thus making it possible to track any traffic that could enter the
airplane’s protection zone. Based on such data, the TCAS calculates
the predicted path of each intruder airplane, determining whether or
not it may become a target. To determine that, an alert zone is
established, based on separation and speeds of both airplanes. The
size of the alert zone is not distance-based but, rather, is based on
time. Therefore, the caution area corresponds to the volume in space
where a conflict is expected to occur in 35 to 45 seconds, if no action is
taken. A warning area corresponds to an imminent conflict in the
following 20 to 30 seconds. Such time is calculated by dividing
distance between airplanes by their closure rate.
To inhibit the issuing of undesired warnings that constitute a nuisance
effect, the system incorporates a series of protections. These apply
during approaches to crowded airports, to increase protection against
slow closure rates, and to prevent airplanes below 180 ft (380 ft for
TCAS 7), which are about to land or have just taken-off, from creating
a nuisance.
When an airplane is tracked by the TCAS, the system periodically
interrogates the intruder’s transponder. The exchange of data between
two subsequent transmissions makes it possible to obtain the distance
to the intruder and its altitude, and to predict its path.
If the predicted path of the intruder enters the airplane’s alert area, two
kinds of alerts may be generated. If the area to be penetrated is the
caution area, a Traffic Advisory (TA) is generated. Pilots are then
requested to visually locate the intruder and perform the required
preventive action.
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2-04-40 2 01 REVISION 7
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
If the warning area is penetrated a Resolution Advisory (RA) is
generated, as well as the corrective action that must be taken to permit
the greatest possible separation at the Closest Point of Approach
(CPA). Sometimes, the recommended action may lead to crossing of
the intruder’s flight level or may change during the maneuver. This
situation may occur when the calculation indicates that this is the best
way to achieve the greatest possible separation at the CPA. For both
advisory cases, a symbol is presented in the MFD to indicate the
intruder’s relative position, altitude and danger level. A voice message
is generated to help the pilots in taking the most suitable action. The
PFD provides indication of the recommended vertical speed to clear
the conflict. A voice message may be generated to warn the pilot into
monitoring the VSI on the PFD. When TCAS computations indicate
that the traffic has been cleared, a voice message advises pilots that
there is no longer a conflicting situation. In this condition, if no other TA
or RA is on course, the intruder’s indication changes, indicating that it
is a safe nearby traffic.
If the intruder is also equipped with a TCAS, maneuvers are
coordinated between both airplanes. If the intruder is only equipped
with a transponder, the system may still indicate its position, provided
its transponder is at least mode C. For airplanes equipped with mode
A transponder, only Traffic Advisories may be generated.
CAUTION: THE TCAS CAN ONLY GENERATE RESOLUTION

ADVISORIES FOR INTRUDERS EQUIPPED WITH
RESPONDING MODE S OR MODE C TRANSPONDERS.
TRAFFIC ADVISORIES CAN BE GENERATED FOR
AIRPLANE WITH OPERATIVE MODE S, MODE C OR
MODE A TRANSPONDERS. THE TCAS PROVIDES NO
INDICATION OF AIRPLANE WITHOUT OPERATING
TRANSPONDERS.
System options may be monitored and set through the RMU. A

dedicated window is provided, presenting which TCAS display is being
controlled, its range and altitude band. A RMU page permits toggling
between options. Controls allow selection of different ranges, either
horizontal and vertically, as well as changing the way some parameters
are presented.
Page Code
SEPTEMBER 30, 2002 2-04-40 3 01

CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
TCAS SCHEMATIC
Page Code
2-04-40 4 01 SEPTEMBER 30, 2002
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
( )
*
(*) 380 ft for TCAS 7.
TCAS PROTECTED AREAS
Page Code
REVISION 7 2-04-40 5 01
CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
TCAS SITUATIONS
Page Code
2-04-40 6 01 REVISION 2
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
Page Code
REVISION 2 2-04-40 7 01
CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
TCAS VOICE MESSAGES
TYPE MESSAGE MEANING REMARKS

TRAFFIC, An intruder is expected to − For TCAS II, see
TRAFFIC enter the collision area in NOTE 1.
35 to 45 seconds. An − For TCAS 7, all TA
TA
indication of it has just are inhibited below
been displayed on the 500 ft AGL.
MFD.
MONITOR Vertical speed is changing
VERTICAL SPEED to a non-recommended
value.
ADJUST VERTICAL Vertical speed has to be TCAS 7 only.
SPEED, ADJUST adjusted to the
recommended value
PREVENTIVE indicated on the VSI.
RA MAINTAIN Maintain the vertical speed TCAS 7 only.
VERTICAL SPEED, indicated on the VSI.
MAINTAIN
MAINTAIN Maintain the vertical speed TCAS 7 only.
VERTICAL SPEED, indicated on the VSI.
CROSSING During climb or descent,
MAINTAIN airplane will cross
intruder’s flight level.
CLIMB Climb at the vertical speed
indicated on the VSI to
clear the possible conflict.
DESCEND Descend at the vertical See NOTE 1.
speed indicated on the VSI
to clear the possible
conflict. Vertical Speed will
CORRECTIVE be 1500 ft/min or greater.
RA REDUCE CLIMB Reduce climb speed to Not valid for TCAS 7.
REDUCE Reduce descent speed to − See NOTE 1
DESCENT clear the possible conflict. − Not valid for TCAS 7.
CLIMB, Climb at the indicated
CROSSING vertical speed on the VSI
CLIMB to clear possible conflict.
During climb, airplane will
cross intruder’s flight level.
(Continued)
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2-04-40 8 01 REVISION 7
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
TYPE MESSAGE MEANING REMARKS

DESCEND, Descend at the indicated See NOTE 1.
CROSSING vertical speed on the VSI
DESCEND to clear possible conflict.
During descend, airplane
will cross intruder’s flight
level.
INCREASE Climb speed has to be Vertical Speed must be
CLIMB increased to the 2500 ft/min or greater.
recommended value to
INCREASE Descent speed has to be − For TCAS II, this
DESCENT increased to the message is inhibited
recommended value to below 1450 ft AGL.
clear the possible conflict. − For TCAS 7, this
Vertical Speed must be message is inhibited
CORRECTIVE
below 1450 ft AGL
RA 2500 ft/min or greater.
while descending and
below 1650 ft AGL
while climbing.
CLIMB, CLIMB After a descent advisory,
NOW! TCAS detected a changing
situation that requires the
need to climb.
DESCEND, After a climb advisory, See NOTE 1.
DESCEND NOW! TCAS detected a changing
in situation that requires
the need to descend.
CLEAR OF The possible conflict has Not presented if the
CONFLICT been cleared. Message is intruder track or altitude
presented only if intruder’s information is lost.
transponder signal is valid.
NOTE: 1) Inhibited below 1000 ft AGL while descending and below

1200 ft AGL while climbing.
2) All RAs are inhibited below 400 ft AGL while descending
and below 600 ft AGL while climbing.
3) For TCAS II, RA messages are repeated three times (one-
word messages) and twice (two-word messages). For
TCAS 7, all RAs are repeated twice.
4) TA message sounds once.
Page Code
REVISION 7 2-04-40 9 01
CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL

RMU RADIO PAGE - ATC/TCAS WINDOW
Refer to Section 2-18 - Navigation and Communication for further
details on RMU controls.
Refer to RMU ATC/TCAS Control Page in this Section for further
details on TCAS controls.
1 - TRANSPONDER OPERATING MODE

− Allows selection of TCAS modes:
− TA ONLY - TCAS traffic advisory mode is selected.
− TA/RA - TCAS traffic advisory and resolution advisory modes
are selected.
− Refer to Section 2-18 - Navigation and Communication for
further details.
2 - TCAS CONTROL SIDE IDENTIFICATION

− Indicates which TCAS display (MFD 1 or 2) is being controlled
through that RMU. The selection of TCAS DSPY 1 or 2 is
accomplished through the cross-side transfer button when the
yellow cursor box is placed on this field.
− Color: white for on-side TCAS display and magenta for cross-
side.
3 - TCAS RANGE DISPLAY

− Displays the selected TCAS range value.
− Color: green
− Possible selections are 6, 12, 20, 40 NM. Airplanes equipped
with TCAS 7 also allow 80 and 100 NM selection.
4 - TCAS ALTITUDE BAND INDICATION

− Indicates the TCAS altitude band according to selected TCAS
mode.
− NORMAL (green) - With the TA display set to AUTO the
operational TCAS altitude band will be from 1200 ft below to
1200 ft above the airplane. With the TA display set to
MANUAL the operational TCAS altitude band will be from
2700 ft below to 2700 ft above the airplane.
− ABOVE - The operational TCAS altitude band will be
–2700 ft to +7000 ft.
− BELOW - The operational TCAS altitude band will be
–7000 ft to +2700 ft.
Page Code
2-04-40 10 01 REVISION 7
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
RMU RADIO PAGE
Page Code
SEPTEMBER 30, 2002 2-04-40 11 01

CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL

1 - INTRUDER ALTITUDE
REL (green) - Intruder’s altitude is displayed as a relative altitude to
the airplane. Value is preceded by a plus or a minus
signal, depending on whether the intruder is above or
below the airplane.
FL (cyan) - Intruder’s altitude is displayed as its flight level. This
selection automatically reverts to REL after 20
seconds.
2 - TA DISPLAY
AUTO - Traffic is displayed only when a TA or RA condition
exists.
MANUAL - All traffic detected by the system is displayed.
3 - FLIGHT LEVEL 1/2

− Displays the transponder-encoded altitude and the air data
source.
Refer to transponder description (Section 2-18 – Navigation and
Communication).
Page Code
2-04-40 12 01 SEPTEMBER 30, 2002
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
Page Code
SEPTEMBER 30, 2002 2-04-40 13 01

CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
TCAS TEST
The TCAS self-test is activated through the RMU TST button and may
be performed on the ground or in flight. TCAS will operate normally if
not tested.
To test the system proceed as follows:

− On the RMU radio page, set the ATC/TCAS window to the TA/RA
mode. On the MFD, set TCAS mode.
− Press and hold for 7 seconds the RMU TST button.
− A white TCAS TEST message will be presented on the MFDs and
PFDs.
− A TCAS TEST aural warning will sound.
− The Master Warning lights will flash.
− The MFDs show a traffic test parttern, which permits the checking
of each of the existing intruder symbols, i.e., a hollow blue
diamond, a solid blue diamond, a solid amber circle and a solid
red square.
− On the PFDs, the VSI shows red and green arc zones.
− At the end of the test, the RMU shows a green TCAS PASS
message and a TCAS TEST PASS aural warning will sound.
Page Code
2-04-40 14 01 SEPTEMBER 30, 2002
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
MULTI FUNCTION DISPLAY
1 - INNER RANGE RING

− Displayed around airplane symbol to indicate a 2 NM range.
− Removed if outer range indicates distance above 20 NM.
2 - OUTER RANGE RING
− May be selected up to 40 NM. Airplanes equipped with TCAS 7
allow selection up to 100 NM.
3 - NO BEARING ADVISORIES INDICATION
− Indicates data related to a detected intruder, whose bearing
cannot be determined.
− Up to two lines may be displayed indicating the kind of advisory,
its distance, relative altitude and whether it is climbing or
descending in excess of 500 ft/min.
− Colors: No bearings RAs: red.
No bearings TAs: amber.
4 - PROXIMATE TRAFFIC INDICATION
− Indicated by a solid cyan diamond.
− Represents any airplane within 6.5 NM horizontally and 1200 ft
vertically, but whose path is not predicted to penetrate the
Collision Area.
5 - INTRUDER’S VERTICAL MOVEMENT
− Indicated by an arrow next to the symbol that indicates if the
intruder is climbing or descending in excess of 500 ft.
− Color: Same as of the associated symbol.
6 - INTRUDER’S ALTITUDE
− Indicated by a solid two-digit number below or above the
intruder’s symbol.
− Color: Same as of the associated symbol.
− Normal presentation is relative altitude, which displays the
intruder’s relative altitude in hundreds of feet. A plus or minus
signal indicates if the intruder is above (+) or below (–) the
airplane.
− Two question marks (“??”) are displayed if the intruder’s relative
altitude is greater than 9900 ft, below or above.
− If intruder is below the airplane, intruder’s altitude is displayed
below its symbol.
− If intruder is above the airplane, intruder’s altitude is displayed
above its symbol.
Page Code
REVISION 7 2-04-40 15 01
CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL
7 - RESOLUTION ADVISORY INDICATION

− Indicated by a solid red square.
8 - TRAFFIC ADVISORY INDICATION

− Indicated by a solid amber circle.
9 - OTHER TRANSPONDER REPLYING TRAFFIC INDICATION

− Indicated by a hollow cyan diamond.
− Indicates other airplanes equipped with transponder within the
specified range and 2700 ft of vertical separation.
− Not displayed if a TA or RA is in process.
10 - OUT OF RANGE INTRUDER

− Indicates detected intruders that are out of display range.
− Indicated as half the associated symbol.
11 - INTRUDER’S ALTITUDE MODE INDICATION

− Indicates whether the selected intruder’s altitude is relative or
flight level.
12 - TCAS BAND SELECTED

− Indicates whether the selected band for TCAS is below or
above.
13 - TCAS MODE ANNUNCIATIONS

− Indicates current TCAS mode.
− Colors and labels are as follows, in the order of priority:
− TCAS TEST - white
− TCAS OFF - white
− TCAS FAIL - amber
− TA ONLY - white
− TCAS - white
− TCAS AUTO - white
Page Code
2-04-40 16 01 REVISION 2
AIRPLANE CREW
AWARENESS
OPERATIONS
MANUAL
MULTI FUNCTION DISPLAY
Page Code
SEPTEMBER 30, 2002 2-04-40 17 01

CREW AIRPLANE
AWARENESS
OPERATIONS
MANUAL

For further information on Vertical Speed Indicator, refer to Section
2-17 – Flight Instruments.
VSI
− Indicates the recommended vertical speed to avoid a possible
conflict.
− Green range - displayed along the scale, indicates the range of
vertical speeds to be attained to avoid a conflict situation.
− Red range - displayed along the scale, indicates the range of
vertical speeds prohibited for the current situation.
− Green range may be displayed together with the red range or
split in two parts, depending on situation.
− Red range may be displayed alone, together with the green
range, or split in two parts, depending on the situation.
Page Code
2-04-40 18 01 SEPTEMBER 30, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
SECTION 2-05
ELECTRICAL
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-05-05 ..01

DC System ......................................................................... 2-05-05 ..02
DC System Protection .................................................... 2-05-05 ..04
External Power Source................................................... 2-05-05 ..05
Batteries ......................................................................... 2-05-05 ..06
Backup Battery ............................................................... 2-05-05 ..07
Generators...................................................................... 2-05-05 ..07
APU Starter-Generator ................................................... 2-05-05 ..08
Electrical Distribution Logic ............................................ 2-05-05 ..09
Ground Service Bus ....................................................... 2-05-05 ..10
Avionics Master .............................................................. 2-05-05 ..11
AC System (if applicable) ............................................... 2-05-05 ..12
EDL Configurations and Diagrams .................................... 2-05-10 ..01
Abnormal Operation Configurations ............................... 2-05-10 ..01
Normal, Abnormal and Emergency
Operation Diagrams................................................. 2-05-10 ..13
EICAS Messages ............................................................... 2-05-15 ..01
Electrical System Panel.................................................. 2-05-15 ..03
MFD Electrical Page....................................................... 2-05-15 ..10
Circuit Breaker Panel and
Load Distribution ...................................................... 2-05-20 ..01
Circuit Breaker Panel...................................................... 2-05-20 ..01
DC Bus Load Distribution ............................................... 2-05-20 ..10
Page Code
REVISION 7 2-05-00 1 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-00 2 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
GENERAL
The electrical power system supplies AC and DC voltage to all loads
during normal or emergency operation.
Two different types of sources provide electrical power supply:
− DC Power
− AC Power
NOTE: Airplanes S/N 863 and on are not supplied with AC power.
The DC power system supplies 28 V DC for all airplane electrical loads
and recharges the batteries. It is the primary electrical power supply
system. The DC power system is comprised of:
− Four independent generators (28 V DC/400 A/engine driven).
− One APU starter-generator (28 V DC/400 A).
− Two Nickel-Cadmium batteries (24 V DC/44 Ah/1 hour rate).
− One lead-acid backup battery (24 V DC/5 Ah/10 hour rate).
− External power source.
AC power is supplied by one 250 VA/400 Hz single-phase static
inverter, which converts 28 V DC into 115 V AC.
A dedicated page on the MFD (electrical page) provides, on request,
information regarding system configuration, load and voltage
conditions as well as battery temperatures. Furthermore, warning and
caution messages are presented on the EICAS to indicate an electrical
system failure.
Page Code
REVISION 7 2-05-05 1 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
DC SYSTEM
The 28 V DC electrical power system automatically controls power
contactors, fault protection, load shedding and emergency system
operation. This reduces pilot workload during normal operation,
external power supply or system failures. The Electrical Distribution
Logic (EDL) and Generator Control Units (GCU) perform system
management. Detected system failures are automatically isolated,
causing some bus(es) to be deenergized.
Under normal operation, the electrical DC system is divided into
isolated left and right electrical networks. The left network includes
generators 1 and 3, driven by engine 1. Operated in parallel,
generators 1 and 3 are connected to DC BUS 1 to supply ESSENTIAL
DC BUS 1, SHED DC BUS 1 and HOT BUS 1. Battery 1 is charged by
the generators connected to DC BUS 1. Similarly, generators 2 and 4
power the right network and are driven by engine 2.
Both networks are interconnected through Bus Tie Contactors (BTC) in
case of operation with less than four generators. APU generator may
replace any inoperative generator, or may be used before engine
starting when the APU generator or Ground Power Unit (GPU) may
supply the electrical system.
Page Code
2-05-05 2 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
DC ELECTRICAL DISTRIBUTION SYSTEM SCHEMATIC
Page Code
REVISION 7 2-05-05 3 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
DC SYSTEM PROTECTION
The system monitors generators current and voltage to the electrically
supplied equipment to protect it from a control unit failure, such as an
overvoltage or a bus failure. If an overvoltage is detected, the
associated GCU deenergizes the generator, disconnecting it from the
bus.
A bus failure produces an overcurrent condition to one or more
generators. Upon sensing this overcurrent, the GCU isolates the
system networks, opening the BTCs. If any generator remains
overloaded due to the failure, it is then deenergized and disconnected
from the bus.
As long as the generator current exceeds 400 A, a caution message is
presented on the EICAS, indicating that manual load shedding is
required. If no action is taken, the system will be isolated and some
buses may be deenergized.
System protections are designed so that normal transients will not
cause generators to be disconnected from the bus inadvertently.
Resetting of the generator after a failure is accomplished by releasing
the associated Generator Button and then pressing it again.
Page Code
2-05-05 4 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EXTERNAL POWER SOURCE

The Ground Power Unit (GPU) is connected to the airplane through an
external receptacle. The GPU supplies 28 V DC to the load buses for
ground operation and APU starting, independently of the internal
batteries.
The GPU has priority over any battery and generator when energizing
the airplane. Thus, the generators and the batteries cannot operate in
parallel with the GPU.
The GPU Button, located on the overhead panel, controls the External
power supply. As soon as the Ground Power Unit is energized,
properly connected to the airplane receptacle, ready to supply power
but not connected to the buses, the GPU AVAIL inscription illuminates
on the GPU Button. A identical inscription above the GPU receptacle
simultaneously illuminates.
When GPU AVAIL is illuminated and the batteries are not connected to
the buses, only the GROUND SERVICE BUS is supplied through the
external power supply. When the GPU Button is pressed, the Ground
Power Contactor (GPC) will close, allowing the external power to feed
the load buses. When the external power comes on line, the GPU
AVAIL inscription on the GPU Button extinguishes itself and the white
stripe on the button lower half illuminates.
An overvoltage circuit isolates the GPU from the airplane’s electrical
buses if the GPU voltage is incorrect. External power inverse polarity
protection is also provided. To reset the system, release the GPU
button and then press it again. If the GPU overvoltage persists, GPC
will be kept open.
The external power voltage can be monitored through the electrical
page, on the MFD. The electrical system page shows the GPU box
and its voltage. The GPU voltage indication is removed in flight.
Page Code
REVISION 7 2-05-05 5 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
BATTERIES
Two 24 V DC, 44 Ampere-hour, nickel-cadmium batteries supply
essential loads in case of an in-flight failure of all generators or if both
engines are shut down simultaneously and the APU is not available.
Both batteries can supply at least 40 minutes of power for essential
loads in an all-generator-failure condition.
During normal operation, Battery 1 is connected in parallel with
generators 1 and 3 (network 1). Battery 2 is connected in parallel with
generators 2 and 4 (network 2). Battery 2 also supplies power for APU
starting.
During APU starting, battery 1 is isolated from the load buses. While
battery 2 provides power for APU start, battery 1 provides stable
electrical power to the equipment that can be adversely affected by
voltage transients.
A selector switch on the overhead panel controls each battery. When
set to the AUTO position, battery contactors (BC 1 or BC 2) actuation
is controlled according to the Electrical Distribution Logic (EDL). When
the GPU is connected, the battery contactors open so that only the
GPU can supply the load buses. When on the ground, with the
batteries as the only electrical power source, EDL deenergizes the
shed buses for battery conservation. When the battery selector knob is
switched to the OFF position, the battery contactor opens, isolating the
battery from the system.
The batteries are installed in the battery compartment, on the left side
of the airplane nose section. They are ventilated in flight by forced
airflow to prevent overheating. Temperature sensors installed in each
battery provide temperature indication to the MFD. If battery internal
temperature rises above 70°C, a warning message is presented on the
EICAS. If a battery is isolated from the load buses, a caution message
is displayed on the EICAS.
Page Code
2-05-05 6 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
BACKUP BATTERY
A 24 V DC, 5 Ampere-hour sealed lead-acid battery provides stabilized
power for operation of the GCUs protective function, even in case of
short-circuit, when system voltage may drop near zero volts.
The Backup Battery Button, on the overhead panel controls the backup
battery. Pressing the button when the Battery 1 or 2 Selector Knob is
set to the AUTO position connects the backup battery to the electrical
system for charging. If the Backup Battery Button is released, a caution
GENERATORS
The primary source of electrical power are the four 28 V DC, 400
Amperes, independent engine-driven brushless generators, two
installed on each engine accessory gearbox.
Each generator is automatically controlled and protected by a
dedicated Generator Control Unit (GCU), provided the Generator
Control Button on the overhead panel is pressed.
The generators will come on line when engine speed stabilizes above
56.4% N2. If a failure occurs and the Generator Line Contactor (GLC)
opens, a reset may be attempted once by releasing the associated
Generator Control Button and then pressing it again.
Anytime the Generator Line Contactor is inadvertently opened or
generator current is above 400 A, a caution message is displayed on
the EICAS. The generator voltage and current can be monitored
through the electrical page, on the MFD.
Page Code
REVISION 7 2-05-05 7 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
APU STARTER-GENERATOR
A 28 V DC, 400 Amperes, APU-driven starter-generator supplies
electrical power during ground operation or in flight, as an alternative
source of electrical power. The APU starter generator is controlled and
protected by its dedicated GCU.
The APU Generator Button, on the Electrical System Panel, must be
pressed for normal operation. The APU line contactor is actuated on
and off by APU speed. If a failure occurs on the APU generator, a reset
may be attempted releasing the APU Generator Button and pressing it
again. Only one reset may be attempted.
The APU generator, when operating, is connected in parallel with the
generators supplying DC Bus 2. If needed, the APU generator can
replace an inoperative left network generator. After starting, and with
an engine driven generator inoperative, the APU generator
automatically replaces the inoperative generator.
Three electrical sources may be used to power an APU start: ground
power unit, battery 2 or battery 2 assisted by the main generators.
Battery 1 cannot be used for APU starting. Instead, it is isolated from
the load buses to provide stable electrical power to supply equipment
that may be affected by voltage fluctuation.
During starting, the APU Starting Contactor (ASC) is closed, allowing
the APU starter-generator to operate as a starter, energized through
the Central DC Bus. When the APU starting cycle is completed, the
ASC opens. A caution message is displayed on the EICAS if the ASC
does not open.
At 95% RPM plus seven seconds, the APU starter generator is
available to supply electrical power to the system. In this condition, the
APU Line Contactor (ALC) is closed, connecting the APU starter
generator to the load buses. If the ALC does not close due to contactor
failure or button not pressed, a caution message is displayed on the
EICAS.
The APU starter generator voltage and current may be monitored on
the MFD.
Page Code
2-05-05 8 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
ELECTRICAL DISTRIBUTION LOGIC
Many different configurations are available in the Electrical Distribution
Logic (EDL) to suit any particular situation. The EDL’s architecture is
symmetrical and the operational logic sequence for EDL 1 is the same
as for EDL 2. EDL 1 is composed of DC Bus 1, Shed DC Bus 1,
Essential DC Bus 1 and Hot Bus 1. The EDL 2 is composed of DC Bus
2, Shed DC Bus 2, Essential DC Bus 2 and Hot Bus 2.
The Central DC Bus primary function is to connect the APU generator
or GPU to the load buses through the Bus Tie Contactors (BTC). The
Central DC Bus also provides bus interconnections in case of
symmetrical configuration, such as generators failure or engine
shutdown.
EDL logic differs depending on whether the airplane is on the ground
or in flight. In flight, some buses are deenergized, depending on the
power source available.
On the ground, all the DC buses are energized if at least one of the
following conditions occurs:
− At least three generators are on.
− The GPU is on and connected to the airplane.
− At least one generator is on, and the Shed Buses Selector Knob is
set to OVRD position.
The DC distribution table below shows the Electrical Distribution Logic
configuration according to the conditions of the generators.
DC DISTRIBUTION TABLE
CONDITION RESULTS
4 or 5 Generators On Two isolated left and right electrical

networks with all buses energized.
Both electrical networks interconnected
3 Generators On through Bus Tie Contactors with all buses
energized.
Both electrical networks interconnected
1 or 2 Generators On through Bus Tie Contactors with shed
buses deenergized.
Loss of all Generators Batteries to supply the Essential Buses

(in-flight condition only).
Page Code
REVISION 5 2-05-05 9 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
GROUND SERVICE BUS
The Ground Service Bus is energized by connecting the GPU
connector to the airplane receptacle and provided the batteries and
generators are not connected to the buses (GPC, BC 1 and BC 2 are
open).
The Ground Service Bus supplies electrical power for airplane

servicing and maintenance while on the ground. It functions
independently of the Electrical Distribution Logic and does not energize
all electrical distribution buses.
The following lights will be powered by the Ground Service Bus:

− Passenger cabin lights;
− Lavatory lights;
− Galley lights;
− Courtesy/stairs lights;
− Cockpit dome lights;
− Baggage/service compartment lights.
GROUND SERVICE SCHEMATIC
Page Code
2-05-05 10 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
AVIONICS MASTER
The avionics master system allows manual disconnection of some
navigation and communication equipment from the load buses. This
prevents undesirable voltage transients during APU starting on the
ground.
The avionics master system consists of six buses: Avionics Switched
DC Buses 1A, 1B, 2A, 2B and Avionics Switched Essential DC Buses
1 and 2. These buses are supplied by their associated DC buses. Two
Avionics Master Buttons, located on the overhead panel, control
switching the buses.
AVIONICS MASTER SCHEMATIC
Page Code
REVISION 1 2-05-05 11 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
AC SYSTEM (APPLICABLE TO AIRPLANES UP TO

S/N 854)
One 250 VA/400 Hz single phase static inverter converts 28 V DC
electrical power into 115 V AC for airplane systems requiring AC
power. The avionics system is the primary user of AC power.
The inverter is power supplied by the DC Bus 1 and controlled by the
AC Power Button, on the overhead panel. If DC Bus 1 is energized and
the AC Power Button is pressed, the 115 V AC BUS is automatically
energized. If the DC Bus 1 is deenergized, the inverter becomes
inoperative.
To reduce pilot workload, the AC Power Button should remain pressed,
even after engine shutdown. If the AC Power Button is released, a
striped bar illuminates to indicate that the button is out of normal
operating condition.
During normal airplane operation, if 115 V AC BUS is deenergized, a
caution message is displayed on the EICAS. An inverter reset may be
attempted through the AC Power Button, by releasing and then
pressing it again.
Under electrical emergency conditions the inverter stops the operation.
Page Code
2-05-05 12 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
AC GENERATION AND DISTRIBUTION SCHEMATICS FOR

Page Code
REVISION 7 2-05-05 13 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-05 14 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
ELECTRICAL DISTRIBUTION LOGIC (EDL)
CONFIGURATIONS AND DIAGRAMS
ABNORMAL OPERATION CONFIGURATIONS
For the Electrical Distribution Logic configurations presented here, the
initial control positions on the Electrical System Panel are the following:
− Generator Buttons pressed;
− GPU Button released;
− Battery Selector Knobs set to AUTO position;
− Essential Power Button released;
− Bus Tie Selector Knob set to AUTO position;
− Shed Buses Selector Knob set to AUTO position;
− Backup Battery Button pressed;
− Avionics Master Buttons pressed.
NOTE: - All abnormal conditions considered below are in-flight

conditions.
- In the schematic configurations, the continuous boxes
indicate energized buses while dashed boxes indicate
deenergized buses.
Page Code
JUNE 20, 2002 2-05-10 1 01

ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CONFIGURATION 1
Loss of one left side generator (network 1):
− Without APU generator available:
− GLC 1 or GLC 3 is open.
− ALC is open.
− BTC 1 is closed.
− With APU generator available:
− ALC is closed.
− BTC 1 is closed and BTC 2 is open.
Loss of one right side generator (network 2):

− Without APU generator available:
− ALC is open.
− BTC 1 is closed.
− With APU generator available:
− ALC is closed.
− BTC 2 is closed and BTC 1 is open.
Loss of two generators with APU generator available:

− GLCs from affected generators are open.
− ALC is closed.
− BTC 1 and BTC 2 are closed.
Page Code
2-05-10 2 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CONFIGURATION 1
Page Code
REVISION 1 2-05-10 3 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CONFIGURATION 2
Loss of two generators without APU generator available:
− ALC is open.
− SBC 1 and SBC 2 are open.
Loss of three generators without APU generator available:

− ALC is open.
NOTE: Depending on the amount of load on the remaining buses, an
overload condition may occur. In this case, pilots are
required to perform an additional load shedding.
Loss of three generators with APU generator available:
− GLCs from affected generators are open
− ALC is closed.
Page Code
2-05-10 4 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CONFIGURATION 2
Page Code
REVISION 1 2-05-10 5 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CONFIGURATION 3
Loss of all generators:
− When the last generator fails, the operational logic configures
the system to dedicate the batteries to supply the Essential
Buses only (electrical emergency condition). In this
configuration, the Central DC Bus is also powered to allow the
APU to be started.
− BTC 1, BTC 2, BC 1, SBC 1, SBC 2, BBR 1 and BBR 2 are
open.
− EIC, EBC 1, EBC 2 and BC 2 are closed.
NOTE:- This operational mode is activated for in-flight condition only.

- A 1-second time delay is provided to avoid inadvertent
switching to emergency configuration due to electrical
transients.
- If the automatic transfer fails, perform this function
manually by pressing the Essential Power Button.
- While In-flight, the electrical system is automatically reset
if at least one generator is reset and supplying its
associated bus.
- On the ground, the system can be reset by switching both
Battery Selector Knobs from AUTO to OFF and then back
to AUTO.
Page Code
2-05-10 6 01 REVISION 5
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CONFIGURATION 3
(Electrical Emergency Condition)
Page Code
JUNE 20, 2002 2-05-10 7 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CONFIGURATION 4
Short circuit at one DC Bus with all generators on:
− Associated battery is removed from affected DC bus through a
fuse.
− BTC 1 and BTC 2 are open.
− Both GLCs of the affected DC Bus are open, isolating the bus.
− Cross-side BTC and EIC are closed and affected side EBC is
energized to maintain both Essential DC Buses energized and
batteries charged.
Short circuit at one DC Bus with loss of one associated generator
and with APU generator:
− Associated battery is removed from the affected DC bus through a
fuse.
− Remaining GLC of the affected DC Bus opens, isolating the bus.
− Cross-side BTC and EIC are closed, and affected side EBC is
batteries charged.
Short circuit at one DC Bus with loss of associated generators
and with APU generator:
− Both batteries are removed from the affected DC bus through
the fuses.
− EIC closes and EBC of affected side is energized to maintain
the associated Essential DC Bus energized and associated
battery charged.
Page Code
2-05-10 8 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CONFIGURATION 4
(Only EDL 1 Failure Shown)
Page Code
JUNE 20, 2002 2-05-10 9 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CONFIGURATION 5
Short circuit at one DC Bus with loss of one associated generator
and without APU generator:
the fuses.
− Remaining GLC of the affected DC Bus opens, isolating the bus.
− Cross-side BTC and EIC close, and EBC of the affected side is
associated battery charged.
− Both SBCs are open.
Short circuit at one DC Bus with loss of associated generators
and without APU generator:
the fuses.
− EIC closes and EBC of the affected side is energized to
maintain the associated Essential DC Bus energized and
associated battery charged.
− Both SBCs are open.
Short circuit at one DC Bus with loss of associated generators plus
one generator of the other side, with or without APU generator:
− The EDL operational sequence is the same as in the previous
condition.
Page Code
2-05-10 10 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CONFIGURATION 5
(Only EDL 1 Failure Shown)
Page Code
JUNE 20, 2002 2-05-10 11 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-10 12 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
NORMAL, ABNORMAL AND EMERGENCY OPERATION
DIAGRAMS
The following diagrams present the Electrical System layout when
operating in normal, abnormal and emergency condition.
Page Code
JUNE 20, 2002 2-05-10 13 01

ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS DURING APU STARTING WITH BATTERIES
Page Code
2-05-10 14 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS AFTER APU STARTING WITH BATTERIES
Page Code
REVISION 1 2-05-10 15 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS DURING APU STARTING WITH GPU
Page Code
2-05-10 16 01 REVISION 6
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS AFTER APU STARTING WITH GPU
Page Code
REVISION 6 2-05-10 17 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-10 18 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS DURING NORMAL OPERATION
Page Code
JUNE 20, 2002 2-05-10 19 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS AFTER LOSS OF GENERATOR 1
WITHOUT APU GENERATOR
Page Code
2-05-10 20 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS DURIGN LOSS OF GENERATOR 1
WITH APU GENERATOR
Page Code
JUNE 20, 2002 2-05-10 21 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS AFTER LOSS OF GENERATORS 1 AND 3
Page Code
2-05-10 22 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS AFTER LOSS OF GENERATORS 1 AND 3
WITH APU GENERATOR
Page Code
REVISION 1 2-05-10 23 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS DURING LOSS OF THREE ENGINE GENERATORS
Page Code
2-05-10 24 01 REVISION 5
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS AFTER LOSS OF ALL THE GENERATORS
(ELECTRICAL EMERGENCY CONDITION)
Page Code
JUNE 20, 2002 2-05-10 25 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS AFTER A SHORT CIRCUIT AT DC BUS 1
WITH ALL GENERATORS ON
Page Code
2-05-10 26 01 JUNE 20, 2002
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EDL STATUS AFTER A SHORT CIRCUIT AT DC BUS 1 WITH LOSS
OF GENERATOR 1 AND WITHOUT APU GENERATOR
Page Code
REVISION 1 2-05-10 27 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EDL STATUS AFTER A SHORT CIRCUIT AT DC BUS 1 WITH LOSS
OF GENERATORS 1, 2 AND 3 WITH APU GENERATOR ON
Page Code
2-05-10 28 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
EICAS MESSAGES
BATT 1 (2) OVTEMP Associated battery temperature
is above 70°C.
WARNING ELEC ESS XFR FAIL Automatic transfer to electrical
emergency condition has
failed.
GEN 1 (2, 3, 4) OVLD Associated generator current is
above 400 A.
GEN 1 (2, 3, 4) OFF Associated generator is
BUS disconnected from the
electrical network after
engine stabilization due to
generator channel failure or
button released.
APU GEN OVLD APU generator current is
above 400 A.
APU GEN OFF BUS APU generator is
disconnected from electrical
network, due to open ALC,
with APU RPM above 95%
plus seven seconds. This is
caused by generator channel
CAUTION
failure or button released.
APU CNTOR CLSD APU Starting Contactor (ASC)
or Line Contactor (ALC) is
inadvertently closed.
DC BUS 1 (2) OFF Associated DC Bus is
deenergized.
For airplanes up to S/N 854, if
DC Bus 1 is deenergized the
inverter becomes inoperative.
ESS BUS 1 (2) OFF Associated Essential Bus is
deenergized.
SHED BUS 1 (2) OFF Associated Shed Bus is
deenergized.
BATT 1 (2) OFF BUS Associated battery is
disconnected from the
electrical network.
Page Code
REVISION 7 2-05-15 1 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
EICAS MESSAGES (continued)

BKUP BATT OFF BUS Backup battery is
disconnected from the
electrical network.
ELEC EMERG Improper transfer to electrical
CAUTION ABNORM emergency condition has
occurred.
115 VAC BUS OFF 115 VAC bus is deenergized
(applicable to airplanes up to
S/N 854).
Associated generator bearing
ADVISORY GEN 1 (2, 3, 4) BRG
FAIL has failed.
Page Code
2-05-15 2 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL

ELECTRICAL SYSTEM PANEL
1 - GENERATOR BUTTON
− Connects (pressed) or disconnects (released) the associated
generator to/from the respective DC Bus.
− Pressing and depressing the Generator Button causes all GCU
latches protection circuits to be reset if the associated generator
is running.
− A striped bar illuminates inside the button when it is released.
2 - GROUND POWER UNIT BUTTON
− Connects (pressed) or disconnects (released) the GPU to/from
the electrical system.
− A GPU AVAIL inscription illuminates, in the upper half of the
button, when the GPU is properly connected to the airplane
receptacle and ready to supply power. The GPU AVAIL
inscription extinguishes when the button is pressed and the
external power is connected to the electrical network.
− A striped bar illuminates inside the button when it is pressed.
3 - APU STARTER GENERATOR BUTTON
− Connects (pressed) or disconnects (released) the APU starter
generator, when APU RPM is above 95%, plus 7 seconds.
4 - BATTERY SELECTOR KNOB
OFF - Respective battery contactor is kept open, disconnecting
the associated battery from the electrical system.
AUTO - The actuation of the respective battery contactor is
controlled according to the Electrical Distribution Logic.
5 - ESSENTIAL POWER BUTTON (guarded)
− When pressed the system overrides the automatic transfer to
the electrical emergency circuitry, connecting the batteries
directly to essential buses, regardless of any other command
from the Electrical Distribution Logic.
− When released, the power contactors operate automatically
according to the Electrical Distribution Logic.
Page Code
REVISION 7 2-05-15 3 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
6 - SHED BUSES SELECTOR KNOB

OVRD - Closes the Shed Buses Contactors, provided the airplane
is on ground and at least one generator is operative.
AUTO - Controls the operation of Shed Buses Contactors according
to the Electrical Distribution Logic.
OFF - Deenergizes the Shed Buses manually regardless of any
other command from the Electrical Distribution Logic.
7 - AVIONICS MASTER BUTTONS

− Connect (pressed) or disconnect (released) the navigation and
communication equipment supplied by the avionics switched
buses.
8 - BACKUP BATTERY BUTTON

− Connects (pressed) or disconnects (released) the backup
battery to/from the electrical system.
9 - AC POWER BUTTON
− Connects (pressed) or disconnects (released) the inverter
to/from the system.
10 - BUS TIES SELECTOR KNOB

OVRD - Bus Tie Contactors (BTCs) are kept closed regardless of
Electrical Distribution Logic, provided that no overcurrent is
detected by one of the five GCUs.
AUTO - Controls the operation of the BTCs according to the
Electrical Distribution Logic.
OFF - Opens the BTCs and EIC regardless of any other
command from the Electrical Distribution Logic.
Page Code
2-05-15 4 01 REVISION 1
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
ELECTRICAL SYSTEM PANEL FOR AIRPLANES UP TO S/N 854
Page Code
REVISION 7 2-05-15 5 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-15 6 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
AIRPLANES S/N 863 AND ON
1 - GENERATOR BUTTON
− Connects (pressed) or disconnects (released) the associated
generator to/from the respective DC Bus.
− Pressing and depressing the Generator Button causes all GCU
latches protection circuits to be reset if the associated generator
is running.
2 - GROUND POWER UNIT BUTTON

− Connects (pressed) or disconnects (released) the GPU to/from
the electrical system.
− A GPU AVAIL inscription illuminates, in the upper half of the
button, when the GPU is properly connected to the airplane
receptacle and ready to supply power. The GPU AVAIL
inscription extinguishes when the button is pressed and the
external power is connected to the electrical network.
3 - APU STARTER GENERATOR BUTTON

− Connects (pressed) or disconnects (released) the APU starter
generator, when APU RPM is above 95%, plus 7 seconds.
4 - BATTERY SELECTOR KNOB

OFF - Respective battery contactor is kept open, disconnecting
the associated battery from the electrical system.
AUTO - The actuation of the respective battery contactor is
controlled according to the Electrical Distribution Logic.
5 - ESSENTIAL POWER BUTTON (guarded)

− When pressed the system overrides the automatic transfer to
the electrical emergency circuitry, connecting the batteries
directly to essential buses, regardless of any other command
from the Electrical Distribution Logic.
− When released, the power contactors operate automatically
according to the Electrical Distribution Logic.
Page Code
REVISION 7 2-05-15 7 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
6 - SHED BUSES SELECTOR KNOB

OVRD - Closes the Shed Buses Contactors, provided the airplane
is on ground and at least one generator is operative.
AUTO - Controls the operation of Shed Buses Contactors according
to the Electrical Distribution Logic.
OFF - Deenergizes the Shed Buses manually regardless of any
other command from the Electrical Distribution Logic.
7 - AVIONICS MASTER BUTTONS

− Connect (pressed) or disconnect (released) the navigation and
communication equipment supplied by the avionics switched
buses.
8 - BACKUP BATTERY BUTTON

− Connects (pressed) or disconnects (released) the backup
battery to/from the electrical system.
9 - BUS TIES SELECTOR KNOB

OVRD - Bus Tie Contactors (BTCs) are kept closed regardless of
Electrical Distribution Logic, provided that no overcurrent is
detected by one of the five GCUs.
AUTO - Controls the operation of the BTCs according to the
Electrical Distribution Logic.
OFF - Opens the BTCs and EIC regardless of any other
command from the Electrical Distribution Logic.
Page Code
2-05-15 8 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
ELECTRICAL SYSTEM PANEL FOR AIRPLANES S/N 863 AND ON
Page Code
REVISION 7 2-05-15 9 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
MFD ELECTRICAL PAGE

1 - LABELS AND UNITS
− Labels and units are always white.
2 - GENERATOR VOLTAGE AND CURRENT INDICATION

VOLTAGE:
− Digits are green and boxes are white during normal operation.
− Digits and boxes are amber when the generator is inadvertently
off bus.
− Ranges from 0 to 40.0 V, with a resolution of 0.1 V.
CURRENT:
− Digits are green and boxes are white during normal operation.
− Digits and boxes are amber when the generator is inadvertently
off bus or when the current is higher than 400 A.
− Ranges from 0 to 600 A, with a resolution of 5 A.
NOTE: The APU indication is removed when the APU is not
available and/or the APU Master Selector is set to the OFF
position with APU RPM below 10%.
3 - DC BUS INDICATION
− Green when bus is energized.
− Amber when bus is off.
4 - GPU VOLTAGE INDICATION

− Digits are always green.
− Box is always white.
− Ranges from 0 to 40.0 V, with resolution of 0.1 V.
NOTE: GPU voltage indication is removed in flight.
5 - BUS LINES INDICATION

− Bus lines are always white.
Page Code
2-05-15 10 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
6 - BATTERY VOLTAGE AND TEMPERATURE INDICATION

VOLTAGE:
− Digits are green and boxes are white during normal battery
operation.
− Digits and boxes are amber when the battery is inadvertently off
bus.
− Ranges from 0 to 40.0 V, with a resolution of 0.1 V.
TEMPERATURE:
− Boxes are white during battery normal operation.
− Boxes are amber when the battery is off bus.
− Digits are green when the temperature is below 70°C.
− Ranges from –40°C to 150°C, with a resolution of 1°C.
− Digits and boxes are red when the temperature is equal to or
greater than 70°C.
NOTE: The red alerts supersede any other condition.
ELECTRICAL PAGE ON MFD
Page Code
REVISION 7 2-05-15 11 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-15 12 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CIRCUIT BREAKER PANEL AND LOAD

DISTRIBUTION
CIRCUIT BREAKER PANEL
The Circuit Breaker Panel is divided in areas associated to electrical
system buses.
Columns and lines on the circuit breaker panel are identified through
an alphabetic (for the lines) and numeric (for the columns) code.
Page Code
REVISION 7 2-05-20 1 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-05-20 2 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CIRCUIT BREAKER PANEL MAP FOR AIRPLANES UP TO S/N 854
CIRCUIT BREAKER PANEL MAP FOR AIRPLANES S/N 863 AND ON
Page Code
REVISION 7 2-05-20 3 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CIRCUIT BREAKER PANEL FOR AIRPLANES UP TO S/N 854

(TYPICAL I)
Page Code
2-05-20 4 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL

(TYPICAL I)
Page Code
REVISION 7 2-05-20 5 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL

(TYPICAL II)
Page Code
2-05-20 6 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL

(TYPICAL II)
Page Code
REVISION 7 2-05-20 7 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
CIRCUIT BREAKER PANEL FOR AIRPLANES S/N 863 AND ON
Page Code
2-05-20 8 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
CIRCUIT BREAKER PANEL FOR AIRPLANES S/N 863 AND ON
Page Code
REVISION 7 2-05-20 9 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
DC BUS LOAD DISTRIBUTION (TYPICAL)
The following list identifies the DC buses and the equipment powered
by them. Optional equipment are preceded by an asterisk (*).
DC BUS 1 DC BUS 2
AILERON CONTROL SYSTEM 1 ADC 2 POWER/CONTROL
AIR/GND POSITION SYSTEM A ∗ AHRS 2 POWER
AOA 1 SENSOR HEATING AILERON CONTROL SYSTEM 2
BRAKES TEMPERATURE INDICATION OUTBD AIR/GND POSITION SYSTEM C
CABIN LIGHTING 1 AOA 2 SENSOR HEATING
CENTRAL MAINTENANCE COMPUTER AURAL WARNING SYSTEM 2
CLEAR ICE DETECTION SYSTEM - CHANNEL 1 BAGGAGE SMOKE DETECTOR
COCKPIT READING LIGHT BRAKES TEMPERATURE INDICATION INBD
COURTESY/STAIR LIGHTS 2 CABIN RECIRCULATION
CREW PEDAL ADJUSTMENT CLEAR ICE DETECTION SYSTEM - CHANNEL 2
CREW SEAT ADJUSTMENT 1 COMPARTMENT LIGHTS
EICAS POWER (DAU 1B) COPILOT'S CLOCK
ELECTRICAL FLIGHT IDLE STOP 1 CREW SEAT ADJUSTMENT 2
ELECTRONIC BAY COOLING (EXHAUST 1) DEFUELING
ELECTRONIC BAY COOLING (RECIRC 2) DISPLAY PRCS/CONTROL POWER 2 (IC2)
EMER/PARKING BRAKE EICAS POWER (DAU 2B)
ENG 1 FUEL PUMPS 1C ELECTRICAL FLIGHT IDLE STOP 2
ENG 1 THRUST REVERSER COMMAND ELECTROMECHANICAL GUST LOCK
ENGINE 1 LIP ANTI-ICE ELECTRONIC BAY COOLING (RECIRC 1)
FLAP POWER/COMMAND 1 ELECTRONIC BAY COOLING (EXHAUST 2)
FLOOD/STORM LIGHTS ENG 2 FUEL PUMPS 2C
FUEL PRESSURE REFUELING FWD/AFT A1 ENG 2 THRUST REVERSER COMMAND
FUEL PRESSURE REFUELING FWD 1 ENGINE 2 LIP ANTI-ICE
FUEL TRANSFER 1 ENGINE VIBRATION SENSORS
GROUND SPOILER OUTBD FLAP POWER/COMMAND 2
HYDRAULIC ELECTRIC PUMP 2 FUEL FUSELAGE PUMPS AFT/FWD 2A
HYDRAULIC GEN SYS 2 INDICATION FUEL FUSELAGE PUMPS FWD 2B
ICE DETECTOR 1 FUEL TRANSFER 2
∗ INVERTER GASPER FAN
LANDING LIGHTS 1 GROUND SPOILER INBD
LAVATORY FLUSH HYDR ELECTRIC PUMP 1
LAVATORY LIGHTS
HYDR GEN SYS 1 INDICATION
LAVATORY SMOKE DETECTOR
ICE DETECTOR 2
LAVATORY WATER DRAIN HEATER
INSPECTION LIGHTS
LOGOTYPE LIGHTS
IRS 2 POWER
MAIN DOOR CONTROL 1
LANDING GEAR DOOR COMMAND
NAVIGATION LIGHTS
LANDING LIGHTS
OVERHEAD PANEL LIGHTING
OBSERVER AUDIO (INTPH 3)
PACK VALVE 1
OVERHEAD PANEL LIGHTING
PASS CABIN LIGHTS 1
PACK VALVE 2
PASSENGER SIGNS
PASSENGER CABIN LIGHTS 2/3
PITCH TRIM 1
PITOT 2 HEATING
PITOT 1 HEATING
PNEUMATIC HSV 2
PNEUMATIC HSV 1
RED BEACON LIGHTS
PRESSURIZATION CONTROL
SPEED BRAKE ROLL TRIM SYSTEM
STABILISER ANTI-ICE INDICATION SENSORS HEATING CONTROL
STATIC PORT HEATING 1 SPOILER INDICATION
STROBE LIGHTS SPS (SHAKER 2/CHANNEL 2)
TAT 1 SENSOR HEATING SPS PUSHER
∗ TCAS 2000 STABILIZER ANTI-ICE SYSTEM
WINDSHIELD HEATING 1 STATIC PORT HEATING 2
∗ WINDSHIELD WIPER SYSTEM 1 STEERING SYSTEM
WING ANTI-ICE SYSTEM TAT 2 SENSOR HEATING
YAW TRIM SYSTEM WINDSHIELD WIPER SYSTEM 2
WING ANTI-ICE 1 INDICATION
Page Code
2-05-20 10 01 REVISION 7
AIRPLANE ELECTRICAL
OPERATIONS
MANUAL
AVIONIC SWITCHED DC BUS 1A AVIONIC SWITCHED DC BUS 2A

AUTOPILOT 1 AUTOPILOT 2
DME 1 DME 2
HF 1 ∗ FMS SYSTEM 2 DATA LOADER (#)
MFD 2 POWER ∗ FMS SYSTEM 2 COMPUTER (#)
∗ MLS 1 POWER/CONTROL ∗ FMS SYSTEM 2 CDU (#)
PFD 1 POWER MFD 1 POWER
RADIO ALTIMETER 1 ∗ MLS 2 POWER/CONTROL
PFD 2 POWER
∗ RADIO ALTIMETER 2
VHF SYSTEM 2
AVIONIC SWITCHED DC BUS 1B
∗ CMU MARK III
∗ FLITEFONE
AVIONIC SWITCHED DC BUS 2B
∗ FMS SYSTEM 1 DATA LOADER ∗ ADF 2
∗ FMS SYSTEM 1 COMPUTER ∗ GPS
∗ FMS SYSTEM 1 CDU HF 2
RADAR SYSTEM ∗ OMEGA
∗ TDR 1 POWER/CONTROL TDR 2 POWER/CONTROL
∗ VHF SYSTEM 3 VOR/ILS/MB 2
SHED DC BUS 1 SHED DC BUS 2

COCKPIT RECIRCULATION AIR COMPRESSOR
COCKPIT IFE & PC POWER PANEL CABIN RECIRCULATION
ENTERTAINMENT CABINET CB PANEL CONVECTION OVEN
GALLEY OVEN POWER FLASHLIGHT
NOSE LANDING LIGHTS ∗ GALLEY
∗ MUSIC ∗ GALLEY COFFEE MAKER POWER
PC POWER INVERTER MICROWAVE OVEN
∗ PRE RECORD ANNOUNCEMENTS (PRA) READING LIGHTS/ATTENDANT CALL 2/3
READING LIGHTS/ATTENDANT CALL 1 TAXI LIGHTS
WATER HEATING INVERTER 1 WATER HEATING INVERTER 2
∗ SELCAL SYSTEM WINDSHIELD HEATING 2
HOT BUS 1 HOT BUS 2

EMERGENCY LOCATOR TRANSMITER (ELT) COURTESY/STAIR LIGHTS 1
ENG 1 FIRE EXTINGUISHING (BTL A1) ENG 1 FIRE EXTINGUISHING (BTL B 1)
ENG 2 FIRE EXTINGUISHING (BTL A2) ENG 2 FIRE EXTINGUISHING (BTL B 2)
FUEL PRESSURE REFUELING 3 FUEL SHUTOFF VALVES 2
FUEL SHUTOFF VALVES 1 FUSELAGE FUEL ISOLATION VALVE
HYDRAULIC SHUTOFF VALVE 1 FUSELAGE FUEL VENT VALVE
HYDRAULIC SHUTOFF VALVE 2
MAIN DOOR CONTROL 2
BACKUP ESSENTIAL BUS BACKUP HOT BUS

∗ AHRS 1 POWER APU GENERATION
DATA ACQUISITION UNIT ½ DC DISTRIBUTION
DISPLAY PRCS/CONTROL POWER 1 DC GENERATION 1
EICAS POWER DC GENERATION 2
IRS 1 POWER DC GENERATION 3
DC GENERATION 4
ISIS
(#) Applicable only if DUAL FMS is installed
Page Code
REVISION 7 2-05-20 11 01
ELECTRICAL AIRPLANE
OPERATIONS
MANUAL
BACKUP BUS 1 BACKUP BUS 2

NONE ∗ AHRS 2 POWER
IRS 2 POWER
ESSENTIAL DC BUS 1 ESSENTIAL DC BUS 2

ADC 1 POWER/CONTROL AIR/GND POSITION SYSTEM D
∗ AHRS 1 POWER APU CONTROL
AIR/GND POSITION SYSTEM B APU FIRE DETECTION
APU BLEED APU FIRE EXTINGUISHING
AURAL WARNING SYSTEM 1 APU FUEL FEED
COCKPIT DOME LIGHTS COPILOT'S PANEL LIGHTING
DISPLAY PRCS/CONTROL POWER 1 (IC 1) CROSSBLEED
EICAS DISPLAY POWER EICAS POWER (DAU 2A)
EICAS POWER (DAU 1A) EMERGENCY LIGHTING CONTROL
ENG 1 FIRE DETECTION 1 ENG 2 FIRE DETECTION 2
ENG 1 FUEL PUMPS 1A ENG 1 FUEL PUMPS 1B
ENG 2 FUEL PUMPS 2B ENG 2 FUEL PUMPS 2A
ENGINE 1 FADEC A POWER ENGINE 1 FADEC B POWER
ENGINE 2 FADEC A POWER ENGINE 2 ANTI-ICE INDICATION
ENGINE 1 STARTING ENGINE 2 FADEC B POWER
ENGINES N2 SIGNALS 1A ENGINE 2 STARTING
ENGINES N2 SIGNALS 2A ENGINES N2 SIGNALS 1B
FDR MANAGEMENT ENGINES N2 SIGNALS 2B
FUEL QUANTITY INDICATION 1 FUEL CROSSFEED
LANDING GEAR CONTROL (DOWN OVRD) FUEL QUANTITY INDICATION 2
LANDING GEAR NOSE INDICATION 1 ISIS (AIRPLANES S/N 484, 495, 528, 540, 555)
IRS POWER 1 LANDING GEAR BRAKES INBOARD
PASSENGER OXYGEN SYSTEM 1 LANDING GEAR CONTROL
PILOT/COPILOT AUDIO SYSTEM (INTPH 1) LANDING GEAR NOSE INDICATION 2
PILOT'S CLOCK PASSENGER OXYGEN SYSTEM 2
PILOT'S PANEL LIGHTING PEDESTAL PANEL LIGHTING
PNEUMATIC 1 (EBV 1) PILOT/COPILOT AUDIO SYSTEM (INTPH 2)
RAM AIR DISTRIBUTION PITCH TRIM 2
RMU 1 POWER/CONTROL PITOT HEATING 3
RUDDER CONTROL SYSTEM 2 PNEUMATIC 2 (EBV 2)
SPS (SHAKER 1/CHANNEL 1) PUBLIC ADRESS
VHF SYSTEM 1 RMU 2 POWER/CONTROL
RUDDER CONTROL SYSTEM 1
STANDBY ALTIMETER
STANDBY ATTITUDE INDICATOR
VOICE RECORDER
WING ANTI-ICE INDICATION 2
AVIONIC SWITCHED ESSENTIAL AVIONIC SWITCHED ESSENTIAL

DC BUS 1 DC BUS 2
ADF 1 NONE
VOR/ILS/MB 1
Page Code
2-05-20 12 01 REVISION 7
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
SECTION 2-02
EQUIPMENT AND FURNISHINGS
TABLE OF CONTENTS
Block Page
Cockpit ............................................................................... 2-02-05 ..01
Pilot Seats ...................................................................... 2-02-05 ..01
Pilot Seat Controls.......................................................... 2-02-05 ..02
Pilot Seat Adjustment ..................................................... 2-02-05 ..04
Pedal Adjustment ........................................................... 2-02-05 ..05
Observer Seat ................................................................ 2-02-05 ..06
Direct Vision Windows.................................................... 2-02-05 ..08
Attendant Station and Seat (Optional) ............................... 2-02-10 ..01
Galley ................................................................................. 2-02-15 ..01
Forward Galley - Main Components............................... 2-02-15 ..02
Galley Electrical System ................................................. 2-02-15 ..06
Galley Components ........................................................ 2-02-15 ..08
Galley Lighting ................................................................ 2-02-15 ..10
Water.............................................................................. 2-02-15 ..12
Passenger Seats................................................................ 2-02-20 ..01
Escutcheons....................................................................... 2-02-25 ..01
Closets ............................................................................... 2-02-30 ..01
Components ................................................................... 2-02-30 ..02
Partitions ............................................................................ 2-02-35 ..01
Components ................................................................... 2-02-35 ..04
Water and Waste ............................................................... 2-02-40 ..01
Water.............................................................................. 2-02-40 ..01
Waste Disposal .............................................................. 2-02-40 ..06
Airstair Main Door .............................................................. 2-02-45 ..01
EICAS Message ............................................................. 2-02-45 ..01
Main Door Acoustic Curtain............................................ 2-02-45 ..06
Page Code
REVISION 6 2-02-00 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Access Doors and Hatches ................................................ 2-02-50.. 01
Baggage Door................................................................. 2-02-50.. 04
Compartment Hatches.................................................... 2-02-50.. 06
Refueling Panel Access Door ......................................... 2-02-50.. 07
Lavatory/Baggage Compartment Access Door .............. 2-02-50.. 07
Emergency Exit Hatches ................................................ 2-02-50.. 08
Doors and Hatches Indication on MFD........................... 2-02-50.. 08
Forward Lavatory Doors ................................................. 2-02-50.. 10
AFT Lavatory..................................................................... 2-02-55.. 01
Vanity Assembly ............................................................. 2-02-55.. 04
Toilet Section Components............................................. 2-02-55.. 04
Lavatory Electrical Installation ........................................ 2-02-55.. 06
Forward Lavatory................................................................ 2-02-57.. 01
Toilet Section Components............................................. 2-02-57.. 04
Lavatory Electrical Installation ........................................ 2-02-57.. 06
Pilot and Passenger Convenience Items ........................... 2-02-60.. 01
PC Power System .............................................................. 2-02-65.. 01
Ground Fault Circuit Interrupter ...................................... 2-02-65.. 02
In-Flight Entertainment System .......................................... 2-02-70.. 01
Main Components........................................................... 2-02-70.. 02
SATCOM System ............................................................... 2-02-75.. 01
Telephone System (Optional)............................................. 2-02-80.. 01
Page Code
2-02-00 2 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
COCKPIT
PILOT SEATS
The pilot seats are fixed to slide rails which permit fore and aft
adjustments. When the seats are in their aft most position, a lateral
movement is also available, in order to facilitate crew access to the
seat. The seats are fitted with adjustable armrest, seat backs, thigh
support and lumbar position, and can also be adjusted for height.
Backrest inclination, thigh support and lumbar positions are hydro-
mechanically adjusted. The armrest adjustment, and seat fore, aft and
lateral adjustments are made mechanically.
The pilot and copilot seats are identical, except for the symmetrical
arrangement of the controls. Controls on the pilot’s seat are on the
opposite side from those on the copilot’s seat.
A switch installed in the seat allows height adjustment, which is
performed by an electrical actuator. In case of electrical actuator
malfunction height adjustment may also be accomplished manually by
attaching a crank to the actuator and rotating it. Extension or retraction
of the actuator rod connected to the seat structure permits vertical
displacement.
The crew seat belts consist of five straps. The left (for the pilot seat)
and right (for the copilot seat) lap belt straps are permanently fixed to a
rotary buckle, provided with quick-release latch locks that are operated
by turning the existing rotary device on the buckle face. The two upper
straps are connected to an inertia reel attached to the seat backrest,
which allows the pilot to bend forward in normal, slow movements.
Abrupt movements or high acceleration locks the upper straps,
preventing the pilot from impacting against the instrument panel. The
inertia reel can be mechanically locked through a lever installed on the
seat.
Page Code
NOVEMBER 30, 2001 2-02-05 1 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
PILOT SEAT CONTROLS
1 - SEAT FORE/AFT AND LATERAL ADJUSTMENT LEVER

− Pulling the lever up, the seat is free to slide along its rails.
Lateral movement is allowed only when the seat is at the aft
stop.
− Releasing the lever, the seat is locked. Fore/aft movement has
predetermined fixed positions. Lateral movement has only the
left and right stops.
2 - SEAT HEIGHT ADJUSTMENT BUTTON (spring loaded, center
off rocker button)
− Pressing the button up or down causes the seat to raise or to
lower respectively, provided the airplane is energized.
3 - BACKREST INCLINATION ADJUSTMENT BUTTON
− Pressing the button allows the occupant to select the required
inclination by pressure exerted upon the backrest.
− Releasing the button, backrest is retained in the desired
position.
4 - LUMBAR ADJUSTMENT WHEEL
− When rotated, provides in and out lumbar adjustment.
5 - THIGH SUPPORT ADJUSTMENT WHEEL
− When rotated, provides thigh support height adjustment.
6 - ARMREST ANGLE ADJUSTMENT WHEEL
− When rotated, allows armrest adjustment to the desired angle.
7 - INERTIA REEL LOCK LEVER
LOCK - Locks the inertia reel in the current position.
UNLOCK - Unlocks the inertia reel, permitting normal belt
movement.
8 - HEIGHT ADJUSTMENT LEVER BACK-UP
− When attached to the height adjustment actuator and rotated, it
causes the seat to raise or to lower.
Page Code
2-02-05 2 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
PILOT SEAT CONTROLS
Page Code
NOVEMBER 30, 2001 2-02-05 3 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
PILOT SEAT ADJUSTMENT

Seat adjustment should be accomplished to accommodate the pilot’s
eye level and position best suited for control column actuation. The
seat should be moved up or down until the pilot’s line of sight reaches
the same horizontal plane of a sight device made up of two white
spheres and a black sphere. Then, move the seat fore or aft until the
opposite white sphere is aligned with the black one. The seat should
not be moved anymore. To adjust the rudder pedals, refer to PEDAL
ADJUSTMENT.
PILOT SEAT ADJUSTMENT
Page Code
2-02-05 4 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
PEDAL ADJUSTMENT
Toggle switches installed on the pilot and copilot’s panels allows
rudder pedals adjustment, which is performed by electric actuators.
Setting the switch up or down signals the actuator to move the pedals
fore or aft, to assure the pilot’s comfort and a full rudder throw from the
adjusted seat position.
PEDAL ADJUSTMENT SWITCH
Page Code
NOVEMBER 30, 2001 2-02-05 5 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
OBSERVER SEAT
The observer seat is installed behind the co-pilot seat. When in use, it
lies in front of the cockpit door, and when not in use, it folds up and
rotates away from the door area, stowing against the right side of the
cockpit partition.
The cockpit door can be opened or closed either with the observer seat
in use or stowed.
OBSERVER SEAT
Page Code
2-02-05 6 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
OBSERVER SEAT
Page Code
NOVEMBER 30, 2001 2-02-05 7 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
DIRECT VISION WINDOWS

The normal position for the direct vision windows is closed. However,
they may be partially opened on the ground, and may be totally
removed in case of loss of visibility through the windshield or for
cockpit emergency evacuation. Placing respective pilot seat to the aft
most position facilitates window removal.
A yellow pin protrudes near the opening handle when the window is not
properly locked in the closed position, indicating the unlocked
condition.
A WINDOW NOT CLOSED inscription on the window front frame will
be visible when the window is not properly closed.
DIRECT VISION WINDOW REMOVAL
Page Code
2-02-05 8 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ATTENDANT STATION AND SEAT

The flight attendant station is positioned at the cockpit partition, close
to the main door. This fold-away type seat avoids interference with the
door passage way.
FLIGHT ATTENDANT STATION (OPTIONAL)
Page Code
JUNE 20, 2002 2-02-10 1 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-10 2 01 JUNE 20, 2002
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY
A full height forward galley, matching the cabin´s contours, provides a
central location to perform food and beverage preparation.
The galley is installed in the forward section of the passenger cabin
area and includes as standard items an oven, a microwave oven,
coffee maker, trash container (13 gal / 49.2 liters volume) drawer with
fire extinguisher, control panels for the water system, emergency
lights, oven and galley, pop-out auxiliary work surface, paper towel roll
holder, cutting boards, storage provisions for utensils and napkins,
flatware storage, ice compartment drawers, glassware storage, crystal
and chinaware storage and carrier, seasoning and spices storage, sink
with hot water, bottle and can storage, juice can storage, liquor
decanters or miniature storage, work table, work light, electrical circuit
breakers panels, miscellaneous storage and in line water heaters and
filters.
The forward galley is composed of an aft cabinet assembly, an upper
cabinet assembly, a lower cabinet assembly, and a close-out panel
assembly. The cabinet structures are made of lightweight honeycomb
panel and its exterior is covered with a decorative finish.
The forward galley provides an area to house two oxygen cylinders for
passenger main oxygen supply.
The forward galley assembly is provided with an electrical installation,
a plumbing installation, an electrical hot water heater and heated
overboard drain system.
The electrical installation is provided with a galley control module and
electrical installation hardware. The galley control module controls the
galley lights, valance lights, wash lights and passenger cabin
temperature control.
The plumbing installation allows drainage of liquids from the
countertop. The waste compartment is provided for the stowage of
food waste. The waste compartment comprises a trash container with
trash bag and fire extinguisher.
There is a water system that stores and supplies drinking water for use
by cabin occupants and crew members, and both to the galley and
lavatory washbasins.
A pullout table assembly is also provided to give extra room for food
and beverage preparation.
Page Code
REVISION 6 2-02-15 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
FORWARD GALLEY - MAIN COMPONENTS

FOR AIRPLANES UP TO S/N 685 (INCLUSIVE).
The following list enumerates the main components found in the
forward galley, the figure provided on the next page indicating the
location of these components.
1 - GLASS STORAGE RACK COMPARTMENT

2 - VACUUM CARAFE SETS
3 - COFFEE MAKER
4 - MISCELLANEOUS COMPARTMENTS
5 - ROLL DOOR
6 - OVEN CONTROL PANEL
7 - GALLEY CONTROL PANEL
8 - MICROWAVE OVEN
9 - PULL-OUT TABLE ASSEMBLY
10 - WASTE/AUTO FIRE EXTINGUISHING COMPARTMENT
11 - ELECTRIC OVEN
12 - BOTTLES DRAWER
13 - BUS BIN STORAGE
14 - SERVING TRAYS/FLATWARE STORAGE
15 - CE DRAWER
16 - FAUCET ASSEMBLY
17 - OXYGEN CYLINDERS
18 - PAPER TOWEL HOLDERS
Page Code
2-02-15 2 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
FORWARD GALLEY
(FOR AIRPLANES UP TO S/N 685 (INCLUSIVE))
MAIN COMPONENTS LOCATION
Page Code
REVISION 4 2-02-15 3 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT
AIRFRAMES.
The following list presents the main components on the forward galley,
and the figure provided on the next page shows the location of these
components.
1 - CRYSTAL STORAGE COMPARTMENTS

2 - MISCELLANEOUS STORAGE COMPARTMENTS
3 - EMERGENCY LIGHTS CONTROL PANEL
4 - WATER WASTE DRAIN LINES HEATER TEST CONTROL
PANEL
5 - GALLEY CONTROL PANEL
6 - DRINK BOTTLES AND SEASONING STORAGE
COMPARTMENTS
7 - COFFEE MAKER
8 - FLATWARE STORAGE COMPARTMENT
9 - CLEAN ICE DRAWER
10 - LONG NECK STORAGE COMPARTMENT
11 - WASTE COMPARTMENT
12 - SODA STORAGE COMPARTMENTS
14 - CHINAWARE STORAGE COMPARTMENTS
15 - WINE STORAGE COMPARTMENT
16 - ELECTRIC OVEN
17 - MICROWAVE OVEN
18 - CRYSTAL STORAGE COMPARTMENT
19 - FOOD TRAYS STORAGE COMPARTMENT
21 - OXYGEN CYLINDER
22 - FAUCET ASSEMBLY
23 - MUG STORAGE COMPARTMENT
24 - ROLL-UP DOOR
25 - OVEN CONTROL PANEL
Page Code
2-02-15 4 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
FORWARD GALLEY (FOR AIRPLANES FROM S/N 686

(INCLUSIVE) AND SUBSEQUENT AIRFRAMES)
Page Code
REVISION 4 2-02-15 5 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY ELECTRICAL SYSTEM

The galley´s electrical installation supplies 28 V DC power to the galley
for distribution to the associated components.
The galley electrical installation receives 28 V DC from the RH power
control and distribution box, located on the aft console, and supplies
electrical power to the main galley´s components. The galley´s
electrical installation also receives 28 V DC from the entertainment
cabinet circuit breaker panel, located in the entertainment cabinet. This
powers the water heater, 60 Hz outlet GFI (Ground Fault Interrupter),
credenza lights and galley lights.
The electric oven, microwave oven and coffee maker are installed in
an enclosure with a door. The oven and the microwave oven have a
microswitch installed on the door that controls a relay (located inside of
each component) to cut their power supply when the door is closed.
The coffee maker has a microswitch installed at the door that controls
a relay to cut off the power supply from it when the door is closed.
The galley´s electrical installation is also provided with a galley control
panel, galley lighting, advisory signs and a fuse box. The fuse box,
installed behind the galley´s structure, protects the electric oven,
microwave oven and coffee maker. The galley also provides a 60 Hz
outlet GFI, and electrical connectors to connect the galley components.
The galley´s electrical installation includes the following components:
− Microwave oven
− Electric oven
− Oven controller
− Coffee maker
− Water heater
− Galley control panel
− Galley lighting
The location of these components is presented in the figure on the

next page.
Page Code
2-02-15 6 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY ELECTRICAL INSTALLATION

Page Code
REVISION 4 2-02-15 7 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY COMPONENTS
MICROWAVE OVEN
Microwave cooking time is set by the controls on the front of the unit. It
controls the oven operation and provides an audible signal when the
cooking cycle is complete.
The microwave oven door operates a safety interlock switch, which
disables the cooking cycle while the door is open or left ajar. There is
an additional toggle-type latch installed at the top of the door to further
ensure that the door will remain closed during the cooking cycle.
The microwave oven is equipped with a pressure switch that cuts off
the microwave oven power supply when the passenger cabin pressure
exceeds 10000 ft. The microwave oven power supply will be restored
when the pressure falls below 9000 ft. The solid state timer of the oven
is not affected by momentary power interruptions.
ELECTRIC OVEN
The electric oven has a temperature range from 150°F to 450°F
(65.5°C to 232.2°C) with overheat protection. A fan circulates air inside
the oven for even heat distribution of ± 10°F (± 12.2°C).
An external oven controller controls the electric oven.
COFFEE MAKER
The coffee maker uses standard coffee filters and regular or drip grind
coffee.
The brewer basket is locked into the coffee maker and can be
removed by lifting up its respective release button. The thermal carafe
is locked into the coffee maker and can be removed by pressing its
respective release button. The coffee maker has automatic fill and is
designed for operation with pressurized water systems. Hot and cold
water can be dispensed through a spigot on the coffee maker.
The coffee maker has redundant overheat protection. The water
supply must be turned off and the brewer drain valve on the right hand
side in the rear of the carafe must be open.
Super fine grinds such as “express” can cause the carafe to overfill.
When electrical power is available, a POWER ON red light indicator
will glow. The BREW button is used to start heating the water. The
flashing green light indicates that the water has not reached the proper
Page Code
2-02-15 8 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
temperature. The green HOT WATER light will glow to indicate that the
water has reached the proper temperature and the brew process will
begin. The entire brewing cycles takes approximately 6 minutes. The
green BREW light turns off to indicate that the brewing process is
completed.
Press and hold the HOT WATER button. The hot water will come out
of the spigot. Press and hold the COLD WATER button. The cold
water will come out of the spigot.
WATER HEATER
The water heater comes on automatically when 28 V DC is applied by
the water heater circuit breaker (located in the entertainment cabinet
circuit breaker panel) closed. The heater maximum temperature is pre-
selected to 115°F (46.1°C). It has a capacity of 1.4 liters. The water
heater can not provide continuous hot water supply. Its recovery time is
approximately 15 minutes.
The water heater is protected against overtemperature by an
overtemperature switch with manual reset and against overpressure by
an overpressure switch.
OVEN CONTROLLER
The oven controller time allows for one hour of cooking time.
A red light will come on to indicate that the oven is on (POWER ON).
An amber light will come on to indicate that the heaters are on. The
amber light will start flashing when the oven reaches the selected
temperature.
The galley control panel houses switches that control area for the
passenger cabin temperature control switches, galley work light switch,
forward upwash lights switch, aft upwash lights switch, lavatory call
indicator switch, credenza lights switch, galley accent lights switch,
galley area lights switch, forward downwash lights switch and aft
downwash lights switch.
Page Code
REVISION 4 2-02-15 9 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY LIGHTING
Galley lighting consists of a work light installed above the sink area,
two accent lights installed in the glass storage rack compartment and
three area lights installed in the ceiling above the galley for aisle
illumination in front of the galley.
The figure on the next page presents the location of galley lighting
components.
Page Code
2-02-15 10 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY LIGHTS
Page Code
REVISION 4 2-02-15 11 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
WATER
The water subsystem includes components and equipment to store
and supply drinking water for cabin occupants and crewmembers. It
stores water in a pressurized tank and supplies this water to the
washbasins in the lavatory and forward galley. In some airplanes the
water is stored in two tanks: one in the forward galley and the other in
the lavatory. If the airplane is equipped with a forward lavatory, there is
another water tank for the washbasin.
Page Code
2-02-15 12 01 REVISION 6
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL

The galley control panel has the ability to control the following items:
1 - CABIN TEMPERATURE
− The cabin temperature is displayed in bargraph format. The
cabin temperature can be raised or lowered with the “Up” or
“Down” TEMP buttons.
2 - GALLEY WORK LIGHTS
− When alternately pressed, turns ON or OFF the galley work
lights.
3 - CABIN WASH LIGHTS
− There are controls to select the FWD Upwash, FWD
Downwash, AFT Upwash and AFT Downwash lights. The
selection is DIM/BRIGHT/OFF.
4 - GALLEY AREA LIGHTS
− When alternately pressed, turns ON or OFF the galley area
lights.
5 - GALLEY ACCENT LIGHTS
− When alternately pressed, turns ON or OFF the galley accent
lights.
6 - CREDENZA LIGHTS
− When alternately pressed, turns ON or OFF the credenza lights.
7 - LAVATORY CALL INDICATION
− When the LAV CALL button is illuminated, it indicates a
passenger call in the lavatory.
EMERGENCY LIGHTS CONTROL PANEL
1 - EMERGENCY LIGHTS
− When alternately pressed, turns ON or OFF the emergency
lights.
Page Code
REVISION 4 2-02-15 13 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
WATER CONTROL PANEL

The water control panel is composed of the following items:
1 - TANK WATER LEVEL INDICATOR
− Indicates existing water level inside the storage tank.
2 - COMPRESSOR RESET SWITCH
− The air compressor will remain off until the tank pressure drops
down to or below 20 ± 5 psig (the overpressure switch closes)
and the compressor resetting button is pressed.
3 - PUSH TO TEST BUTTON
− Verifies if the indications in the water system control panel
illuminate.
4 - TANK OVER PRESSURE INDICATOR
− Provides indication of the tank overpressure condition. If the
tank pressure rises to 48 ± 2 psig, the tank overpressure switch
opens and removes power from the air compressor.
Page Code
2-02-15 14 01 REVISION 6
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY, WATER AND EMERGENCY LIGHTS CONTROL PANELS

Page Code
REVISION 6 2-02-15 15 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL

FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND ON.
DRAIN HEATER CONTROL PANEL

The drain heater control panel is composed of the following items:
1 - FWD HEATER TEST
− Tests the continuity of the forward drain heater.
2 - FWD DRN HEATER
− Turns on the forward drain/hose heater.
3 - AFT DRN HEATER
− Turns on the aft drain/hose heater.
4 - AFT HEATER TEST
− Tests the continuity of the aft drain heater.
Page Code
2-02-15 16 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
WATER CONTROL PANEL

The water control panel is composed of the following items:
5 - WATER TANK LEVEL INDICATOR
− Indicates the existing water level inside the water storage tank.
6 - GALLEY WORK LIGHTS
− Turns the galley work lights on/off.
7 - GALLEY AREA LIGHTS
− Turns the galley area lights on/off.
8 - FWD UPWASH LIGHTS
− Selects the forward upwash lights bright/dimmed (DIM)/off.
9 - AFT UPWASH LIGHTS
− Selects the aft upwash lights bright/dimmed (DIM)/off.
10 - AFT DNWASH LIGHTS
− Selects the aft downwash lights bright/dimmed (DIM)/off.
11 - FWD DNWASH LIGHTS
− Selects the forward downwash lights bright/dimmed (DIM)/off.
12 - LAV WATER ON/OFF
− Selects the check carried out by the water system control unit in
the lavatory tank.
13 - GALLEY WATER ON/OFF
− Selects the check carried out by the water system control unit in
the galley tank.
14 - LAV WATER LEVEL
− Selects the water level indication of the lavatory tank.
15 - GALLEY WATER LEVEL
− Selects the water level indication of the galley tank.
16 - ATTNDNT CALL
− Clears the attendant call indication.
Page Code
REVISION 6 2-02-15 17 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
EMERGENCY LIGHTS CONTROL PANEL

The emergency lights control panel is composed of the following item:
17 - EMERGENCY LIGHTS SWITCH
− When alternately pressed, turns ON or OFF the emergency
lights.
− Amber: Indicates that the emergency lights are in normal flight
position.
− Green: Indicates that the emergency lights are turned on.
Page Code
2-02-15 18 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
GALLEY, DRAIN HEATER AND EMERGENCY LIGHTS

CONTROL PANELS
(FOR AIRPLANES FROM S/N 686 (INCLUSIVE) AND
SUBSEQUENT AIRFRAMES)
Page Code
REVISION 4 2-02-15 19 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-15 20 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
PASSENGER SEATS
Passenger seats have a single control lever for base tracking, hidden
headrests, color coordinated seat belts webbing, upholstered in leather
per customer specification, thigh rest, lumbar support adjustment,
armrests, leg and footrest.
Each Executive Single Seat has forward, aft, swivel and lateral
movement, limited recline control on inside of inboard arm, footrest, life
vest storage in each seat base compartment and escape lighting. The
two forward single seats facing the forward bulkhead have berthing
capability.
The Executive Divan (3 place) has three color coordinated seat belts,
berthing capabilities, one color coordinated sleeper belt, storage for life
vests and passengers rafts included.
Each Single or Double Executive Seat (except the inboard club seats
when mentioned below) has a control unit in the sideledge which
allows the management of the reading/table lights (except the inboard
club seats) and have an integrated In-Flight Entertainment System
management, also in the sideledge, consisting of a headphone jack
with the volume control (all seats), audio (all seats) and video source
selection (except the inboard club seats).
Each seat has a 6.5” plug-in type LCD monitor, except the inboard club
seats and the divan, that can display the three standard video sources
(video cassette player, DVD/CD player and Airshow 400). All seats
have the capability to switch between all video/audio sources listed
above except the inboard club seats. The audio amplifiers supply the
audio to eight (8) speakers located above the tables throughout the
cabin. Two subwoofers are installed within the cabin. Each seat has
the ability to select the audio sources and control the volume for their
associated headphone jack.
There are two VIP seats in the passenger cabin. The forward VIP seat
is the left single seat facing the forward bulkhead. The aft VIP seat
(optional) is the left single seat facing the lavatory bulkhead. The
forward VIP seat has the additional capability to control the audio
source and volume for the forward cabin, overhead speaker system.
Similarly, the aft VIP seat has the capability to control the audio source
and volume for the aft cabin, overhead speaker system.
The forward seat on the right side, facing the forward bulkhead, and
aside to the VIP seat, is also provided with a SVGA port to display
Microsoft PowerPoint presentations on the optional forward 15.1”
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AND FURNISHINGS
OPERATIONS
MANUAL
bulkhead monitor located on the also optional closet placed in the left
side of the aircraft. Also, a serial printer port connection, located in the
forward seat on the right side, facing the forward bulkhead, allows data
to be transferred to an optional serial printer/fax in the credenza.
An air-to-ground telephone system is installed with two handsets. One
handset is located at the forward VIP seat and another at the mid-
section seating group, in the conference table.
Page Code
2-02-20 2 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
PASSENGER SEATS
Page Code
NOVEMBER 30, 2001 2-02-20 3 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
PASSENGER CONTROL PANELS

The passenger control panels are installed on the sideledge for all
seats except the VIP seat, or in the inboard club seats. These panels
have the ability to control the following items:
1 - READING LIGHT
− The reading light can be turned ON/OFF by pressing the “READ
LIGHT” ON/OFF switch (green = ON, amber = OFF) on the
passenger control panel at each seat.
2 - TABLE LIGHT
− The table light can be turned ON/OFF by pressing the “TABLE
LIGHT” ON/OFF switch (green = ON, amber = OFF) on the
passenger control panel at each seat.
3 - PERSONAL VIDEO SELECTION
− In the sideledge, the “PERSONAL VIDEO SELECT” button can
be used to select “VCR”, “DVD1” or “DVD2”, which will be
displayed on the LED display. The VCR/DVD video will appear
clear and sharp on the individual 6.5” monitor installed at the
seat location.
− In the inboard club seats, the “UP” and “DOWN” buttons can be
used to select “VCR”, “DVD1” or “DVD2”, which will be displayed
on the LED display. The VCR/DVD video will appear clear and
sharp on the individual 6.5” monitor installed at the seat location.
4 - HEADSET AUDIO SELECTION
− Using the “HEADSET AUDIO SELECT” switch, change the
audio until the VCR, DVD1 or DVD2 audio can be heard from
headset. The audio source selected will be displayed on the
LED display.
Page Code
2-02-20 4 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
DOUBLE EXECUTIVE INBOARD CLUB SEATS

PASSENGER CONTROL PANELS
Page Code
NOVEMBER 30, 2001 2-02-20 5 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
SINGLE EXECUTIVE SEATS AND DOUBLE EXECUTIVE SEATS

SIDELEDGE PASSENGER CONTROL PANEL
Page Code
2-02-20 6 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
VIP CONTROL PANELS
FORWARD VIP CONTROL PANEL

The forward VIP control panel is located in the left-hand side panel
near the forward VIP seat. There is a headset jack and
volume/temperature “UP” and “DOWN” control buttons. The audio will
correspond to the chosen video selection, however, it can be selected
separately from the video. This panel has the ability to control the
following items:
1 - FORWARD UPWASH LIGHTS
− The forward cabin upwash lights can be turned ON or OFF by
pressing the “FWD UPWASH LIGHTS” ON/OFF switch (green =
ON, amber = OFF).
− The aft cabin upwash lights can be turned ON or OFF by
pressing the “AFT UPWASH LIGHTS” ON/OFF switch (green =
ON, amber = OFF).
3 - READING LIGHT
− The reading light can be turned ON or OFF by pressing the
“READ LIGHT” ON/OFF switch (green = ON, amber = OFF).
4 - CABIN MONITOR ON/OFF
− Pressing the “CABIN MONITOR ON/OFF” button can turn ON
or OFF the forward 15” LCD monitor (green = ON, amber =
OFF).
5 - CABIN VIDEO SELECTION
− The “CABIN VIDEO SELECT” button can be used to select
“VCR”, “DVD1” or “DVD2”, which will be displayed on the LED
display. The VCR/DVD video will appear clear and sharp on the
individual 6.5” monitor installed at the seat location.
6 - SPEAKER AUDIO SELECTION
− Using the “SPEAKER AUDIO SELECT” switch, change the
the forward cabin speakers. The audio source selected will be
displayed on the LED display.
7 - SPEAKER ON/OFF
− Pressing the “SPEAKER ON/OFF” button can turn the forward
cabin speakers ON or OFF (green = ON, amber = OFF).
Page Code
NOVEMBER 30, 2001 2-02-20 7 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL

LED display.
− The “PERSONAL VIDEO SELECT” button can be used to select
10 - CABIN TEMPERATURE CONTROLLER
− Pressing the “CABIN TEMP CONTROL” button presents the
approximate cabin temperature (°F). With the “UP” and
“DOWN” buttons cabin temperature can be adjusted.
11 - TABLE LIGHT
− The table light can be turned ON or OFF by pressing the
“TABLE LIGHT” ON/OFF switch (green = ON, amber = OFF).
12 - AFT DOWNWASH LIGHTS
− The aft cabin downwash lights can be turned ON or OFF by
pressing the “AFT DNWASH LIGHTS” ON/OFF switch (green =
ON, amber = OFF).
13 - FORWARD DOWNWASH LIGHTS
− The forward cabin downwash lights can be turned ON or OFF by
pressing the “FWD DNWASH LIGHTS” ON/OFF switch (green
= ON, amber = OFF).
Page Code
2-02-20 8 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
FORWARD VIP SEAT PASSENGER CONTROL PANEL
Page Code
NOVEMBER 30, 2001 2-02-20 9 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
AFT VIP CONTROL PANEL (OPTIONAL)

The aft VIP control panel is located in the left-hand side panel near the
aft VIP seat (optional). There is a headset jack and
volume/temperature “UP” and “DOWN” control buttons. The audio will
correspond to the chosen video selection, however, it can be selected
separately from the video. This panel has the ability to control the
following items:
1 - FORWARD UPWASH LIGHTS
− The forward cabin upwash lights can be turned ON or OFF by
pressing the “FWD UPWASH LIGHTS” ON/OFF switch (green =
ON, amber = OFF).
− The aft cabin upwash lights can be turned ON or OFF by
pressing the “AFT UPWASH LIGHTS” ON/OFF switch (green =
ON, amber = OFF).
3 - READING LIGHT
− The reading light can be turned ON or OFF by pressing the
“READ LIGHT” ON/OFF switch (green = ON, amber = OFF).
4 - SPEAKER AUDIO SELECTION
− Using the “SPEAKER AUDIO SELECT” switch, change the
the forward cabin speakers. The audio source selected will be
displayed on the LED display.
5 - SPEAKER ON/OFF
− Pressing the “SPEAKER ON/OFF” button can turn the forward
cabin speakers ON or OFF (green = ON, amber = OFF).
LED display.
− The “PERSONAL VIDEO SELECT” button can be used to select
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2-02-20 10 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
8 - CABIN TEMPERATURE CONTROLLER

− Pressing the “CABIN TEMP CONTROL” button presents the
approximate cabin temperature (°F). With the “UP” and
“DOWN” buttons cabin temperature can be adjusted.
9 - TABLE LIGHT
− The table light can be turned ON or OFF by pressing the
“TABLE LIGHT” ON/OFF switch (green = ON, amber = OFF).
10 - AFT DOWNWASH LIGHTS
− The aft cabin downwash lights can be turned ON or OFF by
pressing the “AFT DNWASH LIGHTS” ON/OFF switch (green =
ON, amber = OFF).
11 - FORWARD DOWNWASH LIGHTS
− The forward cabin downwash lights can be turned ON or OFF by
pressing the “FWD DNWASH LIGHTS” ON/OFF switch (green
= ON, amber = OFF).
Page Code
NOVEMBER 30, 2001 2-02-20 11 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
AFT VIP SEAT PASSENGER CONTROL PANEL
Page Code
2-02-20 12 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ESCUTCHEONS
The escutcheons are provided to support the gasper air outlets, the
oxygen box assemblies, the speakers and the reading lights.
There are two types of escutcheons. The first assembly comprises two
reading lights, a speaker, and a speaker grill, while the second one
comprises an oxygen box assembly installed in the middle of the
escutcheon, a reading light, and a gasper air outlet. In the left-hand
and right-hand escutcheons assemblies, the reading light and the
gasper air outlet are positioned to establish symmetry between both
sides of the aircraft.
The escutcheons are installed in the left-hand and right-hand valance
panels in sets of three units each, one first escutcheon type between
two second escutcheon type, above the seats of conference table and
executive tables, the executive divan seat, and the credenza, for
passengers comfort.
A second escutcheon type is installed in the lavatory valance panel.
The escutcheons provide the following services:
1 - READING LIGHTS.
2 - AIR GASPER.
3 - OXYGEN MASKS DISPENSING.
4 - LOUDSPEAKER FOR INTERNAL COMMUNICATION.
Page Code
NOVEMBER 30, 2001 2-02-25 1 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
1 - READING LIGHTS
− Press the “READ LIGHT” button on the passenger seat control
panel to turn the reading lights on. To control light direction,
push the reading light in the direction illumination is desired.
2 - AIR GASPER
− Turn the nozzle that protrudes from the ball assembly to control
the airflow volume. To control airflow direction, push the nozzle
in the direction in which the airflow is desired.
Page Code
2-02-25 2 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ESCUTCHEONS - COMPONENT LOCATIONS
Page Code
NOVEMBER 30, 2001 2-02-25 3 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-25 4 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
CLOSETS
The LH (left-hand) forward closet, LH and RH (right-hand) closets,
entertainment cabinet and credenza are used for stowage of
passenger garments, miscellaneous items, life rafts, pillows, blankets,
magazines, plug-in monitors and as a storage area for emergency
equipment, umbrella, entertainment equipment and 110 V AC outlets.
The LH forward closet, LH and RH closets, entertainment cabinet and
credenza are made of lightweight honeycomb panels and the exterior
is covered with a decorative finish and laminate. The LH forward closet
is located in the forward section of the passenger cabin area. The LH
and RH closets are located in the forward section, next to the pocket
door. The entertainment cabinet is located in the forward section in
front of the galley. The credenza is located in the mid-section of the
passenger cabin area.
Page Code
REVISION 4 2-02-30 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
COMPONENTS
LH FORWARD CLOSET
The LH forward closet is composed of two hinged door assemblies,
coat rod, life raft storage, and umbrella storage. The LH forward closet
can storage a total of six umbrellas shelves. The interior of LH forward
closet is accessed by means of two hinged door assemblies. The
doors are held closed with latches.
The 15 inch LCD monitor and the MHR infrared control system may be
installed at the LH forward closet depending on the interior
configuration.
The figure on the next page presents the LH forward closet
components location.
Page Code
2-02-30 2 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
LH FORWARD CLOSET - COMPONENT LOCATIONS
Page Code
ORIGINAL 2-02-30 3 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
LH AND RH CLOSETS
The LH and RH closets have a hinged door assembly and a coat rod.
The door is held closed with a latch. These closets offer room for coats
and miscellaneous storage. The LH closet contains a 15 inch LCD
monitor, and the MHR infrared control system.
The RH closet is comprised of optional drawers, floor level warm
outlets and ECS/decompression airflow outlets.
The figure on the next page presents the LH and RH closet
components location.
NOTE: The LH and RH closets are only available for some passenger
cabin layouts.
Page Code
2-02-30 4 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
LH AND RH CLOSETS - COMPONENT LOCATIONS
Page Code
ORIGINAL 2-02-30 5 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
CREDENZA
The credenza has a magazine rack assembly and according to the
interior arrangement there are three or four hinged door assemblies
and eight or ten drawer assemblies installed. The doors and drawers
are held closed with latches.
The credenza includes escape path light, room for soft storage (pillows
and blankets), miscellaneous items, extra china and flatware storage,
printer/fax machine, magazine, headphone, and life raft storage. It also
possesses space provisions for a 10.4 inch pop-up LCD monitor, 110
V AC outlet for printer/fax machine, floor level warm air outlets and
ECS/decompression airflow outlets.
The figures on the following pages present the credenza´s components
location.
Page Code
2-02-30 6 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
CREDENZA - COMPONENT LOCATIONS (WITH THREE HINGED

DOORS AND EIGHT DRAWER ASSEMBLIES)
Page Code
JUNE 20, 2002 2-02-30 7 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
CREDENZA - COMPONENT LOCATIONS (WITH FOUR HINGED

DOORS AND TEN DRAWER ASSEMBLIES)
Page Code
2-02-30 8 01 JUNE 20, 2002
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
REVISION 1 2-02-30 9 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
ENTERTAINMENT CABINET
The entertainment equipment rack, installed in the forward section of
the passenger cabin area, has two storage compartments for
emergency equipment, a vented storage compartment for AC-power
static inverters and laptop controller interface, entertainment circuit
breakers panel compartment, systems compartments, two DVD
players, a video player, Airshow Genesys, SATCOM, clear ice, an
entrance control panel, entertainment control panel, a media storage
rack, protective breathing equipment (PBE), aisle lights and an area of
ECS/decompression air outflow.
Three hinged-door assemblies and a removable panel give access to
its interior. The doors are held closed with latches.
The following list presents the main components on the entertainment
cabinet, and the figure provided on the next page shows the location of
these components.
1 - MEDIA STORAGE RACK

2 - MASTER ENTERTAINMENT CONTROL PANEL
3 - ENTRANCE CONTROL PANEL
4 - MULTI-REGION DIGITAL VIDEO DISK PLAYER
5 - HANDSET
6 - MULTI-STANDARD VIDEO CASSETTE RECORDER
7 - FIRE EXTINGUISHER
8 - CLEAR ICE PROCESSOR
9 - AUDIO AMPLIFIER
10 - TEMPERATURE CONTROLLER
11 - MH PROGRAMMMING INTERFACE
12 - PAX AC STATIC INVERTER
13 - MH INTERFACE
14 - PBE/SMOKE HOOK
15 - PORTABLE OXYGEN CYLINDER
16 - CRASH AXE WITH LEATHER POUCH
17 - FIRST AID KIT
18 - FLASHLIGHT
19 - ENTERTAINMENT CABINET CIRCUIT BREAKER PANEL
20 - MH CABIN CONTROLLER
21 - SATCOM
22 - AIRSHOW DIGITAL INTERFACE UNIT
23 - MH ENTERTAINMENT CONTROL PANEL
Page Code
2-02-30 10 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ENTERTAINMENT CABINET - COMPONENT LOCATIONS

(AIRPLANES UP TO S/N 685 (INCLUSIVE))
Page Code
REVISION 4 2-02-30 11 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
AIRFRAMES.
The entertainment equipment rack has a storage compartment for
emergency equipment, a vented storage compartment for AC static
power inverter, a laptop controller interface, an entertainment circuit
breakers panel compartment, system compartments, two DVD players,
video player, airshow genesys, SATCOM, an entrance control panel,
an entertainment control panel, a media storage rack, a PBE, and a
curtain storage compartment. Three hinged-door assemblies and a
removable panel give access to its interior. The doors are held closed
with latches. The entertainment equipment rack is installed in the
forward section of the passenger cabin area.
The following list presents the main components on the entertainment
cabinet, and the figure provided on the next page shows the location of
these components.
1 - MASTER ENTERTAINMENT CONTROL PANEL

2 - CD STORAGE RACK
3 - VIDEO STORAGE RACK
4 - ENTRANCE CONTROL PANEL
5 - FIRE EXTINGUISHER
6 - PROTECTIVE BREATHING EQUIPMENT
7 - PORTABLE OXYGEN CYLINDER AND MASK ASSY
8 - MEDICAL KIT
9 - DIGITAL VIDEO DISK PLAYER
10 - VIDEO CASSETE PLAYER
11 - CIRCUIT BREAKERS PANEL
12 - AUDIO AMPLIFIER 1
13 - COOLING FAN
14 - MH ENTERTAINMENT CONTROLLER
15 - SATELLITE DATA UNIT
16 - AIRSHOW DIGITAL INTERFACE UNIT
17 - AUDIO AMPLIFIER 2
18 - MH CABIN CONTROLLER
19 - MHP LAPTOP CONTROLLER
20 - MH INTERFACE CABIN MANAGEMENT
21 - MHR IRS
22 - TEMPERATURE CONTROLLER
23 - AC STATIC POWER INVERTER
Page Code
2-02-30 12 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ENTERTAINMENT CABINET - COMPONENT LOCATIONS

(AIRPLANES FROM S/N 686 (INCLUSIVE) AND SUBSEQUENT
AIRFRAMES)
Page Code
REVISION 4 2-02-30 13 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
ENTRANCE CONTROL PANEL

(AIRPLANES UP TO S/N 685 (INCLUSIVE))
The entrance control panel controls the main door and entry courtesy
lights.
The ENTRY LIGHTS ON/OFF push-button switch can turn ON or OFF
the courtesy and stair lights. Pressing the ENTRY LIGHTS AUTO
push-button switch, the courtesy and the stair lights will be ON when
the main door is open.
The DOOR CLOSED push-button switch commands the main door to
close and the DOOR BLOCKED indication shows when the main door
is hydraulically blocked.
1 - ENTRY LIGHTS ON/OFF
− Press ENTRY LIGHTS ON/OFF to turn the courtesy and the
stair lights ON/OFF.
2 - ENTRY LIGHTS AUTO
− Press ENTRY LIGHTS AUTO to turn the courtesy and the stair
lights ON when the door is open.
3 - DOOR CLOSED
− Press DOOR CLOSED button to command the main door to
close.
4 - DOOR BLOCKED
− When the DOOR BLOCKED indication becomes amber the
main door actuator hydraulic line remains pressurized after door
closing. In this case the main door is hydraulically blocked.
Otherwise, when it becomes green the hydraulic actuator line is
depressurized.
Page Code
2-02-30 14 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ENTRANCE CONTROL PANEL - CONTROLS AND INDICATORS
Page Code
REVISION 4 2-02-30 15 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
ENTRANCE CONTROL PANEL

AIRFRAMES)
The entrance control panel controls the main door and entry lights.The
airstair lights on/off push-button switch controls the stair lights; the step
light on/off push-button switch controls the step light; and the area light
on/off push-button switch controls the door area light. The airstair door
close push-button switch controls the main door to close and the door
blocked push-button switch commands the main door to block.
1 - AIRSTAIR DOOR CLOSE

− Controls the main door to close.
2 - DOOR BLOCKED
− Controls the main door to block.
3 - AIRSTAIR LIGHTS ON/OFF
− Controls the stair lights on/off.
4 - STEP LIGHT ON/OFF
− Controls the step light on/off.
5 - AREA LIGHT ON/OFF
− Controls the door area light on/off.
Page Code
2-02-30 16 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
MASTER ENTERTAINMENT CONTROL PANEL
6 - DISPLAY
− Monitors source selection
7 - SPEAKER SELECTION INDICATION
− Indicates if the speaker is selected.
8 - FORWARD VIDEO SELECTION INDICATION
− Indicates if the forward video is selected.
9 - AFT VIDEO SELECTION INDICATION
− Indicates if the aft video is selected.
10 - TEMPERATURE
− Displayed in degrees Fahrenheit.
11 - MAP DISPLAY MODE; (MAP, AUTO, LOGO, INFO)
− Selects the map modes of the Airshow.
12 - AFT LCD ON/OFF SWITCH
− When alternately pressed, turns ON or OFF the aft LCD.
13 - FORWARD LCD ON/OFF SWITCH
− When alternately pressed, turns ON or OFF the forward LCD.
14 - SPEAKER ON/OFF SWITCH
− When alternately pressed, turns ON or OFF the speaker.
15 - VOLUME UP KEY
− Increases the volume on the audio speakers.
16 - VOLUME DOWN KEY
− Decreases the volume on the audio speakers.
Page Code
REVISION 4 2-02-30 17 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-30 18 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ENTRANCE/MASTER ENTERTAINMENT CONTROL PANEL

AIRFRAMES)
Page Code
REVISION 4 2-02-30 19 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-30 20 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
PARTITIONS
The partitions are used to separate the cockpit from the passenger
cabin area, the forward galley area from forward passenger
compartment, the forward passenger compartment from the aft
passenger compartment, the lavatory from the passenger cabin area,
and the lavatory from the baggage compartment.
The EMB-135BJ is equipped with the following partitions:
Cockpit/passenger cabin partition, which separates the cockpit from
the passenger cabin area with controllable access door between the
two areas; the pocket door partition, which separates the forward
galley area from forward passenger compartment and contains a
sliding pocket door; the cabin partitions, which separates the forward
passenger compartment from the aft passenger compartment; the
toilet partition, which separates the lavatory from the passenger cabin
area and incorporates a swing door; and the lavatory/baggage
compartment partition, which separates the lavatory from the baggage
compartment, and is also provided with a swing door that permits
passage from one area to another.
The following figure shows the location of the partitions.
Page Code
REVISION 4 2-02-35 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-35 2 01 ORIGINAL
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
PARTITIONS LOCATION
Page Code
ORIGINAL 2-02-35 3 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
COMPONENTS
COCKPIT/PASSENGER CABIN PARTITION

The cockpit/passenger cabin partition possesses a cockpit door, LH
and RH partitions.
The cockpit door assembly is composed of a blowout panel assembly
and a door assembly. The door assembly contains a locking latch
assembly and a viewer. Two strap assemblies keep the blowout panel
assembly attached to the door in the event of a significant pressure
increase or decrease in the aircraft. The peephole allows the cockpit
occupants to see through the door assembly. The locking latch
assembly engages a striker on the LH partition to secure the door
when it is closed.
The cockpit/passenger cabin LH partition contains a striker and an
electrical installation. The electrical installation possesses a harness
assembly.
The cockpit/passenger cabin RH partition is provided with an access
panel assembly that gives access to the relay box.
One blue light can be provided above the cockpit door to advise when
the cockpit is to be shut out. This light is commanded through the
STERILE light switch located at the overhead panel.
The figure on the next page presents the location of the
cockpit/passenger cabin partition components.
Page Code
2-02-35 4 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
COCKPIT/PASSENGER CABIN PARTITION

COMPONENT LOCATIONS
Page Code
ORIGINAL 2-02-35 5 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
POCKET DOOR PARTITION

The pocket door partition is a decorative lightweight panel assembly
installed with fasteners to the forward galley.
The function of the pocket door is to reduct noise level and to provide
privacy to the passenger cabin area.
There are two types of pocket door partitions, which are the single and
dual sliding pocket door.
Both pocket doors open by a lateral sliding movement and have a
locking mechanism to lock the door in the open position for takeoffs
and landings.
The figures on the next pages present the two types of pocket doors
and their partition components.
Page Code
2-02-35 6 01 REVISION 7
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
SINGLE POCKET DOOR PARTITION - COMPONENT LOCATIONS
Page Code
REVISION 7 2-02-35 7 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-35 8 01 REVISION 7
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
DUAL POCKET DOOR PARTITION - COMPONENT LOCATIONS
Page Code
REVISION 7 2-02-35 8A 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
CABIN PARTITION
The cabin partition has a LH partition, a RH upper partition, and a RH
lower partition made of decorative honeycomb panels. They are also
lined with a gloss and veener coat that gives this partition a decorative
finish. The panels are tapered at the top to provide an “open”
appearance. The LH partition is provided with “EMERGENCY EXIT”,
“NO SMOKING”, and “FASTEN SEATS BELTS” signs on both sides.
The RH partition is removable.
The figure on the next page presents the location of cabin partition
components.
Page Code
2-02-35 8B 01 REVISION 7
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
CABIN PARTITION - COMPONENT LOCATIONS
Page Code
ORIGINAL 2-02-35 9 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
TOILET PARTITION
The toilet partition has a LH partition, a RH partition, and a swing door
made of decorative honeycomb panels installed at the rear of the
passenger cabin area. The toilet partition is lined with a gloss and
veener coat. The doorknobs and latch are gold plated. The double
swing door is a two-way operable door and contains a door pop-up
header, and a doorknob with “VACANT/OCCUPIED” sign controlled by
a slide bolt that can be overridden from the cabin side.
The LH partition includes “NO SMOKING” and “FASTEN SEAT
BELTS” signs.
The figure on the next page presents the location of the toilet partition
components.
Page Code
2-02-35 10 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
TOILET PARTITION - COMPONENT LOCATIONS
Page Code
ORIGINAL 2-02-35 11 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
LAVATORY/BAGGAGE COMPARTMENT PARTITION

The lavatory/baggage compartment partition is composed of LH and
RH partitions. The LH partition contains a baggage compartment door
and a baggage lights control panel that is turned ON/OFF in the
lavatory.
The baggage lights control panel controls the two incandescent lights
of the baggage compartment.
The forward surface, including the door, lined with a gloss and veneer
coat that gives this partition a decorative finish. The aft side of the
lavatory/baggage compartment partition is lined with gross-point fabric.
The baggage compartment door contains a latch mechanism, a
blowout panel assembly, a guard assembly, and a peephole (one-way
into the baggage area). The latch mechanism allows the door to be
opened from the baggage compartment interior.
The guard assembly is made of a metallic structure and is designed to
catch the blowout panel assembly should this panel be blown-out.
Within the guard assembly, there are two lanyards that keep the
blowout panel attached to the door if a remarkable pressure difference
occurs between the lavatory and the baggage compartment.
The lavatory/baggage compartment partition also contains a
microswitch that provides an EICAS message indicating door open
status.
The figure on the next page presents the location of the
lavatory/baggage compartment partition components.
Page Code
2-02-35 12 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
LAVATORY/BAGGAGE COMPARTMENT PARTITION

COMPONENT LOCATIONS
Page Code
NOVEMBER 30, 2001 2-02-35 13 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
1 - RELAY BOX ACCESS PANEL

− To operate the relay box panel on the LH partition located at the
cockpit/passenger cabin partition, access through the life vest
compartment is required.
− To operate the relay box panel on the RH partition located at the
cockpit/passenger cabin partition, access through the forward
galley is required.
2 - POCKET DOOR
− To open the pocket door, release the latch and smoothly slide it
through the tracks without binding or hesitation to the RH side.
− To close the pocket door, smoothly slide it through the tracks
without binding or hesitation to the LH side and fit the latch.
The figure on the next page presents the operation of the pocket door.
Page Code
2-02-35 14 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
POCKET DOOR - OPERATION
Page Code
NOVEMBER 30, 2001 2-02-35 15 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-35 16 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
WATER AND WASTE

The water and waste system has three sub-systems: the water supply
system, the water/waste drain system, and the toilet waste system.
In the lavatory compartment there is a washbasin unit and a toilet
assembly, while in the forward galley there is a washbasin unit
installed. Some airplanes may be equipped with a forward lavatory,
where there is a washbasin unit and a toilet assembly that are supplied
by an independent water system.
Each washbasin unit furnishes drinking water through pressurized
water lines, and drains wastewater overboard by differential pressure.
The water/waste drain system routes wastewater from the lavatory and
galley washbasin units and other sources to the overboard water/waste
drain ports.
In the case of forward lavatory, the water/waste is drained to the
forward lavatory waste tank. This waste tank is serviced by inside the
forward lavatory.
The waste tank unit contains a liquid disinfectant that cleans the bowl
through cycling. The system also has an arrangement for odor
exhausting from the toilet assembly.
The toilet waste system provides sanitary means to collect toilet waste
for proper disposal when the aircraft is on the ground.
WATER
FOR AIRPLANES UP TO S/N 685 (INCLUSIVE):
The water system stores water for drinking and washing purposes in a
pressurized and freeze-protected tank. It assures no contamination of
the water by being made up of stainless-steel components and using
two water filter units installed near the water tank.
It supplies the washbasin with water at ambient cabin temperature and
heated water through the supply lines, which connect the tank to the
washbasin faucets, every time and while the faucets are in use.
The water system control panel is installed in the forward galley to
provide status indication and control for the water system.
Water servicing is done through the external water service panel, on
the lower rear right side of the wing-to-fuselage fairing, which allows
the supply of water to the tank and drain, if necessary with heated
nipples with caps (fill and overflow), switches, drain valve, and a
control cable.
Page Code
REVISION 6 2-02-40 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
The nipples mounted on the external service panel are directly
connected to the tank through stainless-steel tube assemblies and
hoses.
There is a back drain valve that provides means to drain the water
system during ground servicing. A drain switch located on the water
service panel actuates the valve.
Each washbasin, one in the galley and the other in the lavatory
compartment, has a manual isolation shutoff valve, a water heater, and
a hot/cold water faucet. In the event of a water leak, the washbasins
can be shut-off by closing the isolation valves. The water heaters
provide hot water for the faucets.
In order to prevent freezing during high-altitude, long-duration flights,
there is an external electric heater blanket on the water storage tank
and two types of electric heaters for the water distribution lines, which
are the inner-line heater and the heated hose.
The inner-line electric heater requires 115 V AC - 400 Hz electrical
power, which is supplied from a heater controller. The inner-line heater
is inserted into the water distribution line through an interface fitting.
The heated hose is flexible and has an integrated external electrical
heating element. The heated hose requires 28 V DC power and a
remotely located thermostat switch.
Electric heaters are installed on the water tank drain valve. The
heaters require 28 V DC power and are controlled by the two
thermostat switches that control the heated hoses.
Electric heaters are also installed on the fill and the vent-overflow ports
on the water service panel.

AIRFRAMES:
Before any service is performed on the water system, the operator
needs to ensure that the system is de-energized at the water control
panel located in the upper aft Galley, upper right hand cabinet door.
NOTE: It is recommended that the Water System be drained if the
aircraft is expected to stay overnight in an environment below
the freezing point of water.
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2-02-40 2 01 REVISION 6
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
The water system stores water for drinking and washing purposes in
two pressurized and freeze-protected tanks, one located in the upper
forward galley (with 15 liters - 3.9 US gallons of capacity), the other in
the upper portion of the aft lavatory (with 35 liters - 9.2 US gallons of
capacity). Both tanks employ stainless-steel components and water
filter units, which inhibit water contamination.
The galley and aft lavatory tanks supply the washbasin with water at
the ambient cabin temperature and heated water through the supply
lines, which connect the tank to the washbasin faucets, every time and
while the faucets are in use.
The water system control panel is installed in the forward galley to
provide status indication and control for the water system.
Water servicing is done through two external water service panels, one
on the lower rear right side of the wing-to-fuselage fairing and the other
on the lower front right side of the wing. Both allow the supply of water
to the tanks and drain, if necessary with heated nipples with caps (fill
and overflow), switches, drain valve, and a control cable.
For the optional forward lavatory, the Water System is serviced from
inside the forward lavatory compartment. Water is stored in a water
tank (with 10 liters - 2.6 US gallons of capacity) that supplies the
forward lavatory washbasin.
The nipples mounted on each external service panel are directly
connected to the associated tank through stainless-steel tube
assemblies and hoses.
There is a back drain valve that provides the means to drain the water
system during ground servicing. The valve is actuated by a drain
switch located on the water service panel.
Each washbasin, one in the galley and the other in the lavatory
compartment, has a manual isolation shutoff valve, a water heater, and
a hot/cold water faucet. In the event of a water leak, the washbasins
can be shut-off by closing the isolation valves. The water heaters
provide hot water for the faucets.
In order to prevent freezing during high-altitude, long-duration flights,
there is an external electric heater blanket on each water storage tank
and two types of electric heaters for the water distribution lines, which
are the inner-line heater and the heated hose.
Page Code
REVISION 6 2-02-40 3 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
The inner-line electric heater requires 28 V DC electrical power, which
is supplied from a heater controller. The inner-line heater is inserted
into the water distribution line through an interface fitting.
The heated hose is flexible and has an integrated external electrical
heating element. The heated hose requires 28 V DC power and a
remotely located thermostat switch.
Electric heaters are installed on each water tank drain valve. The
heaters require 28 V DC power and are controlled by the thermostat
switches that control the heated hoses.
Electric heaters are also installed on the fill and the vent-overflow ports
on each water service panel.
Page Code
2-02-40 4 01 REVISION 6
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
WATER SYSTEM - CONTROL AND SERVICE PANELS
Page Code
REVISION 6 2-02-40 5 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
WASTE DISPOSAL
The waste system consists of an electrically-operated self-contained
recirculation toilet unit, which collects and stores human waste in an
internal holding tank. Adequate chemical products are used to disinfect
and deodorize the waste holding tank.
A vent line connecting the waste holding tank to the exterior performs
its ventilation (odors exhaust) by means of differential pressure.
Toilet flushing is initiated by pressing and releasing the flush button
adjacent to the toilet. This button actuates a motor-driven pump and
filter, which delivers flushing fluid for a pre-timed interval.
A restrictor at the bowl bottom prevents waste material return when it is
carried directly to the tank.
A waste service panel on the lower rear right side of the fuselage is
equipped with a control cable, a waste drain valve and a rinse nipple
with cap, and allows the waste system to be serviced.
Page Code
2-02-40 6 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
WASTE DISPOSAL - WASTE SERVICE PANEL LOCATION

AND SCHEMATIC DIAGRAM
Page Code
REVISION 4 2-02-40 7 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
The optional forward lavatory has its own separated waste system,
which consists of an electrically-operated self-contained recirculation
toilet unit, which collects and stores human waste in an internal holding
tank. Adequate chemical products are used to disinfect and deodorize
the waste holding tank.
The forward lavatory waste servicing is done by taking out the waste
tank from inside the lavatory.
Page Code
2-02-40 8 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
FORWARD LAVATORY - WASTE DISPOSAL
Page Code
REVISION 4 2-02-40 9 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-40 10 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
AIRSTAIR MAIN DOOR

The aircraft is provided with one main entry door located at the left
forward fuselage section.
The main door, incorporating folding airstairs, is hinged at its lower
edge. The door is raised under normal operation conditions by two
hydraulic door actuators powered by hydraulic system 1 or by an
accumulator with sufficient capacity for three complete door operation
cycles.
The door opening operation is manual. The hydraulic circuit damping
function allows a smooth operation when the door is lowered.
The system may be controlled from inside or outside the airplane,
respectively through the internal main door control panel, which is part
of the entrance control panel, or through the exterior main door control
panel.
The internal main door control push-button DOOR CLOSED is located
in the internal main door control panel. The external main door control
push-button PRESS CLOSE DOOR is located behind an access panel
on the lower left-hand side of the door´s lower edge.
The door may also be closed and locked by raising it manually, by an
outside ground attendant, actuating either the inner or the outer
handle.
An alternative main door opening valve is provided in the cockpit to
allow the main door to be lowered if it is blocked by hydraulic system
pressure (selector valve failure).
NOTE: No more than three persons should simultaneously be
standing on the doorsteps.
EICAS MESSAGE
Main door is open or not properly
WARNING MAIN DOOR OPN locked either on the ground with
engine 1 running or in flight.
Page Code
REVISION 5 2-02-45 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
1 - EXTERIOR MAIN DOOR CONTROL BUTTON

− When pressed, a solenoid valve is energized, allowing hydraulic
power to raise the main door.
2 - INTERIOR MAIN DOOR CONTROL BUTTON - DOOR CLOSED
− When pressed, a solenoid valve is energized, allowing hydraulic
power to raise the main door.
− The DOOR BLOCKED indication becomes amber on the
internal main door control panel when the main door actuator
hydraulic line remains pressurized after door closing. In this
case the main door is hydraulically blocked.
3 - ALTERNATE MAIN DOOR OPENING VALVE (EMERGENCY
DISCHARGE VALVE)
− Open the access panel of the emergency discharge valve.
− Turn the emergency discharge valve button clockwise to
decrease the high pressure in the pressure/return line of the
actuators.
− When actuated for 2 minutes, it depressurizes the door close
line, allowing the main door to be lowered when blocked by
hydraulic system pressure, provided Hydraulic System 1 is
depressurized.
− The DOOR BLOCKED indication becomes green on the internal
main door control panel, and the main door opens smoothly.
Page Code
2-02-45 2 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
AIRSTAIR MAIN DOOR CONTROLS AND INDICATORS
Page Code
NOVEMBER 30, 2001 2-02-45 3 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
AIRSTAIR DOOR OPERATION (INSIDE CABIN)
Page Code
2-02-45 4 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
AIRSTAIR DOOR OPERATION (OUTSIDE CABIN)
Page Code
ORIGINAL 2-02-45 5 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
MAIN DOOR ACOUSTIC CURTAIN

The airplane is equipped with an acoustic curtain at the main door
area. The acoustic curtain reduces noise level in the forward
passenger cabin area when it is installed.
NOTE: - The acoustic curtain must be stowed for takeoff and

landing.
- The acoustic curtain should be installed during flights for
passenger comfort.
- The acoustic curtain should be rolled-up with the ultra-
leather facing outward. Thus, in case of rain, snow, wind or
other weather conditions, the ultra-leather will be the
exposed material.
Page Code
2-02-45 6 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
MAIN DOOR ACOUSTIC CURTAIN
Page Code
NOVEMBER 30, 2001 2-02-45 7 01

EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
Page Code
2-02-45 8 01 NOVEMBER 30, 2001
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ACCESS DOORS AND HATCHES

There are some doors that provide access to several airplane systems
in the pressurized and in the non-pressurized compartments.
The lavatory/baggage compartment door provides ground or in-flight
access to the baggage compartment from the lavatory.
The control rigging door provides access to the airplane´s systems
located at the pressurized compartment below the cockpit floor. The
rear electronic compartment door provides access to the electronic
components located in this pressurized compartment.
The forward electronic compartment door, the pressure-fueling control
panel door and the landing gear doors provide access to the non-
pressurized compartments.
The baggage door, on the aft left-hand side of the fuselage provides
external access to the baggage compartment.
The aircraft is provided with three emergency exits for crew and
passenger emergency evacuation, which are as follows 1) Two cockpit
emergency exits, and 2) One passenger cabin emergency exit, located
over the wing on the right side of the fuselage. This emergency exit is
one of the two passenger cabin emergency escape hatches, located
over the wings. The other escape hatch, located on the left side of the
passenger cabin, is permanently locked and cannot be used as an
emergency exit. This hatch, however, can be removed for
maintenance purposes. The pilot and copilot direct-vision windows are
used as the cockpit emergency exits by unlatching and removing them
inward the cockpit.
All doors have a warning system, except for the landing gear doors and
the cockpit emergency exits.
Access doors and hatches locations are presented in the figures on the
following pages.
Page Code
REVISION 4 2-02-50 1 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
ACCESS DOORS AND HATCHES LOCATIONS
Page Code
2-02-50 2 01 ORIGINAL
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
ACCESS DOORS AND HATCHES LOCATIONS 2
Page Code
REVISION 4 2-02-50 3 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
BAGGAGE DOOR
The baggage door is located on the rear left side of the fuselage,
below the pylon, and is manually operated from the outside. It is
provided with a locking mechanism controlled by an external handle
that is stowed in a recess in the mid-lower portion of the door. The
door is provided with a depressurization vent that allows opening
operations.
EICAS MESSAGE
Baggage door open or not
CAUTION BAGGAGE DOOR OPN
properly locked.
Page Code
2-02-50 4 01 ORIGINAL
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
BAGGAGE DOOR OPERATION
Page Code
ORIGINAL 2-02-50 5 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
COMPARTMENT HATCHES
A number of access doors and hatches for different aircraft systems
can be found along the fuselage.
The compartment hatches provide access for servicing the airplane´s
systems and equipment.
The ventral cockpit access hatch is located under the fuselage,
providing access to the fuselage pressurized compartment.
The forward electronic compartment access hatch is inside the nose
landing gear wheel well.
The rear electronic compartment access hatch is located on the rear
right side of the fuselage. This hatch provides access to the airplane´s
pressurized area, which contains the rear electronic compartment,
rudder autopilot servo, rudder control cables and electrical harness,
stabilizer electrical harness and elevators control cables.
An unlocked condition of any compartment hatch causes a single
caution message on EICAS. In addition, the MFD indicates an open
hatch (es) condition through a graphical representation.
EICAS MESSAGE
At least one compartment
CAUTION ACCESS DOORS OPN access hatch is open or not
properly locked.
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2-02-50 6 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
REFUELING PANEL ACCESS DOOR

The refueling panel access door is located on the forward right side of
the wing-to-fuselage fairing (refer to Section 2-8 – Fuel System).
Opening the refueling panel access door causes an EICAS caution
message. In addition, the MFD indicates an open-door condition
through a graphical representation.
EICAS MESSAGE
Refueling panel access door
CAUTION FUELING DOOR OPN
open or not properly closed.
LAVATORY/BAGGAGE COMPARTMENT ACCESS

DOOR
The lavatory/baggage compartment access door is located in the
lavatory/baggage compartment partition, and provides in-flight access
to the baggage compartment.
This access door must be closed for takeoffs and landings.
Opening of the lavatory/baggage compartment access door causes an
EICAS caution message. In addition, the MFD indicates the open-door
condition through a graphical representation.
EICAS MESSAGE
Lavatory/Baggage
CAUTION BAGG ACCESS OPN compartment access door
open or not properly closed.
Page Code
REVISION 4 2-02-50 7 01
EQUIPMENT AIRPLANE
AND FURNISHINGS
OPERATIONS
MANUAL
EMERGENCY EXIT HATCHES

One passenger cabin emergency escape hatch is located over the left-
hand wing. (Refer to Section 1-10 – Emergency Information).
DOORS AND HATCHES INDICATION ON MFD

The DOORS section of the Takeoff System Page of the MFD consists
of a graphical representation of the airplane (white) with squares
located along the fuselage to denote the various doors and hatches
that are monitored.
If a door or hatch is ajar, the associated graphical square will change
from green to red and a red DOOR OPEN inscription will be presented,
boxed in red, in the lower left corner of the DOORS section.
The following doors and hatches are monitored for status:
− Main door;
− Baggage door;
− Lavatory/Baggage compartment access door;
− Fueling panel access door;
− Rear electronic compartment access hatch;
− Forward electronic compartment access hatch;
− Under cockpit access hatch;
− Emergency exit hatch.
Page Code
2-02-50 8 01 REVISION 4
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
DOORS AND HATCHES INDICATION ON MFD
Page Code
ORIGINAL 2-02-50 9 01
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AND FURNISHINGS
OPERATIONS
MANUAL
FORWARD LAVATORY DOORS
INTRODUCTION
The forward lavatory compartment is located in the service area, which
is mainly used by the crewmembers. The forward lavatory offers
adequate conditions for the crew´s personal hygiene and amenities.
FORWARD DUAL POCKET DOOR
The forward dual pocket door partition is divided into the LH forward
pocket door partition and the RH forward pocket door partition. Each
side comprises a door hinge fitting, door latch, and an indicator latch.
The forward dual pocket door partition structurally separates the
forward lavatory/service area and the seating area of the passenger
compartment.
In case of the dual pocket door becomes jammed, push or kick at the
center until door breaks free. To ensure a free pathway restow the
door as follows:
− Swing back, slowly, each door leaf perpendicular to the aisle.
− Lift up each leaf until it locks.
− Stow each leaf in the pocket as in normal operation.
BI-FOLD FOWARD LAVATORY DOOR
The door on the fwd lavatory is a bi-fold door that when opened 90°
locks onto the galley, across the aisle, closing off the forward part of
the service area. The bi-fold door is provided with means to unlock the
door from outside.
When the bi-fold lavatory door separetes at the center, in order to
ensure a free pathway, swing both RH and LH leaves back and secure
them as follows:
RH door:
− Locate lanyard underneth galley toe kick
− Attach the lanyard hook to the bracket located underneath the RH
door leaf.
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MANUAL
LH door:
1 - Engage door arm on T-rail.

2 - Remove bolt.
3 - Rotate locking arm and align with hole A.
4 - Install bolt and nut.
OPERATION
To use the fwd lavatory, the forward dual pocket door and the bi-fold
forward lavatory door must be operated as follows.
To enter:
− In the service area, slide the RH and LH side of the forward dual
pocket door to close and latch them.
− The doors must close smoothly without binding or hesitation and
the latch will secure the door in the closed position.
− Unlatch and open the bi-fold forward lavatory door by sliding it to
the forward side until it reaches its path limit and release it from
its upper track.
− Unfold the door toward the galley and lock it to the galley fittings
using the pin locks installed in the door´s upper and lower parts.
− Open the forward and aft close up panels using the knobs of the
bi-fold door to close the gap between the upper part of the bi-
fold door and the headliner.
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FORWARD LAVATORY BI-FOLD DOOR - OPERATION
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MANUAL
To exit:
− Close the forward and aft close up panels using the knobs of the
bi-fold door.
− Unlock from the galley fittings the pin locks installed in the bi-
fold door´s upper and lower parts and fold the bi-fold door
toward the forward lavatory until it fits the upper track.
− Slide the bi-fold door aft and lock it.
− Slide the RH and LH sides of the forward dual pocket door to
open them.
The doors must open smoothly, without binding or hesitation, and the
latch will secure the door in the open position.
Cabin depressurization:
In the event of inadvertent cabin depressurization, the bi-fold door has
two hinges installed with breakable pins that will segregate the door in
to two halves.
One half, fixed to the galley, will rotate 90° and the other half, fixed to
the lavatory structure, will also rotate to permit airflow between the
passenger cabin entrance area and the passenger cabin.
At the same time, the entire forward RH and LH pocket door panels
rotate, just one half panel being enough for the airflow to go through.
After the equalization of the pressure cabin , the bi-fold door must be
reinstalled in the lavatory structure with two center spring rollers and
the door sliding fitted into position. This procedure permits keeping the
bi-fold door stowed until it is repaired.
The pins will need to be replaced before any the lavatory operation.
In the case of accidental cabin depressurization, the lavatory has

unobstructed and redundant lower air paths that allow airflow from the
passenger cabin to the back of the lavatory (fuselage), thereby
providing quick cabin air pressure equalization. These air paths,
located in the toe kick panel, are screened to avoid the ingestion and
trapping of unwanted objects falling into the area around the
lavatory/galley.
In the aft lavatory, the aft pocket door provides the same operation as
that of the forward dual pocket door in case of depressurization
between areas in the aft part of the aircraft.
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MANUAL
AFT LAVATORY
The lavatory compartment is a modular unit that supplies the adequate
conditions for the flight crew´s and passenger´s personal hygiene and
amenities.
The lavatory is located in the aft section of the passenger cabin. The
rear wall of the lavatory is covered by the passenger cabin/baggage
compartment partition.
The following figure presents the location of the lavatory´s main
components.
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MANUAL
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2-02-55 2 01 ORIGINAL
AIRPLANE EQUIPMENT
AND FURNISHINGS
OPERATIONS
MANUAL
LOCATION OF THE LAVATORY´S MAIN COMPONENTS
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REVISION 4 2-02-55 3 01
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AND FURNISHINGS
OPERATIONS
MANUAL
VANITY ASSEMBLY
The vanity assembly is a bonded structure which houses the lavatory
closet assembly, the waste container and its automatic fire
extinguisher, miscellaneous storage, vanity light shroud and passenger
signs NO SMOKING/RETURN TO SEAT. Other accessories for the
vanity assembly include a soap dispenser assembly, a mirror, a toilet
paper roll housing and potable water supply emergency shutoff valve,
electric hot water heater, 110 V GFI outlet, vanity switch panel and a
baggage lights control panel.
The baggage lights control panel is turned ON/OFF in the lavatory and
is installed on the lavatory/baggage compartment partition.
The lavatory closet is composed of a storage compartment, coat rod
and drawer.
TOILET SECTION COMPONENTS

The toilet components of the toilet assembly are the drip pan
assembly, the floor section assembly, the toilet floor lining bracket
assembly, an electric flush toilet, a padded hinged toilet cover, the
potable water system shroud, lid assembly, a toilet tissue dispenser,
and a valance panel.
The valance panel is composed of an escutcheon, in which there are
two reading lights over the toilet assembly that can be turned ON/OFF
by the reading lights switch on the lavatory control panel.
The figure on the next page presents the location of the vanity
assembly and the toilet section components.
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OPERATIONS
MANUAL
LOCATION OF THE VANITY ASSEMBLY AND TOILET SECTION

COMPONENTS
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LAVATORY ELECTRICAL INSTALLATION

There is a smoke detector installed on the ceiling section assembly.
The upwash and downwash lights, two ballasts, an oxygen container,
and one dimmer are on the valance.
The upwash and downwash lights turn to the lit condition when the
lavatory door is closed, and they are controlled by a microswitch in the
door.
An OCCUPIED, EXIT, and NO SMOKING/RETURN TO SEAT signs
are installed on the forward face of the lavatory´s forward wall. The NO
SMOKING/RETURN TO SEAT sign is operated from the cockpit. The
LAV CALL, reading lights and flush switches are installed on the
lavatory control panel in the right-hand lavatory closet assembly. When
the LAV CALL switch is pressed, a tone will sound and the galley
control panel will illuminate the LAV indicator to call the flight attendant.
A flush switch assembly for toilet actuation is located next to the toilet
paper roll housing. When the toilet flush switch is pressed, the toilet
flush cycle is initiated.
The reading light is installed on the valance panel over the toilet. It is
illuminated with a LED module and the beam is adjustable. Pressing
the READ LIGHT labeled switch will turn the reading light ON or OFF.
The vanity assembly comprises the vanity light switch, the passenger
sign NO SMOKING/RETURN TO SEAT and the 110 V GFI outlet. The
vanity light is a fluorescent tube over the vanity mirror, which is
controlled by the VANITY LIGHT ON/OFF labeled switch.
The figure on the next page presents the lavatory electrical installation
component locations.
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MANUAL
LAVATORY ELECTRICAL INSTALLATION -

COMPONENTS LOCATION
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MANUAL
LAVATORY CONTROL PANEL

The lavatory control panel has the ability to control the following items:
1 - FLIGHT ATTENDANT CALL BUTTON
− Press this button to send a signal to call the flight attendant.
2 - LAVATORY READING LIGHTS
− When alternately pressed, turns the lavatory reading light ON or
OFF.
3 - TOILET FLUSH BUTTON
− Press this button to flush the toilet after use.
VANITY CONTROL PANEL

The vanity control panel has the ability to control the following item:
1 - VANITY LIGHTS
− When alternately pressed, turns the lavatory vanity lights ON or
OFF.
BAGGAGE LIGHTS CONTROL PANEL
1 - BAGGAGE COMPARTMENT LIGHTS

− When alternately pressed, turns the baggage compartment
lights ON or OFF.
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MANUAL
LAVATORY, VANITY AND BAGGAGE COMPARTMENT LIGHTS

CONTROL PANELS
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MANUAL
FORWARD LAVATORY
The forward lavatory is optional for airplanes from S/N 686 (inclusive)
and subsequent airframes. The lavatory compartment is a modular unit
that supplies adequate conditions for the flight crew´s and passenger´s
personal hygiene and amenities.
This lavatory is located at the left forward section of the passenger
cabin.
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MANUAL
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OPERATIONS
MANUAL
FORWARD LAVATORY
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AND FURNISHINGS
OPERATIONS
MANUAL
TOILET SECTION COMPONENTS

The Forward Lavatory is installed in a cabinet that includes:
− Vanity/toilet assembly with a bi-fold door.
− LH forward-pocket door.
− Forward lavatory electrical installation.
The rear wall of the lavatory is covered by the LH forward pocket door
cover partition and the front wall is attached to the entertainment
cabinet.
The lavatory door is a bi-fold type. When swung open 90 degrees, it
locks into the galley, across the aisle, closing off the forward part of the
service area. The aft area of the lavatory is also closed when the
lavatory is in use.
The lavatory bi-fold door and the RH/LH forward pocket door function
as a blow-out panel in case of cabin decompression.
The forward lavatory closet houses:
− Self-contained trash receptacle.
− Lavatory light/accent light.
− RTS/NS signs panel (RETURN TO SEAT/NO SMOKING).
− Sink.
− Faucet assembly.
− Soap dispenser assembly.
− Vanity mirror.
− Toilet paper roll housing.
− Potable water tank.
− Water tank shut-off valve.
− Electric hot water heater.
− 110 V GFCI (GROUND FAULT CONTROL ISOLATION) outlet.
− Lavatory indicator panel.
− Miscellaneous storage compartment.
− Self contained toilet.
− Toilet seat.
− Padded hinged toilet cover.
− Lid assembly.
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MANUAL
VANITY ASSEMBLY AND TOILET SECTION -

COMPONENT LOCATIONS
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REVISION 4 2-02-57 5 01
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AND FURNISHINGS
OPERATIONS
MANUAL
LAVATORY ELECTRICAL INSTALLATION

The RTS/NS signs panel (RETURN TO SEAT/NO SMOKING) is
installed on the vanity assembly and is operated from the cockpit.
The flush switch is installed on the vanity assembly. When the toilet
flush switch is pressed, the toilet flush cycle is initiated.
The electrical installation also has a 110 V GFCI outlet installed on the
vanity assembly.
The lavatory light is installed at the top of the lavatory and an accent
light is installed on the vanity assembly. The lights are controlled by a
microswitch installed in the lavatory closet. Both lights are turned on
when the lavatory bi-fold door is in the open position and they are
turned off when the lavatory bi-fold door is in the closed position.

The lavatory has an indicator panel and a flush switch with the
following functions:
− RTS/NS signs panel (RETURN TO SEAT/NO SMOKING)
These signs are installed on the vanity assembly and are
operated from the cockpit.
− FLUSH SWITCH
This push-button controls the toilet flush. When the toilet flush
switch is pressed, the toilet flush cycle is initiated.
− 110V OUTLET
Detailed in the next figure.
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LAVATORY CONTROL PANEL - CONTROLS/INDICATORS
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OPERATIONS
MANUAL
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AND FURNISHINGS
OPERATIONS
MANUAL
PILOT AND PASSENGER CONVENIENCE

ITEMS
The Pilot and Passenger Convenience Items describe the systems
installed on the airplane to provide comfort, facilities and entertainment
for passengers and crew members.
The systems described in this section are optional and some of them
may not be contained in your manual.
The Pilot and Passenger Convenience Items are:
- PC Power System.
- IFE - In-Flight Entertainment System.
- SATCOM - Satellite Communication System.
- Telephone System.
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MANUAL
PC POWER SYSTEM
The PC Power system is designed to supply passenger cabin AC
electric outlets with 115 V AC/60Hz power for Personal Electronic
Devices (PED), such as laptop computers.
A control switch in the In-flight Entertainment Panel (IFE), installed in
the Cockpit Overhead Panel, controls the single-phase AC static
inverter, located in the entertainment cabinet, which converts 28 V DC
from Shed DC Bus 1 into 115 V AC/60 Hz. This control switch is the
PC POWER push-button, which sends a ground signal to start the AC
inverter operation.
The PC Power system starts to operate when the PC POWER push-
button is set to the ON position (released). If the PC POWER push-
button is set to the OFF position (pressed), the AC static inverter
output is disabled and the striped bar in the push-button comes on.
If Shed DC Bus 1 is deenergized, the AC static inverter is also
deenergized. Thus, the AC static inverter does not operate when the
aircraft has only two or less generators providing power to the electrical
system.
The output voltage and frequency are electronically controlled. The AC
static inverter is provided with protection against input under/over
voltage, output under/over voltage, overcurrent, under/over frequency,
input reverse polarity, and short-circuit.
The entertainment cabinet fuse box is installed behind the
entertainment cabinet and is connected to the Shed DC Bus 1 through
a fuse. An another fuse protects the AC static inverter generation.
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MANUAL
GROUND FAULT CIRCUIT INTERRUPTER

The Ground Fault Circuit Interrupter (GFCI) receptacle is a device
which provides personnel protection by interrupting a circuit where a
fault current to ground exceeds a predetermined value, and supplies
power to the AC electric outlets. It also permits localizing power
interruption, provides convenient testing and resetting at the receptacle
itself and minimizes nuisance tripping from extraneous causes. There
are two GFCI installed in the aircraft that can be used as an outlet
itself. One is installed in the forward galley, which supplies power to the
outlets on the left side of the aircraft; and the other in the lavatory,
which supplies power to the outlets on the right side of the aircraft.
NOTE: The use of the AC electric outlets is restricted during takeoff

and landing. On ground, when the aircraft is energized with
external power source (GPU), the AC static inverter output is
available, and when the aircraft is energized with only two or
less generators, the AC static inverter output is available only if
the Shed Bus switch, on the electrical panel, is set to the
OVRD position.
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MANUAL
IN-FLIGHT ENTERTAINMENT PANEL

The PC Power System is only activated or deactivated by releasing or
pressing the PC Power Button on the IFE Panel.
1 - PC POWER BUTTON
− Enables (released) or disables (pressed) the power supply to
the AC-outlet units.
pressed.
PC POWER SYSTEM BUTTON ON THE IFE PANEL
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MANUAL
AC STATIC INVERTER LOCATION
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AND FURNISHINGS
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MANUAL
IN-FLIGHT ENTERTAINMENT SYSTEM

The In-Flight Entertainment (IFE) system provides the passengers with
real-time flight information through the Airshow system, and
video/audio entertainment through two DVD players, a VHS video
cassette player and a CD changer.
The IFE control switch on the IFE Panel, installed in the Cockpit
Overhead Panel, controls the IFE system by activating the IFE master
relay, which supplies power to the entertainment cabinet circuit breaker
through Shed DC Bus 1.
The IFE system is supported by the Magic Happy (MH) Data Bus,
which, aside the IFE, controls other airborne systems, such as the
lighting system and the environmental control system. The MH digital
units, such as the control units, are micro-processed and
programmable by the MH Programming Interface that enables the use
of a laptop with a proper configuration software.
The video generation on the IFE system is obtained through a video
cassette player, two DVD players and the Airshow digital interface unit.
The video signal is distributed to the eight 6.5” monitors and the 15”
monitor via the MHE Entertainment Controller, which is commanded by
units such as the Master Entertainment control panel, the Forward VIP
seat control panel, the Aft VIP seat control panel, the Passenger seat
control panels and a remote control unit. These controls enable video
selection at passenger monitors and audio volume adjustment at each
headset, as well as enable video selection and audio volume
adjustment on the 15” monitor and the audio speakers, respectively.
Each control unit display indicates which video or audio is selected.
Audio is supplied by the DVD players, which can function as CD
players, the video cassette player, and the Airshow digital interface
unit. The IFE system provides selectable audio and volume control at
each passenger seat location, and with the system offering priority
interruption capability that enables passenger address to
simultaneously override all audio channels.
The Airshow digital interface unit generates text and graphic output
information obtained from the airplane´s long-range navigation system,
air data system, and a CD-ROM. This information, selected through
the Flight Deck Controller (FDC) in the cockpit, includes appropriate
maps and points of interest for the passengers and flight crew-
members.
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MANUAL
MAIN COMPONENTS
AIRSHOW DIGITAL INTERFACE UNIT
The Airshow digital interface unit, powered by the entertainment
cabinet CB panel, is a computer that receives digital and analog
signals from the on-board aircraft avionics systems (FMS and ADC),
and data from the magnastar connection. The Airshow digital interface
unit is controlled through the MH Interface (MHI), which connects the
Airshow with the MH data bus. The Airshow supplies the following
outputs:
− Geographic Maps of flight routes that show real-time airplane
position, previous flight path and planned route;
− Multi-language location names and points of interest on the map;
− Multi-language text pages of real-time flight information (e.g., ground
speed, altitude, temperature, distance and times);
− Customized graphics, including customized logos and
announcements;
− Audio briefings for safety and/or personal announcements.
There is a dedicated 6.5” LCD Airshow video output monitor that
enables the selection of any information before it is presented in the
passenger cabin.
FLIGHT DECK CONTROLLER
The flight deck controller, mounted in the cockpit, is responsible for
selecting customer-request features in the Airshow digital interface
unit, such as time to destination, Greenwich mean time, destination
airport, mode display, graphic display, languages and audio
announcements.
MH ENTERTAINMENT CONTROLLER
The MH entertainment (MHE) controller switches and distributes
entertainment audio and video, and also provides chime to the
passenger cabin. It has eight video inputs switchable to the 24
headphone outputs and four speaker outputs. The MHE is controlled
through the MH data bus and supplied by the entertainment cabinet CB
panel.
CONTROL PANELS
There are several digital control panels connected to the MH data bus,
which enable the audio and video selection at each seat location,
and/or audio and video selection in the passenger cabin. The control
panels are the Master Entertainment Control Panel, the Forward and
Aft VIP Control Panels, and the eight Passenger Control Panels.
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AND FURNISHINGS
OPERATIONS
MANUAL
IN-FLIGHT ENTERTAINMENT - COMPONENT LOCATIONS
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IN-FLIGHT ENTERTAINMENT PANEL

The In-Flight Entertainment (IFE) system should be activated or
deactivated if the IFE button is released on the IFE Panel.
1 - IN-FLIGHT ENTERTAINMENT BUTTON
− Enables (released) or disables (pressed) the power supply to
the In-Flight Entertainment System.
pressed.
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IN-FLIGHT ENTERTAINMENT BUTTON ON THE IFE PANEL
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ORIGINAL 2-02-70 5 01
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AND FURNISHINGS
OPERATIONS
MANUAL

The master entertainment control panel is located on the entertainment
cabinet and it has switches to control audio and video functions of in-
flight entertainment systems. It also brings a display that presents
entertainment-related information.
The figure on the next page presents the functions of each control
button of the master entertainment control panel.
1 - DISPLAY
− Shows the video and audio channels to be selected.
2 - MAP MODE SELECT
3 - FWD AUDIO SELECT
− Selects the audio for the forward passenger cabin.
4 - VOLUME UP KEY
5 - VOLUME DOWN KEY
6 - AFT AUDIO SELECT
− Selects the audio for the aft passenger cabin.
7 - AFT SPEAKER ON/OFF
− When alternately pressed, turns ON or OFF the aft speakers.
8 - FWD SPEAKER ON/OFF
− When alternately pressed, turns ON or OFF the forward
speakers.
9 - FWD MONITOR ON/OFF
− When alternately pressed, turns ON or OFF the forward
monitor.
10 - FWD VIDEO SELECT
− Selects the video source to be displayed on the forward monitor.
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AIRFRAMES.
The master entertainment control panel is located on the entertainment
cabinet and it has switches to control audio and video functions of in-
flight entertainment systems. It also brings a display that presents
entertainment-related information.
The figure on the next page presents the functions of each control
button of the master entertainment control panel.
1 - AIRSTAIR DOOR CLOSE

− Controls the main door to close.
2 - DOOR BLOCKED
− Controls the main door to block.
3 - AIRSTAIR LIGHTS ON/OFF
− Controls the stair lights on/off.
4 - STEP LIGHT ON/OFF
− Controls the step light on/off.
5 - AREA LIGHT ON/OFF
− Controls the door area light on/off.
6 - DISPLAY
− Monitors source selection
7 - SPEAKER SELECTION INDICATION
− Indicates if the speaker is selected.
8 - FORWARD VIDEO SELECTION INDICATION
− Indicates if the forward video is selected.
9 - AFT VIDEO SELECTION INDICATION
− Indicates if the aft video is selected.
10 - TEMPERATURE
− Displayed in degrees Fahrenheit.
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AND FURNISHINGS
OPERATIONS
MANUAL

(FOR AIRPLANES S/N 686 (INCLUSIVE) AND SUBSEQUENT
AIRFRAMES)
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11 - MAP DISPLAY MODE; (MAP, AUTO, LOGO, INFO)

12 - AFT LCD ON/OFF SWITCH
− When alternately pressed, turns ON or OFF the aft LCD.
13 - FORWARD LCD ON/OFF SWITCH
− When alternately pressed, turns ON or OFF the forward LCD.
14 - SPEAKER ON/OFF SWITCH
− When alternately pressed, turns ON or OFF the speaker.
15 - VOLUME UP KEY
16 - VOLUME DOWN KEY
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MANUAL
SATCOM SYSTEM
The SATCOM system is a compact aeronautical system which
provides one-channel data/voice/fax for direct satellite communication
in the INMARSAT satellite network.
The SATCOM is a single-channel AERO-M INMARSAT standard
device, utilizing the spot beams of 3rd generation of INMARSAT
satellite to provide a global continental communication. Through its
single channel, the SATCOM supplies digital voice service at 4800 bps
and data service at 2400 bps.
The SATCOM system includes the following components:
- Satellite Data Unit (SDU).
- High-power/low noise amplifier.
- SATCOM handset #1 and cradle.
- SATCOM handset #2 and cradle (optional).
- SATCOM antenna and NRS system.
- SATCOM pots telephone adapter (optional).
The figure on the next page presents SATCOM system component
locations.
For further information about the SATCOM system, refer to
Section 2-18 in this volume.
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SATCOM SYSTEM - COMPONENT LOCATIONS
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TELEPHONE SYSTEM
The MagnaStar C-2000 digital airborne telephone system transmits
and receives both voice and fax/modem type data to and from the
aircraft, using an exclusive cellular-linked technology.
The telephone system has two air-ground voice/fax/data
communications channels that can be used simultaneously. The digital
airborne telephone system operates over the “GenStar” satellite
system, which offers continuous coverage throughout the United
States of America, southern section of Canada and most section of
Mexico.
The frequency range of operation to transmit is 894 to 896 MHz and to
receive is 849 to 851 MHz.
The telephone handsets contain noise-canceling microphones to
overcome the aircraft noise environment, and the audio is digitized at
the handset to further ensure clear communication. Special function
keys and a liquid crystal display (LCD) allow easy use of all options.
The handset has an adjustable audio volume, telephone call styles,
and selects various options. The LCD display presents useful
information and menu style selections.
There is a fax machine with fax/scanner/printer and copier functions
installed in the credenza.
The operation of the telephone system is similar to a cellular phone.
When in normal operation, the handset works as a normal telephone.
To place a call, it is necessary to pick up the handset and dial the
desired phone number with all prefix and country codes.
The figure on the next page presents the telephone handset and fax
locations.
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TELEPHONE HANDSET AND FAX LOCATIONS
Page Code
2-02-80 2 01 NOVEMBER 30, 2001
AIRPLANE FIRE PROTECTION
OPERATIONS
MANUAL
SECTION 2-07
FIRE PROTECTION
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-07-05 ..01

Engine and APU Fire Protection System ........................... 2-07-10 ..01
Fire/Overheat Detection ................................................. 2-07-10 ..01
Fire Extinguishing ........................................................... 2-07-10 ..04
EICAS Messages ........................................................... 2-07-10 ..08
Lavatory and Galley Fire Protection System ...................... 2-07-15 ..01
Lavatory and Galley Fire Extinguishing .......................... 2-07-15 ..01
Baggage Compartment Fire Protection System ................ 2-07-20 ..01
Baggage Compartment Smoke Detection System......... 2-07-20 ..01
Baggage Compartment Fire Extinguishing System........ 2-07-20 ..01
EICAS Messages ........................................................... 2-07-20 ..02
Page Code
REVISION 7 2-07-00 1 01
FIRE PROTECTION AIRPLANE
OPERATIONS
MANUAL
Page Code
2-07-00 2 01 REVISION 3
OPERATIONS
MANUAL
GENERAL
The engine and APU fire protection system consists of fire/overheat
detection and a fire extinguishing system.
The fire protection for the lavatory compartment is equipped with a
dedicated smoke detection system and the lavatory waste container as
well as the forward galley are equipped with a fire extinguishing
system.
In addition, The baggage compartment is also provided with a smoke
detection system and with a fire extinguishing system.
The detection system provides visual and aural(except in the baggage
compartment) means of detecting a localized fire, smoke or general
overheating. Also, a Monitoring circuitry is provided to continuously
check the fire and smoke detection systems and the fire extinguishing
system and In case of failure, to signal the EICAS display.
Extinguisher bottles are installed to extinguish the fire in the airplane’s
engines, APU, lavatory waste container, forward galley and baggage
compartment. Portable halon fire extinguishers installed at the front
and rear of the airplane can be used to extinguish small fires in the
cockpit or main cabin area. A single water extinguisher is an additional
option.
Page Code
JUNE 20, 2002 2-07-05 1 01

OPERATIONS
MANUAL
Page Code
2-07-05 2 01 JUNE 20, 2002
OPERATIONS
MANUAL
ENGINE AND APU FIRE PROTECTION SYSTEM

FIRE/OVERHEAT DETECTION
The engines and the APU are protected against the occurrence of fire
by means of fire detection and fire extinguishing systems.
Essential DC bus 1 powers the engine 1 fire detection system and
essential DC bus 2 powers the engine 2 and the APU fire detection
system. Hot battery bus 1 and 2 power the engine fire extinguishing
system, whereas the APU fire extinguishing system is powered by
essential DC bus 2.
The fire/overheat detection system is provided with independent
sensor tubes installed in the engines and APU. The sensor tube
contains a fixed volume of inert gas (Helium) and a gas-impregnated
(Hydrogen) core material. The inert gas provides sensing of
overheating. The core element provides sensing of localized fire or
high-intensity heating. Overheating causes the sensor tube’s internal
gas pressure to increase. This closes a switch on the fire/overheating
detection system’s electrical circuit and activates the warning system.
Localized fire or high-intensity heating increases the central core’s gas
volume, raising the sensor tube’s internal pressure, thus activating the
alarm switch in the same manner as described above.
Manual resetting of the fire detection system is not available. Upon
removal of the fire or overheat condition, a reversible process takes
place, and the system automatically returns to the normal standby
operation mode.
An integrity switch continuously monitors the sensor tube’s integrity.
The integrity switch is held closed by the sensor’s internal pressure.
Should this pressure be lost the integrity switch opens, generating a
signal to indicate that the system is inoperative.
Upon detection of a fire/overheat signal in the engine or APU, the
associated handle (for the engines) illuminates, an aural warning is
generated and a warning message is presented on the EICAS. The
visual warning remains activated as long as the fire signal exists. The
aural warning may be canceled by pressing the master warning light.
In the case of failure of any fire detector, a caution message is
The APU fire detection system provides a signal to shut down the APU
automatically in case of fire warning during ground operation.
Page Code
JUNE 20, 2002 2-07-10 1 01

OPERATIONS
MANUAL
Page Code
2-07-10 2 01 JUNE 20, 2002
OPERATIONS
MANUAL
FIRE OVERHEAT DETECTION SCHEMATIC
Page Code
JUNE 20, 2002 2-07-10 3 01

OPERATIONS
MANUAL
FIRE EXTINGUISHING
Two fire extinguishing bottles for the engines and one for the APU are
installed in the airplane’s tail cone.
The extinguishing agent discharge is accomplished by braking the
extinguisher bottle’s seal through an electrically actuated cartridge in
the discharge valve.
Each engine fire extinguisher bottle contains two discharge valves, a
pressure gauge with a pressure switch and a fill/safety relief valve. The
engine bottles are cross-connected by two double check tees to
provide dual shot capability, thus one or both bottles can be discharged
into one or the other engine. The double-check tee prevents the
extinguishing agent of the remaining bottle from filling the emptied
bottle in case of a second shot of the system. The engine extinguisher
bottles are discharged by pulling and rotating the Fire Extinguishing
Handle, which is located on the overhead panel.
CAUTION: DO NOT DISCHARGE THE SAME EXTINGUISHER

BOTTLE TWICE. ACTUATING THE FIRE HANDLE INTO
AN EMPTY BOTTLE MAY CAUSE STRUCTURAL
DAMAGE TO THE BOTTLE.
The APU bottle contains only one discharge valve, a pressure gauge
with a pressure switch, and a fill/safety relief valve. It provides single
shot capability for the APU. The APU extinguisher bottle is discharged
by pressing the APU Fire Extinguishing Button, located on the
overhead panel.
A caution message is presented on the EICAS should any bottle be
discharged or be inoperative for any reason (failed cartridge, loss of
pressure, or loss of power).
Page Code
2-07-10 4 01 JUNE 20, 2002
OPERATIONS
MANUAL
ENGINE AND APU FIRE EXTINGUISHING SYSTEM SCHEMATIC
Page Code
REVISION 1 2-07-10 5 01
OPERATIONS
MANUAL

ENGINE AND APU FIRE DETECTION/EXTINGUISHING SYSTEM
PANEL
1 - ENGINE FIRE EXTINGUISHING HANDLE
− During normal flight conditions, the handle remains flush with
the panel.
− A red light illuminates inside the handle upon detection of fire or
overheating.
− When pulled, it closes the fuel, hydraulic, bleed air, and lip anti-
icing shutoff valves of the associated engine.
− When rotated counterclockwise or clockwise, it respectively
discharges extinguisher bottles A or B into the associated
engine.
2 - APU FIRE EXTINGUISHING BUTTON (guarded)
− When pressed, it closes the APU fuel shutoff valve and
discharges the APU fire extinguisher bottle.
3 - FIRE DETECTION SYSTEM TEST BUTTON
− When pressed and held for at least two seconds, it permits the
fire detection system to be checked.
The EMB-135BJ is equipped with class “C” baggage
compartment, and the fire test is successfully completed if the
conditions below occur simultaneously:
− The following EICAS fire detection messages are displayed:
− Warning: APU FIRE, ENG 1 (2) FIRE, BAGG SMOKE
− Caution: APU FIREDET FAIL, E1 (2) FIREDET FAIL
− Fire handles illuminate.
− Baggage fire extinguishing button illuminates.
− Baggage compartment fan deactivates.
− WARNING/CAUTION lights flash.
− Aural warning sounds.
NOTE: - On the ground, when pressed approximately for more
than 10 seconds, the APU is shut down, if it is running.
- If it is necessary to repeat the test, wait at least 6
seconds to press the test button again.
- If Fire Detection Test button is held for less than 2
seconds the BAGG EXTG button may remain
illuminated. In this case, repeat the test.
Page Code
2-07-10 6 01 REVISION 7
OPERATIONS
MANUAL
ENGINE AND APU FIRE DETECTION/EXTINGUISHING PANEL
Page Code
REVISION 7 2-07-10 7 01
OPERATIONS
MANUAL
EICAS MESSAGES
WARNING APU FIRE Fire in the APU.
ENG1 (2) FIRE Fire in associated engine.
E1 (2) FIREDET FAIL Associated engine fire
detection system failed.
APU FIREDET FAIL APU fire detection system
CAUTION
failed.
E1 (2) EXTBTLA INOP Associated bottle has
E1 (2) EXTBTLB INOP been discharged or is
APU EXTBTL INOP inoperative.
Page Code
2-07-10 8 01 REVISION 7
(Pages 9 and 10 deleted)
OPERATIONS
MANUAL
LAVATORY AND GALLEY FIRE PROTECTION

SYSTEM
LAVATORY AND GALLEY FIRE EXTINGUISHING
The lavatory and forward galley fire extinguishing system consists of
two autodischargeable fire extinguisher bottles. Each bottle is attached
to a waster container, one in the lavatory vanity assembly and the other
one in the forward galley.
The bottle is mounted with the discharging tubes extended into the
waste container. The end of each discharge tube has a tip which has a
melting temperature of approximately 77°C (170°F). The tips will melt
to discharge the agent totally into the waste container when a fire
overheat condition occurs.
Page Code
REVISION 7 2-07-15 1 01
OPERATIONS
MANUAL
FORWARD GALLEY FIRE EXTINGUISHER BOTTLE
Page Code
2-07-15 2 01 REVISION 1
OPERATIONS
MANUAL
LAVATORY FIRE EXTINGUISHER BOTTLE
Page Code
JUNE 20, 2002 2-07-15 3 01

OPERATIONS
MANUAL
Page Code
2-07-15 4 01 JANUARY 17, 2003
OPERATIONS
MANUAL
BAGGAGE COMPARTMENT FIRE PROTECTION

SYSTEM
BAGGAGE COMPARTMENT SMOKE DETECTION
SYSTEM
A smoke detection system is provided in the baggage compartment.
The system consists of two smoke detection modules, one installed in
the compartment ceiling and the other one in the baggage
compartment aft bulkhead.
A warning message is presented on the EICAS to indicate smoke
detection inside the baggage compartment.
The smoke sensor resumes the normal operation when the fire is
extinguished, the smoke has been cleared and the smoke sensor is
reset through the power reset button, located on each smoke detection
module.
NOTE: The Smoke Detector Modules are normally handled by the
maintenance personnel.
In order to avoid inadvertent occurrences of smoke detection
messages due to humidity in the smoke sensors, an integral heater
raises the temperature of the optical components of the smoke
detector. In addition, a fan with brushless DC motor provides air
perturbation in the vicinity of the detector.
An alarm condition may also be triggered by high temperature
conditions in the absence of high smoke levels.
BAGGAGE COMPARTMENT FIRE EXTINGUISHING

SYSTEM
Two fire extinguishing bottles (High-rate Discharge Bottle and Metering
Discharge Bottle) are installed in the rear electronic compartment for
fire baggage compartment protection.
The High-rate Discharge Bottle is intended to fill the baggage
compartment instantaneously while the Metering Discharge Bottle
provides the concentration fire level extinguishing agent for at least 60
minutes.
Upon smoke detection inside the baggage, the smoke detectors send
a signal to deactivate the baggage compartment fan (refer to Section
2-2 - Equipment and Furnishings). Also, they illuminate the baggage
fire extinguishing button on the Fire Detection/Extinguishing Panel and
the “DO NOT OPEN DOOR” warning on the lavatory aft bulkhead.
Page Code
REVISION 1 2-07-20 1 01
OPERATIONS
MANUAL
EICAS MESSAGES
Smoke has been detected
WARNING BAGG SMOKE inside the baggage
compartment.
Any of the bottles have
been discharged or are
CAUTION BAGG EXTBTL INOP inoperative.
Page Code
2-07-20 2 01 REVISION 7
OPERATIONS
MANUAL
BAGGAGE FIRE EXTINGUISHING SCHEMATIC
Page Code
REVISION 1 2-07-20 3 01
OPERATIONS
MANUAL
BAGGAGE DETECTION/EXTINGUISHING PANEL
1 - BAGGAGE FIRE EXTINGUISHING BUTTON (guarded)

− When lit, button indicates that smoke was detected inside the
baggage compartment or that the fan has been deactivated.
− Button remains lit as long as there is smoke inside baggage
compartment.
− If the airplane is parked, the pilot must check the baggage
compartment, through the peephole, before pushing the BAGG
EXTG SW.
− When pressed:
− Discharges the baggage fire extinguishing bottles.
− Deactivates the baggage compartment fan
NOTE: Fire extinguishing agent may activate the smoke detector.
2 - FIRE DETECTION SYSTEM TEST BUTTON

− Refer to ENGINE AND APU FIRE DETECTION/EXTINGUISHING
PANEL.
Page Code
2-07-20 4 01 REVISION 7
OPERATIONS
MANUAL
BAGGAGE DETECTION/EXTINGUISHING PANEL
Page Code
JUNE 20, 2002 2-07-20 5 01

OPERATIONS
MANUAL
BAGGAGE COMPARTMENT SMOKE DETECTOR

− Detectors are tested during Fire Detection System test.
Page Code
2-07-20 6 01 JUNE 20, 2002
OPERATIONS
MANUAL
SMOKE INDICATION ON THE LAVATORY AFT BULKHEAD
Page Code
JUNE 20, 2002 2-07-20 7 01

OPERATIONS
MANUAL
BAGGAGE COMPARTMENT SMOKE DETECTOR
Page Code
2-07-20 8 01 JUNE 20, 2002
AIRPLANE FUEL
OPERATIONS
MANUAL
SECTION 2-08
FUEL
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-08-05 ..01

Fuel Tanks ......................................................................... 2-08-05 ..02
Wing Fuel Tanks ............................................................ 2-08-05 ..02
Auxiliary Fuel Tanks ....................................................... 2-08-05 ..02
Fuel Tanks Capacities.................................................... 2-08-05 ..03
Fuel Tanks Vent System ................................................ 2-08-05 ..04
Engine and APU Fuel Distribution and Control .............. 2-08-05 ..05
Auxiliary to Wing Tanks Fuel Transfer ........................... 2-08-05 ..08
EICAS Messages ............................................................... 2-08-05 ..11
Fuel System Panel ......................................................... 2-08-05 ..14
MFD Bezel...................................................................... 2-08-05 ..16
Fuel Page on MFD ......................................................... 2-08-05 ..17
EICAS Indications........................................................... 2-08-05 ..20
Refueling and Defueling..................................................... 2-08-10 ..01
Pressurized Refueling .................................................... 2-08-10 ..01
Defueling ........................................................................ 2-08-10 ..03
Refueling Panel .............................................................. 2-08-10 ..05
Fuel Measuring Stick.......................................................... 2-08-15 ..01
Measuring Stick Tables .................................................. 2-08-15 ..03
Page Code
REVISION 4 2-08-00 1 01
FUEL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-08-00 2 01 ORIGINAL
AIRPLANE FUEL
OPERATIONS
MANUAL
GENERAL
The EMB-135BJ´s fuel system consists of two independent systems,
one for each engine, interconnected by a crossfeed line. The fuel
system ensures proper fuel supply to the engines and APU under all
operating conditions.
The system allows refueling and defueling operations to be performed

either by pressure or by gravity.
NOTE: The fuel weight values presented in this section of the manual
are based on a fuel density of 0.809 kg/liter (6.751 lb/US Gal).
Page Code
REVISION 4 2-08-05 1 01
FUEL AIRPLANE
OPERATIONS
MANUAL
FUEL TANKS
The airplane´s fuel storage system comprises two wing fuel tanks and
two auxiliary fuel tank systems, that are composed of four auxiliary fuel
tanks.
WING FUEL TANKS
The wing fuel tanks are located at each wing and extend to the wing
stub.
The fuel flows from the wing tip to the wing root by gravity. A collector
box inside the wing stub keeps the electrical pump inlets submerged.
To prevent pump cavitation, an ejector pump and flap valves ensure
that there is enough fuel in the collector box during wing-down and
uncoordinated maneuvers.
AUXILIARY FUEL TANKS
The auxiliary fuel tank systems are composed of two forward fuel tanks
and two aft fuel tanks. Each auxiliary fuel tank system has received a
designation, the left-hand system being designated as auxiliary fuel
tank system 1 while the right-hand system has been designated as
auxiliary fuel tank system 2.
FORWARD AUXILIARY FUEL TANKS

The forward auxiliary fuel tanks are installed in the front section of the
wing-to-fuselage fairing, divided in two totally separated compartments.
Each one operates as an independent tank, the left-hand forward fuel
cell being designated as forward auxiliary fuel tank 1 (FWD 1) while the
right-hand fuel cell has been designated as forward auxiliary fuel tank 2
(FWD 2).
The fuel flows from the forward section to the rear of both tanks by
gravity. A collector box in the rearmost region of the tanks keeps the
electrical pumps inlets submerged. To prevent pump cavitation, flap
valves ensure that there is enough fuel in the collector box during
nose-down and uncoordinated maneuvers.
AFT AUXILIARY FUEL TANKS
The aft auxiliary fuel tanks are installed inside the rear area of the
airplane fuselage, aft of the baggage compartment, in a pressurized
area. Each one operates as an independent tank, designated as aft
auxiliary fuel tank 1 (AFT 1) for the left-hand cell, and aft auxiliary fuel
tank 2 (AFT 2) for the right-hand cell.
Page Code
2-08-05 2 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL TANKS CAPACITIES

Fuel tank capacities are listed in the table below. The values refer to
usable fuel:
FUEL TANKS CAPACITIES
Liters US Gal Kg lb
Wing Tank 1 3198 845 2587 5703
Wing Tank 2 3198 845 2587 5703
Wing Tanks
6396 1690 5174 11406
Sub Total
(1) (1) (1) (1)
1056 279 800 1764
FWD 1 (2) (2) (2) (2)
AUX 1112 294 900 1984
(1) (1)
FUS 1 660 1455
AFT 1 822 217 (2) (2)
670 1477
(1) (1) (1) (1)
AUX FUS 1 1878 496 1460 3219
(2) (2) (2) (2)
Sub Total 1934 511 1570 3461
(1) (1) (1) (1)
1056 279 800 1764
FWD 2 (2) (2) (2) (2)
AUX 1112 294 900 1984
(1) (1)
FUS 2 660 1455
AFT 2 822 217 (2) (2)
670 1477
(1) (1) (1) (1)
AUX FUS 2 1878 496 1460 3219
(2) (2) (2) (2)
Sub Total 1934 511 1570 3461
(1) (1) (1) (1)
10152 2682 8094 17844
TOTAL (2) (2) (2) (2)
10264 2712 8314 18328
Conversion factors:
− 3.785412 liter/US gallon or 0.264172 US gallon/liter
− 1.245 liter/kg or 0.809 kg/liter
− 0.4536 kg/lb or 2.2046 lb/kg
NOTE: 1) Max fuel capacity/weight allowed. Applicable to airplanes
S/N up to 591 and Pre-Mod. SB 145LEG-28-0010.
2) Max fuel capacity/weight allowed. Applicable to airplanes
Page Code
REVISION 4 2-08-05 3 01
FUEL AIRPLANE
OPERATIONS
MANUAL
FUEL TANKS VENT SYSTEM

The wing, forward and aft auxiliary tanks are vented to the
atmosphere.
The purpose of the vent system is to prevent damage to the fuel tanks
due to excessive buildup of positive or negative internal pressures and
to provide ram air pressure within the tanks. This system also prevents
fuel spillage during flight maneuvers and hard braking.
WING FUEL TANKS VENT SYSTEM
Each wing fuel tank is vented by a system that consists of a vent tank
and a NACA air intake. The vent tank is located in the wing tip and is
connected to the fuel tank through two float valves. These valves allow
at least one venting point to remain open between the vent tank and
the fuel tank under any flight condition. The vent tanks are connected
to outside air through a NACA air intake installed under the wing.
FORWARD AUXILIARY FUEL TANKS VENT SYSTEM
Each forward auxiliary fuel tank is vented by a system that consists of
two float valves connected to a dedicated NACA air intake, installed on
the wing-to-fuselage fairing. These valves allow at least one venting
point, at each forward tank, to remain open between the NACA air
intake and the fuel tank under any flight condition.
AFT AUXILIARY FUEL TANKS VENT SYSTEM
Each aft auxiliary fuel tank is vented by a system that consists of one
float valve and one relief valve connected to a vent line that receives
pressure from the cabin and is also connected to a port installed on the
bottom of the fuselage.
Each aft auxiliary fuel tank is pressurized with air from the cabin by a
dedicated pressurization line. The float valve is installed at the end of
this pressurization line to avoid the entry of fuel into it during
uncoordinated maneuvers.
The relief valve assures a maximum differential pressure between the
interior of the tank and the cabin, discharging the excess of pressure to
the atmosphere, through the port on the bottom of the fuselage.
An electrical shutoff vent valve, installed in the vent line, allows tank
ventilation when the airplane is on the ground and during pressure
refueling. This valve is also open when the air conditioning packs are
Page Code
2-08-05 4 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
turned off or the aircraft is not energized. During unpressurized flights,
limited to 10000 ft ceiling, the shutoff vent valve is open and aft tank
ventilation is provided by the float valve and the vent port.
ENGINE AND APU FUEL DISTRIBUTION AND CONTROL
There are three electric pumps for each wing tank, which provide
pressurized fuel to the engines and APU. One pump is capable of
supplying fuel for both engines, plus the APU, under all flight phases -
except take-off and go-around. During take-off and go-around, at least
two electric pumps are required to supply fuel for both engines and the
APU.
Engine-driven fuel pumps will provide suction feed should the electric
fuel pumps operation not be available.
Six knobs and one push-button located on the overhead fuel panel
control the electric pumps, crossfeed and fuel transfer operations. Two
PUMP PWR knobs energize/de-energize the electric pumps and two
PUMP SEL knobs select which wing fuel tanks pumps will be operating
to feed both engines and the APU. The remaining pumps will remain
on standby. If fuel pressure drops below 6.5 psi, the remaining pumps
are automatically switched on and start cycling, until the pilot selects
one of them. The XFEED and the FUS TK XFER knobs control the
crossfeed and the fuel transfer operations, respectively. One FWD
PUMP SEL push-button selects which forward auxiliary fuel tank pump
will be operating during the fuel transfer operation.
Crossfeed operations should be performed in case of fuel imbalance

between tanks or during low fuel level operations. The crossfeed knob
acts over the crossfeed valve and over the electric pumps. Selecting
the knob to LOW1 or LOW2 will deenergize the pump associated to
the side with low level. The crossfeed valve will open connecting
engine 1 and engine 2 fuel feed lines. The fully opened crossfeed valve
position is indicated on the EICAS by an advisory message. In case of
valve failure, the EICAS displays a caution message.
NOTE: - Crossfeed selector knob must be OFF during takeoff and
landing.
- Crossfeed operation does not allow fuel transfer between
wing tanks.
Page Code
REVISION 4 2-08-05 5 01
FUEL AIRPLANE
OPERATIONS
MANUAL
Fuel for APU operation is normally supplied from the right side fuel
system. Fuel from the left-hand system may be used by selecting the
crossfeed knob to LOW2. The APU fuel shutoff valve will close in the
− APU master knob positioned to OFF.
− By pressing the APU fuel shutoff button.
− By pressing the APU fire extinguisher button.
− Automatically, through the APU fire detection system in case of APU
fire on ground.
Sensors installed in the tanks and along the fuel lines provide signals
to indicate system failures and status. Such indications and messages
are shown on the MFD Fuel page as well as on the EICAS.
Page Code
2-08-05 6 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL SYSTEM SCHEMATIC
Page Code
REVISION 4 2-08-05 7 01
FUEL AIRPLANE
OPERATIONS
MANUAL
AUXILIARY TO WING TANKS FUEL TRANSFER
The EMB-135 BJ is equipped with two independent fuel transfer
systems that operate automatically to transfer fuel from the auxiliary to
the wing tanks.
System 1, designated FUS 1, is used to simultaneously transfer fuel

from the FWD and AFT auxiliary fuel tanks 1 to the WING tanks.
System 2, designated FUS 2, is used to simultaneously transfer fuel
from the FWD and AFT auxiliary fuel tanks 2 to the WING tanks.
Both fuel transfer systems are optimized to be used under cruising

conditions, at altitudes of 10000 ft and higher. The transfer systems
are designed to perform the fuel transfer from the FWD tanks to the
right WING tank 2 and from the AFT tanks to the left WING tank 1.
For airplanes S/N up to 591 and Pre-Mod. SB 145LEG-28-0010: a
cross transfer line allows, when the AFT auxiliary fuel tank become
empty, the remaining fuel in the FWD auxiliary fuel tank to be
simultaneously transferred to the left and right WING tanks, thus
avoiding a wing imbalance.
For airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010: a
cross transfer line allows the initial fuel quantity difference of the FWD
tank to be transferred simultaneously to the left and right WING tanks,
thus avoiding a wing imbalance. This difference is transferred at the
beginning of the fuel transfer operation, before the respective AFT tank
transfer starting.
NOTE: Fuel transfer operations during takeoff and landing is
prohibited.
There are two electric pumps for each forward auxiliary fuel tank. One
pump transfers fuel to WING tank 2, while the other remains on
standby. On the AFT auxiliary fuel tanks, there is one electric pump per
tank to transfer fuel to WING tank 1. When operating at altitudes of
20000 ft and above, cabin pressurization can be used as a backup in
case of pump failure.
Switching the FUS TK XFER knob to FUS 1 or FUS 2 allows selection
of the fuel transfer system that will be placed into operation. Fuel
transfer starts automatically when the fuel quantity in at least one
WING tank achieves the starting level – 1900 kg (4189 lb). The
selected FWD auxiliary fuel tank transfer shutoff valve is commanded
to open if WING tank 2 achieves the starting level and, on the selected
AFT auxiliary fuel tank, the transfer shutoff valve is commanded to
open if WING tank 1 achieves the starting level.
Page Code
2-08-05 8 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
For airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010, the
cross transfer valve is opened at the beginning of the transfer,
whenever the FWD tank has more fuel than the AFT tank due to the
previous refueling operation. This logic allows transfer from the FWD
tank until its quantity is equal to the respective AFT tank. After fuel
quantities in the FWD and AFT tanks are equal, the cross transfer
valve is commanded to close and the transfer from both AFT and FWD
tanks occurs normally to the left and right WING tanks, respectively.
There is an indication on the MFD to show which valve is open and
that the fuel transfer system is operating. The respective transfer
shutoff valve of the FWD or AFT auxiliary fuel tanks is automatically
commanded to close when fuel quantity in the corresponding WING
tank achieves the full condition. When the starting level is reached
again, on any WING tank, the fuel transfer operation restarts.
For airplanes S/N up to 591 and Pre-Mod. SB 145LEG-28-0010 this
sequence is automatically repeated until the selected AFT auxiliary fuel
tank is empty, closing the transfer shutoff valve, turning off the pump
and opening the cross transfer shutoff valve. With the cross transfer
shutoff valve open, the selected FWD auxiliary fuel tank transfer
shutoff valve is commanded to open when at least one WING tank
reaches the starting level and the other WING tank is not in the full
condition. The transfer shutoff valve is commanded to close when the
fuel quantity on at least one WING tank corresponds to the full
condition. This sequence is automatically repeated until the FWD
auxiliary fuel tank is empty, closing the transference shutoff valves, the
cross transfer shutoff valve and turning off the pump.
For airplanes S/N 625 and on or Post-Mod. SB 145LEG-28-0010 this
sequence is automatically repeated until the selected auxiliary fuel tank
is empty, closing the transfer shutoff valve, turning off the pump.
When the selected FWD and AFT auxiliary fuel tanks are empty, the
fuel transfer system is automatically turned off. Fuel transfer from the
other set of auxiliary fuel tanks will only be initiated when the pilot
commands such action by switching the FUS TK XFER knob to the
applicable system. In this case, fuel transfer will initiate even if the wing
tanks have fuel quantity higher than 1900 kg (4189 lb).
In case of FWD auxiliary fuel tank pump failure, the pilot must select
the remaining pump through the FWD PUMP SEL push buttons. If the
failed pump belongs to the AFT auxiliary fuel tank, and the flight is
being conducted above 20000 ft, the system will automatically start
transferring fuel using the cabin air pressurization.
Page Code
REVISION 7 2-08-05 9 01
FUEL AIRPLANE
OPERATIONS
MANUAL
AUXILIARY TO WING TANKS FUEL TRANSFERENCE SYSTEM

SCHEMATIC
Page Code
2-08-05 10 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
EICAS MESSAGES
FUEL 1(2) LO LEVEL The remaining fuel quantity
in the associated wing tank
ranges from 210 kg (463 lb)
to 265 kg (584 lb), for leveled
flight condition.
FUEL XFER CRITICAL Total fuel quantity in all
or auxiliary fuel tanks contains
WARNING CHECK ACFT LOAD at least 800 kg (1764 lb) and
at least one wing tank fuel
quantity contains 1000 kg
(2205 lb) or less.
NO TAKEOFF CONFIG Fuel transfer system is
switched on to the takeoff
configuration setting.
Message associated to aural
warning TAKEOFF FUEL.
E1 (2) FUEL LO PRESS Fuel pressure, in the
associate engine, is below
6.5 psig (disabled whem
pressure reaches 9.5 psig).
FUEL TANK LO TEMP Fuel temperature inside wing
tank 1 is equal or below
–40°C.
FUEL XFEED FAIL Disagreement between
crossfeed valve and knob
CAUTION position.
FUEL XFEED MISCMD Crossfeed valve remains
(Continued) open after fuel imbalance
correction - difference
between wing tanks fuel
quantities lower than 45 kg
(100 lb) - or crew activated
the wing fuel imbalance
correction to the wing tank
with low level.
FUELING DOOR OPN Refueling panel access door
is open (inhibited during
take-off and approach).
Page Code
REVISION 4 2-08-05 11 01
FUEL AIRPLANE
OPERATIONS
MANUAL
WING FUEL IMBALANCE Fuel quantity in one wing
tank differs by 363 kg
(800 lb) from the other wing
tank. Message is removed
when the difference between
wing tanks decreases to
below 45 kg (100 lb).
APU FUEL LO PRESS Fuel pressure is below
6.5 psi with APU operating
(disabled whem pressure
reaches 9.5 psig).
E1 (2) FUEL SOV INOP Associated shutoff valve is
not in the commanded
position.
APU FUEL SOV INOP Associated shutoff valve is
not in the commanded
CAUTION position.
FUEL XFER 1(2) INOP Selected auxiliary fuel
transfer system has failed.
(Continued) FUEL XFER CHECK Fuel transfer system is not
activated and fuel level has
reached 1850 kg (4079 lb) in
at least one wing tank.
FUEL XFER OVFLOW Fuel transfer system was not
interrupted 30 seconds after
at least one wing tank has
reached 2450 kg.
FUSELAGE FUEL IMB Difference between fuel
quantity in the forward
auxiliary fuel tank and fuel
quantity in the aft auxiliary
fuel tanks of each auxiliary
fuel transfer system is
outside the approved limits
(refer to AOM vol. 01 chapter
01-36).
Page Code
2-08-05 12 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL TK VENT OPEN Vent valve is commanded to
close but it is not in the fully
closed position.
For airplanes with differential
CAUTION pressure switch installed, the
message is also activated
when the aft relief valve
failures causing an aft tank
overpressure.
E1 (2) FUEL SOV CLSD Associated shutoff valve is
closed.
APU FUEL SOV CLSD APU fuel shutoff valve is
closed. Message remains on
for 10 seconds after APU
ADVISORY Master Knob is set to off. If
valve has been commanded
to close through APU Fuel
Shutoff Button or APU Fire
Extinguishing Button the
message will remain on.
FUEL XFEED OPEN Crossfeed valve is open.
Page Code
REVISION 4 2-08-05 13 01
FUEL AIRPLANE
OPERATIONS
MANUAL

FUEL SYSTEM PANEL
1 - CROSSFEED SELECTOR KNOB
LOW1 - Opens the crossfeed valve and turns off wing tank 1's
electric fuel pump.
OFF - Closes the crossfeed valve.
LOW2 - Opens the crossfeed valve and turns off wing tank 2's
electric fuel pump.
2 - WING TANK PUMP SELECTOR KNOB
− Selects which electric wing tank pump will be placed into
operation. The non-selected pumps will remain on standby.
3 - WING TANK PUMP POWER KNOB
ON - Energizes the associated fuel pump's circuit.
OFF - Deenergizes the associated fuel pump's circuit.
4 - TRANSFER SYSTEM SELECTOR KNOB
FUS 1 - Energizes fuel transfer system 1.
FUS 2 - Energizes fuel transfer system 2.
OFF - Deenergizes the fuel transfer system.
5 - FORWARD AUXILIARY TANK PUMP SELECTOR PUSH-
BUTTON
− Selects which electric forward auxiliary tank pump will be placed
into operation. The non-selected pump will remain on standby.
Page Code
2-08-05 14 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL SYSTEM PANEL
Page Code
REVISION 4 2-08-05 15 01
FUEL AIRPLANE
OPERATIONS
MANUAL
MFD BEZEL
1 - FUEL SYSTEM AND RESET BUTTON
− Pressing the FUEL button selects the fuel system page on MFD.
Pressing the button a second time resets the fuel used to zero.
Fuel used must be reset individually on each MFD.
MFD BEZEL
Page Code
2-08-05 16 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL PAGE ON MFD
1 - DIGITAL WING TANK QUANTITY INDICATION

(WINGTANK 1 AND WING TANK 2)
− The digital wing fuel tank quantity indicator ranges from 0 to
7500 kg (0 to 15000 lb), with a digital resolution of 10 units,
regardless of the unit being used (kg or lb), for WING TANK 1
and WING TANK 2.
− Colors:
− Green above 400 kg (880 lb).
− Amber and boxed from 210 to 400 kg (450 to 880 lb).
− Red and boxed below 210 kg (450 lb).
2 - DIGITAL FORWARD AUXILIARY TANK QUANTITY
INDICATION (FWD 1 AND FWD 2)
− The digital forward auxiliary fuel tank quantity indicator ranges
from 0 to 1000 kg (0 to 2200 lb), with a digital resolution of 10
units, regardless of the unit being used (kg or lb), for FWD 1 and
FWD 2.
− Color: green.
3 - DIGITAL TOTAL FUEL QUANTITY INDICATION
− Indicates the total fuel quantity in all the tanks.
4 - ANALOGICAL FUEL QUANTITY INDICATION
− Quantity is indicated by a vertical bar and a pointer. The colors
used are the same as for digital fuel quantity indication.
5 - WING TANK OPERATING PUMP INDICATION
− This indicator displays A, B, C or OFF, depending on which
electric wing tank fuel pump is selected and whether it is on or
off.
− Color: green.
− The indication blinks when the pump is cycling until the pilot
selects another pump.
Page Code
REVISION 4 2-08-05 17 01
FUEL AIRPLANE
OPERATIONS
MANUAL
6 - DIGITAL TOTAL FUEL USED INDICATION

− Indicates the total fuel used.
− Color: Green under normal operation. Replaced by Amber
dashes (in flight) or amber zero (on ground) if any problem is
verified.
7 - DIGITAL WING TANK FUEL TEMPERATURE INDICATION
− Ranges from –60°C to +60°C with a resolution of 1°C.
− Colors:
− Green above –40°C.
− Amber and boxed below –40°C.
8 - DIGITAL AFT AUXILIARY TANK QUANTITY INDICATION
(AFT 1 AND AFT 2)
− The digital aft auxiliary fuel tank quantity indicator ranges from 0
to 1000 kg (0 to 2200 lb), with a digital resolution of 10 units,
regardless of the unit being used (kg or lb), for FWD 1 and FWD
2.
− Color: green.
9 - AFT AUXILIARY TANK FUEL TRANSFER INDICATION
− This indicator displays A, P, T or OFF.
− A indicates that electric fuel pump is operating.
− P indicates that cabin air pressurization is being used to
accomplish fuel transfer.
− T indicates that fuel transfer operation is in progress.
− Color: green.
10 - FORWARD AUXILIARY TANK FUEL TRANSFER INDICATION
− This indicator displays A, B, T or OFF.
− A or B indicates which pump is in operation.
− T indicates that fuel transfer is in progress.
− Color: green.
− The indication blinks when the pump is cycling until the pilot
selects another pump.
Page Code
2-08-05 18 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
MFD FUEL PAGE
Page Code
REVISION 4 2-08-05 19 01
FUEL AIRPLANE
OPERATIONS
MANUAL
EICAS INDICATIONS
1 - FORWARD AUXILIARY TANK FUEL QUANTITY (FWD 1 AND

FWD 2)
FWD 2.
− Color: green.
2 - AFT AUXILIARY TANK FUEL QUANTITY (AFT 1 AND ATF 2)
FWD 2.
− Color: green.
3 - WING TANK FUEL QUANTITY (WING TANK 1 AND WING
TANK 2)
− The digital wing fuel tank quantity indicator ranges from 0 to
7500 kg (0 to 15000 lb), with a digital resolution of 10 units,
regardless of the unit being used (kg or lb), for WING TANK 1
and WING TANK 2.
− Colors:
− Green above 400 kg (880 lb).
− Amber and boxed from 210 to 400 kg (450 to 880 lb).
− Red and boxed below 210 kg (450 lb).
Page Code
2-08-05 20 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
EICAS INDICATIONS
Page Code
REVISION 4 2-08-05 21 01
FUEL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-08-05 22 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
REFUELING AND DEFUELING

Refueling and defueling operations may be performed either by
pressure or by gravity. The refueling panel on the right side of the
wing-to-fuselage fairing allows pressurized refueling/defueling
operations. A gravity filler cap on the upper side of each wing allows
gravity filling. Dump valves and drain valves are used for gravity
defueling.
PRESSURIZED REFUELING
Pressurized refueling operations require an energized system. This
can be accomplished by either selecting the power selection switch to
NORMAL or BATTERY.
The system allows pressure refueling operation for the wing tanks only
or for the wing tanks followed by the auxiliaries, in a totally automatic
sequence. Refueling is performed at a pressure range from 35 to 50
psi.
NOTE: For airplanes with High Level Exceeding Indication
incorporated, a refueling automatic shutoff failure will be
identified by the HLEIS (High Level Exceeding Indication
System), that will sense, via one HLS (High Level Switch) in
each wing and auxiliary tanks, that the fuel level in the failed
tank reached over the maximum quantity approved for that
tank and will advise the operator by illuminating, on the
refueling panel, the “STOP RFL” red indicating light. The
operator shall interrupt immediately the refueling operation,
relieving the pressure of the fueling source, avoiding an
overfilling and consequently a fuel spillage, and shall follow the
procedure to remove the extra fuel of the associated tank.
Page Code
REVISION 4 2-08-10 1 01
FUEL AIRPLANE
OPERATIONS
MANUAL
PRESSURIZED REFUELING OF WING AND AUXILIARY TANKS

With the refueling system energized, WING + FUS position should be
selected in the TANKS SELECTION switch. As fuel pressure is applied
on the adapter, the CLSD 1, CLSD 2, CLSD AFT and CLSD FWD
lights pertaining to the WING, FUS 1 and FUS 2 refueling shutoff
valves will illuminate to indicate that these valves are closed. Selecting
the REFUELING switch to OPEN will open the wing tank refueling
shutoff valves, turning off CLSD 1 and CLSD 2 lights and starting
refueling operations. After wing tanks fuel level reaches 30 liters (7.9
US gallons) below the tank full capacity, the respective shutoff valves
will close, turning the lights on again. The FUS 1 and FUS 2 refueling
shutoff valves will open, turning off the CLSD AFT and CLSD FWD
lights, thus starting auxiliary tanks refueling. After the auxiliary fuel
tanks attain their selected quantities, FUS 1 and FUS 2 shutoff valves
will close, turning the lights on again. The refueling operation can be
stopped at any time by commanding the REFUELING switch to the
CLOSED position.
NOTE: FUS 1 and FUS 2 auxiliary fuel tanks systems cannot be filled
with more than:
- 1460 kg each (2920 kg total for both systems) for airplanes
S/N up to 591 and Pre-Mod. SB 145LEG-28-0010.
- 1570 kg each (3140 kg total for both systems) for airplanes
PRESSURIZED REFUELING OF WING TANKS ONLY

With the refueling system energized, WING position should be
selected to the TANKS SELECTION switch. As fuel pressure is applied
on the adapter, the CLSD 1 and CLSD 2 lights pertaining to the WING
refueling shutoff valves will illuminate to indicate that these valves are
closed. Selecting the REFUELING switch to the OPEN position will
open the wing tank refueling shutoff valves, turning off CLSD 1 and
CLSD 2 lights and starting refueling operations. After wing tanks attain
a fuel level of either 30 liters (7.9 US gallons) below the tank full
capacity or the selected quantity, the respective shutoff valves will
close, turning the lights on again. The refueling operation can be
stopped at any time by commanding the REFUELING switch to the
CLOSED position.
Page Code
2-08-10 2 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
DEFUELING
The system is designed to allow pressurized defueling of the wing
tanks, using the same adapter as pressure refueling. This operation
can be performed using the electric fuel pumps installed in the wing
tanks or by suction (4 psi max.) provided by an external source.
Selecting the DEFUELING switch to OPEN will open the defueling
shutoff valve, thus allowing defueling operation. To defuel wing tank 1,
the XFEED knob must be positioned to LOW2. The auxiliary tanks
defueling can be accomplished by transferring fuel to the wing tanks
and then performing pressurized wing tanks defueling.
Gravity defueling of the wing tanks may be achieved by using the

dump valves and opening the associated gravity refueling cap. The
remaining fuel can be totally drained through the drain valves. Defuling
the auxiliary tanks can be accomplished by transferring fuel to the wing
tanks and then performing wing tank gravity defueling or by using the
auxiliary tanks drain valves.
CAUTION: DO NOT RUN ELECTRIC PUMPS WITH FUEL

QUANTITY IN EACH TANK BELOW 30 LITERS (8 US
GAL) OR 37 KG (54 LB).
Page Code
REVISION 4 2-08-10 3 01
FUEL AIRPLANE
OPERATIONS
MANUAL
PRESSURE REFUELING/DEFUELING SYSTEM SCHEMATIC
Page Code
2-08-10 4 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
REFUELING PANEL
1 - POWER SELECTION SWITCH (guarded)
NORMAL - Refueling system is energized by DC Bus 1.
BATTERY - Refueling system is connected to Hot Bus 1.
2 - DEFUELING OPEN LIGHT (white)
− Illuminates when the defueling shutoff valve is open.
3 - DEFUELING SWITCH (guarded)
− Actuates the defueling shutoff valve to open or close.
4 - FUEL QUANTITY REMAINING INDICATOR
− Displays fuel remaining as selected by the TK SEL/TEST
Switch.
− The tank selected is identified by the letters L, R and T (L for the
left tank, R for the right tank and T for both sides).
− The unit of measurement (kg or lb) is also displayed.
− In case of failure, a FAIL inscription is displayed and the
refueling/defueling operation is interrupted.
− The established accuracy of the EMB-135BJ airplane Fuel
Quantity Gauging System is:
− For the wing tanks: ± 2% of the provided indication plus
± 0.75% of the total usable fuel, considering the approved
fuels and normal flight attitudes;
− For the auxiliary tanks: ± 4% of the provided indication plus
± 2% of the total usable fuel, considering the approved
fuels and normal flight attitudes.
5 - TK SEL/TEST SWITCH (spring loaded to center position)

TEST - Initiates indicator built-in and probes conditions test. All
light segments illuminate and a failure code is presented,
if a failure is detected.
TK SEL - Selects which fuel quantity is going to be displayed in the
upper display. When the indicator is energized, the total
wings fuel quantity is shown. Sequentially actuating the
switch will select wing tank 1, wing tank 2, FUS 1 tanks
and FUS 2 tanks fuel quantity.
6 - INCR/DECRT SWITCH (spring loaded to center position)
− Increases or decreases fuel quantity selected value.
− If moved from the neutral position during refueling, it interrupts
the operation. The refueling operation will be restored 4 seconds
after switch release.
Page Code
REVISION 4 2-08-10 5 01
FUEL AIRPLANE
OPERATIONS
MANUAL
7 - FUEL QUANTITY SELECTED INDICATOR

− Displays total fuel quantity set through the Quantity Select
Switch.
− If a FAIL inscription is displayed in the FUEL QTY REMAINING,
this indicator shows the failure code.
− The indicator displays zero as the refueling compartment door is
opened.
8 - REFUELING SWITCH (guarded)
− Acts over the pilot valves to open or close the refueling shutoff
valves.
9 - REFUELING CLOSED LIGHTS (white)
− Illuminate when the associated refueling line is pressurized and
the associated shutoff valve is closed.
10- AUXILIARY TANKS ISOLATION VALVES LIGHTS (white)
− Illuminate when the associated isolation valve is closed.
11- WING + FUS/WING ONLY SWITCH
WING + FUS - Selects the wing tanks followed by the auxiliary
tanks to be refueled.
WING ONLY - Selects only the wing tanks to be refueled.
12- TANK INDICATION LIGHT (white)
− Illuminates when the associated tank is selected.
13- STOP REFUELING LIGHTS (red)
− Illuminate when fuel level in the failed tank reached over the
maximum quantity approved for that tank (For airplanes with
High Level Exceeding Indication incorporated).
14- FUS 1/FUS 2/WING SWITCH
FUS 1 - Selects FUS 1 tanks, showing its data in the refueling
panel.
FUS 2 - Selects FUS 2 tanks, showing its data in the refueling
panel.
WING - Selects the wing tanks, showing its data in the refueling
panel.
NOTE: When the refueling panel door is closed, all the switches are
pushed to the NORMAL or CLOSED position by their guards.
Page Code
2-08-10 6 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
13
REFUELING PANEL
Page Code
REVISION 4 2-08-10 7 01
FUEL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-08-10 8 01 REVISION 4
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL MEASURING STICK

Two direct quantity measuring sticks under each wing and one in the
wing stub permit to separately check the fuel quantity in each wing
tank. Each measuring stick provides visual indication of the total fuel
quantity of the associated side.
The table below provides minimum and maximum stick values:
STICK FUEL QUANTITY

POSITION LITERS US GAL
Wing Stub Min 7 2

Tank Max 783 207
Internal Min 781 206

Point Max 2168 573
External Min 2163 571

Point Max 2791 737
Page Code
NOVEMBER 30, 2001 2-08-15 1 01

FUEL AIRPLANE
OPERATIONS
MANUAL
MEASURING STICK POINTS
Page Code
2-08-15 2 01 NOVEMBER 30, 2001
AIRPLANE FUEL
OPERATIONS
MANUAL
MEASURING STICK TABLES

To determine the fuel quantity using the direct quantity measuring
sticks, the airplane must be laterally leveled with roll and pitch angles
between 0° to -2°. After refueling the airplane, start with the external
measuring stick, closest to the wing tip. On EMB-135 BJ airplanes,
between 2163 and 2791 liters (571 and 737 US gal), the external
measuring stick provides a correct fuel quantity indication. Above
2791 liters (737 US gal), it is not possible to measure the fuel quantity
through the sticks. If the external measuring stick provides a zero
indication, use the internal measuring stick to obtain the fuel quantity.
Between 781 and 2168 liters (206 and 573 US gal) the internal
measuring stick provides a correct fuel quantity indication. If the
internal measuring stick provides a zero indication, use the wing stub
stick to obtain the fuel quantity. It is not possible to measure the fuel
level through the measuring sticks if it is below 7 liters (2 US gal)
either.
Enter the following measuring stick tables with the value read on the
stick to obtain the fuel quantity (liters or US gallons). To find the fuel
mass in kg (lb) multiply the volume in liters (US gal) by the actual fuel
density in kg/l (lb/US gal).
NOTE: Do not add measuring sticks values.
Page Code
NOVEMBER 30, 2001 2-08-15 3 01

FUEL AIRPLANE
OPERATIONS
MANUAL
FUEL QUANTITY
INTERNAL STICK EXTERNAL STICK WING STUB STICK
STICK
IND LITERS US GAL LITERS US GAL LITERS US GAL
0.1 781 206 2163 571 7 2
0.2 794 210 2184 577 14 4
0.3 805 213 2203 582 22 6
0.4 817 216 2220 586 29 8
0.5 827 219 2235 590 36 10
0.6 838 221 2249 594 43 11
0.7 848 224 2263 598 50 13
0.8 858 227 2276 601 56 15
0.9 868 229 2288 605 63 17
1.0 878 232 2301 608 69 18
1.1 888 235 2314 611 74 20
1.2 898 237 2327 615 80 21
1.3 907 240 2340 618 85 23
1.4 917 242 2354 622 90 24
1.5 927 245 2368 626 95 25
1.6 937 248 2383 630 100 26
1.7 947 250 2398 633 104 28
1.8 957 253 2413 638 109 29
1.9 968 256 2429 642 113 30
2.0 978 258 2445 646 116 31
2.1 989 261 2461 650 120 32
2.2 1000 264 2477 654 123 33
2.3 1011 267 2493 659 129 34
2.4 1022 270 2508 663 136 36
2.5 1034 273 2524 667 140 37
2.6 1045 276 2539 671 144 38
2.7 1057 279 2553 674 148 39
MEASURING STICK TABLES (SHEET 1 OF 4)
Page Code
2-08-15 4 01 NOVEMBER 30, 2001
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL QUANTITY
INTERNAL STICK EXTERNAL STICK WING STUB STICK
STICK
IND LITERS US GAL LITERS US GAL LITERS US GAL
2.8 1069 282 2567 678 155 41
2.9 1081 286 2580 682 164 43
3.0 1093 289 2593 685 173 46
3.1 1105 292 2604 688 181 48
3.2 1118 295 2615 691 188 50
3.3 1130 299 2625 693 195 51
3.4 1143 302 2634 696 201 53
3.5 1156 305 2643 698 207 55
3.6 1169 309 2651 700 213 56
3.7 1182 312 2658 702 218 58
3.8 1194 316 2666 704 224 59
3.9 1208 319 2673 706 229 60
4.0 1221 322 2680 708 234 62
4.1 1234 326 2687 710 239 63
4.2 1247 329 2696 712 244 64
4.3 1260 333 2706 715 249 66
4.4 1273 336 2717 718 254 67
4.5 1286 340 2731 721 259 68
4.6 1300 343 2747 726 265 70
4.7 1313 347 2767 731 270 71
4.8 1326 350 2791 737 276 73
Page Code
NOVEMBER 30, 2001 2-08-15 5 01

FUEL AIRPLANE
OPERATIONS
MANUAL
FUEL QUANTITY
STICK INTERNAL STICK WING STUB STICK
INDICATION LITERS US GAL LITERS US GAL
4.9 1339 354 281 74
5.0 1352 357 287 76
5.1 1365 361 293 78
5.2 1378 364 300 79
5.3 1391 368 306 81
5.4 1404 371 313 83
5.5 1418 374 320 85
5.6 1431 378 327 86
5.7 1444 381 334 88
5.8 1457 385 342 90
5.9 1470 388 350 92
6.0 1483 392 357 94
6.1 1496 395 365 97
6.2 1509 399 374 99
6.3 1522 402 382 101
6.4 1535 405 390 103
6.5 1548 409 399 105
6.6 1561 412 408 108
6.7 1574 416 416 110
6.8 1588 419 425 112
6.9 1601 423 434 115
7.0 1615 427 443 117
7.1 1629 430 452 119
7.2 1642 434 461 122
7.3 1656 438 470 124
7.4 1670 441 479 126
7.5 1685 445 488 129
7.6 1699 449 497 131
Page Code
2-08-15 6 01 NOVEMBER 30, 2001
AIRPLANE FUEL
OPERATIONS
MANUAL
FUEL QUANTITY
STICK INTERNAL STICK WING STUB STICK
INDICATION LITERS US GAL LITERS US GAL
7.7 1714 453 505 134
7.8 1729 457 514 136
7.9 1744 461 523 138
8.0 1759 465 532 141
8.1 1774 469 541 143
8.2 1790 473 550 145
8.3 1806 477 558 147
8.4 1822 481 567 150
8.5 1838 486 576 152
8.6 1855 490 585 154
8.7 1872 494 593 157
8.8 1889 499 602 159
8.9 1906 503 611 161
9.0 1923 508 620 164
9.1 1941 513 629 166
9.2 1958 517 639 169
9.3 1976 522 648 171
9.4 1994 527 658 174
9.5 2012 531 668 176
9.6 2030 536 679 179
9.7 2048 541 689 182
9.8 2065 546 701 185
9.9 2083 550 713 188
10.0 2101 555 725 192
10.1 2118 560 738 195
10.2 2135 564 752 199
10.3 2152 568 767 203
10.4 2168 573 783 207
Page Code
NOVEMBER 30, 2001 2-08-15 7 01

FUEL AIRPLANE
OPERATIONS
MANUAL
Page Code
2-08-15 8 01 NOVEMBER 30, 2001
AIRPLANE HYDRAULIC
OPERATIONS
MANUAL
SECTION 2-11
HYDRAULIC
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-11-05 ..01

System Description ............................................................ 2-11-05 ..02
EICAS Messages ............................................................... 2-11-05 ..05
Page Code
JUNE 20, 2002 2-11-00 1 01

HYDRAULIC AIRPLANE
OPERATIONS
MANUAL
Page Code
2-11-00 2 01 JUNE 20, 2002
AIRPLANE HYDRAULIC
OPERATIONS
MANUAL
GENERAL
The airplane is equipped with two independent hydraulic systems, each
powered by one engine driven-pump and one electric motor-driven
pump. Both hydraulic systems are identical, except for the services
each system provides and a priority valve installed in the hydraulic
system 1.
There are ground connections for refilling and ground tests purposes.
Indications of hydraulic system parameters are provided on the MFD
and EICAS displays.
The services provided by each hydraulic system are presented below:
SYSTEM HYDRAULIC POWER SUPPLY
Ailerons SYSTEM 1 and 2
Rudder SYSTEM 1 and 2
Landing Gear SYSTEM 1
Main door SYSTEM 1
Steering SYSTEM 1
Brakes (Outboard Wheels) SYSTEM 1
Brakes (Inboard Wheels) SYSTEM 2
Emergency/Parking Brake SYSTEM 2
Thrust Reverser 1 SYSTEM 1
Thrust Reverser 2 SYSTEM 2
Outboard Spoilers SYSTEM 2
Inboard Spoilers SYSTEM 1
Page Code
JUNE 20, 2002 2-11-05 1 01

HYDRAULIC AIRPLANE
OPERATIONS
MANUAL
SYSTEM DESCRIPTION
Each hydraulic system consists of a hydraulic fluid reservoir, a
manifold, one engine-driven pump, one electric motor-driven pump,
one shutoff valve, one accumulator and a priority valve installed in the
hydraulic system 1.
RESERVOIR
The hydraulic fluid stored in the reservoir is pressurized, to avoid pump
cavitation. This pressurization function is performed by fluid drained
from the pressure line. The reservoir is equipped with a quantity
indicator which transmits information to the MFD and EICAS displays
for indication and warning purposes. A thermal switch is responsible
for the high temperature message, if the fluid temperature increases
above 90°C.
SHUTOFF VALVE
A shutoff valve is installed between the reservoir and the engine-driven
pump. It cuts the hydraulic fluid supply to the engine-driven pump, if
there is a fire on the related engine or in case of hydraulic fluid
overheat. This valve may be closed either through the engine fire
extinguishing handle or through a dedicated button on the overhead
panel.
ENGINE-DRIVEN PUMP
The engine-driven pump provides continuous fluid flow at 3000 psi for
operation of the various airplane hydraulically-powered systems. The
pump is connected to the engine accessory gearbox and, as long as
engine is running, it generates hydraulic pressure. During engine start,
the fluid remaining in the suction line is sufficient to avoid pump
cavitation and provide reservoir pressurization.
ELECTRIC MOTOR-DRIVEN PUMP
The electric motor-driven pump has the same connections as the
engine-driven pump, but has a lower flow capacity. The pump normally
operates in the automatic setting mode, turning on when the
associated hydraulic pressure drops below 1600 psi or the associated
engine N2 drops below 56.4%.
If the pump starts operating in the automatic mode, it will be turned off
after the pressure or N2 are reestablished to normal values. The
electric pump may be turned on at pilot command, through the selector
knob on the overhead panel, furnishing continuous fluid flow at 2900
psi.
Page Code
2-11-05 2 01 JUNE 20, 2002
AIRPLANE HYDRAULIC
OPERATIONS
MANUAL
HYDRAULIC SYSTEM SCHEMATIC
Page Code
JUNE 20, 2002 2-11-05 3 01

HYDRAULIC AIRPLANE
OPERATIONS
MANUAL
MANIFOLD
The manifold provides the following functions:
- Fluid filtering (pressure and return lines).
- Overpressure relief (main and electrical pumps).
- Pressure indications (main and electrical pumps).
Fluid leaving the pump flows to the manifold, where it is filtered and
then routed to the airplane systems. Inside the manifold, a check valve
prevents the fluid from returning to the pump, while a relief valve
diverts the excess fluid to the return line. The return line is supplied by
the fluid coming from the airplane systems, fluid drained from the
pump, fluid from the relief valve, and fluid refilled by the maintenance
personnel. Under any situation the fluid is filtered and returned to the
reservoir. The manifold incorporates two pressure switches to detect
low hydraulic pressure, and a pressure transducer to indicate system
pressure. Signals from the pressure switches and pressure transducer
are sent to the MFD and EICAS displays.
PRIORITY VALVE
The hydraulic system 1 incorporates a priority valve. If the system is
powered by the electric motor-driven pump and the landing gear is
commanded to retract, the valve will provide minimum flow to the
landing gear system and give priority to the flight control services. In
this case, the landing gear will operate through the accumulator
pressure.
ACCUMULATOR
Each hydraulic system has one accumulator. The function of the
accumulator is to keep the surges of the hydraulic pumps at a
minimum, and to keep a 3000 psi pressure available for operation of
the landing gear and main door (system 1) or operation of the
emergency parking brake (system 2).
Page Code
2-11-05 4 01 JUNE 20, 2002
AIRPLANE HYDRAULIC
OPERATIONS
MANUAL
EICAS MESSAGES
HYD SYS 1 (2) FAIL Associated hydraulic system
is not pressurized (inhibited
when the airplane is on the
ground, engine is shut down
CAUTION and parking brake is
applied).
HYD SYS 1 (2) OVHT Associated hydraulic system
fluid temperature is above
90°C.
E1 (2) HYD PUMP FAIL Engine-driven pump is not
generating pressure with
associated engine running.
E1 (2) HYDSOV CLSD Associated hydraulic shutoff
valve is closed.
HYD1 (2) LO QTY Fluid level in the associated
ADVISORY reservoir is below one liter.
Report to the maintenance
personnel if the hydraulic
reservoir operates empty.
HYD PUMP SELEC OF Associated electric pump
selected OFF with the
parking brake released.
Page Code
JUNE 20, 2002 2-11-05 5 01

HYDRAULIC AIRPLANE
OPERATIONS
MANUAL
HYDRAULIC SYSTEM PANEL
1- ENGINE PUMP SHUTOFF BUTTON (guarded)
− Closes (pressed) or opens (released) the associated engine
pump shutoff valve.
pressed.
2- ELECTRIC HYDRAULIC PUMP CONTROL KNOB
OFF - Associated pump is turned off.
AUTO - Associated pump is kept in standby mode, ready to operate
if the engine-driven pump outlet pressure drops below 1600
psi or the associated engine N2 drops below 56.4%.
ON - Associated pump is turned on.
Page Code
2-11-05 6 01 JUNE 20, 2002
AIRPLANE HYDRAULIC
OPERATIONS
MANUAL
HYDRAULIC SYSTEM PANEL
Page Code
JUNE 20, 2002 2-11-05 7 01

HYDRAULIC AIRPLANE
OPERATIONS
MANUAL
HYDRAULIC PAGE ON MFD
1- FLUID QUANTITY INDICATION
− Ranges from zero to maximum hydraulic fluid quantity.
− Scale (horizontal line) and pointer:
− green when greater than 1 liter.
− amber when equal to or less than 1 liter.
− Pointer disappears if data is invalid.
2- PRESSURE INDICATION
− Ranges from 0 to 4000 psi, with a resolution of 100 psi.
− Digits:
− green from 1300 to 3300 psi.
− amber and boxed below 1300 and above 3300 psi.
− Digits are replaced by amber dashes if data is invalid.
3- ELECTRIC PUMP STATUS

− Indicated by the green label ON or OFF.
HYDRAULIC PAGE ON MFD
Page Code
2-11-05 8 01 JUNE 20, 2002
AIRPLANE LANDING GEAR
AND BRAKES
OPERATIONS
MANUAL
SECTION 2-12
LANDING GEAR AND BRAKES

TABLE OF CONTENTS
Block Page
General .............................................................................. 2-12-05 ..01

Air/Ground Indication System ............................................ 2-12-05 ..03
Landing Gear Operation..................................................... 2-12-05 ..04
Landing Gear Retraction ................................................ 2-12-05 ..04
Landing Gear Extension ................................................. 2-12-05 ..06
Landing Gear Warning ................................................... 2-12-05 ..08
EICAS Messages ........................................................... 2-12-05 ..09
Brake System..................................................................... 2-12-10 ..01
Normal Brake System .................................................... 2-12-10 ..02
Emergency/Parking Brake System................................. 2-12-10 ..08
EICAS Messages ........................................................... 2-12-10 . 10
Controls and Indicators................................................... 2-12-10 . 10
Nose Wheel Steering System ............................................ 2-12-15 ..01
EICAS Messages ........................................................... 2-12-15 ..02
EMB-135 BJ Minimum Turning Radii ............................. 2-12-15 ..07
Page Code
NOVEMBER 30, 2001 2-12-00 1 01

LANDING GEAR AIRPLANE
AND BRAKES
OPERATIONS
MANUAL
Page Code
2-12-00 2 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
GENERAL
The EMB-135 BJ landing gear incorporates braking and steering
capabilities. The extension/retraction, steering and braking functions
are hydraulically assisted, electronically controlled and electronically
monitored. EICAS indications and messages alert crew to system
status and failures. Each landing gear is equipped with alternate
means of actuation in case of normal actuation system failure.
Page Code
NOVEMBER 30, 2001 2-12-05 1 01

AND BRAKES
OPERATIONS
MANUAL
Page Code
2-12-05 2 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
AIR/GROUND INDICATION SYSTEM

Air/ground indication is determined by a system that detects landing
gear shock absorber compression and relays information to the
landing gear electronic unit for gear control. The system consists of
five weight-on-wheel proximity switches. Two of them are installed on
each main landing gear leg and one on the nose landing gear leg.
The Landing Gear Electronic Unit (LGEU) processes the main landing
gear proximity switches’ signals information in four independent
channels and controls various equipment operations. Logic processing
includes the position signal and its validity. If all proximity switch
signals are valid, four signals are processed to assure that at least
three signals indicate identical status for releasing the air/ground signal
output.
Should one proximity switch signal be invalid, the logic will process the
remaining three signals so that at least two indicate the same status. If
a second proximity switch is invalid, the two remaining signals are
processed only if both send the same signal. Disagreement between
these two remaining proximity switches causes the Landing Gear
Electronic Unit to de-energize the channels and provide a default
output signal.
The nose landing gear proximity switch signal is sent only to the thrust
reverser logic (if installed) and steering control.
Page Code
NOVEMBER 30, 2001 2-12-05 3 01

AND BRAKES
OPERATIONS
MANUAL
LANDING GEAR OPERATION

Landing gear retraction and extension are powered by the hydraulic
system 1. An accumulator prevents pressure fluctuations and assists
gear retraction after takeoff. The main landing gear legs retract
inboard, while the nose landing gear retracts forward. Each main gear
leg is mechanically linked to its respective door, which remains open
when the gear is down. The doors close automatically when the main
landing gear is retracted. The nose landing gear doors are hydraulically
actuated and operate in sequence with the nose gear.
Gear retraction and extension are electrically commanded. If normal

extension fails, the landing gear can be extended through an electrical
override system. If the electrical override is not available, a free-fall
system allows gear extension. Gear position is indicated on the EICAS
display.
LANDING GEAR RETRACTION

Landing gear retraction is commanded through the Landing Gear
Lever, installed on the main panel. Positioning the lever to the UP
position signals the LGEU to command the Nose Gear Door Solenoid
Valve and the Landing Gear Electrovalve. This allows pressure from
the hydraulic system 1 to simultaneously reach landing gear and down
unlock actuators. All gear legs are then retracted into their respective
wheel wells.
The LGEU logic only allows the nose gear doors to close after the nose
landing gear is locked in the UP position. When the uplock boxes are
actuated, the proximity switches signal the LGEU that the gear is up
and locked and that the Landing Gear Electrovalve may be
deenergized. Nose landing gear door actuators are kept pressurized,
but the gear actuator lines are connected to the return.
Page Code
2-12-05 4 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
LANDING GEAR SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-12-05 5 01

AND BRAKES
OPERATIONS
MANUAL
To preclude an inadvertent retraction command while on the ground,

the air/ground system provides a signal to a solenoid inside the
Landing Gear Lever. This locks the lever and prevents movement
towards the UP position. For emergency purposes only, a lock release
button is provided beside the lever, allowing this protection to be
overriden.
LANDING GEAR EXTENSION

NORMAL EXTENSION
Positioning the Landing Gear Lever to the DOWN position signals the
LGEU to command the Landing Gear Electrovalve and the Nose Gear
Doors Solenoid Valve. This allow pressure from the hydraulic system 1
to simultaneously reach the landing gear and door actuators, and also
the up unlock actuators.
When the gear legs reach the down position, the down lock boxes are
actuated. The proximity switches signal the LGEU that the gear is
down and locked and that the Landing Gear Electrovalve may be
de-energized.
ELECTRICAL OVERRIDE EXTENSION

The Electrical Override system is used to extend the landing should
there occur a normal landing gear extension failure. This system
bypasses the LGEU and actuates directly the Landing Gear
Electrovalve and the Nose Gear Doors Solenoid Valve. The control
switch is installed inside the free-fall lever compartment, on the floor,
beside the copilot’s seat. Extension through override is made in steps,
first opening the doors and then extending the gear. When extension is
completed, selecting the override switch to normal position
deenergizes the Landing Gear Electrovalve and depressurizes all lines.
The switch is safeguarded, being in the non-actuated position
whenever the compartment door is closed.
Page Code
2-12-05 6 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
FREE-FALL EXTENSION
Free-Fall extension is available in case of failure of both normal
extension and electrical override extension. Actuation of free-fall
landing gear extension is performed by pulling up the lever installed
inside the free-fall lever compartment, on the floor, beside the copilot’s
seat.
This mechanically actuates the Free-Fall Selector Valve and unlocks
the three landing gear legs uplocks. The Free-Fall Selector Valve
isolates the hydraulic system pressure and connects the landing gear
system hydraulic lines to the return. With the system unpressurized
and the uplocks deactivated, all gear legs fall by gravity until they reach
their downlock devices. If one main gear does not lock down, increase
the aerodynamic drag by side slipping the aircraft to help lock the
affected leg.
Once actuated, the free-fall lever remains locked in the vertical position
until mechanically released.
Page Code
NOVEMBER 30, 2001 2-12-05 7 01

AND BRAKES
OPERATIONS
MANUAL
LANDING GEAR WARNING

A LANDING GEAR voice message is provided to alert pilots any time
the airplane is in a landing configuration and the gear legs are not
locked down. The warning may be activated under one of three
conditions:
1. Radio Altitude below 1200 ft, Flap Selector Lever set below 22°,
one thrust lever set below 59° and the other thrust lever set below
45° (or the associated engine inoperative).
NOTE: In case of Radio Altimeter loss, the message may be
activated at any altitude, but may be canceled through the
Landing Gear Warning Cutout Button.
2. Radio Altitude below 1200 ft, Flap Selector Lever between 22° and
45°, one thrust lever set below 59° and the other thrust lever set
below 45° (or the associated engine inoperative).
NOTE: - The Voice message cannot be canceled.
- In case of Radio Altimeter loss, the message may be
activated at any altitude.
3. Flap Selector Lever set at 45°.

NOTE: The Voice message cannot be canceled.
Page Code
2-12-05 8 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
EICAS MESSAGES
LG/LEVER DISAGREE After 20 seconds of gear
command, at least one
WARNING landing gear is not in the
selected position.
LG AIR/GND FAIL LGEU failure or failure of two
weight-on-wheel proximity
CAUTION switches.
NLG UP/DOOR OPN Nose LG is locked up and
(if applicable) nose LG door is open.
LANDING GEAR CONTROL BOX

1 - LANDING GEAR LEVER
UP - Selects landing gear retraction.
DOWN - Selects landing gear extension.
2 - DOWNLOCK RELEASE BUTTON

− Mechanically releases the lever lock, allowing the landing gear
lever to be moved to the UP position when on the ground or in
case it cannot be moved to the UP position after takeoff.
LANDING GEAR CONTROL BOX
Page Code
JANUARY 17, 2003 2-12-05 9 01

AND BRAKES
OPERATIONS
MANUAL
FREE-FALL LEVER COMPARTMENT

1 - FREE-FALL LEVER
− When pulled up, depressurizes the landing gear hydraulic line
and releases all gear uplocks.
− The lever is kept at the actuated position by a mechanical lock.
2 - FREE-FALL LEVER UNLOCK BUTTON
− When pressed, unlocks the free-fall lever, allowing it to be
returned to the normal position, thus restoring the hydraulic
operation of the landing gear.
3 - ELECTRICAL OVERRIDE SWITCH (guarded)
NORMAL - Landing gear retraction and extension are automatically
performed and controlled by the Landing Gear
Electronic Unit.
DOORS - Opens the nose landing gear doors.
GEAR/DOORS - Extends the landing gear.
FREE-FALL LEVER COMPARTMENT
Page Code
2-12-05 10 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
LANDING GEAR WARNING CUTOUT BUTTON (guarded)

− When pressed, this button cancels the landing gear warning voice
message if the Radio Altimeter is inoperative.
− An amber indication bar illuminates inside the button and remains
illuminated to indicate that a cancel action was performed.
− The amber indication bar extinguishes if the Thrust Levers are
advanced or Flap Selector Lever is set above 22° or landing gear is
down and locked.
LANDING GEAR WARNING CUTOUT BUTTON
Page Code
NOVEMBER 30, 2001 2-12-05 11 01

AND BRAKES
OPERATIONS
MANUAL
GLARESHIELD PANEL
1 - NOSE LANDING GEAR DOORS INDICATION LIGHT (if installed)
− Illuminates to indicate that the nose landing gear is locked in the
retracted position and at least one door is not closed.
GLARESHIELD PANEL
EICAS INDICATIONS
1 - LANDING GEAR POSITION
− Position is indicated by three boxes, one for each gear.
− Landing gear down and locked is indicated by a green DN label
inside a green box.
− Landing gear in transit is indicated when the box is cross-
hatched in amber and black.
− Landing gear up and locked is indicated by a white UP label
inside a white box.
− Landing gear lever disagreement (landing gear is not in the
selected position after 20 seconds) is indicated by a box cross-
hatched in red and back or by a red label (UP or DN) inside a
red box.
− Indication of landing gear downlocked is also presented on the
RMU through the green LG DOWN LOCKED legend.
Page Code
2-12-05 12 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
LANDING GEAR POSITION INDICATION ON EICAS
Page Code
NOVEMBER 30, 2001 2-12-05 13 01

AND BRAKES
OPERATIONS
MANUAL
LANDING GEAR INDICATIONS
Page Code
2-12-05 14 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
BRAKE SYSTEM
The braking system consists of the normal brake system,
emergency/parking brake system, and gear-retracting-in-flight braking.
The normal brake system is supplied by hydraulic systems 1 and 2. It
is electronically commanded and monitored. The emergency/parking
brake system is supplied only by hydraulic system 2 and is
mechanically actuated. Normal braking is controlled by the pedals.
Emergency braking is controlled by the emergency/parking brake
handle. Gear-retracting-in-flight braking is controlled by both hydraulic
systems and by a mechanical stop within the nose gear wheel well.
This braking is electronically commanded and monitored.
Braking through the pedals incorporates some protections not

available when using the emergency brake handle. Brake temperature
is shown on the MFD Hydraulic Page.
Page Code
NOVEMBER 30, 2001 2-12-10 1 01

AND BRAKES
OPERATIONS
MANUAL
NORMAL BRAKE SYSTEM

Normal brake system is operated by rudder pedal inputs. The brakes
are powered by two independent hydraulic systems. It is controlled and
monitored by the Brake Control Unit (BCU). The BCU receives signals
from the pedal position transducers and commands the four Brake
Control Valves (BCV) to modulate required pressure to the wheel
brakes. BCVs 1 and 4 control the hydraulic pressure from system 1 to
the outboard wheels. BCVs 2 and 3 control the hydraulic pressure from
system 2 to the inboard wheels.
Pressure and wheel speed transducers send signals to the BCU so

that it can monitor brake performance and send the appropriate signals
to the crew alerting system and other systems. The BCU also receives
signals from the landing gear position and condition, air/ground
situation, and hydraulic system status. The system displays messages
on the EICAS to indicate a failure in one pair of brakes or a failure in a
single wheel brake (brake degraded performance). In the event of
brake system failure, the BCU will shut down the affected hydraulic
system through the shutoff valves. The shutoff valves are energized
whenever the landing gear is extended and de-energized after landing
gear retraction.
Protective functions controlled by the normal braking system include

anti-skid protection, locked wheel protection, and touch-down
protection.
Page Code
2-12-10 2 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
BRAKE SYSTEM SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-12-10 3 01

AND BRAKES
OPERATIONS
MANUAL
ANTI-SKID PROTECTION
The anti-skid protection controls the amount of hydraulic pressure
applied by the pilots on the brakes. The anti-skid provides the
maximum allowable braking effort for the runaway surface in use. It
minimizes tire wear, optimizes braking distance, and prevents skidding.
To perform this function, the BCU computes the wheel speed signals
from the four speed transducers. If one signals falls below the wheel
speed average, a skid is probably occurring, and braking pressure is
relieved on that side. After that wheel speed has returned to the
average speed, normal braking operation is restored.
The anti-skid does not apply pressure on the brakes, but only relieves
it. So, to perform a differential braking technique, the pilot should
reduce pressure on the side opposite to the turn, instead of applying
pressure to the desired side.
The anti-skid system incorporates the locked wheel protection and

touchdown protection features.
LOCKED WHEEL PROTECTION
Locked wheel protection is activated for wheel speeds above 30 kt. It
compares wheel speeds signals. If one wheel speed is 30% lower than
that of another, a full brake pressure relief is commanded to the
associated wheel, allowing wheel speed recovery. The 30% tolerance
between the wheel speeds is provided to permit an amount of
differential braking, for steering purposes.
For wheel speeds below 30 kt, the locked wheel protection is

deactivated and the brake system actuates without the wheel speed
comparator. For wheel speeds below 10 kt, the anti-skid protection is
deactivated, allowing the pilot to lock and pivot on a wheel.
Page Code
2-12-10 4 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
DIFFERENTIAL BRAKING TECHNIQUE
Page Code
NOVEMBER 30, 2001 2-12-10 5 01

AND BRAKES
OPERATIONS
MANUAL
TOUCHDOWN PROTECTION
The touchdown protection system inhibits brake actuation before the
main wheels spin up during landing. Brake actuation will be allowed
only after 3 seconds from the latest touchdown or after the wheels
have spun-up to 50 kt. In bouncing landings, the countdown is reset
after each runway contact.
Touchdown protection is provided by the brake system receiving

signals from main landing gear weight-on-wheel proximity switches. If
one landing gear proximity switch fails at the air position, the brake
system will operate normally. However, if both proximity switches fail at
the air position, braking capacity will be available only for wheel speeds
above 10 kt.
Below 10 kt, a loss of the main brake capacity will occur, but
emergency braking is still available.
GEAR-RETRACTING-IN-FLIGHT BRAKING
Gear-retracting-in-flight braking prevents the landing gear from being
retracted when the wheels are turning. This system computes signals
from the air/ground indicating system and from the landing gear lever
position. As soon as the airplane is airborne and the gears are
commanded to retract, it applies braking pressure to the main wheels.
The nose wheels are braked by a stop within the nose landing gear
wheel well.
Page Code
2-12-10 6 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
Page Code
NOVEMBER 30, 2001 2-12-10 7 01

AND BRAKES
OPERATIONS
MANUAL
EMERGENCY/PARKING BRAKE SYSTEM
The emergency/parking brake system is used when parking the
airplane or when the normal braking system has failed. The
emergency/parking brake system is mechanically commanded and
hydraulically actuated. It is totally independent of the BCU, so it has
none of the normal braking system protections.
The emergency/parking brake is controlled through a handle located

on the left side of the control pedestal. This modulates the
Emergency/Parking Brake Valve. When the Emergency/Parking Brake
Valve is actuated, hydraulic pressure coming from a dedicated
accumulator is equally applied to the four main landing gear brakes.
Braking capacity is proportional to the handle displacement. A BRAKE
ON indicating light illuminates to indicate that pressure is being applied
to the wheel brakes. A locking device allows the handle to be held in
the actuated position, for parking purposes.
The accumulator is supplied by hydraulic system 2. A caution message

is displayed on the EICAS in case of accumulator hydraulic low
pressure. After the message is displayed, if no leakage exists, at least
one full emergency/parking brake application is available. If
overpressure occurs due to overheating, a thermal relief valve allows
hydraulic system communication with the return. A refilling connection
is provided to allow pressurization of the accumulator.
The accumulator allows 6 complete emergency actuation or at least 24

hours of parking brake actuation.
NOTE: To prevent transfer of hydraulic fluid from one system to the
other, normal braking should be applied and held while the
parking brake is fully applied or released.
Page Code
2-12-10 8 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
EMERGENCY/PARKING BRAKE SYSTEM SCHEMATIC
Page Code
ORIGINAL 2-12-10 9 01
AND BRAKES
OPERATIONS
MANUAL
EICAS MESSAGES
EMRG BRK LO PRES Emergency/parking brake
accumulator presents a
low pressure condition.
BRK OUTBD (INBD) INOP Outboard and/or inboard
pair of brakes is
CAUTION inoperative.
BRAKE OVERHEAT Any brake temperature
has exceeded 420°C.(*)
BRAKE DEGRADED Total or partial loss of
braking capability of one
outboard wheel (1 or 4)
and/or one inboard wheel
(2 or 3), or internal BCU
failure.
NOTE: (*) For EMB-135BJ airplanes equipped with LR brakes, the
brake overheat set point is 450°C.
MAIN PANEL/RAMP PANEL
1 - BRAKE ON LIGHT
− Illuminates when emergency/parking brake is applied.
BRAKE ON LIGHT
Page Code
2-12-10 10 01 REVISION 7
AND BRAKES
OPERATIONS
MANUAL
CONTROL PEDESTAL
1 - EMERGENCY/PARKING BRAKE HANDLE
− Actuates the emergency/parking brake valve.
− Pull the handle and rotate to lock in the fully-actuated position.
EMERGENCY/PARKING BRAKE HANDLE
Page Code
ORIGINAL 2-12-10 11 01
AND BRAKES
OPERATIONS
MANUAL
MFD INDICATIONS
1 - BRAKE TEMPERATURE INDICATION

− Temperature is indicated by two vertical bars (one for each main
landing gear) and four pointers (one for each brake).
− The scale ranges from 0 to 500°C.
− The scale and pointer are green when temperature is below
200°C, and amber when equal or greater than 200°C.
− The temperature indication pointer is removed from the display
in case of loss of temperature sensor signal.
NOTE: For EMB-135BJ airplanes equipped with LR brakes, the scale
and pointer are green when temperature is below 250°C, and
amber when equal or greater than 250°C.
BRAKE TEMPERATURE INDICATION
Page Code
2-12-10 12 01 REVISION 7
AND BRAKES
OPERATIONS
MANUAL
NOSE WHEEL STEERING SYSTEM

The nose wheel steering system is electronically controlled and
hydraulically operated. It is powered by the hydraulic system 1. The
Electronic Control Module is energized when the landing gear is down
and locked, with the airplane on ground. In this condition, steering can
be controlled by either the pedals or the steering handle. In either case,
the commanded displacement is measured by a potentiometer box,
which transmits the signal to the Electronic Control Module. The
Electronic Control Module signals the hydraulic manifold to pressurize
the steering actuator in the commanded direction. For monitoring
purpose, a feedback potentiometer in the nose landing gear leg
transmits nose wheel displacement information to the Electronic
Control Module.
Maximum nose wheel displacement values due to actuation of the

steering handle and pedals are presented in the table below in degrees:
PEDALS STEERING HANDLE

CERTIFICATION ONLY HANDLE AND
ONLY PEDALS
CTA/JAA/FAA 5° 71° 76°
NOTE: Steering handle actuation with nose wheels beyond their

operational limits may cause damage to the nose wheel
steering system.
Check if the nose wheel position indication mark is within the
nose wheel position indication scale limits.
A position sensor set to 7° disengages the system if the nose wheel is

rotated above this limit by using the rudder pedals. To reengage the
system, resume command through the handle.
Page Code
REVISION 1 2-12-15 1 01
AND BRAKES
OPERATIONS
MANUAL
The steering system may be manually disengaged through switches

located on the pilots' control wheels. Automatic system disablement
occurs as soon as the airplane is airborne. Nose wheel centering with
the nose gear shock absorber extension is provided by a cam. The
nose wheel is also centered by caster effect whenever the system is
disengaged.
If the Electronic Control Module detects a failure, the EICAS is signaled

to present a caution message. In these cases, for airplanes Post-Mod.
SB 145LEG-32-0020 or with an equivalent modification factory
incorporated, the tiller commands will be inhibited if ground speed is
above 25 kt.
Optionally, some airplanes are equipped with an external Steering

Disengagement Switch which allows ground personnel to disengage
steering prior to towing operations. The switch actuates directly on the
steering system, shutting its power down. The disengagement switch
inhibits the steering actuation commanded by the steering handle and
the rudder pedals. A caution message is displayed on the EICAS
whenever the steering system is disengaged by the external switch.
Steering Disengagement Switch is installed in an compartment on the
left front fuselage.
EICAS MESSAGES
Steering system is inoperative.
CAUTION STEER INOP Message is presented only on
ground.
Page Code
2-12-15 2 01 REVISION 7
AND BRAKES
OPERATIONS
MANUAL
NOSE WHEEL STEERING SCHEMATIC
Page Code
NOVEMBER 30, 2001 2-12-15 3 01

AND BRAKES
OPERATIONS
MANUAL

STEERING DISENGAGEMENT SWITH (guarded)
ENGAGED - Allows normal steering system operation.
DISENGAGED - Disables steering system operation.
145AOM2120017.MCE
STEERING DISENGAGEMENT SWITCH COMPARTMENT
Page Code
2-12-15 4 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
PILOT'S CONSOLE
1 - STEERING HANDLE
− Commands nose wheel steering, allowing 71° deflection to
either side.
− Push the handle down (step 1) to enable the command or to
reset the steering system after disconnection. Then rotate left or
right (step 2) to command steering.
STEERING HANDLE
Page Code
NOVEMBER 30, 2001 2-12-15 5 01

AND BRAKES
OPERATIONS
MANUAL
CONTROL WHEEL
1 - STEERING DISENGAGE BUTTON
− When pressed disengages the nose wheel steering system.
STEERING DISENGAGE BUTTON
Page Code
2-12-15 6 01 NOVEMBER 30, 2001
AND BRAKES
OPERATIONS
MANUAL
EMB-135 BJ MINIMUM TURNING RADII
Page Code
NOVEMBER 30, 2001 2-12-15 7 01

AND BRAKES
OPERATIONS
MANUAL
Page Code
2-12-15 8 01 NOVEMBER 30, 2001
AIRPLANE LIGHTING
OPERATIONS
MANUAL
SECTION 2-06
LIGHTING
TABLE OF CONTENTS
Block Page
General .............................................................................. 2-06-05 ..01

Cockpit Lighting.................................................................. 2-06-05 ..02
Passenger Cabin Lighting .................................................. 2-06-10 ..01
Sterile Light (Optional).................................................... 2-06-10 ..03
Courtesy and Stairs Lighting .......................................... 2-06-10 ..03
External Lighting ................................................................ 2-06-15 ..01
Service Compartments Lighting ..................................... 2-06-15 ..05
Baggage Compartment Lighting..................................... 2-06-15 ..05
Emergency Lighting ........................................................... 2-06-20 ..01
EICAS Messages ........................................................... 2-06-20 ..04
Galley Emergency Lights Control Panel ......................... 2-06-20 ..06
Page Code
JUNE 20, 2002 2-06-00 1 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
Page Code
2-06-00 2 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
GENERAL
This airplane is equipped with a lighting system in order to illuminate all
essential parts located inside and outside of the fuselage and to assure
a proper and safe operation of the airplane.
The cockpit is illuminated by dome, chart, fluorescent/flood and
reading lights.
The passenger cabin lighting is provided by the upward and downward
fluorescent lights installed in the left and right valance panels,
passenger reading lights, lavatory lights and galley lights.
External lighting consists of navigation, anticollision (strobe and red
beacon), landing, taxi, inspection and logotype lights.
Emergency lights are provided inside and outside the airplane to
assure, for the crewmembers and passengers, a safe night
evacuation, under emergency condition.
The system also provides lighting for baggage and service
compartments.
Page Code
JUNE 20, 2002 2-06-05 1 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
COCKPIT LIGHTING
The lighting system inside the cockpit is composed of five different
types of lights, which are as follows:
- Dome lights.
- Reading lights.
- Chart lights.
- Fluorescent flood/storm light.
- Instruments and panels lights.
DOME LIGHTS
Cockpit illumination is provided by two dome lights of fixed intensity,
commanded by a switch on the overhead panel. One light is located
above the pilot’s seat and the other is located above the copilot’s seat.
READING LIGHTS
In order to provide adequate light distribution for the reading of maps,
check lists and manuals there are three reading lights inside the
cockpit, one for the pilot, a second for the copilot and a third for the
observer.
By rotating the inner bezel of each of these three light installations,
lighting intensity can be adjusted from off to full bright according to
crew preference. The aperture or size of the light pattern is
independently adjustable from a small to a large square pattern by
rotating the outer bezel.
CHART LIGHTS
Chart lights are provided to illuminate the chart holders located at the
pilot’s and copilot’s control wheel.
The chart light is turned on when the chart holder assembly is lifted.
Light intensity is controlled by potentiometer knobs located on each
side of the glareshield panel and may be selected from dim to full
bright.
FLUORESCENT FLOOD/STORM LIGHT (OPTIONAL)
Three flood/storm lights provide a proper lighting level in the cockpit
and assures instrument readability when the ambient lighting is too
intense with lightning flashes.
The lights are located under the glareshield panel, two for the pilot’s
and central side and the other for the copilot’s side. Light intensity is
controlled by potentiometer knobs located on each side of the
glareshield panel and may be selected from off to full bright.
Page Code
2-06-05 2 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
INSTRUMENTS AND PANELS LIGHTS

The instrument and control panel lights system provides lighting for
instruments, control panels, and pushbuttons. Light intensity is
controlled by potentiometer knobs located on each side of the
glareshield panel and on the overhead panel.
COCKPIT LIGHTING
Page Code
JUNE 20, 2002 2-06-05 3 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL

GLARESHIELD PANEL
1 - FLOODLIGHT CONTROL KNOBS
− Turn on/off and regulate the brightness of flood lighting.
− Pilot’s knob controls pilot’s panel, center panel and control
pedestal.
− Copilot’s Knob controls copilot’s panel.
2 - CHART HOLDER LIGHTING CONTROL KNOBS
− Regulate the brightness of associated chart holder lighting.
NOTE: Chart light is turned on when the chart holder assembly is
lifted.
3 - DISPLAYS LIGHTING CONTROL KNOBS
− Regulate the brightness of Electronic Display.
− Pilot’s knobs control pilot’s PFD and MFD.
− Copilot’s knobs control EICAS and copilot’s PFD and MFD.
4 - PANEL LIGHTING CONTROL KNOBS
− Turn on/off and regulate the brightness of panels lighting.
− Pilot’s knobs control pilot’s panel, center panel and control
pedestal.
− Copilot’s knob controls copilot’s panel and observer panel.
Page Code
2-06-05 4 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
GLARESHIELD PANEL
Page Code
JUNE 20, 2002 2-06-05 5 01
LIGHTING AIRPLANE
OPERATIONS
MANUAL
OVERHEAD PANEL
1 - PUSHBUTTON LIGHTS TEST SWITCH (if installed)
− When actuated to the TEST position (momentary position)
allows checking of the striped bars and caption indications.
− The striped bars and caption indications in all pushbuttons
located on the main panel, overhead panel, control pedestal and
right lateral console will illuminate, allowing verification of lamps
integrity.
− The fire handles, APU fire extinguish button, BAGG EXTG
button, electromechanical GUST LOCK indication lights, GPU
AVAIL annunciator and digital pressurization control button will
not illuminate and will not be tested.
2 - OVERHEAD PANEL LIGHTING CONTROL KNOB
− Turns on/off and regulates the brightness of the overhead panel
lighting.
3 - COCKPIT DOME LIGHTS SWITCH
− Turns on/off the two cockpit dome lights.
Page Code
2-06-05 6 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
OVERHEAD PANEL
Page Code
JUNE 20, 2002 2-06-05 7 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
FLIGHT CREW READING LIGHTS

1 - INNER RING
− Provides turn on/off and dimming control.
2 - OUTER RING
− Provides reading area adjustment, allowing light beam
orientation up to 35 degrees from the vertical axis in any
direction.
FLIGHT CREW READING LIGHTS
Page Code
2-06-05 8 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
PASSENGER CABIN LIGHTING

Passenger cabin lighting includes general illumination, reading and
table lights, lavatory, cabin signs and galley lights.
GENERAL PASSENGER CABIN ILLUMINATION
General passenger cabin illumination is provided by upwash and
downwash fluorescent lights mounted in the left and right valance
panels. The forward and aft cabins can be switched independently
from both VIP Control Panels and from the Galley Control Panel.
Pressing one of the switches alternates the lights between Brigth, Dim
and Off.
READING AND TABLE LIGHTS
The cabin reading and table lights are located in the escutcheons
above the seats and tables. These lights are controlled by the switches
installed on the control panels beside each passenger seat, on the
divan surround and on the VIP Control Panels. The direction of the
light beam is fully adjustable.
LAVATORY
The Lavatory lighting consists of upwash, downwash, vanity, reading
and call lights. The lavatory upwash and downwash lights installed in
the valance panels are automatically controlled through a microswitch
installed in the latch assembly of the door. When the door is not
latched (lavatory not in use), the valance lights illuminate in reduced
brightness mode, switching to full brightness mode when the door is
closed and latched. The vanity light consists of a fluorescent tube
installed over the vanity mirror. A switch located in the vanity console
turns the vanity light on or off. A switch on the lavatory control panel
controls the reading light, located above the toilet unit. The reading
light beam is fully adjustable.
Page Code
JUNE 20, 2002 2-06-10 1 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
PASSENGER CABIN SIGNS

The passenger warning signs are illuminated signs that will be clearly
visible under normal daylight lighting conditions. They provide
passengers with NO SMOKING, FASTEN SEAT BELTS, RETURN TO
SEAT and DO NOT OPEN DOOR instructions. An aural signal sounds
whenever any passenger sign is turned on or off by the pilot.
The NO SMOKING and FASTEN SEAT BELTS signs are controlled
through respective switches located on the overhead panel. These
signs are installed along the cabin in a way they can be seen from all
the seats, in the Galley area and in the Lavatory.
In addition, a RETURN TO SEAT sign is provided only in the Galley
area and in the Lavatory and is activated in conjunction with the
Fasten Seat Belts sign.
The NO SMOKING, FASTEN SEAT BELTS and RETURN TO SEAT
signs are also activated when the oxygen dispensing units are open
and when the cabin pressure reaches 14500 ft above sea level.
The DO NOT OPEN DOOR sign is installed beside the lavatory-to-
baggage compartment access door (inside the lavatory) to warn
passengers against opening the door, whenever smoke is detected in
the baggage compartment.
GALLEY LIGHT
The galley lights are divided into three subsystems controlled through
three switches on the Galley Control Panel. These switches turn lights
on or off in each subsystem.
Page Code
2-06-10 2 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
STERILE LIGHT (OPTIONAL)

A blue sterile light, located on the cockpit/pax partition, indicates, when
lit, that entry into the cockpit is not allowed. It is commanded through a
switch located at the overhead panel.
COURTESY AND STAIRS LIGHTING
The courtesy and stair lights provide lighting for safe boarding of
crewmembers and passengers. The courtesy and stair lights consist of
the main door light (entry area), service door light (galley area),
stairway lights and cockpit step light as follows:
− Main door light: A light is installed on the main door ceiling panel,
above the entry area of the airplane, to illuminate the stair, entry
area, aisle toward cockpit and passenger cabin.
− Stairway lights: Airplanes equipped with airstair main doors have
stair lights installed in each step of the main door stair to provide
adequate step illumination.
− Cockpit step light: A red light is installed in the step between the
passenger cabin and the cockpit to provides light for safe entry into
the cockpit. This light is illuminated simultaneously with the main
door light.
These lights are controlled by a main door microswitch and by two
membrane switches of the Entrance Control Panel, located in the
Entertainment Cabinet, beside the main door.
Page Code
JUNE 20, 2002 2-06-10 3 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL

− CABIN LIGHTING CONTROL SWITCHES
The cabin lighting switches on the Galley Panel control forward and
aft upwash and downwash lighting. Pressing each of these switches
alternates the lights between Bright, Dim and Off modes.
Page Code
2-06-10 4 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
VIP CONTROL PANEL

− CABIN LIGHTING SWITCHES
Cabin lighting can be controlled from both VIP Control Panels.
Pressing any of the light control switches on these panels alternates
the upwash and downwash lights between Bright, Dim and Off
modes.
VIP CONTROL PANEL (FORWARD AND AFT)
Page Code
JUNE 20, 2002 2-06-10 5 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
COURTESY LIGHTING PANEL

− COURTESY AND STAIRS LIGHTING CONTROL SWITCHES
ENTRY LIGHTS ON/OFF SWITCH
OFF (Amber) - All courtesy and stairs lights are turned off.
ON (Green) - All courtesy and stairs lights are turned on, when the
main door is open. When the main door is closed, only
the overdoor light remains on, to illuminate the main
door area in flight.
ENTRY LIGHTS AUTO SWITCH

ON (Green) - All courtesy and stairs lights are extinguished when the
main door is closed and illuminate when the main door
is open.
NOTE: The cockpit dome lights may be commanded through the

Courtesy and Stairs Lighting Control Switch provided the
airplane is deenergized and the Cockpit Dome Lights Switch
is set to ON position.
COURTESY LIGHTING PANEL
Page Code
2-06-10 6 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
OVERHEAD PANEL
1 - FASTEN SEAT BELTS AND NO SMOKING SIGNS SWITCHES
− Turns on/off the associated passenger signs.
2 - STERILE LIGHT SWITCH
− Turns on/off the sterile light.
OVERHEAD PANEL
Page Code
JUNE 20, 2002 2-06-10 7 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
Page Code
2-06-10 8 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
EXTERNAL LIGHTING
The external lights necessary to a proper and safe operation of the
aircraft are:
- Landing lights.
- Taxi lights.
- Navigation lights.
- Anti-collision lights.
- Wing inspection lights.
- Logotype lights.
LANDING LIGHTS
The landing lights provide adequate lighting during final approach,
flare-out and take-off. Two landing lights are fitted in the wing leading
edge close to the fuselage and a third landing light is mounted on the
nose landing gear strut. The switches located on the overhead panel
are responsible for the control of the landing lights.
TAXI LIGHTS
The taxi light provides sufficient intensity and beam spread to aid pilots
during all taxi operation phases, covering the runway and adjacent
areas.
Two taxi lights are fitted on the nose landing gear strut and are
commanded by a single switch located on the overhead panel.
NAVIGATION LIGHTS
The navigation lights, red on the left and green on the right, are fitted to
the leading edge of each wing tip. A white navigation light is fitted to
the cone top of the horizontal stabilizer. The navigation lights are
controlled by a switch located on the overhead panel.
ANTI-COLLISION LIGHTS
The anti-collision lights provide illumination for visual recognition and
collision avoidance during all flight/taxi operations. White strobe (anti-
collision) lights are fitted to each wing tip and cone top of the horizontal
stabilizer. Red beacon lights are mounted on the upper fuselage. Two
different switches, one for strobe lights and another for the red beacon
lights are located on the overhead panel.
Page Code
REVISION 3 2-06-15 1 01
LIGHTING AIRPLANE
OPERATIONS
MANUAL
WING INSPECTION LIGHTS

Two inspection lights, one on each side of the fuselage, provide
lighting of the wing leading edge to allow the crew to verify ice
formation. The inspection lights are controlled by a switch located on
the overhead panel.
LOGOTYPE LIGHTS (OPTIONAL)
The logo lights are installed on the underside of the horizontal stabilizer
and are aimed at the vertical fin. They provide adequate illumination of
the airplane’s logo during operation on the ground and in flight. A
switch located on the overhead panel controls the logotype lights.
Page Code
2-06-15 2 01 REVISION 4
AIRPLANE LIGHTING
OPERATIONS
MANUAL
EXTERNAL LIGHTS
Page Code
JANUARY 17, 2003 2-06-15 3 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
Page Code
2-06-15 4 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
SERVICE COMPARTMENTS LIGHTING

The system provides lighting in the service compartments for quick
inspection and accomplishment of several tasks. Service lights are
installed in the nose landing gear, rear and forward electronic bays, tail
cone and forward flight control compartments. The lights are controlled
by a door micro-switch, that turns on the associated light when the
access doors is open, or by dedicated switches, installed in the
compartment.
BAGGAGE COMPARTMENT LIGHTING
The baggage compartment is equipped with lights installed on the
ceiling panel. These lights are controlled by a microswitch installed at
the door structure and they are turned on whenever the baggage
compartment door or the lavatory-to-baggage compartment door is
open.
In addition, The airplane is equipped with a cargo door light installed in
the left pylon. The cargo door light provides lighting externally of the
cargo compartment and is controlled by a microswitch when the
access door of the cargo compartment is open.
Page Code
REVISION 1 2-06-15 5 01
LIGHTING AIRPLANE
OPERATIONS
MANUAL

OVERHEAD PANEL
1 - NAVIGATION, RED BEACON, STROBE AND WING
INSPECTION LIGHTS SWITCHES
− Turns on/off the associated light.
2 - LOGOTYPE LIGHTS SWITCH (OPTIONAL)
− Turns on/off the logotype lights.
3 - TAXI LIGHTS SWITCH
− Turns on/off the taxi lights.
NOTE: Taxi lights are not turned on if nose landing gear is not
down and locked, regardless of the Taxi Lights Switch
position.
4 - LANDING LIGHTS SWITCHES
− Turn on/off the associated landing light.
NOTE: Nose landing light is not turned on if nose landing gear is
not down and locked, regardless the of Nose Landing Light
Switch position.
Page Code
2-06-15 6 01 REVISION 4
AIRPLANE LIGHTING
OPERATIONS
MANUAL
OVERHEAD PANEL
Page Code
JUNE 20, 2002 2-06-15 7 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
Page Code
2-06-15 8 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
EMERGENCY LIGHTING
The emergency lighting consists of internal and external lights that
provide proper illumination for emergency cabin evacuation. These
lights are powered by four dedicated batteries charged through the
Essential Bus. Batteries power is sufficient to supply all internal and
external emergency lights for approximately 15 minutes.
The exterior emergency lights installed are as follows:
− Two lights are installed on the right hand wing to fuselage fairing, in
order to illuminate the wing escape route and the ground area.
− One light is installed on the handrail support of the main door in
order to illuminate the outside area where the evacuee is likely to
make first contact with the ground.
Internal emergency lights consist of the cockpit light, aisle lights, main
door lights, overwing emergency exit lights, floor proximity lights and
EXIT signs as follows:
− Cockpit light: This light is located on the cockpit ceiling to provide
general cockpit emergency illumination.
− Aisle lights: Four dome lights are located along the aisle for general
emergency cabin illumination.
− Main door and overwing emergency exit lights: One light is installed
in the ceiling panel over the main exit door illuminating the main exit
door area and the outside area. An emergency light is installed
behind the valance panel, above the overwing emergency exit,
providing illumination over the exit handle instructions.
− Floor proximity emergency lights: Electro-luminescent strip
indicators are installed on the inboard side of the seats, in the toe
kick area of the credenza and cabinets to provide a means of
identifying the emergency escape path even in conditions of dense
smoke.
− Illuminated EXIT signs: One emergency Exit sign is installed near
the main door and two others are installed near the overwing exit
door. In addition, Exit locator signs are located on the forward right
hand bulkhead and aft left hand bulkhead of the forward cabin. The
aft cabin exit locator sign is located on the forward left hand
bulkhead.
Page Code
JUNE 20, 2002 2-06-20 1 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
Emergency lighting is controlled through the Emergency Lights Switch,

located on the overhead panel, and through the equivalent membrane
switch located on the Galley Emergency Lights Control Panel.
A caution message is presented on the EICAS if the system is not
armed.
Page Code
2-06-20 2 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
AREA ILLUMINATED BY EMERGENCY LIGHTING
Page Code
JUNE 20, 2002 2-06-20 3 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
EICAS MESSAGE
CAUTION EMERG LT NOT ARMD Emergency lighting system is
not armed.

OVERHEAD PANEL
1 - EMERGENCY LIGHTING SWITCH
ON - Emergency lights illuminate with power supplied by the
dedicated batteries.
ARM - Emergency lights are in standby mode (lights turned off and
the batteries being charged) and illuminate automatically in
case of an electrical emergency, with power supplied by the
dedicated batteries.
OFF - Emergency lights are turned off. Emergency lighting
dedicated batteries are not charged.
NOTE: The emergency lights are controlled by the Emergency
Lights Switch on the overhead panel only when the color of
the Emergency Lights Switch located on the Galley cabinet
(normal flight position).
Page Code
2-06-20 4 01 JUNE 20, 2002
AIRPLANE LIGHTING
OPERATIONS
MANUAL
OVERHEAD PANEL
Page Code
JUNE 20, 2002 2-06-20 5 01

LIGHTING AIRPLANE
OPERATIONS
MANUAL
GALLEY EMERGENCY LIGHTS CONTROL PANEL

AMBER - Emergency lights remain in the mode selected by the
Emergency Lighting Selector Knob position on the cockpit
(normal flight position).
GREEN - Emergency lights are turned on with power supplied by

dedicated batteries, regardless of the Emergency Lighting
Selector Knob position on the cockpit.
GALLEY EMERGENCY LIGHTS CONTROL PANEL
Page Code
2-06-20 6 01 JUNE 20, 2002
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
SECTION 2-10
POWERPLANT
TABLE OF CONTENTS
Block Page
Index ................................................................................. 2-10-00 ..01
General .............................................................................. 2-10-05 ..01
Main Assemblies ............................................................ 2-10-05 ..02
Fan Module ................................................................. 2-10-05 ..02
High-pressure Compressor ........................................ 2-10-05 ..02
High-pressure Turbine (HPT) ..................................... 2-10-05 ..02
Low-pressure Turbine (LPT)....................................... 2-10-05 ..02
Exhaust Cone and Mixer ............................................ 2-10-05 ..02
Accessory Gearbox .................................................... 2-10-05 ..03
Engine Fuel System ........................................................... 2-10-10 ..01
Fuel Pump and Metering Unit (FPMU) ........................... 2-10-10 ..01
Fuel Cooled Oil Cooler (FCOC)...................................... 2-10-10 ..02
Compressor Variable Geometry Actuation System ........ 2-10-10 ..02
Fuel Nozzles ................................................................... 2-10-10 ..02
Lubrication System............................................................. 2-10-15 ..01
Lubricating Oil Supply System........................................ 2-10-15 ..01
Oil Tank ...................................................................... 2-10-15 ..01
Lube and Scavenge Pump ......................................... 2-10-15 ..02
Oil Filter Unit ............................................................... 2-10-15 ..02
Air-Cooled Oil Cooler (ACOC) .................................... 2-10-15 ..02
Fuel-Cooled Oil Cooler (FCOC).................................. 2-10-15 ..02
Engine Sumps ................................................................ 2-10-15 ..03
Lubricating Oil Scavenge System................................... 2-10-15 ..03
Lubricating Oil Vent System ........................................... 2-10-15 ..03
Engine Bleed...................................................................... 2-10-20 ..01
Engine Electrical System ................................................... 2-10-25 ..01
Electrical Power Sources................................................ 2-10-25 ..01
Permanent Magnet Alternator (PMA) ............................. 2-10-25 ..01
Ignition System................................................................... 2-10-30 ..01
Pneumatic Starting System................................................ 2-10-30 ..02
Air Turbine Starter (ATS)................................................ 2-10-30 ..02
Starting Control Valve (SCV).......................................... 2-10-30 ..02
Starting By Using Ground Equipment............................. 2-10-30 ..03
Page Code
JANUARY 17, 2003 2-10-00 1 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
Engine Indicating System (EIS).......................................... 2-10-35.. 01
Engine Sensors .............................................................. 2-10-35.. 01
Pressure/Temperature Transducer Sensor ................ 2-10-35.. 01
Low Oil-Pressure Sensor ............................................ 2-10-35.. 01
Oil-Level and Low-Level Sensor ................................. 2-10-35.. 01
Electrical Oil-Filter Impending-Bypass Indicator ......... 2-10-35.. 01
Fuel Temperature Sensor ........................................... 2-10-35.. 02
Electrical Fuel-Filter Impending-Bypass Indicator....... 2-10-35.. 02
Magnetic Indicating Plug ............................................. 2-10-35.. 02
Igniter Spark-Rate Detector ........................................ 2-10-35.. 02
Vibration Sensors........................................................ 2-10-35.. 02
Fuel Flowmeter ........................................................... 2-10-35.. 02
Powerplant Control System ................................................ 2-10-40.. 01
Full Authority Digital Electronic Control (FADEC) ........... 2-10-40.. 01
N1TARGET Calculation.................................................. 2-10-40.. 04
N1REQUEST Calculation ............................................... 2-10-40.. 04
Ground/Flight Idle Thrust Schedule ................................ 2-10-40.. 05
Closed-Loop Fan Speed Control .................................... 2-10-40.. 05
N1/N2 Overspeed/Underspeed Protection ..................... 2-10-40.. 06
Interstage-Turbine Temperature (ITT) Limiting .............. 2-10-40.. 06
Acceleration/Deceleration Limiting ................................. 2-10-40.. 06
Flameout Detection/Autorelight ...................................... 2-10-40.. 06
N1 Reversionary Control Mode....................................... 2-10-40.. 07
FADEC Inputs Selection and Fault Accommodation ...... 2-10-40.. 07
FADEC Discrete Outputs................................................ 2-10-40.. 07
Alternate FADEC Selection............................................. 2-10-40.. 08
FADEC Reset ................................................................. 2-10-40.. 08
Engine Operation................................................................ 2-10-50.. 01
General ........................................................................... 2-10-50.. 01
Thrust Ratings ................................................................ 2-10-50.. 01
Engine Control ................................................................ 2-10-50.. 02
Thrust Management........................................................ 2-10-50.. 02
Thrust Mode Selection ................................................ 2-10-50.. 02
AE3007A1E Thrust Mode Selection............................ 2-10-50.. 07
Fan-Speed Scheduling................................................ 2-10-50.. 08
Alternate Takeoff Thrust Control System (ATTCS) .... 2-10-50.. 10
Takeoff Data Setting ................................................... 2-10-50.. 11
Engine Start .................................................................... 2-10-50.. 14
Engine Dry Motoring.................................................... 2-10-50.. 15
Engine Shutdown............................................................ 2-10-50.. 15
EICAS Messages ............................................................... 2-10-50.. 16
Page Code
2-10-00 2 01 JANUARY 17, 2003
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
Control Pedestal ............................................................. 2-10-60 ..01
Powerplant Control Panel............................................... 2-10-60 ..03
Fire Handle ..................................................................... 2-10-60 ..05
Engine Indication on EICAS ........................................... 2-10-60 ..05
Takeoff Page on MFD .................................................... 2-10-60 ..10
First Engine Backup Page on RMU................................ 2-10-60 ..11
Thrust Reverser ................................................................. 2-10-70 ..01
General........................................................................... 2-10-70 ..01
Lock Protection............................................................... 2-10-70 ..01
Operation........................................................................ 2-10-70 ..01
Operation Logic........................................................... 2-10-70 ..02
EICAS Indication......................................................... 2-10-70 ..02
Thrust Reverser Interlock ............................................... 2-10-70 ..03
EICAS Messages ........................................................... 2-10-70 ..03
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POWERPLANT AIRPLANE
OPERATIONS
MANUAL
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
GENERAL
The airplane is powered by two fuselage-mounted Allison turbofan
engines. Engine denominations, thrust (installed, static sea level) and
flat rates are as follows:
ENGINE MODEL MAX. T/O THRUST FLAT RATE

AE3007A1E EMB-135 BJ 8810 lb ISA+19°C
AE3007A1P EMB-135 BJ 8169 lb ISA+19°C
NOTE: -Max T/O thrust and flat rate values for AE3007A1P are based
on T/O RSV thrust.
- Max T/O thrust and flat rate values for AE3007A1E are based
on E T/O RSV thrust.
The AE3007 is a high bypass ratio, two-spool axial flow turbofan
engine. The main design features include:
− A single stage fan,
− A 14-stage axial-flow compressor with inlet guide vanes and five
variable-geometry stator stages,
− A 2-stage high pressure turbine to drive the compressor,
− A 3-stage low pressure turbine to drive the fan,
− Dual, redundant, Full Authority Digital Electronic Controls
(FADEC),
− Accessory gearbox,
− Air system for aircraft pressurization and engine starting.
Each engine is controlled by redundant FADECs. The FADECs also
provide information to the EICAS, although some parameters signals
are provided directly from engine sensors. All powerplant parameters
are indicated on the EICAS, which also provides warning, caution and
advisory messages.
The cockpit control stand incorporates two thrust levers, one for each
engine, and four buttons for engine thrust rating selection.
Controls for ignition, FADEC, takeoff data setting, takeoff rating
selection and engine Start/Stop are located on the overhead panel.
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POWERPLANT AIRPLANE
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MANUAL
MAIN ASSEMBLIES
FAN MODULE
Air enters the engine through the fan case inlet and is compressed by
a 24-blade, single-stage fan. The compressed air is split into a bypass
stream, which bypasses the core through the outer bypass duct, and a
core stream that enters the high-pressure compressor.
HIGH-PRESSURE COMPRESSOR
The compressor rotor consists of 14 stages of individual wheel
assemblies, compressor shaft, compressor-to-turbine shaft, and
compressor tiebolt. Compressor Variable Geometry (CVG) stators are
provided for stages 1 through 5 and for the inlet guide vanes. These
stators are driven by servo actuators controlled by the FADECs. High-
th
pressure compressor bleed air tappings are available at the 9 and
th
14 stages (compressor discharge).
A combustion liner assembly mixes air and fuel to support combustion,
and delivers a uniform, high-temperature gas flow to the turbine.
HIGH-PRESSURE TURBINE (HPT)
The High Pressure Turbine converts the gas flow coming from the
combustion liner into usable mechanical energy to drive the
compressor.
LOW-PRESSURE TURBINE (LPT)
The Low-Pressure Turbine is located downstream of the High-
Pressure Turbine and extracts energy from the gas path to drive the
fan. The LPT is connected to the fan by means of a shaft extending
through the entire high-pressure spool and the compressor assembly.
Air exiting the LPT mixes with the bypass air and provides thrust.
EXHAUST CONE AND MIXER
The mixer provides the mixing chamber for the engine bypass and
core gas-flow streams and sets the fan operating line for all operating
envelope conditions. The Thrust Reversers deflect the exhaust
providing reverse thrust.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ACCESSORY GEARBOX
An accessory gearbox is driven by the high-pressure spool and
provides driving pads for the following engine and airplane
accessories:
− Engine accessories: Fuel Pump and Metering Unit (FPMU),
Permanent Magnet Alternator (PMA), and oil pump.
− Airplane accessories: hydraulic pump, electrical generators, and
pneumatic starter.
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POWERPLANT AIRPLANE
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MANUAL
ALLISON AE 3007 ENGINE
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE FUEL SYSTEM

The Engine Fuel System has a distribution and an indicating system.
The distribution system supplies filtered and metered fuel for
combustion. Secondary functions include providing pressurized fuel to
activate the Compressor Variable Geometry (CVG) system, and
providing a cooling medium for lubrication oil. The indicating system
components monitor the fuel supply and are located on the engines.
The engine fuel system comprises a Fuel Pump and Metering Unit
(FPMU), a Fuel Cooled Oil Cooler (FCOC), a Compressor Variable
Geometry (CVG) actuator and fuel nozzles.
FUEL PUMP AND METERING UNIT (FPMU)

The FPMU is an electrical-mechanical, fully-integrated line replaceable
unit which incorporates the engine fuel pumping, filtering, and metering
functions, and operates under authority of the engine FADECs. The
FPMU controls and supplies fuel to the engine nozzles at correct
pressure and flow rate for engine start, correct engine operation,
engine stop, and also controls the compressor variable-geometry
vanes.
The pump system contains a low-pressure centrifugal pump and a
high-pressure gear pump. The centrifugal pump raises the pressure of
incoming fuel high enough to meet the inlet pressure requirements of
the high-pressure pump, with allowances for pressure losses in the fuel
filter and the FCOC. The centrifugal pump also provides vapor-free
fuel to the gear pump.
The main fuel filter, located upstream of the gear pump, protects the
pump metering unit components and fuel nozzles from fuel
contaminants. A fuel flow bypass valve allows continued operation in
the event of complete filter blockage.
A fuel flow pressure relief valve across the pump protects the fuel
system from overpressure conditions.
An air vent valve provides automatic venting of entrapped air or fuel
vapor at the gear pump discharge during engine starting and/or
motoring. The vent valve remains closed whenever the vent solenoid is
not energized, thus preventing fuel leakage through the vent system if
the airplane boost pumps are turned on while the engine is not running.
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The fuel-metering valve is controlled by the FADEC and controls fuel
distribution from the gear pump to the engine fuel nozzles.
Downstream of the metering valve, a pressurizing valve (PRV)
generates adequate system pressure for the proper functioning of the
main metering valve and pressure drop servos and CVG hydraulic
actuator. The PRV also provides the primary means for engine fuel
shutoff, commanded through the Latching Shutoff Valve, that receives
a Stop cockpit input through the FADEC.
FUEL-COOLED OIL COOLER (FCOC)

The FCOC is installed externally on the botton of the outer bypass
duct, aft region. Fuel flows from the FPMU’s centrifugal pump to the
FCOC where it simultaneously cools the engine's lubrication oil and
warms the fuel. A thermal/pressure bypass valve bypasses oil flow to
prevent fuel leaving the FCOC from being heated above 93.3°C
(200°F). The oil is also bypassed if the differential oil pressure is
greater than 50 psi due to hung or cold starts. After the FCOC, the fuel
goes to the filter.
COMPRESSOR VARIABLE GEOMETRY (CVG)

ACTUATION SYSTEM
The high-pressure compressor has a variable geometry vane system
on its five stages to provide maximum engine performance over a wide
range of engine speeds. The FADEC contains a schedule of vane
positions versus corrected gas generator speed (N2) that has been
selected to provide the optimum compressor efficiency of steady-state
conditions and adequate stall margins during transients.
The FADEC senses the vane position and, by means of fuel pressure
from the FPMU, commands the CVG actuator movement to position
the compressor-inlet guide vanes and the first five rows of compressor
vanes to the desired setting.
FUEL NOZZLES
Each engine has 16 fuel nozzles, that furnish atomized fuel to the
combustor at the proper spray angle and pattern, for varying airflow
conditions.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE FUEL SYSTEM SCHEMATIC
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OPERATIONS
MANUAL
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
LUBRICATION SYSTEM
The engine lubrication system is a self-contained, pressure-regulated
and recirculating dry sump system. The system supplies filtered and
pressurized oil to the various engine oil coolers, engine sumps and the
accessories gearbox, at the proper temperature, to cool and lubricate
the bearings, seals, and gear meshes.
The main subsystems of the oil system are: lubricating oil-supply,
engine sumps, lubricating oil scavenge and lubricating oil vent.
LUBRICATING OIL-SUPPLY SYSTEM

Oil is supplied to the lube and scavenge pump from a pressurized oil
tank and is pumped through an oil filter. The oil is then cooled while
passing through two heat exchangers (ACOS and FCOC). Oil pressure
is controlled by a pressure-regulating valve in the pump housing. A
tank pressurizing valve maintains positive pressure in the oil tank to
ensure an adequate oil supply to the lube and scavenge pump, and
proper oil pressure at altitude. A separate Tank Vent Valve protects the
tank from over-pressurization. Oil to the accessory gearbox is
distributed through cast passages to the various gear meshes and
bearings. Pressurized oil is divided inside the front frame and routed to
the fan and front sumps. An external tube delivers oil from the front
frame to the compressor diffuser and the rear turbine-bearing support.
The main components of this subsystem are as follows: oil tank, lube
and scavenge pump, oil filter unit, air-cooled oil cooler (ACOC) and
fuel-cooled oil cooler (FCOC).
OIL TANK
The oil tank is designed to store a sufficient amount of oil (12 quarts)
for lubrication of the engine and the accessory gearbox. The tank has
an oil level sight gage and an oil level/low level warning sensor. These
sensors allow the oil level to be continuously read remotely, and
includes a switch that is actuated when there are 6 quarts or less of
usable oil remaining in the tank. A screen on the oil outlet and a chip
collector plug at the tank bottom are protective devices that prevent
debris from recirculating. The tank is protected from over-
pressurization by the externally vented Pressure Relief Valve.
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POWERPLANT AIRPLANE
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MANUAL
LUBE AND SCAVENGE PUMP

The pressure and scavenge pumps are all mounted in a single integral
unit. A single shaft drives six pumping elements. One pressure
pumping element pumps oil from the tank to the system and five
scavenge pumping elements pump oil from the sumps and the
gearbox to the oil tank. The pump assembly also includes a pressure
regulating valve which controls oil pressure. Main Oil Pressures varies
with the center sump air pressure. A line connecting one side of the
regulating valve to the center sump enables the regulating valve to
compensate for the air pressure inside the sump.
OIL FILTER UNIT

The filter unit includes a replaceable filter element, and mechanical
and electrical impending-bypass indicators. A bypass valve opens and
allows oil to bypass the filter during cold starts, or when the filter
becomes excessively contaminated. A screen is located in the bypass
inlet to prevent passage of particles. The electrical impending-bypass
indicators provide the remote monitoring of the system.
AIR-COOLED OIL COOLER (ACOC)

The ACOC is a surface-type heat exchanger with a single plate-fin oil
section. Filtered, pressurized oil enters a manifold and flows through
the air-cooled heat exchanger. A thermal/pressure bypass valve
senses ACOC outlet temperature. When open, this valve allows cold
oil to bypass the ACOC and, once closed, forces hot oil to flow through
the cooler. The bypass valve also opens if the cooler is obstructed.
FUEL-COOLED OIL COOLER (FCOC)

The FCOC is a heat exchanger that simultaneously cools the engine
lubrication oil and warms the fuel upstream of the FPMU filter. A
thermal/pressure bypass valve prevents fuel overheat. This valve also
opens in case of cooler obstruction or cold starts.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE SUMPS
There are four engine sumps that encompass five main-shaft bearings,
four bevel-gear bearings, and six carbon seals. These sumps are as
follows: fan sump, front sump, center sump and aft sump.
LUBRICATING OIL SCAVENGE SYSTEM
Air and oil are removed from each of the sumps and directed to
individual scavenge inlets on the oil pump. The scavenge section of
the pump includes five pumping elements and has separate inlets for
each of the engine sumps and the accessory gearbox. Each of the
sump inlets to the pump includes a debris monitor with magnetic chip
collector and screen in order to protect the pumping elements. The
gearbox sump inlet to the pump contains only a screen.
LUBRICATING OIL VENT SYSTEM
All the engine sumps are vented to the accessory gearbox. The oil tank
also vents to the gearbox through a core-external line that contains a
tank-pressurizing valve. A Tank Vent Valve is located upstream of the
pressurizing valve and is vented to the atmosphere.
The gearbox acts as an air/oil separator removing any oil contained in
the vent air. The air vented by the gearbox breather is conducted
through a transfer tube and dumped to the core exhaust.
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POWERPLANT AIRPLANE
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LUBRICATION SYSTEM SCHEMATIC
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE BLEED
th
Air is bled from the compressor 9 stage during engine starting to
assist with accelerating to idle rpm.
There are two different types of compressor acceleration bleed valves
(CABV). The original type used two valves per engine located
externally on the HP compressor at approximately the 12:00 and 6:00
O´clock positions. The second type is a single valve at 6:00 O´clock
position.
The engine also provides bleed air to the Pressurization and Air
Conditioning system through the Engine Bleed Valve (EBV), Bleed air
th th
for this system is extracted from the 9 or 14 stages depending on
the request. Refer to section 2-14-05 for more information.
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OPERATIONS
MANUAL
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE ELECTRICAL SYSTEM

ELECTRICAL POWER SOURCES
Primary electrical power for engine control and the ignition system is
provided by a permanent magnet alternator (PMA) that is driven by the
engine accessory gearbox. Before the PMA attains sufficient speed to
generate electrical power, the airplane 28 V DC system is used to
power the FADEC. Aircraft 28 V DC is also used to energize a fail-safe
ignition relay, so that in the event of aircraft power loss the ignition is
turned on and the air vent valve is closed, thus preventing fuel leakage
through the vent port.
The PMA is the only source of power for the igniters. If a PMA failure
occurs there will not be any spark from the igniters.
PERMANENT MAGNET ALTERNATOR (PMA)
The PMA provides electrical power for both engine FADECs and to the
redundant ignition systems.
The PMA provides sufficient power to drive the ignition system at all
speeds above 10% N2, and powers the FADECs at a minimum of
50% N2. The PMA also provides power to the Thrust Rating Mode
Buttons, in case of electrical emergency.
For starting and emergency backup, the engine control system
requires aircraft supplied 28 V DC (GPU and/or batteries) power.
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MANUAL
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
IGNITION SYSTEM
The engine has a dual redundant ignition system composed of two
ignition exciters, two high-tension igniter leads and two igniters.
The ignition system is turned on by the FADEC during engine starting
cycle or when an engine flameout condition is detected (auto-relight).
Each ignition exciter is controlled by a separate FADEC and powered
by a separate electrical winding of the PMA.
Continuous ignition or ignition off can be manually selected through the
Ignition Selector Knob, located on the Powerplant Control Panel and
connected to the FADECs. Ignition control is performed according to
Ignition Selector Knob position, as follows:
− Ignition Selector Knob set to ON:
− Both FADECs command associated ignition channel during
start, as soon as the PMA provides sufficient power.
− The ignition is not automatically deactivated when the start
cycle is completed.
− If the engine is already running, both FADECs activate their
ignition channels.
− Ignition Selector Knob set to AUTO:
− During ground start, only the FADEC in control activates the
ignition system at the proper time. The engine start will be
performed with only one exciter. The exciters will be
alternately selected for each subsequent ground start.
− The FADEC deactivates the ignition system when the engine
starting cycle is completed.
− The auto-relight function activates the ignition system.
− Ignition Selector Knob set to OFF:
− If the engine is not running, the FADEC neither activates the
ignition system nor actuates the engine fuel valve from
closed to open position.
− If the engine is already running, at least in IDLE thrust, the
FADEC does not close the engine fuel valve.
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POWERPLANT AIRPLANE
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MANUAL
PNEUMATIC STARTING SYSTEM

The engine starting system comprises the Air Turbine Starter and the
Starting Control Valve. The starting system has the function of
supplying airflow for pneumatic engine starting, converting the
pneumatic energy into gearbox driving torque.
Pneumatic power source can be selected from the APU, ground air
supply source, or cross bleed from the opposite engine.
AIR TURBINE STARTER (ATS)

The ATS is installed in a dedicated engine accessory gearbox pad and
consists basically of an air inlet, an impeller turbine, a reduction
gearset, a clutch, and an output shaft.
The ATS converts pneumatic energy into driving torque for engine gas
generator spool acceleration up to the self-sustained speed during the
starting cycle. The air exhaust from the turbine is discharged into the
engine nacelle compartment.
STARTING CONTROL VALVE (SCV)

The SCV regulates the pressure supplied to the ATS and provides
isolation from the pneumatic system following start completion. The
valve is electrically controlled and pneumatically actuated.
A SCV visual position indication is available on the valve housing.
A manual override adapter is available on the valve housing, enabling
engine start in the case of a valve or associated electrical system
failure. The valve is spring-loaded to the closed position.
If the ATS shutoff valve remains open after 53% N2, a caution
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
STARTING BY USING GROUND EQUIPMENT

The system is pressurized by a pneumatic ground equipment
connected to start the engine 2.
The SCV energizes to open when a starting switch ground signal
energizes the engine 2 start relay.
When the engine gas generator attains 53% N2, a validation time of 10
seconds elapses before the message “E2 ATS SOV OPN” appears on
the EICAS. At 54.6% N2 the FADEC sends a signal to engine 2 start
relay be de-energized, thus the SCV is also de-energized and the
airflow stops flowing to the ATS turbine. In normal operation
conditions, 54.6% N2 is reached in less than 10 seconds.
The ATS stops operating and the engine gas generator speed
increases.
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POWERPLANT AIRPLANE
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MANUAL
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
PNEUMATIC STARTING SYSTEM SCHEMATIC
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OPERATIONS
MANUAL
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE INDICATING SYSTEM (EIS)
The EIS is composed of a wiring harness and a set of engine-mounted

sensors. This system is directly connected to the EICAS, providing real
time monitoring of the engine oil, fuel, and mechanical systems.
ENGINE SENSORS
PRESSURE/TEMPERATURE TRANSDUCER SENSOR

This sensor combines engine oil pressure and temperature
transducers in a single housing, mounted on the Fuel-Cooled Oil
Cooler (FCOC). The pressure and temperature transducers are
electrically independent and require separate signal conditioning.
Due to the characteristic of some pressure sensors, the EICAS may
display approximately 90 psi for a 2 minutes period, for actual
pressures between 90.5 and 155 psi. Considering this characteristic,
pressure indication may jump suddenly from approximately 90 psi to
the actual pressure value, after the 2 minutes period is expired.
LOW OIL-PRESSURE SENSOR
The function of the low oil-pressure sensor is to give an indication
when oil pressure is low. This sensor is also mounted on the FCOC. A
warning message is presented on the EICAS in case of low oil
pressure.
OIL-LEVEL AND LOW-LEVEL SENSOR
The engine oil-level sensor is a transducer located in the oil tank that
gives continuous and accurate oil level readings from 3qts to 12qts.
The low-level warning sensor is electrically open with 6qts or less of oil
remaining in the tank and remains closed otherwise. An indication of
oil-level is provided on the Takeoff page on the MFD. The indication
turns amber when oil level is at 6 quarts or below.
ELECTRICAL OIL-FILTER IMPENDING-BYPASS INDICATOR
The engine electrical oil-filter impending-bypass indicator is located in
the oil-filter assembly. An advisory message is presented on the
EICAS if the differential pressure across the oil filter exceeds its set
point.
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FUEL TEMPERATURE SENSOR

The engine fuel-temperature sensor has an indication range of -54° to
176°C (-65° to 350°F) and is located on the FCOC. A caution message
is presented on the EICAS in case of fuel low temperature (below 5°C
in the engine).
ELECTRICAL FUEL-FILTER IMPENDING-BYPASS INDICATOR

The engine electrical fuel-filter impending-bypass indicator is located
on the engine fuel pump and metering unit (FPMU). An advisory
message is presented on the EICAS if the differential pressure across
the filter exceeds its set point.
MAGNETIC INDICATING PLUG

The magnetic indicating plug is located in the oil tank. The magnetic
plug contacts are normally open and are electrically closed when
conductive material bridges the gap between them.
IGNITER SPARK-RATE DETECTOR

The engine igniter spark-rate detectors are outputs from the ignition
exciters that indicate that an electric field has collapsed in the exciter
circuit. A signal is available for each igniter circuit on the engine.
VIBRATION SENSORS
The engine vibration sensors are accelerometers that detect abnormal
fan rotor and turbine rotor vibration. The transducers are connected
through the engine wiring harness to the EICAS.
FUEL FLOWMETER
The fuel flowmeter is a turbine, mass flow sensor. A given fuel flow
through the sensor causes the turbine to move to a calibrated position,
providing a specific voltage output to the Data Acquisition Unit (DAU).
The DAU converts the voltage signal from the sensor into a flow-rate
value (pounds or kilograms per hour) for cockpit display. The fuel
flowmeter is calibrated for a range between 130 to 4300 pph. During
some starts, fuel flow may drop to values out of the flowmeter range. In
this case a zero fuel flow will be displayed on EICAS for a few
seconds.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
POWERPLANT CONTROL SYSTEM
Each AE 3007A engine series features a dual redundant electronic
control system. The main components of the powerplant control
system are the Full Authority Digital Electronic Controls (FADECs), the
FPMU, the Permanent Magnetic Alternator (PMA), the Control
Pedestal and the Powerplant Control Panel.
Thrust management logic schedules a corrected fan speed (N1) based
on a signal from the ADC and cockpit, sending it to engine control
logic, which controls the engine fuel flow and compressor variable
geometry (CVG) to attain the required engine steady-state and
transient response.
Engine control logic also incorporates engine protection logic that
prevents engine damage attributable to excessive rotor speed at all
times, and temperature limits after the engine has completed a start.
FULL AUTHORITY DIGITAL ELECTRONIC CONTROL

(FADEC)
Each engine is controlled by one of two FADECs that are named
FADEC A and FADEC B. All signals between each FADEC and its
respective engine and between the FADECs and the airplane are
completely redundant and isolated. This allows either A or B FADEC to
control the engine independently.
The FADECs are interconnected by dedicated Cross-Channel Data
Links. These buses are used to transmit engine data and FADEC
status between the two FADECs.
Each FADEC is connected to one of the two FADECs on the opposite
engine via data bus. Across this bus, the FADECs communicate the
information necessary to implement thrust reverser interlock and
Automatic Takeoff Thrust Control System (ATTCS).
Airplane electrical power is fed to the FADEC for engine start as a sole
power source until N2 is approximately 50%. Primary electrical power
source for each FADEC is generated by a dedicated set of windings in
the permanent magnet alternator (PMA). The airplane power source is
fed the FADEC as a backup in the event of a failure in the PMA. In the
event of total loss of airplane power the pilot would control the engine
normally.
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POWERPLANT AIRPLANE
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MANUAL
Each FADEC receives command signals from the Control Pedestal
and from the Powerplant Control Panel and sends a command signal
to the FPMU, which meters the fuel flow to the engine in order to reach
the fan spool speed calculated by the FADEC thrust management
section.
Both FADECs alternate powerplant control. While one FADEC controls
the powerplant, the other remains in standby mode. The standby
FADEC monitors all inputs, performs all computations, and performs
built-in-test and fault detection. However, the output drivers (fuel flow
and CVG control), that command the engine, are powered off.
The active FADEC is alternated at each engine ground start in order to
minimize the probability of latent failure within the powerplant control
system/airplane interface.
The selection logic resides within the FADECs that memorize which
FADEC was used for the last engine start and commands the other
one to perform the next start, regardless of which FADEC is used in
flight.
For example: If FADEC B was used for the last start, when the pilot
actuates the next start, the selection logic will select FADEC A, as
shown in the following table:
Start In flight (alternated) Following start
FADEC A FADEC B or A FADEC B
FADEC B FADEC A or B FADEC A
Transfer from active FADEC to standby FADEC may also be

accomplished automatically, in response to a detected fault, or
manually, through the FADEC Selector Knob, located on the overhead
panel. The manual selection overrides the automatic selection of the
controlling FADEC unless the manually selected FADEC is not capable
of safely controlling the engine.
If a fault condition is detected in the engine sensor, actuator interface,
or airplane interface of the controlling FADEC, it will maintain control by
using data borrowed from the standby FADEC. If required data is not
available, the controlling FADEC will use default data or switch to
reversionary control mode.
Control will be transferred to the standby FADEC only when the
controlling FADEC detects a fault that will result in degraded engine
operation or will render it unable to control the engine.
All measured powerplant control parameters, control system faults and
status information are presented on the EICAS.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
FADEC SCHEMATIC
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MANUAL
N1TARGET CALCULATION
The FADEC calculates the maximum available engine thrust for a
given thrust rating mode, airspeed and ambient conditions, and bleed
air configuration. Maximum thrust corresponds to N1TARGET
displayed on the EICAS as a cyan bug on the N1 analogic indicator
arc.
When the Thrust Lever is set to the THRUST SET position, the
FADEC controls the engine at N1TARGET.
In normal mode (with no ADC faults) the following data are used as
primary reference for the N1TARGET calculation:
− Pressure Altitude and Mach Number reference from ADCs.
− Temperature references (REF TO TEMP during takeoff and
ADC TAT in flight).
− A-ICE condition (REF A-ICE during takeoff and actual A-ICE
system feedback in flight).
− Takeoff mode.
N1REQUEST CALCULATION
The N1REQUEST is a function of N1TARGET and Thrust Lever Angle.
The FADEC controls the engine to N1REQUEST at steady state,
except if the thrust lever is at Ground Idle position. In this case, the
engine is controlled according to the Ground Idle N2 schedule.
The table below presents the main Thrust Lever positions,
corresponding Thrust Lever Angle bands, and N1REQUEST for
ground operation.
POSITION TLA N1REQUEST
MAX REVERSE 0 to 4° N1REV
MIN REVERSE 14° to 22° N1IDLE
IDLE 22° to 28° N1IDLE
THRUST SET 72° to 78° N1TARGET
MAX THRUST Above 78° N1TARGET
N1REV is the N1 value for MAX REVERSE thrust.
Each thrust lever modulates engine thrust linearly between IDLE and
THRUST SET position. There is no thrust modulation between IDLE
and MIN REVERSE.
N1REQUEST is shown as a green bug on the N1 analogic indication
arc on the EICAS.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
GROUND/FLIGHT IDLE THRUST SCHEDULE

There is only one IDLE position on the thrust lever control pedestal.
However, there are two different IDLE ratings (ground and flight Idle),
set as a function of the Air/Ground input to the FADEC:
− GROUND IDLE SPEED

During ground operations, the FADEC commands the engine to
Ground Idle Speed, which is scheduled in order to:
− Avoid engine flameout, overtemperature or inability to accelerate.
− Provide the required air bleed flow pressure and temperature for
the ECS.
− Provide the required gas generator speed to drive the
accessories.
Ground Idle Speed is scheduled as a function of ambient
temperature.
− FLIGHT IDLE THRUST
In flight operation, the FADEC will command the engine to Flight Idle
Thrust, which is scheduled in order to:
− Avoid engine flameout, overtemperature or inability to accelerate.
− Provide the required bleed airflow pressure and temperature for
the ECS and for the Anti-Icing System. If the FADECs receive an
indication that the anti-icing system is on, Flight Idle thrust is
rescheduled in order to provide the required air bleed flow,
pressure and temperature. This automatic A-ICE Flight Idle
rescheduling is inhibited below 15000 ft if the landing gear is down
and locked.
− Enable the FADEC to accelerate the engine from Flight Idle
Thrust to 100% of the GO-around thrust mode in 8 seconds or
less, at or below 9500 ft.
CLOSED-LOOP FAN SPEED CONTROL

The primary control mode of the engine is closed-loop fan speed
control. The fan speed requested by thrust lever is compared to the
measured fan speed. An error signal proportional to the difference
between the request and measured fan speed is used to adjust the
commanded fuel flow to the engine to drive the fan speed error to zero.
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MANUAL
N1/N2 OVERSPEED/UNDERSPEED PROTECTION

The FADEC limits fuel flow to prevent the excessive rotor speed on
both the low-pressure rotor (N1) and the high-pressure rotor (N2). If
the fuel flow commanded by the closed-loop results in the surpassing
of established rotor speed limits, fuel flow will be limited to that value
which will result in rotor speed limit.
The FADEC also incorporates a logic to initiate an engine shutdown if
the upper limits of N1 and N2 are exceeded, in order to avoid a
potentially destructive overspeed condition.
Logic within the FADEC incorporates a high-pressure rotor (N2)
underspeed shutdown. This logic prevents damaging the turbine via an
overtemperature condition if the engine attempts to operate at sub-idle
speed. If N2 drops below 54% the FADEC will command a shutdown.
The maximum steady-state rotor speeds are 100% N1 or 102.5% N2,
(103.7% N2 for A1E engines). There is no minimum N1 speed.
INTERSTAGE-TURBINE TEMPERATURE (ITT) LIMITING

The FADEC has provisions for limiting engine fuel flow to prevent
exceeding ITT limits. If the fuel flow commanded by the closed-loop
fan speed control exceeds established ITT limits, the FADEC will limit
the fuel flow to that value that will result in operation within the ITT limit.
ACCELERATION/DECELERATION LIMITING
Acceleration and deceleration limits within the FADEC logic restrict the
rate of commanded engine fuel flow to prevent surge during
acceleration or lean blow out during deceleration.
FLAMEOUT DETECTION/AUTORELIGHT
Flameout and autorelight detection logic within the FADEC detects an
engine flameout and attempts an automatic relight before the engine
loses power, if N2 is higher than 53%. In the event that a relight cannot
be successfully executed, the FADEC commands an engine shutdown.
During in-flight restarts, both ignition systems are energized.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
N1 REVERSIONARY CONTROL MODE

The FADEC provides a reversionary control mode to accommodate a
total loss of fan-speed (N1) signal.
The FADEC stores data on the correlation between N1 and N2 of an
average engine in its non-volatile memory, and in the event that all N1
signals are lost, it will control thrust governing N2 speed.
The engine control system is capable of modulating thrust in response
to thrust lever movement in the reversionary control mode. However,
transient response times may be greater, minimum thrust may exceed
flight idle thrust and maximum thrust may be less than that expected
during normal control operation.
This mode is evident to the pilot due to the absence of N1 indication on
the EICAS.
FADEC INPUTS SELECTION AND FAULT

ACCOMMODATION
For every FADEC input, there is a selection and fault accommodation
logic, based on the inputs to both FADECs of the same engine.
The engine control system is highly fault tolerant. Because of
redundant sensor inputs and outputs, the control system can
accommodate multiple faults with no degradation in engine response.
The fault accommodation philosophy is to maintain operation on the
controlling FADEC for as long as possible before transferring control to
the standby FADEC.
For every detectable fault, the FADEC provides a signal to the EICAS
for the alerting message and/or to the Central Maintenance Computer
for the maintenance message.
FADEC DISCRETE OUTPUTS

Each FADEC provides two discrete output signals, as follows:
− N2 Speed Switch - Each FADEC activates a discrete output
whenever the engine is assumed to be running, based on N2.
This signal is activated whenever N2 reaches (accelerating)
56.4% and is deactivated whenever N2 drops below 53%.
− ECS OFF signal.
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POWERPLANT AIRPLANE
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MANUAL
ALTERNATE FADEC SELECTION

AUTOMATIC SELECTION
− Whenever the FADEC in control is unable to safely control the
engine, it signals the alternate FADEC to automatically take over
engine control.
MANUAL SELECTION
− The alternate FADEC may be manually selected to control the
engine, by momentarily setting the FADEC Control Knob,
located on the overhead panel, in the ALTN position.
The FADEC that is in control (A or B) is indicated on the EICAS.
FADEC RESET
The FADEC may be reset through the FADEC Control Knob. Upon
receiving the FADEC Control Knob input, the FADEC clears recorded
inactive faults (faults not currently being detected).
In case any fault persists after the RESET command, it is not cleared.
Reset does not mean electrical power interruption to the FADEC.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE OPERATION
GENERAL
The Rolls-Royce AE 3007 engine uses an electronic control system
based on two Full Authority Digital Electronic Controls (FADECs) that
control the engine. These FADECs interface with the engine, airframe
and flight deck. A complete description of the engine control system
was presented in the previous chapter.
THRUST RATINGS
The engine control system schedules the corrected fan speed as a
function of pressure altitude, Mach number, ambient temperature, anti-
ice system condition, thrust mode and thrust lever angle to achieve the
rated thrust conditions.
Thrust ratings for the AE 3007 engine are:
Engines A1P A1E
Thrust
Selectable ATTCS Selectable ATTCS
ratings
E Takeoff - - - E T/O
Reserve RSV*
E Takeoff - - E T/O* E T/O

RSV*
Takeoff - T/O - T/O

Reserve RSV* RSV*
Takeoff T/O* T/O T/O* T/O

RSV* RSV*
Maximum
- - - -
Takeoff-1
Alternate
ALT T/O-1* T/O-1* ALT T/O-1* T/O-1*
Takeoff-1
Maximum
CON - CON -
Continuous
E Maximum
- - E CLB -
Cllimb
Maximum
CLB - CLB -
Climb
Maximum
CRZ - CRZ -
Cruise
*Restricted to 5 minutes
For A1E engines, E T/O RSV and T/O RSV modes ate not intended for
normal operation. Their use must be recorded in the maintenance
logbook.
For the respective takeoff rating, altitude, and Mach-number condition,
fan speed is controlled to maintain constant thrust at any given
ambient temperature below the flat-rated ambient temperature.
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POWERPLANT AIRPLANE
OPERATIONS
MANUAL
ENGINE CONTROL
The engine control system controls the operation of the engine
throughout its operating envelope. The system modulates the fuel flow
rate to the engine and the position of the variable geometry vanes
(CVG) in response to inputs from the aircraft’s sensors and
measurements of engine operating conditions. The engine control
system will not command a fuel flow that would result in exceeding
rotor speed or temperature operating limits.
The engine control system is designed in such a manner that a single
electrical failure will not cause significant thrust changes, result in an
uncommanded engine shutdown or prevent a commanded engine
shutdown. In case of loss of both FADECs, the engine control system
will shut off fuel flow and move the CVGs to the closed position.
The engine control system performs two categories of functions: thrust
management and engine control. Thrust management logic interfaces
with the airframe and schedules a corrected thrust based on air data
and cockpit inputs. The fan speed request is passed to the engine
control logic, which controls the engine fuel flow and Compressor
Variable Geometry (CVG) in response to the measured parameters in
order to attain the required engine response.
THRUST MANAGEMENT
This section of the FADEC software is responsible for functions directly
involved in the required thrust computation and management logic.
Thrust management logic is provided to reduce flight crew workload
and enhance the aircraft’s operation.
Thrust management functions are as follows: thrust mode selection,
fan speed (N1) scheduling, Automatic Takeoff Thrust Control
(ATTCS), Takeoff Data Setting (TDS), and thrust reverser interlock.
THRUST MODE SELECTION

Thrust logic management includes several thrust-rating modes that are
controlled through associated buttons on the cockpit, set during the
takeoff data setting procedure, automatically triggered by the ATTCS
or by advancing the Thrust Lever Angle (TLA) above the thrust set
position.
Thrust-rating mode defines the available engine thrust at the existing
ambient conditions. The following thrust modes are available:
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ALTERNATE TAKEOFF (ALT T/O-1)
− All engines:
This mode is the normal all engines operating takeoff mode and
is available only through the use of the Takeoff Data Setting
procedure.
Selection of this mode ensures the best engine durability and
economy of operation. In this mode the ATTCS is active, so that
T/O-1 mode is triggered in case of engine failure.
MAXIMUM TAKEOFF-1 (T/O-1)
− A1P engine:
This is the One Engine Inoperative (OEI) mode for the normal,
all engines operating, ALT T/O-1 mode. In addition to being
selected by an ATTCS trigger, it may also be selected from
ALT T/O-1 mode, at or below 1700 ft above takeoff pressure
altitude, by pushing the T/O thrust-rating button. It is not a
normal pilot selectable takeoff mode.
− A1E engine:
This is the One Engine Inoperative (OEI) mode for the normal,
all engines operating, ALT T/O-1 mode. The FADECs will select
T/O-1 mode if the T/O switch is pressed and the current mode is
ALT T/O-1 during takeoff phase, if the ATTCS is triggered and
the current mode is ALT T/O-1 or if the thrust lever is moved
beyond Thrust Set position and the current mode is ALT T/O-1.
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MANUAL
TAKEOFF (T/O)
− A1P engine:
This mode is the maximum, all engines operating takeoff mode.
For engine durability and economy of operation, this mode
should only be selected when ALT T/O-1 is not authorized.
ATTCS is active in this mode, so that ATTCS triggers upon
detection of an engine failure, commanding a thrust increase to
T/O RSV mode. The T/O mode is automatically selected at
FADEC power up, and at the initialization of the Takeoff Data
Setting procedure. T/O is also automatically selected in flight
below or descending through 15000 ft provided the landing gear
is down and locked. T/O is selected if there is weight on wheels,
the TLA is at 50° or less and the T/O thrust-rating button is
pushed. This mode is also selected when the T/O thrust-rating
button is pushed and the pressure altitude is greater than 1700 ft
above takeoff altitude.
− A1E engine:
This is a medium thrust level, selectable through the Takeoff
Data Setting procedure, for all engines operating. For engine
durability and economy this mode should be selected if
conditions do not permit use of ALT T/O-1 but do not require
E T/O mode.
EXTENDED TAKEOFF (E T/O)
− A1E engine:
This mode is the highest level, all engines operating, takeoff
mode. For engine durability and economy of operation, this
mode should only be selected when T/O mode is not authorized.
In case of engine failure the ATTCS triggers the E T/O RSV
mode. The E T/O is automatically selected at FADEC power-up
and also at initiation of the Takeoff Data Setting procedure. E
T/O is also automatically selected in flight, at or below 15000 ft,
when the landing gear down and locked is received by the
FADECs on both engines. This mode is also selected when the
T/O button is pushed and the pressure altitude is greater than
1700 ft above takeoff altitude. The FADECs will select E T/O
mode if the T/O switch is pressed after takeoff phase, if the T/O
switch is pressed and the current mode is T/O-1 or if the thrust
lever is moved beyond Thrust Set position in flight or after
takeoff phase.
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OPERATIONS
MANUAL
TAKEOFF RESERVE (T/O RSV)
− A1P engine:
This mode is the corresponding OEI mode for all engines
operating in T/O mode. The engine will produce the maximum
rated thrust for the existing ambient conditions in this mode.
T/O RSV is automatically selected when ATTCS is triggered
during operation in T/O mode. T/O RSV is also selected if both
engines do not agree on the thrust mode or when the thrust
mode of the remote engine cannot be determined. This mode
will also be selected from the T/O mode, at or below 1700 ft
above takeoff altitude, when the T/O thrust-rating button is
pushed.
NOTE: T/O RSV is manually selected by advancing one or both
TLA above Thrust Set position, regardless of any mode
previously selected.
− A1E engine:
This is the corresponding OEI mode for all engines operating in
T/O mode. This mode is accessible through a FADEC command
in response to an ATTCS triggering event. The FADECs will
select T/O RSV mode if the T/O switch is pressed and the
current mode is T/O during takeoff phase, if the ATTCS is
triggered and the current mode is T/O or if the thrust lever is
moved beyond Thrust Set position and the current mode is
T/O. This mode is also accessible by pressing the takeoff button
while in T/O and the aircraft is in post takeoff condition or on the
ground.
NOTE: The use of this mode requires a notation in the aircraft
maintenance log.
EXTENDED TAKEOFF RESERVE (E T/O RSV)
− A1E engine:
This mode is the corresponding OEI mode for all engines
operating in E T/O mode. E T/O RSV is automatically selected
when ATTCS is triggered during operation in the E T/O mode.
The FADECs will select E T/O RSV mode if the T/O switch is
pressed and the current mode is E T/O or T/O RSV during
takeoff phase, if the ATTCS is triggered and the current mode is
E T/O, if the thrust lever is moved beyond Thrust Set position
and the current mode is E T/O or if the thrust lever is moved
beyond the Thrust Set position and the takeoff button is pressed.
Use of this mode requires a notation in the aircraft maintenance
log.
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POWERPLANT AIRPLANE
OPERATIONS
MANUAL
MAXIMUM CONTINUOUS (CON)
− All engines:
This mode is selected by pushing the CON push button. CON
mode is available when the pressure altitude is greater than
300 ft above takeoff altitude and there is no landing gear down
and locked, or when the pressure altitude is greater than 1700 ft
above takeoff altitude. The CON mode switch inputs to the
FADECs are inhibited on ground.
MAXIMUM CLIMB (CLB)
− All engines:
This mode is selected by pushing the CLB push button. CLB
mode is enabled when the pressure altitude is greater than
500 ft above takeoff altitude, there is no landing gear down and
locked signal and there is no OEI signal, or when pressure
altitude is greater than 1700 ft above takeoff altitude and there is
no OEI signal. The CLB mode switch inputs to the FADECs are
inhibited on ground. For A1E engines CLB is the default mode
when T/O or ALT T/O-1 is selected for takeoff.
EXTENDED CLIMB (E CLB)

− A1E engine:
This mode is enabled under the same CLB conditions described
above. However, E CLB is the default mode when E T/O is
selected. Pressing the CLB button while in CLB mode toggles
the climb thrust to E CLB and vice-versa.
MAXIMUM CRUISE (CRZ)
− All engines:
This mode is selected by pushing the CRZ push button. CRZ
mode is enabled when the pressure altitude is greater than
500 ft above takeoff altitude, there is no landing gear down and
locked signal, and there is no OEI signal, or when pressure
altitude is greater than 1700 ft above takeoff altitude and there is
no OEI signal.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
AE3007A1E THRUST MODE SELECTION
Thrust mode selection on A1E engines is a bit more complex than on
the other engines. The following tables illustrate how the thrust modes
can be selected by pressing the T/O button, by advancing Thrust
Levers above thrust Set or by the ATTCS.
PRESSING TAKEOFF BUTTON

Current Mode During takeoff phase (1) Post takeoff phase
ALT T/O-1 T/O-1 E T/O
T/O-1 E T/O E T/O
T/O T/O RSV E T/O
T/O RSV E T/O RSV E T/O (2)
E T/O E T/O RSV E T/O
(1) Takeoff phase is configured when altitude is less than 1700 ft
above takeoff altitude, five minutes or less time has been elapsed
since thrust set selection for takeoff and current thrust mode is one
of the takeoff modes.
(2) T/O RSV to E T/O is a thrust decrease.
(3) If current thrust is E T/O RSV, flight altitude is between 1700 ft
above takeoff altitude and 15000 ft and the takeoff button is
pressed, thrust will decrease to E T/O.
ADVANCING THRUST LEVERS ABOVE THRUST SET POSITION
Thrust Lever Angle above Thrust Set (TLA>78°)
ATTCS NOT triggered
Current Mode During takeoff phase Post takeoff phase
ALT T/O-1 T/O-1 E T/O
T/O T/O RSV E T/O
E T/O E T/O RSV E T/O
CON, CLB, E CLB - E T/O
CRZ
T/O-1 (1) T/O-1 E T/O
T/O RSV (1) T/O RSV E T/O RSV
E T/O RSV (1) E T/O RSV E T/O RSV
(1) If the ATTCS is not triggered, these three modes are only
accessible by pressing the T/O button after selecting normal engine
takeoff modes through the Takeoff Data Setting procedure.
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POWERPLANT AIRPLANE
OPERATIONS
MANUAL
Thrust Lever Angle above Thrust Set (TLA>78°) TLA>78° and

ATTCS triggered T/O button
Current Mode After ATTCS trigger TLA > 78° pressed
ALT T/O-1 T/O-1 T/O-1 E T/O RSV
T/O T/O RSV T/O RSV E T/O RSV
E T/O E T/O RSV E T/O RSV E T/O RSV
Pushing the Takeoff Button with the Thrust Lever above Thrust Set will
select E T/O RSV mode regardless of the current takeoff mode or flight
phase.
FAN-SPEED SCHEDULING
The thrust management logic calculates the corrected fan-speed
request at any point in the flight envelope. The scheduled, corrected
fan speed is computed as a function of pressure altitude, Mach
number, air temperature and other aircraft signals.
The thrust lever quadrant has five significant thrust positions defined
as:
Thrust Lever Position Thrust Level Angle
Maximum Reverse 0-4°
Minimum reverse 14-22°
Idle 22-28°
Thrust Set 72-78°
Maximum Thrust 78-85°
Maximum reverse and maximum thrust are defined by mechanical

stops at either extremes of the thrust lever movement. Idle is defined
by a mechanical gate that must be lifted to allow the trust lever to
transition from forward flight to the reverse flight region. The thrust set
position on the thrust lever is delineated by a detent at 75°. For any
given pressure altitude, Mach number and air temperature the FADEC
computes a corrected fan speed corresponding to the thrust lever
position. The fan speed computed for the thrust lever position is
dependent upon the selectable thrust mode. The Target Thrust (N1
Target) is defined as the thrust corresponding to the corrected fan
speed scheduled with the thrust lever at the Thrust Set position. A
target thrust is computed for each thrust mode. Flight idle thrust
corresponds to the corrected fan speed with the TL at the idle position
and is independent of the thrust mode. The FADEC schedules the
corrected fan speed as a function of the thrust lever angle and the
thrust mode to result in the linear relationships:
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
A1P Engines
Any movement of the thrust levers above the Thrust Set position
results in the scheduling of the maximum takeoff thrust, regardless of
the current thrust mode except for A1E engines (refer to A1E Thrust
Mode Selection). A thrust lever position below the idle gate schedules
reverse thrust provided such action is enabled by the thrust reverser
interlock logic.
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POWERPLANT AIRPLANE
OPERATIONS
MANUAL
ALTERNATE TAKEOFF THRUST CONTROL SYSTEM

During a takeoff, if an engine failure is detected, the ATTCS
automatically resets thrust on the remaining engine from Alternate
Takeoff thrust to Maximum Takeoff thrust. In addition, depending on
takeoff thrust setting and ambient conditions, the FADECs generate an
ECS OFF signal to close the Pack Valves. (Refer to ECU operation on
Section 2-14).
ATTCS ARMING CONDITIONS
ATTCS is armed when:
− Both engines are ATTCS capable,
− Associated thrust lever angle is equal to or higher than 45°.
NOTE: ATTCS capable is defined as E T/O (A1E engine), T/O
(A1P engine) or ALT T/O-1 (All engines) mode selected,
with the airplane on ground and the engine running.
ATTCS TRIGGERING CONDITIONS
After being armed, the ATTCS is triggered under any of the following
conditions:
− The thrust lever for the opposite engine is reduced to below 38°
TLA.
− Either FADEC for the on-side engine receives an opposite
engine or on-side engine inoperative condition, or a Thrust
Lever Angle limited to idle signal.
− The opposite engine does not indicate ATTCS being armed,
within 2 seconds after the on-side engine ATTCS has armed.
− The opposite engine disarms ATTCS and the on-side engine
does not disarm within 2 seconds.
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AIRPLANE POWERPLANT
OPERATIONS
MANUAL
If ATTCS is armed and either FADEC A or B detects an opposite

engine inoperative condition, the controlling FADEC commands the
on-side engine to a higher takeoff thrust, as shown in the table:
Takeoff Selection ATTCS Triggered

Engine Two Engines One Engine
Operation Operation
A1P T/O T/O RSV
ALT T/O-1 T/O-1
ALT T/O-1 T/O-1

A1E T/O T/O RSV
E T/O E T/O RSV
ATTCS DISARMING CONDITIONS

The ATTCS disarms if any of the following conditions is met:
− After being armed, the Thrust Lever Angle is reduced below 42°.
− ATTCS is triggered on either engine.
− No ATTCS capable takeoff mode is selected.
NOTE: If thrust lever is moved beyond the THRUST SET position the
FADEC automatically commands the engine to the maximum
available thrust, disregarding the takeoff mode selected, except
for A1E engine (see A1E engine Thrust Mode Selection
section).
TAKEOFF DATA SETTING

The Takeoff Data Setting function is provided in order to enable the
pilot to input reference data into the FADEC prior to takeoff. Such data
will be used to calculate N1TARGET during takeoff. The following data
has to be inputted:
− Takeoff Mode (T/O MODE), which corresponds to:

− T/O or ALT T/O-1 (A1P engine).
− E T/O, T/O or ALT T/O-1 (A1E engine).
− Reference Takeoff Temperature (REF TO TEMP), which shall
correspond to the Static Air Temperature (SAT) on the ground
provided by the Air Traffic Control Tower, ATIS (Automatic
Terminal Information Service) or other accurate source.
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POWERPLANT AIRPLANE
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MANUAL
− Reference Takeoff Anti-Ice Condition (REF A-ICE), which is the

anti-ice system condition (ON/OFF) that the FADEC will
consider to calculate N1TARGET.
This function is enabled during ground operations only and with thrust
lever angle below 50°, before or after engine start.
The takeoff data setting is performed through the Takeoff Data Setting
controls (STORE button and SET control) on the overhead panel.
After selecting the takeoff page on the MFD, The Takeoff Data Setting
procedure shall be as follows:
a) After the first pressing of the STORE button, the MFD indicates the
following initial values for the three takeoff data:
− T/O MODE: T/O for A1P engine;
E T/O for A1E engine.
− REF TO TEMP: T2SYN (if engine is running) or
ISA Temperature (otherwise).
NOTE: - T2SYN is the synthesized total air temperature at the
engine fan inlet.
- T2.5 is the fan discharge total air temperature.
− REF A-ICE: OFF.
An arrow points to T/O MODE line. Through the SET Control the
takeoff mode ALT T/O-1 may be selected.
b) At the second pressing of the STORE button, the arrow points to
REF TO TEMP, indicating that this parameter may be adjusted.
Through the SET control, the initial value may be adjusted to the
required temperature. Each momentary command of the SET
control will increase (INC) or decrease (DEC) the current value by
1°C. If the SET control is held at the command position for more
than 1 second, the REF TO TEMP is changed by 5°C/sec.
NOTE: The acceptable REF TO TEMP value range is limited to
T2SYN ± 10°C.
c) At the third pressing of the STORE button, the arrow points to
REF A-ICE line, indicating that this parameter may be adjusted.
Through the SET control, the initial condition (OFF) can be switched
to ON and back to OFF alternately.
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OPERATIONS
MANUAL
d) At the fourth pressing of the STORE button:
− If the engines are running and the REF TO TEMP is within limits
(T2SYN ± 10°C):
− The FADECs accept the takeoff data and successfully
terminate the procedure.
− The MFD displays the takeoff data.
− The FADEC begins to calculate and display the N1TARGET
based on the takeoff data.
− If the engines are not running, the adjusted takeoff data will
remain displayed in amber color, which means that they have
not been accepted yet. Then:
− After engines start, if the adjusted REF TO TEMP is within
limits, the FADECs accept the takeoff data and successfully
terminate the procedure, the MFD displays the takeoff data,
and the FADEC begins to calculate and display the
N1TARGET based on the takeoff data.
− Otherwise, the takeoff data will not be accepted by the
FADECs and the MFD will display dashed lines for all takeoff
data in amber color, and a caution message (ENG NO TO
DATA) is presented on the EICAS if TLA > 45°.
− In order to enter the correct takeoff data, the procedure must
be started again, through the STORE button.
e) If, after takeoff data had been successfully entered, the pilot needs
to correct any of them, the STORE button must be commanded
again in order to restart the procedure.
f) In case of disagreement between the REF A-ICE condition selected

by the pilot and the actual Anti-Ice system condition, a caution
message (ENG REF A/I DISAG) is displayed on the EICAS,
provided the Parking Brake is released (OFF) or with any Thrust
Lever Angle above 45°.
g) If any thrust lever is set to an angle above 45° before takeoff data
successfully entered, a caution message (ENG NO TO DATA) is
Page Code
JANUARY 17, 2003 2-10-50 13 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
ENGINE START
Engine start, commanded through the Start/Stop Knob, is automatically
managed by the FADEC as follows:
− The FADECs A and B alternate as FADEC in control on every
subsequent ground start, if the Ignition Selector Knob is set to
AUTO position, as a single ignition system, corresponding to the
FADEC in control, will be used.
− The FADEC activates the ignition system when N2 is at
approximately 14% and commands the fuel solenoid valve to
open when N2 is at approximately 31.5% (28.5% for airplanes
equipped with FADEC B7.4 and on) or 12 seconds after ignition
is activated, if the Ignition Selector Knob is set to AUTO or ON
position.
− Whenever the start cycle is completed, the FADEC deactivates
the ignition system and provides a discrete signal to command
the Starting Control Valve (SCV) to close.
− If the Ignition Selector Knob is set to OFF position, the FADEC
neither activates the ignition system nor actuates the fuel valve
from closed to open position, in order to enable ground/flight dry
motoring.
NOTE: If the engine is already running with TLA above IDLE
thrust, the fuel valve is not closed, even if the Ignition
Selector Knob is set to OFF position.
− The FADEC monitors Interturbine Temperature (ITT) start limit
override during ground starts. If the temperature exceeds the
control temperature reference, the FADEC reduces fuel flow.
There is no automatic engine shutdown by the FADEC for an
overtemperature on start. When the engine is started on ground,
only the FADEC in control commands ignition, if the Ignition
Selector Knob is set to AUTO position. During an in flight start,
both FADECs command ignition.
− If a flameout is detected, the FADEC turns on the ignition
system, provided the ignition switch is in the AUTO position,
until the engine is restarted.
Page Code
2-10-50 14 01 JANUARY 17, 2003
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE DRY MOTORING

An Engine Dry Motoring must be performed for at least 30 seconds
after any aborted start to assure that no unburned fuel remains in the
combustion chamber and/or to reduce residual ITT prior to attempting
another start.
Ignition switch must be rotated to Off position in order to disable
ignition and fuel flow prior to rotating the Stop/Run/Start switch ti the
start position.
ENGINE SHUTDOWN
Normal engine shutdown, through the Start/Stop Knob, is managed by
the FADEC, which commands the engine fuel solenoid valve to close.
The normal sequence only occurs with the thrust levers positioned at
Idle. Thrust levers should be positioned at IDLE before the Start/Stop
knob is positioned at Stop.
A shutdown sequence is also performed whenever N2 is below 54%.
NOTE: The Engine Fire Extinguishing Handle, when actuated, also
shuts the engine down by closing the respective fuel shutoff
valve, interrupting fuel supply from the wing tanks.
Page Code
JANUARY 17, 2003 2-10-50 15 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
EICAS MESSAGES
ATTCS FAIL ATTCS failure associated with
a low N1.
E1 (2) ATTCS NO MRGN The engine has no ITT or N2
margin to achieve higher
thrust if ATTCS is trigged.
E1 (2) OIL LOW PRESS Oil pressure has dropped
below 34 psi and the engine is
running or the pressure switch
WARNING has failed at the closed
position and the engine is not
running.
ENG 1 - 2 OUT N2 from both the engines has
dropped below 8500 rpm
(underspeed shutdown limit)
uncommanded
E1 (2) LOW N1 Engine does not achieve
requestd N1.
E1 (2) FUEL LO TEMP The fuel temperature in the

engine has dropped below 5°C.
E1 (2) ATS SOV OPN The engine ATS shutoff valve
(SCV) remained open above
53% N2.
ENG REF A/I DISAG Disagreement between the
REF A-ICE condition selected
by the pilot and the actual anti-
icing system condition has
CAUTION been detected by the engine
control associated with
Parking Brake released (OFF)
or with any TLA above 45°.
E1 (2) CTL FAIL A failure in the Engine control
system has been detected.
ENG1 (2) TLA FAIL Thrust Lever Angle sensor has
failed.
ENG NO TO DATA Takeoff Data has not been
successfully entered with
engine running and above
53% N2.
(Continued)
Page Code
2-10-50 16 01 JANUARY 17, 2003
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
FADEC ID NO DISP There are different FADEC
applications installed in the
aircraft.
ENG 1 (2) OUT N2 has dropped below 8500
rpm (underspeed shutdown
limit) uncommanded.
CAUTION E1 (2) EXCEEDANCE ITT or N2 exceeded the
current ITT or N2 limit during
an interval of the flight leg.
E1 (2) FPMU NO DISP An incompatible FPMU was
installed on a A1E engine.
E1(2) NO DISP Associated FADEC has
detected a non-dispatch failure
condition.
E1 (2) OIL IMP BYP The differential pressure
across the oil filter has
exceeded the normal range.
E1 (2) FADEC FAULT A dispatchable MMEL
category B FADEC fault was
detected.
E1 (2) FUEL IMP BYP The differential pressure
across the fuel filter has
ADVISORY exceeded the normal range.
E1 (2) SHORT DISP A dispatchable MMEL
category B FADEC fault was
detected.
CHECK XXX PERF Inform the FADEC application
(XXX=A1P,A1E) installed in the aircraft.
Displayed only on ground with
flaps 0° and parking brakes
applied.
Page Code
JANUARY 17, 2003 2-10-50 17 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
Page Code
2-10-50 18 01 JANUARY 17, 2003
AIRPLANE POWERPLANT
OPERATIONS
MANUAL

CONTROL PEDESTAL
1 - GUST LOCK LEVER

Limits thrust lever movement and locks the elevator control
surfaces when set in LOCKED position
Refer to Section 2-13 − Flight Controls.
2 - THRUST LEVER
MAX - Provides maximum takeoff thrust.
THRUST SET - Provides N1TARGET thrust setting.
IDLE - Provides ground and flight idle thrust settings.
MAX REV - Provides maximum reverse thrust.
NOTE: Protection against inadvertent thrust reverser command in

flight is provided through the mechanical idle stop and the
electrical flight idle stop.
3 - FRICTION LOCK
Rotated clockwise, thrust lever movement becomes progressively
more resistant, so that thrust levers will not slip.
4 - THRUST RATING MODE buttons

T/O - Selects maximum takeoff thrust-rating mode.
CON - Selects maximum continuous thrust-rating mode.
CLB - Selects maximum climb thrust-rating mode.
CRZ - Selects maximum cruise thrust-rating mode.
Page Code
SEPTEMBER 30, 2002 2-10-60 1 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
CONTROL PEDESTAL
Page Code
2-10-60 2 01 SEPTEMBER 30, 2002
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
POWERPLANT CONTROL PANEL
1 - IGNITION SELECTOR KNOB
OFF - Deenergizes the ignition system.
AUTO - FADECs control the ignition system automatically,
depending on the engine requirement.
ON - Commands the FADEC to activate continuously the two
ignition channels.
2 - FADEC CONTROL KNOB (SPRING-LOADED TO NEUTRAL)
RESET - Resets the FADECs, and clears faults.
ALTN - Alternates the FADEC in control.
NOTE: The knob becomes inoperative if held in any position for
more than 3 seconds.
3 - TAKEOFF DATA STORE BUTTON
− Initiates and terminates takeoff data setting.
− At the first pressing, an arrow points to T/O MODE line.
− At the second pressing allows REF TO TEMP adjustment.
− At the third pressing allows REF A-ICE to be input.
− At the fourth pressing, if REF TO TEMP is within limits, the
takeoff data is accepted and the procedure is successfully
accomplished.
− For complete procedures refer to Takeoff Data Setting
paragraph.
NOTE: The button becomes inoperative if held pressed for more
than 3 seconds.
4 - TAKEOFF DATA SET CONTROL
− When turned, selects the T/O MODE, increases (INC) or
decreases (DEC) the REF TO TEMP value and also switches
the A-ICE condition state presented on the MFD during takeoff
data setting.
− Momentary actuation changes the REF TO TEMP values by
1°C. If the control is held for more than 1 second at the INC or
DEC position, REF TO TEMP is charged by 5°C/sec.
− The mode T/O can be switched to ALT T/O-1 and back to T/O
alternately (A1P engine).
− The mode E T/O, T/O and ALT T/O-1 can be switched
alternately (A1E engine).
− The A-ICE initial condition (OFF) can be switched to ON and
back to OFF alternately.
Page Code
JANUARY 17, 2003 2-10-60 3 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
5 - START/STOP SELECTOR KNOB

STOP - Commands the FADEC to shut the engine down, provided
associated Thrust Lever is at IDLE.
RUN - Allows normal engine operation.
START - This is a momentary position that initiates the engine start
cycle. If the knob is held in this position for more than 3
seconds, it becomes inoperative. In this case, a FADEC
reset command is required.
NOTE: The Start/Stop selector knobs are equipped with a
transparent protection guard over the knob for better engine
identification.
POWERPLANT CONTROL PANEL
Page Code
2-10-60 4 01 SEPTEMBER 30, 2002
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
FIRE HANDLE
The Fire Handle, located on the Fire Protection Control Panel, allows
engine emergency shutdown. For further information on fire controls,
refer to Section 2-07 − Fire Protection.
ENGINE INDICATION ON EICAS
1 - N1TARGET INDICATION
− Corresponds to the maximum available engine thrust for a given
thrust-rating mode, airspeed, ambient condition, and bleed air
status.
− Digits are cyan.
− Ranges from 0 to 100% RPM with a resolution of 0.1%.
− Indicated by a cyan T-shaped bug.
− Indication is removed from the display for request values greater
than 100% or less than 0%.
2 - THRUST-RATING MODE ANNUNCIATION

− Indicates the current thrust-rating mode.
− Labels: T/O or ALT T/O-1 (A1P engine);
E T/O, T/O or ALT T/O-1 (A1E engine);
CON, CLB, or CRZ.
− Color: cyan.
− When engines operate in alternate takeoff mode a green
ATTCS annunciation is presented below the takeoff label to
indicate that the ATTCS system is armed.
3 - THRUST REVERSER ANNUNCIATION
− Indicates the position of the upper and lower Thrust Reverser
doors.
− Label: REV.
− Color:
− Fully open: green.
− In transition: amber (if applicable).
Page Code
JANUARY 17, 2003 2-10-60 5 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
4 - N1 INDICATION
− Displays N1 in RPM percentage.
− Scale:
− Ranges from 0 to 100%. Extends up to 110% if exceeding
the red line.
− Colors: green from 0 to 99.9%.
red line at 99.9%.
− Digits:
− Ranges from 0 to 120% RPM, with a resolution of 0.1%.
− Colors: green from 0 to 99.9%.
red at 100.0% and above.
5 - FADEC IN CONTROL ANNUNCIATION
− Indicates the FADEC channel that is controlling the engine.
− Labels: A or B.
− Color: green.
6 - IGNITION CHANNEL ANNUNCIATION
− Indicates the ignition channel that is enabled.
− Labels: IGN A, IGN B, IGN AB, or IGN OFF.
− Color: green.
7 - INTERTURBINE TEMPERATURE INDICATION
− Scale:
− During engine start:
− green from 300 to 800°C.
− red line at 801°C.
− Takeoff mode:
− green from 300 to 947°C (A1P engine).
from 300 to 992°C (A1E engine).
− red line at 948°C (A1P engine).
at 993°C (A1E engine).
− CON, CLB and CRZ modes:
− green: from 300 to 900°C (A1P engine).
− amber: from 901 to 947°C (A1P engine).
− red line at 948°C (A1P engine).
at 971°C (A1E engine).
− If the red line is exceeded, the scale extends a further 50°C.
Page Code
2-10-60 6 01 JANUARY 17, 2003
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
− Digits:
− Ranges from -65 to 1999°C with a resolution of 1°C.
− Color: corresponds to the color of the scale.
8 - N2 INDICATION
− Displays N2 in RPM percentage.
− Digits:
− Ranges from 0 to 120% RPM with a resolution of 0.1%.
− Colors:
A1P engines:
− green from 0 to 102.4%.
− red line at 102.5%.
A1E engines and FADEC B7.6 and before:
− green from 0 to 103.8%.
A1E engines and FADEC B8:
− green from 0 to 105%.
9 - FUEL FLOW INDICATION

− Ranges from 0 to 2000 KPH (or 4000 PPH) with a resolution of
5 KPH (or 10 PPH).
− Color: green.
10 - LOW-PRESSURE AND HIGH-PRESSURE TURBINE

VIBRATION INDICATION
− Ranges from 0 to 2.5 inches per second (IPS).
− Low-pressure scale and pointer colors:
− green from 0 to 1.8 IPS.
− amber above 1.8 IPS.
− High-pressure scale and pointer colors:
− green from 0 to 1.1 IPS.
− amber above 1.1 IPS.
11 - OIL TEMPERATURE INDICATION

− Ranges from 0 to 180°C with a resolution of 1°C.
− Scale, pointer, and digit colors:
− amber below 21°C.
− green from 21 to 126°C.
− red above 126°C.
Page Code
REVISION 7 2-10-60 7 01
POWERPLANT AIRPLANE
OPERATIONS
MANUAL
12 - N1 REQUEST BUG
− Indicates N1 requested by the Thrust Lever position.
− Indicated by a green filled triangle.
− Ranges from 0 to 100% RPM.
− Indication is removed from the display for request values greater
than 100% or less than 0%.
13 - OIL PRESSURE INDICATION

Scale, pointer, and digit colors depend on the FADEC version as
shown below:
(1) For N2 < 88% the amber band between 34 psi and 50 psi does
not exist, and the green band lower limit is 34 psi.
Page Code
2-10-60 8 01 REVISION 7
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
ENGINE INDICATION ON EICAS
Page Code
SEPTEMBER 30, 2002 2-10-60 9 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
TAKEOFF PAGE ON MFD
1 - TAKEOFF MODE INDICATION
− Indicates Takeoff Mode as selected through the Takeoff Data
Set Control.
− Label: T/O or ALT T/O-1 (A1P engine).
E T/O, T/O or ALT T/O-1 (A1E engine).
− In flight, the indication is removed from the display.
2 - REFERENCE TAKEOFF TEMPERATURE INDICATION
− Indicates reference takeoff temperature as adjusted through the
takeoff data set control.
3 - REFERENCE ANTI-ICE STATUS INDICATION
− Indicates reference anti-ice status as selected through the
takeoff data set control.
− Labels: ON or OFF.
4 - OIL LEVEL INDICATION
− Ranges from 0 to 13 US Quarts for left engine and from 0 to 14
US Quarts for right engine with a resolution of 1 US Quart.
− Digits:
− green from 6 to 14 US Quarts.
− amber below 6 US Quarts.
NOTE: The right engine is capable of measuring a higher oil
level due to sensor position.
TAKEOFF PAGE ON MFD
Page Code
2-10-60 10 01 JANUARY 17, 2003
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
FIRST ENGINE BACKUP PAGE ON RMU

− Contains thrust modes, N1, ITT, N2, Fuel Flow, Oil Pressure and
Oil Temperature indications.
− Only the N1 indication contains analog and digital indication. The
other indications are in digital format.
− Label and legend color: white.
− Data color limits: same as the EICAS display.
FIRST ENGINE BACKUP PAGE ON RMU
Page Code
SEPTEMBER 30, 2002 2-10-60 11 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
Page Code
2-10-60 12 01 SEPTEMBER 30, 2002
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
THRUST REVERSER
GENERAL
Each engine is equipped with thrust reverser.
The thrust reverser is for ground operation only, and its function is to
direct engine exhaust gases forward and outwards to produce
deceleration of the airplane.
The thrust reverser system consists of an electric control/indication, an
hydro-mechanical actuation system, and two pivoting doors.
When stowed, the thrust reverser is part of the exhaust nozzle.
LOCK PROTECTION
The system incorporates three locking systems to avoid inadvertent in-
flight deployment. The actuators and doors are mechanically locked in
the stowed position through the primary and secondary locks. In case
the primary and secondary reverser locks fail, the tertiary lock prevents
the door from deploying. In the stowed position, the doors are held by
the primary lock only, with the secondary and tertiary locks remaining
unloaded. The primary and secondary locks are electrically
commanded/controlled and hydraulically powered to unlock. The
tertiary lock is electrically commanded/controlled and electrically
powered to unlock, thus providing a separate and fully independent
locking system.
OPERATION
The thrust reverser is commanded by the backward movement of the
Thrust Lever. Upon selection, the mechanical locks are removed and
hydraulic pressure is applied to deploy the thrust reverser doors. In
reverser mode, the doors rotate about a fixed axis. Rotation of the
doors is controlled by extension and retraction of the hydraulic door
actuators.
After pivoting, the rearmost part of the doors blocks the normal nacelle
discharge path and directs the flow through the aperture created by its
rotation.
The loss of electrical and/or hydraulic power does not result in
inadvertent deployment.
Page Code
SEPTEMBER 30, 2002 2-10-70 1 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
OPERATION LOGIC
Each FADEC will command Maximum Reverse thrust on ground only,
when the associated thrust reverser is deployed and associated thrust
lever is requesting reverse thrust whenever either of the following
conditions are met:
- Airplane on the ground indication from both main landing gears, and
main landing gear wheels running above 25 kt, or
- Airplane on the ground indication from both main landing gears and
from nose landing gear.
During landing, when the Thrust Levers are set to below IDLE, the
FADEC commands reverse thrust only after the Thrust Reverser doors
(both engines) are completely deployed. If the Thrust Lever is
requesting forward thrust, the FADEC will command IDLE thrust if the
associated engine thrust reverser indicates that there is a “not stowed”
or a “deployed” condition.
If one engine is inoperative or one thrust reverser is not deployed, the
FADEC of the operative side will only command Reverse Thrust if the
associated Thrust Lever is requesting reverse thrust and the Thrust
Lever of the affected side is set to IDLE. Such a feature is provided to
avoid uncommanded thrust asymmetry.
EICAS INDICATION
An indication of right and left thrust reversers deployed is presented on
the EICAS. If a failure or a disagreement is detected, a caution
Page Code
2-10-70 2 01 SEPTEMBER 30, 2002
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
THRUST REVERSER INTERLOCK

The FADECs interface with the thrust reverser system of the
corresponding engine.
Each FADEC receives two pieces of information from the thrust
reverser system:
− Stowed: If all doors of the corresponding engine are stowed.
− Deployed: If all doors of the corresponding engine are deployed.
For flight operation there is also a flat between IDLE and
MAX REVERSE position. The FADEC enables reverse thrust
depending on the position of the reverser doors and on the position of
the engine thrust lever, and reduces the engine thrust to IDLE, if there
is an indication of an inadvertent thrust reverser deployment in flight,
which normally is not possible due to the Flight Idle electrical stop.
EICAS MESSAGES
-Thrust reverser doors
not stowed and in transit
with Thrust Levers set at
ENG1 (2) REV FAIL or above IDLE, or
-Thrust Levers set below
IDLE in flight.
-At least one thrust
reverser door not fully
open, or
CAUTION -Thrust reverser system
not isolated from
hydraulic system (Thrust
ENG1 (2) REV DISAGREE Lever set at or above
IDLE), or
-Door locking or position
switch signal failure with
Thrust Levers set at or
above IDLE (ground
only).
ADVISORY E1 (2) IDL STP FAIL Idle stop has failed.
Page Code
SEPTEMBER 30, 2002 2-10-70 3 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
Page Code
2-10-70 4 01 SEPTEMBER 30, 2002
AIRPLANE POWERPLANT
OPERATIONS
MANUAL
THRUST REVERSER
Page Code
SEPTEMBER 30, 2002 2-10-70 5 01

POWERPLANT AIRPLANE
OPERATIONS
MANUAL
Page Code
2-10-70 6 01 SEPTEMBER 30, 2002

Embraer Emb-135bj Aom Vol. 2 Aom-135 1542-07 Rev 7 Mar 31, 2005

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Embraer Emb-135bj Aom Vol. 2 Aom-135 1542-07 Rev 7 Mar 31, 2005

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AIRPLANE OPERATIONS MANUAL

EMPRESA BRASILEIRA DE AERONÁUTICA S.A.

This manual is applicable to the EMB-135BJ airplanes all

THIS PUBLICATION IS INCOMPLETE WITHOUT AIRPLANE

Subject: REVISION 7 of the AOM–135/1542-07 Airplane Operations

Dear Madam or Sir,

You are receiving REVISION 7 of the AOM. To help you to better

In case of any question, please contact

THIS PAGE IS NOT PART OF THE MANUAL AND MUST NOT BE

Please use this Customer Comment Form to notify us of

Your feedback will be acknowledged, and we will advise

Please return this form to:

Phone: +55 12 3927-1706

Section/Page/Code: Date of Page: Revision:

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Proposed date for implementation: Implemented:

THIS PAGE IS LEFT BLANK INTENTIONALLY

THIS PAGE IS LEFT BLANK INTENTIONALLY

THIS PAGE IS LEFT BLANK INTENTIONALLY

General .............................................................................. 2-13-05 ..01

Roll Control......................................................................... 2-13-15.. 01

A gust lock system blocks elevator controls on the ground, avoiding

An electrically operated flap system is provided with five discrete

NOVEMBER 30, 2001 2-13-05 1 01

THIS PAGE IS LEFT BLANK INTENTIONALLY

THIS PAGE IS LEFT BLANK INTENTIONALLY

PITCH TRIM SYSTEM

PITCH TRIM SCHEMATIC

PITCH TRIM CHANNELS PRIORITY

PITCH TRIM SYSTEM PROTECTION

NOTE: For airplanes equipped with an HSCU -5009 MOD.2 or newer

HSA Excessive Load Protection

THIS PAGE IS LEFT BLANK INTENTIONALLY

1 - PITCH TRIM SWITCH (spring-loaded to neutral)

1 - PITCH TRIM MAIN SYSTEM CUTOUT BUTTON (safety guarded)

2 - PITCH TRIM BACKUP SYSTEM CUTOUT BUTTON (safety guarded)

3 - PITCH TRIM BACKUP SWITCH (spring-loaded to neutral)

CONTROL PEDESTAL AFT PANEL

1 - PITCH TRIM INDICATION

THIS PAGE IS LEFT BLANK INTENTIONALLY

NOVEMBER 30, 2001 2-13-15 1 01

Each aileron actuator is supplied by both hydraulic systems. Either

In case of jamming of either aileron, both panels may be disconnected

ROLL TRIM SYSTEM

A continuous command of the roll trim switch is limited to 3 seconds,

When using the roll trim switch, it is necessary to command both

A quick-disconnect button installed on the control wheels allows, while

ROLL TRIM SCHEMATIC

NOVEMBER 30, 2001 2-13-15 5 01

CONTROLS AND INDICATORS

FLIGHT CONTROLS PANEL

NOVEMBER 30, 2001 2-13-15 7 01

1 - AILERON DISCONNECTION HANDLE

CONTROL PEDESTAL AFT PANEL

1 - ROLL TRIM SWITCH (spring-loaded to neutral)

CONTROL PEDESTAL AFT PANEL

1- ROLL TRIM POSITION

NOVEMBER 30, 2001 2-13-15 11 01

THIS PAGE IS LEFT BLANK INTENTIONALLY

RUDDER CONTROL SYSTEM

If either or both rudder systems are inoperative, caution messages are

AUTOMATIC SHUTOFF THROUGH THE SPEED SWITCH

RUDDER HARDOVER PROTECTION