TO 1A-29B(INT)-1

SECTION I
DESCRIPTION AND OPERATION

TABLE OF CONTENTS electrically controlled and mechanically actuated

trim tabs.
Page The fuselage is a semi-monocoque single unit built
The Aircraft ....................................................1-1 primarily of aluminum alloy, to which the wings,
Weight and Dimensions .................................1-1 empennage, nose landing gear and engine mount
Cockpit Access ..............................................1-9 are attached. The fuselage also incorporates a
Avionics System.............................................1-11 pressurized cockpit for crew comfort at higher
Canopy ..........................................................1-15 altitudes.
The wings consist of a box beam that incorporates
Ejection Seat..................................................1-23
the wing fuel tanks and the internal machine guns.
Electrical System ...........................................1-37
The box beam also incorporates a dry leading edge
Lighting System .............................................1-59 that provides protection against bird strikes and a
Fuel System ...................................................1-68 trailing edge to which the aileron and flaps are
Powerplant.....................................................1-85 hinged. The LH and RH wings are individual struc-
Hydraulic System ...........................................1-105 tures attached to the fuselage at 30% MAC spar,
Landing Gear System ....................................1-110 rear MLG (main landing gear) spar, 70% MAC spar
Brake System.................................................1-117 and 6% MAC spar.
The horizontal empennage is composed of the
Flight Control System.....................................1-121
stabilizer and a conventional split type elevator with
Pneumatic System .........................................1-131
a pilot controlled trim tab on the left side.
Environmental Control System (ECS)............1-134 The vertical empennage is composed of the
Oxygen System..............................................1-145 stabilizer and rudder with a controllable trim tab and
Ice Protection System ....................................1-152 the Automatic Rudder Trim Unit (ARTU).
Flight Instruments ..........................................1-160
Communication System .................................1-172
Weapons Delivery and Navigation System....1-184
Weather Mapping System (Stormscope) WEIGHT AND DIMENSIONS
(Optional) .......................................................1-200
Autopilot/Flight Director System.....................1-203 The average estimated aircraft Basic Empty Weight
Emergency Equipment...................................1-220 (BEW) with engine oil, hydraulic fluid, unusable fuel,
without machine guns and with only the ventral
Miscellaneous Equipment ..............................1-222
pylon is 3176 kg.
Servicing Diagram..........................................1-222
NOTE

THE AIRCRAFT This value should not be used for mission

planning. Refer to the weighing form for the
The A-29 is a turboprop single-engine, low-wing, all aircraft actual weight.
metal, pressurized aircraft designed in the two-
seater version to perform training and operational The aircraft dimensions under normal conditions
missions. are:
The aircraft is powered by a Pratt & Whitney – Length: 11.3 m;
PT6A-68C engine with a five-blade, constant speed
– Wingspan: 11.1 m;
Hartzell propeller.
The primary flight controls are of the conventional – Tail span: 4.6 m;
type, mechanically actuated, and assisted by – Vertical stabilizer height: 3.9 m.

1-1
TO 1A-29B(INT)-1

AIRCRAFT DIMENSIONS

0,470 m

3,974 m

3,352 m

11,338 m

4,660 m

5°30’0"
EM314ENFM010230B.DGN

3,769 m

11,135 m

Figure 1-1

1-2 Revision 1
 TO 1A-29B(INT)-1

FRONT COCKPIT
INSTRUMENT PANEL
STANDBY
MAGNETIC
HUD COMPASS
VIDEO
HUD CAMERA

REAR − VIEW REAR − VIEW

MIRROR MIRROR

VERTICAL
UFCP SPEED
INDICATOR
LATE ARM
SWITCH CLOCK
MASS BFI
FIRE
COM COM NAV BARO
A/G A/A

KNOB AIDS NAV RALT

1 2

MASTER WARNING M
A
I
M
E
N
A U T 1 5
C OM 1
C OM 2
1 0
1 5
N A V ·
[ 3 0 0
[ 3 0 2
G P S
·

·
8 0 0 ]
1 0 0 ]
E R R < 1 0 0

S O K
B
R
UFC

LIGHT
AND MASTER CAUTION
N P OR T
U R T 1 0 : 1 2 : 0 7
OFF
1 1 0 0
KG I D N T
H S
B

LIGHTS
U IDNT VV DA/H F−ACK
D 1 2N 3 CLR CZ S

WYPT XPDR TIME ENTR

AIR
4W 6E SPD
LATE ARM 5

BRAKE ON LIGHT
MARK FIX TIP M−SEL WARN
MASS 7 8S 9 0 RST NAV 60
ALGN 55 5
SAFE DAY XMT REC E
STHD

CMFD 1
G 10
SIM LIVE O AUTO RALT STBY OFF I
50

N NIGHT OFF
STOP
TEST
45
00:43 15

56
40 ET 20

S 35
30
25

A
F SEL CTRL

CONDITIONED E
CONDITIONED
BRAKE

AIR GASPER WARN CAUT FIRE

ON
AIR GASPER
ON ON
+ +
GAIN GAIN
OFF − OFF −
LOC HDG 01 02 031 04 05 ALT GS OIL PRES CANOPY CAB PR ENG MAN CHIP DET
340
210 10258’ HDG 29.92 inHg AIR COND BINGO ELEC XFR PITOT TAT S PITOT
320
DA 1100 23500 CHECK
20 20 300 10 10 LIST TQ % T5 °C OIL
AP 2
10 10 285 23 260 T/O 10 10 PRES TEMP
1
IGN
0 +20 VV 260 8 12 8 12

STANDBY ILS
10 10 −1 240
10 10
23000
6 2
60
6 2
770

ATTITUDE
INDICATOR
INSERIR FIGURA EM314 ENFN 010251 NOVA BCN H
20 20
−2

RALT 950

DH 800
BRT STD
BARO
OAT
20
4

NG % 89.6
4

AMP
286
VOLT
12.6
103 94

BAT T
10
NP % 46

1 2
ILS
DME
22.7
6:28 A
07
FYT 07
055
23.1
CLR
STRM
OFF
CLI MB .5
UP
CLIMB
4 ROLL PITCH YAW FF 200

8
KG/HR
CMFD 2
03 10 DETOT
110.30 N 06
06:35 6 0
6
12 790
DOWN
4
DI VE 1000FT. PER MIN.
.5 3 14
33 E 1 2 4
FLAPS SPDBRK
SALVO PU L L
2 16
RAD HDG TO

20 173
CA E
G
UP CLOSE
1 465
30 12 18

BUTTON NORM HYD CAB ALT

FUEL JOKER
670
L R
W 15 EJECT 3000 28500
CRS DTK 235 230
CDI 270°
24 S 078°
27.5
21
A

SALVO IND ADHSI SWAP SMS DCLT IND EICAS SWAP HSD DCLT
+ + + +
AUDIO
OXYGEN BRT
−
SYM
−
COM 1 COM 2 COM 3 COM 4 ADF NAV BRT
−
SYM
−
CONTROL
FLOW PANEL
INDICATOR
NORMAL MISSILE MKR VOL VOX INPH

HOT
BACKUP OFF CALL
SEL SENS
R/P HDG ALT TEST FUEL
MAIN PUMPS AUX PUMPS XFR MDP 1 MDP 2
ROLL FD
P
HDG ALT U UWING
TEST L ON ON
PITCH
DIS 34.5NM
DATE/TIME L L R VENTRAL
UP
NAV APR AP 31 MAR 92 A / AUTO
N OFF OFF
NAV LOC GS AP OBS IN --- 08 : 10 : 03CST D OFF
OUT 315 ALT 1100FT AVIONICS
NAV LOC GS AP R AUTO AUTO SMS V / UHF
BEEP RMI 130 BARO : 29 .92" O MASTER
ANNUN ON APPROVE? T OFF LH RH OVRD ON ON GUARD
DWN LCK A
ENR-LEG CRSR T
E
BOTH OFF OFF NORM

OVRD ECS
TEMP AIR COND
OXY FLOW DOWN
ON
RAM AIR ELT PIC NAV
MAN OFF
INRTL SEP EXT LT SYNC
TAXI LDG FREE COLD HOT
CW RECIRC FAN
OPEN ON ON ON S
L AUTO ON
AUTO A
V

FUEL
CLOSE OFF OFF
E MAN OFF
ARM/ CCW FAST
RESET SLAVE

CONTROL
PANEL
TAXI AND ENVIRONMENTAL
RAM AIR ELT
LANDING AVIONICS CONTROL SYSTEM
HANDLE CONTROL
LIGHTS LANDING SYSTEM PANEL
PANEL GPS
GEAR PANEL
EM314ENFM010251A.DGN

LEVER STAND−ALONE
INERTIAL
GYROMAGNETIC PANEL EMERGENCY/
SEPARATION
SWITCH AUTOPILOT/ COMPASS SYSTEM PARKING
FLIGHT DIRECTOR PANEL BRAKE
HANDLE

Figure 1-2

Revision 2 1-3
TO 1A-29B(INT)-1

FRONT COCKPIT
CONSOLES

SEARCH
EXT LT
BEACON STROBE
EXTERIOR LIGHTS ELETRIC POWER ELECTRICAL
ON ON ON
CONTROL PANEL CONTROL PANEL RESET
BATT
ON
GEN
ON
AC

OFF OFF OFF ON

FORM OFF/
OFF RESET OFF
INFRA RED NORMAL
ON BRT ON EXT PWR BKP
DIM ON AUTO

OFF OFF OFF

ENG
ENGINE OFF OFF

ACFT INTC
PMU
AUTO
IGN
ON
START
START CONTROL PANEL ON
AUTO
EMER
MAN OFF INTRPT
ICE PROTECTION AUTO
OFF

CONTROL PANEL
ICE PROT

PROP WSHLD
ON START

SET

OFF OFF

PITOT / STAT
INTERIOR LIGHTS PRI / TAT
ON ON
SEC

CONTROL PANEL OFF OFF

INTL LT
PNL STORM
MAX ON

ENGINE THROTTLE OFF

CSL
BRT
OFF

ALM TEST
PNL

FIRE
OFF BRT

CHART NVG
NVG
IDLE

F
R
ST

CUT
FLAP LEVER OFF BRT
NORM

I
C OFF
T
I UP
O F
N L
A
P
DN

FRICTION CONTROL
TRIMS
AIL ELEV AUTO
EMER EMER RUDDER

LH RH
DN ENGA

PWR
EMERGENCY TRIMS CONTROL
UP OFF

FUEL / HYDR /
BLEED SHUTOFF
FUEL/HYDR/BLEED
OPEN
SHUTOFF SWITCH
CLOSE

SEAT
EMER
SPEED BRAKE
EMERGENCY SPEED
UP CLOSE

OFF
BRAKE SWITCH
DN
NORMAL

MAP CASE
SEAT HEIGHT
ADJUSTMENT SWITCH
DOWN
EMER
LDG GEAR

UTILITY LIGHT
NORM

EMERGENCY LANDING
GEAR EXTENSION
CONTROL LEVER

DVR
ANTI−G
QUICK−DISCONNECT

ANTI−G
EM314ENFM010227A.DGN

TEST BUTTON

CANOPY INTERNAL
LATCHING HANDLE

Figure 1-3

1-4
 TO 1A-29B(INT)-1

REAR COCKPIT
INSTRUMENT PANEL

REAR − VIEW REAR − VIEW

MIRROR MIRROR

SALVO
MASTER CAUTION BUTTON CLOCK
LIGHT FIRE
STANDBY LIGHT
ATTITUDE
INDICATOR BFI BRAKE ON
LIGHT
MASTER
WARNING
LIGHT VERTICAL
SPEED
SALVO BRAKE

INDICATOR
WARN CAUT FIRE
60 ON
55 5

50 10

ON 45
00:43 15 ON
+ +
56
CMFD 3 GAIN GAIN
OFF − 40 ET 20
OFF −
LOC HDG 01 02 031 04 05 ALT GS 35 25
OIL PRES CANOPY CAB PR ENG MAN CHIP DET
30

210 10258’ SEL CTRL

AIR COND BINGO ELEC XFR PITOT TAT S PITOT

20 20 DA 1100 CHECK
340 LIST TQ % T5 °C OIL
AP 2 HDG 29.92 inHg
10 10
1
0 +20 VV
320
300 10 10
23500
T/O
IGN
8
10
12 8
10
12
PRES TEMP
CMFD 4
ILS 60 770
−1
10 10 6 2 6 2
285 23 260
−2 4 4
20 20 260 10 10 OAT 103 94
RALT 950 240 23000 20
NG % 89.6
BCN H AMP VOLT BAT T
DH 800

CONDITIONED DME
BRT STD
BARO NP % 46 286 12.6 10
CONDITIONED
FYT 07

AIR GASPER ILS

110.30
22.7
6:28 A
03
07 055
23.1
06:35
CLR
STRM
ROLL PITCH YAW FF

6
200

8 10
KG/HR

DETOT
AIR GASPER
N 06 1 2 4
0
4
12 790
OFF
CLI MB
.5
UP
CLIMB 3 14
33 E
6 FLAPS SPDBRK 2
RAD HDG DOWN
16
1000FT. PER MIN.
.5
20 173
DI VE

4 UP CLOSE 1 465
30 12 1 2 18
PU L L
FUEL JOKER
AUDIO
INSERIR FIGURA EM314 ENFN 010252 NOVA
TO
CA E
G HYD CAB ALT 670
NORM L R

CDI
W

24
15
CRS
078°
DTK
270° COM 1 COM 2 COM 3 COM 4 ADF NAV
EJECT 3000 28500
235 230 CONTROL
S
21
A
27.5
PANEL
IND ADHSI SWAP SMS DCLT IND EICAS SWAP HSD DCLT
NORMAL MISSILE MKR VOL VOX INPH
+ + + +
BRT SYM BRT SYM
− − HOT − −

MASS BACKUP OFF

SEL
CALL
SENS

INDICATORS FUEL
LIGHTS

MASS ARM
FUEL

SIM L R

UP O
LANDING SAFE
N MAIN PUMPS
MASTER BLEED
AUX PUMPS XFR
BATT OVRD

GEAR
BEEP

DWN LCK S
A
F
LEVER LIVE E ON

FWD
ON

OVRD

DOWN
OFF
OXYGEN OFF

FLOW
INDICATOR

ARMAMENT MASTER INTL LT

CONSENT BLEED PNL

ON
STORM

SWITCH SWITCH OFF BRT

OFF

CSL ALM TEST

PNL

BATT OVRD
FIRE
OFF BRT

ENG CHART
IGN

SWITCH
PMU START
RAM AIR
AUTO ON START

AUTO

OFF BRT
MAN OFF INTRPT

ENGINE INTERNAL
EM314ENFM010252A.DGN

CONTROL LIGHTS
PANEL CONTROL
RAM AIR PANEL
HANDLE

Figure 1-4

Revision 2 1-5
TO 1A-29B(INT)-1

REAR COCKPIT
CONSOLES

EMERGENCY LANDING
GEAR EXTENSION
CONTROL LEVER

EMERGENCY
DOWN
EMER

EMER
SPEED BRAKE
SWITCH
LDG GEAR

SPEED BRAKE
CLOSE

OFF

NORMAL
NORM

SEAT

UP

+
DOWN

SEAT HEIGHT
ADJUSTMENT COVER OR
SWITCH FLIR CONTROL
PANEL

MAX

ENGINE THROTTLE

IDLE
ST

CUT

MAP CASE
OFF

UP

DN

FLAP LEVER

AUTO RUDDER TRIM

ENGA

PWR
OFF
AUTOMATIC RUDDER
FUEL / HYDR /
BLEED SHUTOFF
OPEN
TRIM CONTROL
EMER

OPEN
SWITCH
CLOSE

FUEL/HYDR/BLEED
SHUTOFF SWITCH

AFT

SINGLE

NORMAL
ANTI−G
QUICK−DISCONNECT

EJECTION
SEQUENCE
SWITCH
EM314ENFM010229A.DGN

ANTI−G
TEST BUTTON

Figure 1-5

1-6
 TO 1A-29B(INT)-1

HOTAS CONTROL
CONTROL STICK GRIP

NOSE UP
R

L
NOSE DOWN

FWD
R
PRESS
L TRIM
AFT SWITCH

STEP
PUSHBUTTON
DISPLAY MANAGEMENT
SWITCH (DOI SELECTION)

DESIGNATE
UNDESIGNATE
WEAPON RELEASE
BUTTON (WRB)

MASTER MODE SWITCH

TRIGGER
INT
NAV

AP OVERRIDE
SWITCH AG
PRESS DGFT
CALL SWITCH
SK314ENFM010006.DGN

AUTOPILOT DISENGAGE
LEVER SWITCH

Figure 1-6

1-7
TO 1A-29B(INT)-1

HOTAS CONTROL
ENGINE THROTTLE

TARGET DESIGNATOR
CONTROLLER

GUN RECOCK
PUSHBUTTON ENGINE MODE
SELECTOR PUSHBUTTON

YAM TRIM
RADIO TRANSMISSION SWITCH
SWITCH

SPEED BRAKE
CONTROL SWITCH

CAGE/UNCAGE
PUSHBUTTON GUN RANGE
AND TYPE
SWITCH
SK314ENFM010007.DGN

Figure 1-7

1-8
 TO 1A-29B(INT)-1

COCKPIT ACCESS SURE THAT THE BOARDING STEP IS

FULLY EXTENDED BEFORE STEPPING
Access to the cockpit is gained from the left wing by ON IT. FAILURE TO COMPLY WITH THIS
means of a boarding step located below the wing PRECAUTION MAY CAUSE PERSONAL
trailing edge, on the wing root, for supporting the INJURIES.
right foot, and a recessed assist handle built into the
fuselage for the right hand, and a loop for the left
hand.
The boarding step retracts backwards during the
landing gear retraction by means of a mechanical
linkage connected to the left landing gear leg.
• DO NOT ATTEMPT TO RETRACT THE
BOARDING STEP MANUALLY, WHICH
MAY CAUSE DAMAGE TO THE
RETRACTION MECHANISM.

• DO NOT STEP ON THE FLAP WHILE

BOARDING, WHICH MAY CAUSE DAM-
WHEN LEAVING THE AIRCRAFT, MAKE AGE TO THE FLAPS.

1-9
TO 1A-29B(INT)-1

COCKPIT ACCESS

SK314ENFM010008.DGN

Figure 1-8

1-10
 TO 1A-29B(INT)-1

AVIONICS SYSTEM ENGINE INDICATION AND CREW

ALERTING SYSTEM (EICAS)
The Avionics System is responsible for the integra-
tion of almost all aircraft systems with which it inter- The EICAS card in the MDP processes and pres-
acts for the management of the mission and the ents data related to the engine, fuel system, electri-
generation of symbols to the pilot. cal system, hydraulic system, and other systems of
The Operational Flight Program (OFP) is the soft- the aircraft. Whenever a controlled parameter goes
ware responsible for processing data received from out of the normal operating range the EICAS acti-
the hardware and entered by the pilot as well as for vates an alert message on the respective CMFD
interfacing with the pilot. The avionics system oper- area and a voice message on the helmet phones.
ating logic and the formats description are explained It also shows on the CMFD message to advise the
in the TO 1A-29B(INT)-1-1 – Avionics System Sup- pilot of his action and indications related to the
plemental Manual. engine parameters (NG, NP, TQ, T5, and engine oil
pressure and temperature), fuel, trimming, flaps and
airbrake.
For further information, refer to TO 1A-29B(INT)-1-1
MISSION AND DISPLAY – Avionics System Supplemental Manual.
PROCESSOR (MDP)

The Avionics System core is composed of two fully

identical MDPs that continually operate and run the
HEAD-UP DISPLAY (HUD)
OFP, one as the master and the other as the slave,
capable of immediately taking over the master func-
The HUD is the primary display used for navigation
tion whenever the master presents some malfunc-
and employment of the A-29. The graphic and
tion. The MDP is responsible for integrating all other
alphanumerical symbols generated and processed
equipments of the system and processing the data
inside the MDP are projected over two mirror halves
necessary for performing the flight.
in the pilot field of view, focused on the infinite and
Additionally to the digital communication, the MDP
presented without obstructing the pilot forward visi-
is provided with analog, discrete and video inter-
bility.
faces for handling signals from the EICAS, from the
For further details on the symbology displayed on
Stores Management System (SMS), and from the
the head up display, refer to the TO 1A-29B(INT)-1-
Digital Video Recorder (DVR).
1 – Avionics System Supplemental Manual.
The communication with the other equipments con-
nected to the Avionics System is primarily made
through two MIL-STD-1553B, one ARINC-429 and
one EIA-RS-422 buses.
The MDP performs the main functions described COLOR HUD VIDEO CAMERA
below: (CHVC)
– Controls and processes the data from the
sensors, and loaded manually or via the The CHVC is a solid state TV camera that generates
cartridge; image in the NTSC standard and is located in the
– Controls the systems and activates the EICAS; HUD front portion for acquiring the forward visual
– Manages the HOTAS and displays controls; field image with the HUD symbology overlay.
– Manages the stores; The image acquired by the CHVC is managed by
the MDP and can be presented on the HUD format
– Calculates the navigation and weapon aiming;
of the CMFD and be recorded on the Main Memory
– Manages the Data Link System;
Cartridge (MMC) by the Digital Video Recorder
– Generates the symbology to the HUD and (DVR).
CMFDs; For further information on the CHVC operating
– Processes and manages video and audio modes, refer to the TO 1A-29B(INT)-1-1 – Avionics
signals; System Supplemental Manual.
– Manages the storms detection system.

1-11
TO 1A-29B(INT)-1

UPPER FRONT CONTROL PANEL This equipment enables the utilization of information
(UFCP) provided by the GPS satellites for navigation under
normal conditions or in case of electrical emergency
The UFCP is a control terminal attached to the HUD (only battery) or failure of the two MDPs.
used for entering and monitoring the avionics sys- For further information on the GPS stand-alone,
tem data, as well as controlling other equipments refer to the equipment manufacturer's manual –
and selecting the master modes. KLN-90B Pilot's Guide.
The UFCP is operated through controls located on
its frontal and lateral portions and through the data
entry display (DED), where formats and menus are
presented. DIGITAL VIDEO RECORDER (DVR)
For further information on the UFCP operation and
formats, and for manually programming the mission, The DVR is a digital recording technology equip-
refer to the TO 1A-29B(INT)-1-1 – Avionics System ment that uses Ethernet communication and with
Supplemental Manual. dual functions: to load in the aircraft the planned
mission data previously saved in the data transfer
cartridge (DTC); and to record the accomplished
mission video and audio in the main memory car-
COLOR MULTIFUNCTION DISPLAY tridge (MMC) as well as the operational and logistic
(CMFD) data in both DTC and MMC. The data, video and
audio recorded in the MMC are used for mission
The 6" x 8" CMFDs, together with the UFCP and assessment and the data recorded in the DTC is
HUD, provide the control and communication inter- mainly used for maintenance purposes.
face between the pilot and the various systems, and
help the pilot in the management of the avionics sys-
tem as follows: monitoring and control of sensors,
management of stores, and selection of modes. DATA TRANSFER CARTRIDGE (DTC)
External source video information generated by the
CHVC, FLIR, as well as the playback of video The DTC is a commercial off the shelf PCMCIA
recorded by the DVR can be displayed on the (Personal Computer Memory Card International
CMFD. Association) cartridge used for transferring data to
The ON/OFF knob, the GAIN, SYM and BRT and from the aircraft.
switches, and the 28 Option Selection Switches
(OSS) of each CMFD, provide the means to control
each display and its formats.
Each cockpit is provided with two CMFDs with inte- MAIN MEMORY CARTRIDGE (MMC)
grated operation. The four CMFDs can present a
The MMC consists of a cartridge with capacity to be
individual formats or the front and rear displays on
filled with one audio channel and one or two video
each side present the same format.
channels information. The recording time is approx-
For further information on the operation of the vari-
imately 2 hours when used to record one audio and
ous CMFD formats and on the programming of infor-
two video sources and 4 hours when recording one
mation presentation, refer to the TO 1A-29B(INT)-1-
audio and one video source.
1 – Avionics System Supplemental Manual.
The video sources to be recorded as default are the
HUD and the left forward CMFD and can be
changed through the DVR format of the CMFD or
GLOBAL POSITIONING SYSTEM programmed in the planning station. The audio and
(GPS) STAND-ALONE data are also recorded, regardless of the video
selection.
The aircraft is equipped with a stand-alone Allied The video source to the DVR can be the images
Signals (Bendix) KLN-90B global positioning sys- from the HUD camera and displayed on the CMFD,
tem installed on the main instrument panel. including FLIR images.

1-12 Revision 1
 TO 1A-29B(INT)-1

COMMUNICATION SYSTEM AIR DATA COMPUTER (ADC)

The COM1 (VHF), COM2 (V/UHF) and COM3 (HF) For further information on the ADC, refer to the
systems are controlled through the MDP, according paragraph "Weapon Delivery and Navigation Sys-
to the relevant formats selected on the UFCP. tem" in this Section.
For further information refer to the paragraph "Com-
munication System" in this Section.

FORWARD LOOKING INFRARED

SYSTEM (FLIR)
AUDIO SYSTEM The Forward Looking Infrared System (FLIR)
enables the night and day formation of images in
For further information on the audio system, refer to special missions such as:
the paragraph "Communication System" in this Sec- – Surveillance;
tion.
– Reconnaissance;
– Maritime Patrol;
– Search and Rescue (SAR);
WEAPON DELIVERY AND – Long range target detection and classification;
NAVIGATION SYSTEM (WDNS) – Navigation;
– Attack.
For further information on WDNS, refer to the para- Two different models of the FLIR can be installed on
graph "Weapon Delivery and Navigation System" in the aircraft:
this Section.
– Star Safire III.
– Brite Star DP;
The FLIR system images are displayed on the
CMFD.
AUTOPILOT/FLIGHT DIRECTOR The FLIR system is operated through a dedicated
SYSTEM (AFDS) control panel located in the rear cockpit, according
to its specific operation manual, and through the
For further information on the AFDS, refer to the FLIR format on the DED.
paragraph "Autopilot/Flight Director System" in this For further information on the Forward Looking
Section. Infrared System, refer to the Manufacturer's Opera-
tor's Manual.

EMBEDDED GPS, INS AND RALT WEATHER MAPPING SYSTEM –

SYSTEMS (EGIR) STORMSCOPE (WMS)
For further information on the EGIR, refer to the For further information on the WMS, refer to the
paragraph "Weapon Delivery and Navigation Sys- paragraph "Weather Mapping System (Storm-
tem" in this Section. scope)" in this Section.

1-13
TO 1A-29B(INT)-1

AVIONICS SYSTEM CONTROLS AND INDICATORS

1 2

MDP 1 MDP 2
ON ON

OFF OFF

AVIONICS
SMS V / UHF
MASTER
ON ON GUARD

OFF OFF NORM

SK314ENFM010009.DGN
REFER TO THE
4 3 COMMUNICATION
SYSTEM

CONTROLS/INDICATORS FUNCTION
1. MDP 1 ON Turns on computer 1.
OFF Turns off computer 1.

2. MDP 2 ON Turns on computer 2.

OFF Turns off computer 2.

3. SMS ON Energizes the station interface units (SIU).

OFF De-energizes the station interface units (SIU) and trig-
gers the reinitializing of the SMS software, without loos-
ing the armament programming performed.

4. AVIONICS MASTER ON Energizes most part of the avionics system, provided

that the dedicated switches, if any, are in the ON posi-
tion.
OFF De-energizes most part of the avionics system.
Figure 1-9

1-14
 TO 1A-29B(INT)-1

CANOPY nal handles with a cord is pulled out. The "D" han-
dles are stowed in both sides of the rear portion of
The aircraft incorporates a fixed windshield and a the canopy.
one-piece, acrylic molded canopy divided in two The canopy severance system actuation procedure
sections (front and rear), with a bow frame between is described in Section III – Emergency Procedures.
the two stations.
An acrylic transparency between the cockpits pro-
tects the rear pilot from ejection debris and bird
impact, and a balancing mechanism, fixed at the
same place, provides smooth controls to open and
close the canopy. • THE CANOPY SEVERANCE SYSTEM
A canopy fracturing system and a canopy sever- SHALL BE USED ON GROUND ONLY.
ance system provide way to cut the canopy in case
of ejection and emergency evacuation, respectively. • THE CANOPY SEVERANCE SYSTEM
The canopy can be opened either from inside using SHALL NOT BE USED IN CASE OF
interconnected handles located at the left side of FUEL LEAKAGE.
each cockpit, or from outside through the external • USE THE HELMET VISOR AND THE
handle located on the left side of the fuselage. MASK TO FIRE THE CANOPY SEVER-
A lock keeps the canopy fully open. To close the ANCE SYSTEM.
canopy, the internal latching handle must be moved
down to unlock and the canopy rotated counter-
clockwise.
Upon unlocking the canopy, the CANOPY warning CANOPY FRACTURING SYSTEM
message is activated.
The canopy fracturing system main function is to
fracture the acrylic transparency when the ejection
seat starts moving upward facilitating the passage
of the ejection seat/pilot through the canopy and
CANOPY SEVERANCE SYSTEM reducing the force on the pilot body.
In case of failure of this system, the acrylic transpar-
The canopy severance system incorporates one ency is ruptured by the breakers located on the ejec-
Mild Detonating Cord (MDC) attached to the junc- tion seat top.
tion of transparency with the canopy frame of each This system comprises a Mild Detonating Cord
cockpit, whose function is to break the transparency (MDC) in a shape of "T", installed at the top of the
to facilitate the emergency crew evacuation or res- transparency, a transmission line and an initiator in
cue. each cockpit. The initiator, located on the back of
The MDC is detonated when the black/yellow the ejection seat, interfaces with the ejection seat
striped internal handle on the right side of each and has a safety clip that shall be removed before
cockpit is trigged or when one of the two "D" exter- the flight.

1-15
TO 1A-29B(INT)-1

CANOPY CONTROLS

CANOPY HANDLE

A LOCK

QUICK−DISCONNECT
INSERIR FIGURA EM314 ENFN 010158
LATCH
NOVA
EXTERNAL
HANDLE

INSERT THE AIRCRAFT KEY IN THE

CANOPY LATCH LOCK AND TURN IT
UNTIL THE EXTERNAL HANDLE GETS
UNLOCKED.

B C D

PUSH IN THE UPPER END OF THE

HOLD THE EXTERNAL HANDLE AND RETURN THE EXTERNAL HANDLE TO
QUICK− DISCONNECT LATCH AND
EM314ENFM010158B.DGN

TURN IT CLOCKWISE TO PUSH FOR THE INITIAL POSITION BEFORE

PULL THE EXTERNAL HANDLE
THE CANOPY BACK, UNLOCKING IT. RAISING THE CANOPY.
LOWER END.

UNLOCKING AND OPENING THE CANOPY

FROM OUTSIDE THE AIRCRAFT

Figure 1-10 (Sheet 1 of 3)

1-16
 TO 1A-29B(INT)-1

CANOPY CONTROLS

2
2

OPEN−CANOPY
LOCKING MECHANISM

BALANCING
MECHANISM

CANOPY
LOCKING
MECHANSM

4
EM314ENFM010117B.DGN

Figure 1-10 (Sheet 2 of 3)

1-17
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Canopy latching external handle (LOCK) Move counterclockwise to latch the canopy.
(UNLOCK) Move clockwise to unlatches the canopy.
– Return handle back into its housing after operation.

2. Open-canopy latch handle – When actuated with the canopy fully open, unlatches the
canopy for closing.

3. Canopy latching internal handle To latch the canopy Raise the handle to move the canopy
(rear cockpit) forward.
To unlatch the canopy Lower the handle to move the canopy
backward.
– To move the handle, it must be pulled.

4. Canopy latching internal handle To latch the canopy Lower the handle to move the canopy
(front cockpit) forward.
To unlatch the canopy Raise the handle to move the canopy
backward.
– To move the handle, the trigger must be pressed.

Figure 1-10 (Sheet 3 of 3)

1-18
 TO 1A-29B(INT)-1

CANOPY SEVERANCE SYSTEM CONTROLS

REAR DETONATING
CORD

FRONT DETONATING
CORD

EXTERNAL
HANDLE
INITIATOR

TRANSMISSION
LINE

3
EM314ENFM010045A.DGN

Figure 1-11 (Sheet 1 of 2)

1-19
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Safety pin – When inserted, prevents the canopy severance system
actuation.

2. Canopy severance internal – When any handle is actuated, activates the canopy severance
handle system.

3. Canopy severance external – When any handle is actuated, activates the canopy severance
handle system.

Figure 1-11 (Sheet 2 of 2)

1-20
 TO 1A-29B(INT)-1

CANOPY FRACTURING SYSTEM

DETONATING
CORD

TRANSMISSION
LINE INITIATOR
BLOCK

SAFETY CLIP EM314ENFM010047B.DGN

MECHANICAL
INITIATOR

Figure 1-12

1-21
TO 1A-29B(INT)-1

CANOPY BREAKER TOOL Prior to use the tool, the pilot should put on the
gloves and grasp the breaker tool firmly with the cut-
A canopy breaker tool, located at the left side of ting edge turned to him.
each canopy arc, is the alternative instrument to The best way to open a hole is to hit the canopy in
break the canopy if the normal opening system or the perpendicular direction, preferably in a region
the canopy severance system cannot be used. already cracked or broken.

CANOPY BREAKER TOOL

EM314ENFM010118A.DGN

Figure 1-13

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
CANOPY,
WARNING WARN CANOPY
CANOPY.
WARN Indicates that the canopy is unlatched.

1-22
 TO 1A-29B(INT)-1

EJECTION SEAT BAROSTATIC TIME-RELEASE UNIT

The aircraft is equipped with a light mass, fully auto- The barostatic-time release unit provides automatic
matic and rocket-assisted Martin Baker MKBR release of the drogue assembly, deployment of the
10LCX-1/2 ejection seat that provides safe escape main parachute and seat/man separation after ejec-
from zero altitude and zero speed up to the maxi- tion.
mum aircraft operational altitude and speed. From zero foot until approximately 16400 ft or
The seat is boosted from the aircraft by cartridge 18040 ft (depending on the maintenance setting)
operated ejection gun on the back of the seat, the barostatic-time release unit ensures immediate
assisted by rocket motors on the bottom of the seat. deployment of the main parachute and separation of
Ejection takes place through the canopy, which is the occupant from the seat, been subordinated only
fractured by the canopy fracturing system and two to the time-delay mechanism that delays the deploy-
breakers mounted on the top of the seat. ment of the main parachute until the drogue chute
has stabilized and decelerated the seat; and to the
g-stop mechanism that delays the main parachute
deployment at high speeds until the seat has decel-
erated below 2.25 g. Below 7000 ft the barostatic
EJECTION SEAT SUBASSEMBLIES unit inhibits the g-stop mechanism function.
For high altitude ejections, the barostatic assembly
EJECTION SEQUENCING SYSTEM operates in conjunction with the time-delay mecha-
nism to prevent the operation of the deployment of
The ejection sequencing system comprises two the main parachute and seat/man separation until
quick-release fittings, a rigid tube assembly, flexible
the seat and occupant have descended to 16400 ft
hoses, and a control valve provided with a three-
or 18040 ft (depending on the maintenance setting).
position ejection selector located on the rear seat
right console.
When the ejection selector is in AFT or NORM (dou-
ble automatic ejections), the ejection sequencing
system commands first the rear seat to eliminate the
risk of collision with forward seat ejection debris and FOR OPERATION OVER HIGH ALTITUDE
crewmembers collision during the ejection. When TERRAIN, THE BAROSTATIC UNIT SHALL
the ejection selector is in SINGLE, this system is BE PROPERLY ADJUSTED, ACCORDING
disabled and the ejection sequence is defined by TO THE EJECTION SEAT MANUFAC-
time that each firing handle is pulled. TURER MANUAL.
The EICAS format shows the ejection sequence
selected.
DROGUE UNIT

EJECTION GUN AND ROCKET MOTOR The drogue unit, attached to the left vertical column
of the seat, automatically removes the drogue chute
An ejection gun provides the initial power to boost from its container at the right time during the ejec-
the seat upwards followed by the propulsion energy tion. After the ejection seat passes the air zone with
provided by three cartridges. turbulence caused by the aircraft (0.5 seconds) the
As the seat leaves the aircraft, a static line causes drogue gun expels the plunger with a cord attached.
the rocket motor under the seat pan to fire. This Then, the plunger ruptures the drogue chute con-
rocket motor is responsible for the ZERO/ZERO tainer guard and removes the drogue chute from the
(altitude and speed) feature of the ejection seat. container. The drogue chute decelerates and stabi-
The rocket packs have large efflux nozzles on the lizes the ejection seat.
left side of the MKBR10LCX-1 pack (front seat) and In case of failure of the drogue main cartridge, the
on the right side for the MKBR10LCX-2 pack (rear drogue unit can be actuated through the manual
seat). This makes sure that the front and rear seats separation handle that constitutes a redundancy for
are ejected with a right and left trajectory respec- the system operation.
tively.

1-23
TO 1A-29B(INT)-1

EJECTION SEAT

1. LEFT AND RIGHT CANOPY BREAKERS

2. PARACHUTE CONTAINER
3. DROGUE GUN
4. HARNESS RETRACTION UNIT 2
5. BACK REST
6. CROTCH STRAP (2)
7. STICKER STRAP (2)
8. LAP STRAP (2)
9. PLB STATIC CABLE ATTACHED TO BRACKET 26
3
10. EMERGENCY OXYGEN SYSTEM MANUAL CONTROL
11. GO−FORWARD CONTROL LEVER
12. OBOGS QUICK−DISCONNECTION ACTUATING CABLE
13. LEG RESTRAINT LINES
14. LEG RESTRAINT LINE FLOOR BRACKET
15. SEAT FIRING HANDLE SAFETY PIN 25 4
16. LEG RESTRAINT LINE TAPER PLUG LOCK (2)
17. PERSONAL SURVIVAL PACK
18. LEG LINE RELEASE CONTROL LEVER
19. CUSHION
20. MANUAL SEPARATION FIRING HANDLE
21. SEAT FIRING HANDLE
22. ADU STATIC CABLE ATTACHED TO BRACKET
23. HARNESS QUICK−RELEASE FITTING
24. SHOULDER STRAPS
25. PARACHUTE LIFT WEB RETENTION STRAP
INSERIR FIGURA EM314ENFM010104 D
26. PARACHUTE LIFT WEBS (2)
5
24

23

7
22

21 8
20
9
19

18 10

17
11

16
12

15
EM314ENFM010104D.DGN

13
14

Figure 1-14

1-24
 TO 1A-29B(INT)-1

EJECTION SEQUENCING SYSTEM

2
3

REAR SEAT
EM314ENFM010112B.DGN

FRONT SEAT

Figure 1-15

1-25
TO 1A-29B(INT)-1

EMERGENCY OXYGEN CYLINDER Deployment Unit (ADU) for deployment of the liftraft
and survival aids on pilot/seat separation, including
The emergency oxygen cylinder, attached to the a Personal Locator Beacon (PLB) with GPS that is
seat pan aft left end, is automatically activated at the also automatically activated at the moment of the
moment of the ejection or manually activated in pilot/seat separation.
case of OBOGS failure. It provides the pilot with 10 The PSP is attached to the parachute harness and
minutes of not regulated flow of oxygen. to the pilot life preserver unit (LPU) or similar and is
topped with a pad designed to support the pilot
thighs in flight and during the ejection.
MANUAL SEPARATION SYSTEM The separation mode is selected before the flight by
the ground personnel through the control located on
In the event of a barostatic time-release failure, a the right side of the PSP. In AUTO mode the PSP is
manual separation system can be actuated through automatically released from the parachute harness
a handle located on the right side of the seat. This 4 seconds after the pilot/seat separation, and in
system provides an alternative method of initiating MAN mode the PSP is released only when one of
the harness release system. The manual separation the two quick-release fittings is actuated.
system is to be operated following ejection, only if Upon release of the PSP, the CO2 bottle seal is rup-
the automatic system fails. tured, causing the inflation of the life raft. During the
The system consists of a manual separation handle pilot descent, the inflated life raft and the survival
linked to the seat pan-firing handle. A locking device pack remain attached to the pilot LPU by means of a
controlled by a button on top of the handle prevents 15 ft (4.5 m) lowering line.
inadvertent operation. This button must be In case of failure of the PSP opening and automatic
depressed before raising the handle. Raising the life raft inflation, a cable connected to the PSP clos-
handle causes the gases from the manual separa- ing pin and the CO2 bottle enables the manual oper-
tion cartridge to actuate the same mechanism as ation of the system after landing.
those actuated by the barostatic time-release unit in
the automatic sequence. As a back up for drogue
gun failure, the gases from this cartridge are also
used to fire the second cartridge in the drogue gun. PARACHUTE AND HARNESS

The parachute and combined harness includes the

main parachute, the drogue chute assembly com-
bined parachute, seat harness, and the back pad.
The main parachute is packed into a rigid container
THE MANUAL SEPARATION UNIT CAN BE on top of the seat back, which also serves as a
ACTUATED ONLY AFTER THE ACTUA- headrest during ejection.
TION OF THE EJECTION SEAT FIRING The combined harness assembly is an integral part
HANDLE. THEREFORE, IN CASE OF DOU- of the main parachute and consists of two parachute
BLE EJECTION, WITH A FAILURE OF THE
lift webs, two adjustable shoulder straps, two adjust-
AUTOMATIC SEPARATION SYSTEM OF
able thigh straps, and two leg loops. A back pad is
THE SEAT, THE EJECTION OF WHICH
attached to the harness.
WAS COMMANDED BY THE OTHER SEAT,
THE PILOT MUST ACTUATE THE FIRING
HANDLE BEFORE ACTUATING THE MAN-
UAL SEPARATION HANDLE. HARNESS RELEASE MECHANISM
OTHERWISE, THE MANUAL SEPARATION
The harness release mechanism is a mechanical
HANDLE REMAINS INOPERATIVE.
assembly operated by gas pressure from the baro-
static time-release cartridge. It includes an upper
harness release, a lower harness release, and a leg
PERSONAL SURVIVAL PACK (PSP)
restraint system release.
The PSP consists of a container with a liferaft and a The oxygen and communication connections are
survival kit pack that has items for pilot survival in released during aircraft/seat separation, and then
case of ejection. The PSP is fitted with an Automatic by pilot/seat separation.

1-26
 TO 1A-29B(INT)-1

LEG RESTRAINT MECHANISM EJECTION SEAT MAINTENANCE

The leg restraint mechanism comprises two leg
SAFETY PINS
restraint lines, whose lower end is attached to the
aircraft floor; pass through snubbing units and D The ejection seat is equipped with five safety pins
rings attached to the leg garters; and at the other interconnected by a red streamer handled by
ground personnel. They are located in the firing
end is attached to the ejection seat.
units of the following components:
This mechanism draws back and restrains the pilot's
legs close to the seat during ejection. – Drogue gun;
Each snubbing unit has an adjustment lever that – Remote rocket motor initiator;
allows the pilot to individually adjust the leg restraint – Seat firing unit;
lines for comfortable leg movement.
– Manual separation firing unit;
The leg line release control lever, located at the right
side of the ejection seat, releases both leg restraint – Barostatic time-release unit;
lines when pulled upward. These safety pins are removed by ground personnel
before the flight.

HARNESS RETRACTION UNIT

A cartridge actuated harness retraction unit is fitted
SEAT FIRING HANDLE SAFETY PIN
to the ejection seat main structure. It ensures that,
regardless of the pilot's position when the ejection is
The seat firing handle safety pin is handled by the
initiated, the harness will retract and lock the pilot in
pilot and serves the purpose of preventing an inad-
the correct posture before the seat moves and g
vertent ejection command on the ground.
forces are applied.
The safety pin shall be removed from the firing han-
dle immediately before taxi or after leaving a cov-
NEGATIVE-G RESTRAINT SYSTEM ered area, and shall be reinstalled after landing.
A message is displayed on the EICAS format to
A negative-g restraint strap is incorporated in the warn that the seat firing handle safety pin is installed
harness to hold the pilot tightly in the seat during in the relevant ejection seat.
negative-g flight. The strap lower end is attached to The special housing on the cockpit structure left side
the seat pan center and the upper end of the strap (Figure 1-19) is used to stow the seat firing handle
there is a two-point quick-release buckle into which safety pin when removed from the seat.
the lugs of the parachute harness shoulder straps
are engaged.
The negative-g restraint strap is released when the
lock in the seat pan is opened on operation of the EJECTION SEQUENCE
lower harness release mechanism.
Before inserting the coupling lugs (parachute har- When the pilot pulls the seat firing handle the initia-
ness shoulder straps) on the quick-release fitting it tor cartridge is fired, leading to also the detonation of
is necessary to turn the operating disc, until the the harness retraction unit cartridge and the primary
DON position meets with an alignment mark on the ejection gun cartridge.
housing. The harness forces the pilot back to the correct ejec-
Further, the operating disc is turned to align the tion position and the ejection gun boost the seat
LOCKED inscription with the alignment mark on the upwards sliding on guide rails.
housing. As the seat start moving, it ignites the canopy frac-
To release the coupling lugs it is necessary to turn turing system and the drogue gun unit, activates the
the operating disc to the RELEASE position and barostatic time release unit and the emergency oxy-
then press the face plate. gen cylinder, disconnects electrical and oxygen
Either for inserting or for releasing the lugs from the lines, and retracts the pilot's legs.
quick release fitting, it is necessary to turn the oper- Approximately 1.80 meters high, the rocket motor is
ating disc from the LOCKED position to the desired fired accelerating the pilot/seat assembly. The
DON or RELEASE position. asymmetric thrusts of both ejection seats rocket

1-27
TO 1A-29B(INT)-1

motors provide a divergent trajectory to guarantee a In case of over water ejection, it is recommended
safe separation between them, avoiding possible that the pilot removes the oxygen mask before the
collisions in case of double ejection. separation from the parachute and releases himself
After 0.7 second, the drogue chute is deployed and, from parachute as soon as he touches the water, in
as the altitude and acceleration conditions are met, a way to avoid that the parachute falls over him.
the barostatic time-release unit initiates the
pilot/seat separation.
During main parachute deployment the pilot is
momentarily held on the seat by two sticker straps to
ensure the separation only occur after the deploy-
ment and to avoid any possibility of collision
between pilot and seat.
• THE PILOT MUST NOT ATTEMPT AN
The PSP disconnection from the parachute harness
EJECTION IF THE CANOPY IS NOT
takes place automatically 4 seconds after the
CONFIRMED CLOSED AND LOCKED.
pilot/seat separation if selected AUTO, or when one
of the two quick-release fittings is actuated if • WHEN THE EJECTION SEQUENCE
selected MAN. SELECTOR IS SET TO SINGLE, IT IS
Upon the release of the PSP, the life raft is inflated RECOMMENDED THAT THE REAR
and is kept attached to the pilot LPU by means of a SEAT OCCUPANT COMMANDS EJEC-
15 ft (4.5 m) lowering line as well as the survival TION BEFORE THE FRONT SEAT
pack. OCCUPANT.

LEG RESTRAINT SYSTEM

LEG LINE TAPER

PLUG LOCK
RELEASE LEVER

INSERIR FIGURA EM314 ENFN 010171 NOVA

LEG GARTER

SNUBBING
UNIT SHEAR
PIN
EM314ENFM010171A.DGN

QUICK−RELEASE
PIN
LEG RESTRAINT
LINE
FLOOR
BRACKET

Figure 1-16

1-28
 TO 1A-29B(INT)-1

HARNESS STRAPS ROUTING

PARACHUTE
CONTAINER
HARNESS
QUICK−RELEASE
FITTING

CROSS STRAP
LIFT WEB RETENTION
STRAP
ADJUSTING BUCKLES

SHOULDER STRAPS

SHOULDER STRAP
INSERIR FIGURA EM314 ENFN 010159 NOVA
HARNESS LUG

CUSHION

LAP STRAP

NEGATIVE−G
LAP STRAP RETRAINT STRAP

CROTCH STRAPS EM314ENFM010159A.DGN

LAP STRAP
ADJUSTING BUCKLE

Figure 1-17

1-29
TO 1A-29B(INT)-1

EJECTION SEAT SAFETY PINS

DROGUE GUN
A
GUN
DROGUE

REMOTE ROCKET MOTOR

B INITIATOR

F
B

SEAT FIRING
C HANDLE

BAROSTATIC TIME MANUAL SEPARATION SEAT FIRING

F RELEASE UNIT
E FIRING UNIT
D UNIT
SK314ENFM010020.DGN

Figure 1-18

1-30
 TO 1A-29B(INT)-1

FIRING HANDLE SAFETY PIN

INSERIR FIGURA EM314 ENFN 010176 NOVA

EM314ENFM010176A.DGN

Figure 1-19

1-31
TO 1A-29B(INT)-1

EJECTION SEAT CONTROLS AND INDICATORS

3
6

4
5
3

8
7
SK314ENFM010022.DGN

Figure 1-20 (Sheet 1 of 5)

1-32
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Seat firing handle – When pulled, starts the ejection sequence.

2. Personal survival pack MANUAL The PSP is released through the actuation of either
separation control quick-disconnect connector on each side of the PSP
after the pilot-seat separation.
AUTO The PSP is automatically released 4 seconds after the
pilot-seat separation.

3. Snubbing unit release levers – When actuated, allows the leg restraint line movement in both
directions. When released, the leg restraint line moves only
downwards.

4. Seat firing handle safety pin – When inserted, the pin locks the firing handle preventing an
inadvertent ejection.
5. Leg line release control lever – When actuated, releases the leg restraint line.

6. Manual separation handle – Separate pilot from the seat in case of failure of the drogue unit
or the barostatic time-release unit.

7. Go-forward control lever FORWARD Allows the actuation of the inertial spool. The har-
ness can be extended, but locks in case of a sud-
den movement.
BACKWARD The inertia spool prevents the pilot movement for-
ward. The harness can be retracted, but cannot be
extended.

8. Emergency oxygen manual – When pulled, activates the emergency oxygen for 10 minutes
operating handle with unregulated flow.

Figure 1-20 (Sheet 2 of 5)

1-33
TO 1A-29B(INT)-1

EJECTION SEAT CONTROLS AND INDICATORS

SEAT
9
UP

DOWN

10

L
OF INE
SIG
HT
EM314ENFM010049C.DGN

11

Figure 1-20 (Sheet 3 of 5)

1-34
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
9. Seat height adjustment switch – It is a spring-loaded switch used to adjust the seat vertically.
Each 1-minute of actuation requires 8-minutes interval to the
next actuation to cool the electric motor.
– The right position in the front seat is when the HUD test pattern
symbology are clearly seen without moving the head. The HUD
test pattern are described in TO 1A-29B(INT)-1-1 – Avionics
System Supplemental Manual.
– The right position in the rear seat is when the white and black
spheres of the adjustment device on the rear arc are aligned.

• OBJECTS UNDER THE SEAT MAY CAUSE AN

INADVERTENT EJECTION WHEN ADJUSTING THE
SEAT HEIGHT.
• THE TOP OF THE HELMET SHALL BE BELOW THE
CANOPY BREAKERS.

10. Ejection sequence selector AFT Actuation of any firing handle causes the automatic
ejection of the rear and front seats in this
sequence.
SINGLE Each firing handle commands the independent
ejection of the own seat. The rear seat pilot shall
eject first, otherwise may be hit by front seat ejec-
tion debris.
NORMAL Actuation of the front seat firing handle causes the
automatic ejection of the rear and front seats in this
sequence. Actuation of the rear seat firing handle
causes the ejection of the rear seat only.
– This handle must be turned counterclockwise to be unlocked
and displaced and then, turned to lock in the selected position.

11. Rear seat height adjustment – Enables the adjustment of the correct height of the rear
device ejection seat.
– The recommended position is the white and black spheres
aligned.

Figure 1-20 (Sheet 4 of 5)

1-35
TO 1A-29B(INT)-1

EJECTION SEAT CONTROLS AND INDICATORS

12

EICAS
EICAS
MESSAGES OFF
ON
+

SING

EJECT

SK314ENFM010024A.DGN
+ +

− −

CONTROLS/INDICATORS FUNCTION
12. Ejection selection indicator – Indicates the selected ejection sequence.
– Labels: AFT EJECT, NORM EJECT, SING EJECT.
– Color: Green, Boxed green.

Figure 1-20 (Sheet 5 of 5)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
Remains on as long as the safety pin is
inserted into its housing at the base of the
CAUTION,
CAUT FWD PIN
CAUTION.
front ejection seat firing handle. The mes-
sage will extinguish only when the safety pin
is removed from ejection seat housing.
CAUTION
Remains on as long as the safety pin is
inserted into its housing at the base of the
CAUTION,
CAUT AFT PIN
CAUTION.
rear ejection seat firing handle. The mes-
sage will extinguish only when the safety pin
is removed from ejection seat housing.

1-36 Revision 2
 TO 1A-29B(INT)-1

ELECTRICAL SYSTEM MAIN BATTERY

The Electrical System comprises a starter-genera- The aircraft is equipped with a nickel-cadmium 24-V
tor and its Generator Control Unit (GCU), a main DC battery. It is connected to the HOT DC BUS
battery, a backup battery, an external power recep- when supplying the starter-generator with the elec-
tacle, the Electrical Distribution System (EDS) and a trical power necessary to start the engine, and to the
maintenance panel. MAIN DC BUS during the aircraft normal operation
The DC buses may be supplied with 28 V DC from for proper charging purposes.
the engine-driven generator or an external power In case of a generator failure, the Electrical Distri-
source, or 24 V DC from a battery. bution System automatically changes to the
In case of failure of the power generation, the sys- emergency condition. Under this condition, the main
tem automatically switches to the emergency condi- battery supplies electrical power to the essen-
tion with the main and backup batteries supplying tial loads for at least 30 minutes, including one
the essential and backup pieces of equipment, engine start attempting and 1 minute of HF radio
respectively. The transfer can be done manually if operation.
the automatism does not work. Whenever the main battery is discharged or set to
The electrical system also provides power for start- OFF position the battery contactor opens and the
ing the engine of another A-29 aircraft. BATTERY caution message is activated on the
An electrical system control panel on the right con- EICAS.
sole of the front cockpit and a guarded switch in the The main battery temperature is monitored and dis-
rear cockpit provide the way to control the electrical played on the EICAS format. If exceeds +76°C the
system functions. BAT TEMP warning message is activated on the
The Electrical System is monitored by the EICAS, EICAS, and the pilot shall set the BATT switch to
which displays the generator amperage, the voltage OFF to disconnect the battery from the MAIN DC
of the source that is powering the aircraft (through BUS, preventing it from being charged.
the EMERGENCY DC BUS) and the battery temper- Even if the battery has been disconnected from the
ature, and also activates alerting messages in case bus due to an overtemperature condition, it can still
of malfunction. be used as an emergency power source to supply
the essential buses in case of generator failure.
The main battery voltage is also displayed on the
EICAS format when battery is the electrical power
source. It shall be checked before the engine start
GENERATION SYSTEM and must be removed for maintenance when its volt-
age is less than 22.0 V.
A 30 V DC, 400 Ampere engine-driven starter-gen- A BATT OVRD switch located on the right lower por-
erator, with a dedicated Generator Control Unit tion of the instrument panel of the rear cockpit is
(GCU), is the primary power source of the electrical used for overriding the battery selection commands
system. It is controlled by the GEN switch, which is in the front cockpit. Normally it is kept guarded in
normally kept in ON. FWD position.
During engine start, the starter is energized via the
MAIN DC BUS if the external power is connected or
via the HOT DC BUS if the main battery is used. At
50% NG the starting cycle completes and the GCU BACKUP BATTERY
opens the engine start contactor.
Whenever the GCU protective circuit detects a fail- A sealed lead-acid 24 V DC backup battery supplies
ure of the generator, the line contactor opens dis- power to the BACKUP HOT BUS providing stable
connecting the generator from the MAIN DC BUS, power to the equipment that cannot be affected by
and the GEN caution message is activated on the electrical transients or interruptions.
EICAS. A generator reset (GEN switch cycled to In normal operation, the backup battery is charged
OFF/RESET then ON) closes the line contactor and by the MAIN DC BUS, provided that the BKUP
reconnects the generator to the MAIN DC BUS, pro- switch is set to AUTO.
vided that the failure is removed. During the engine start, the backup battery supplies

Revision 2 1-37
TO 1A-29B(INT)-1

power to the equipment that must remain energized overvoltage when the main battery is connected to
and cannot be affected by voltage transients that the HOT BUS.
may occur. These buses supply DC power to the With the EXT PWR switch set to ON position, the
loads shown in Figure 1-25. external power has priority over the aircraft internal
If the electrical system reverts to the emergency power to prevent more than one source simultane-
mode either automatically or manually, the backup ously supplying the DC buses.
battery supplies power for approximately 2 hours to A PWR ON advisory light, close to the external
the front and rear Basic Flight Instruments (BFI), the power receptacle, goes on whenever the external
Global Positioning System (GPS) stand-alone and power unit is energized and properly connected to
the Magnetic Compass lighting. the aircraft, indicating to ground crew that the con-
The backup buses automatically go off when the air- nector is energized and the cable must not be dis-
craft is fully de-energized on the ground. connected prior to the external power de-energiza-
tion. This light also goes on when the external power
connector is energized by aircraft internal power in
order to provide power to assist another A-29 air-
DC BUSES craft engine start.
For an assisted start, the source aircraft shall have
The DC buses comprise: its generator supplying the system, the BATT and
– MAIN DC BUS; ACFT INTC switches set to ON and the EXT PWR
– HOT BUS; switch set to OFF, and the receiver aircraft shall
– BACKUP HOT BUS; have its EXT PWR switch set to ON.
The external power shall be disconnected only after
– BACKUP BUS 1 and 2;
setting the EXT PWR switch to OFF.
– BACKUP EMERGENCY BUS;
– EMERGENCY DC BUS;
– AVIONICS MASTER MAIN DC BUS;
AVIONICS MASTER SYSTEM
– AVIONICS MASTER EMERGENCY DC BUS.
The buses are connection points for supplying The AVIONICS MASTER system comprises the
power to systems and appliances. In flight configu- AVIONICS MASTER MAIN DC BUS, the AVIONICS
ration, all buses are normally connected and sup- MASTER EMERGENCY DC BUS, and the AVION-
plied with 28 V DC from the generator. ICS MASTER switch on the front cockpit right con-
Hot buses are always connected to a battery which sole.
keeps them powered in the absence of generator The AVIONICS MASTER switch is used to isolate
power. some navigation and communication pieces of
Emergency buses may be powered by the battery in equipment, and some displays from the DC buses
case of absence of generator power. during engine start, to protect them from voltage
transients.

EXTERNAL POWER
ELECTRICAL DISTRIBUTION
A compatible external power source should provide
28.5 V DC output voltage and have a load capacity
SYSTEM
of 1200 Amperes at 15 V DC minimum in order to
The Electrical Distribution System (EDS) comprises
perform engine starting, and be capable of providing
the Power Control and Distribution Box (PCDB), the
400 Amperes at 28.5 V DC continuously.
It may be connected to the MAIN DC BUS through a circuit breaker panels, the main battery and the
dedicated receptacle located on the right side of the backup battery.
The EDS distributes the electrical power to the air-
fuselage, close to the wing trailing edge.
craft components and protects them in case of fail-
The external power contactor is controlled through
ure.
the EXT PWR switch, and a relay in the external
power line protects the system from external power

1-38 Revision 2
 TO 1A-29B(INT)-1

DC SYSTEM EMERGENCY MODE BUS and connected to the EMERGENCY DC BUS.

The system can be reset even with only the main
battery available, by cycling the BATT switch to
AUTOMATIC SWITCHING RESET and then ON.
In case of an electrical generation failure in flight,
the EDS automatically de-energizes the MAIN DC
BUS and BACKUP BUSES 1 and 2, connects the SHORT CIRCUIT PROTECTION
EMERGENCY DC BUS to the main battery, and
SHORT CIRCUIT IN THE MAIN BUS
keeps the BACKUP EMERGENCY BUS energized
by the backup battery. This reversion is performed In case of a short circuit in the MAIN DC BUS, the
avoiding the interruption of power supply to the GCU detects an overcurrent condition and isolates
emergency loads during power transference. the battery from the system. If the short circuit is not
Upon the reversion, the GEN and BATTERY cau- removed for more than one second, the GCU iso-
tion messages are activated on the EICAS. lates all power sources from the bus with short cir-
The AVIONICS MASTER EMERGENCY DC BUS cuit. The system is then configured as in the emer-
remains energized by the EMERGENCY DC BUS. gency mode.

MANUAL SWITCHING
SHORT CIRCUIT IN THE EMERGENCY BUS
If the ELEC XFR caution message is activated on
the EICAS, indicating an automatic transfer failure, If a short circuit occurs in the EMERGENCY DC
the transfer to the electrical emergency mode can BUS, it is isolated from the electrical system by the
be manually performed by setting the EMERG opening of the fuse that connects the EMERGENCY
OVRD switch to EMERG. DC BUS to the MAIN DC BUS. In this case, only the
When the EMERG OVRD switch is set to EMERG, EMERGENCY DC BUS and the AVIONICS MAS-
the main battery is disconnected from the MAIN DC TER EMERGENCY DC BUSES are de-energized.

Revision 1 1-39
TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

DISTRIBUTION SYSTEM ARCHITECTURE

ENGINE
STARTER−
EXTERNAL GENERATOR
POWER
UNIT

GENERATOR ENGINE 1 ENGINE 2

EXTERNAL
LINE START START
POWER
CONTACTOR CONTACTOR CONTACTOR
CONTACTOR
(GLC) (ESC 1) (ESC 2)
(EPC)
MAIN DC BUS
BATTERY
CONTACTOR
BACKUP (BC)
BATTERY
HOT BUS

BACKUP HOT BUS EMERGENCY EMERGENCY

BUS BUS 2 MAIN
CONTACTOR CONTACTOR BATTERY
BACKUP (EBC 1)
BATTERY (EBC 2)
RELAY GROUND
AIR EMERGENCY DC BUS
BBR
CBC 1
BACKUP BACKUP BACKUP AVIONICS
BUS 1 BUS 2 EMERGENCY BUS MASTER
SWITCH
ON OFF
LEGEND
SK314ENFM010025.DGN

CIRCUIT AVIONICS MASTER AVIONICS MASTER

BREAKER MAIN DC BUS EMERGENCY DC BUS

FUSE

Figure 1-21 (Sheet 1 of 7)

1-40
 TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

ENGINE START WITH EXTERNAL POWER SOURCE

ENGINE
STARTER−
EXTERNAL GENERATOR
POWER
UNIT

GLC ESC 1 ESC 2

EPC

MAIN DC BUS

BC
BACKUP
BATTERY
HOT BUS

BACKUP HOT BUS

EBC 1 MAIN
BATTERY
EBC 2
CBC 1
GROUND
AIR EMERGENCY DC BUS
BBR

AVIONICS
BACKUP BACKUP BACKUP EMERGENCY MASTER
BUS 1 BUS 2 BUS SWITCH

SK314ENFM010026.DGN
ON OFF

AVIONICS MASTER AVIONICS MASTER

MAIN DC BUS EMERGENCY DC BUS

Figure 1-21 (Sheet 2 of 7)

1-41
TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

ENGINE START WITH THE MAIN BATTERY

ENGINE
STARTER−
GENERATOR

GLC ESC 1 ESC 2

EPC

MAIN DC BUS

BC
BACKUP
BATTERY
HOT BUS

BACKUP HOT BUS

EBC 1 MAIN
BATTERY
EBC 2
CBC 1
GROUND
AIR EMERGENCY DC BUS
BBR

AVIONICS
BACKUP BACKUP BACKUP EMERGENCY MASTER
BUS 1 BUS 2 BUS SWITCH
SK314ENFM010027.DGN

ON OFF

AVIONICS MASTER AVIONICS MASTER

MAIN DC BUS EMERGENCY DC BUS

Figure 1-21 (Sheet 3 of 7)

1-42
 TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

ENGINE START ASSISTED BY OTHER EMB−314 AIRCRAFT

ENGINE
STARTER−
GENERATOR
EXTERNAL
POWER
RECEPTACLE

GLC ESC 1 ESC 2

EPC

MAIN DC BUS

BC

HOT BUS

MAIN
EBC 2 BATTERY
EBC 1

EMERGENCY DC BUS

ENGINE
STARTER−
GENERATOR
EXTERNAL
POWER
RECEPTACLE

GLC ESC 1 ESC 2

MAIN DC BUS

BC

HOT BUS
SK314ENFM010028.DGN

MAIN
EBC 2 BATTERY
EBC 1

EMERGENCY DC BUS

Figure 1-21 (Sheet 4 of 7)

1-43
TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

NORMAL CONFIGURATION IN FLIGHT

ENGINE
STARTER−
GENERATOR

GLC ESC 1 ESC 2

EPC

MAIN DC BUS

BC
BACKUP
BATTERY
HOT BUS

BACKUP HOT BUS

EBC 1 MAIN
BATTERY
EBC 2
CBC 1
GROUND
AIR EMERGENCY DC BUS
BBR

AVIONICS
BACKUP BACKUP BACKUP EMERGENCY MASTER
BUS 1 BUS 2 BUS SWITCH SK314ENFM010029.DGN

ON OFF

AVIONICS MASTER AVIONICS MASTER

MAIN DC BUS EMERGENCY DC BUS

Figure 1-21 (Sheet 5 of 7)

1-44
 TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

CONFIGURATION IN THE ELECTRICAL EMERGENCY MODE

ENGINE
STARTER−
GENERATOR

GLC ESC 1 ESC 2

EPC

MAIN DC BUS

BC
BACKUP
BATTERY
HOT BUS

BACKUP HOT BUS

EBC 1 MAIN
BATTERY
EBC 2

GROUND
EMERGENCY DC BUS
AIR
BBR

AVIONICS
BACKUP BACKUP BACKUP EMERGENCY
MASTER
BUS 1 BUS 2 BUS
SWITCH

SK314ENFM010030.DGN
ON OFF

AVIONICS MASTER AVIONICS MASTER

MAIN DC BUS EMERGENCY DC BUS

Figure 1-21 (Sheet 6 of 7)

1-45
TO 1A-29B(INT)-1

ELECTRICAL SYSTEM SCHEMATIC DIAGRAM

IN−FLIGHT ENGINE START

ENGINE
STARTER−
GENERATOR

GLC ESC 1 ESC 2

EPC

MAIN DC BUS

BC
BACUP
BATTERY
HOT BUS

BACKUP HOT BUS

EBC 1 MAIN
BATTERY
EBC 2

GROUND
AIR EMERGENCY DC BUS
BBR

AVIONICS
BACKUP BACKUP BACKUP EMERGENCY
MASTER
BUS 1 BUS 2 BUS
SK314ENFM010031.DGN
SWITCH

ON OFF

AVIONICS MASTER AVIONICS MASTER

MAIN DC BUS EMERGENCY DE BUS

Figure 1-21 (Sheet 7 of 7)

1-46
 TO 1A-29B(INT)-1

EXTERNAL POWER SOURCE RECEPTACLE

ISERIR ILUSTRAÇÃO EM314ENFM010120B

PWR ON
ADVISORY LIGHT
CIRCUIT BREAKER

EM314ENFM010120B.DGN

Figure 1-22

Revision 1 1-47
TO 1A-29B(INT)-1

ELECTRICAL SYSTEM
CONTROLS AND INDICATORS

AVIONICS
MASTER
ON

OFF
1

2 3

ELECTRICAL
BATT GEN AC
RESET ON ON

ON
OFF/
OFF OFF
RESET

EXT PWR BKUP

ON AUTO

4
7 OFF OFF

ACFT INTC
EMER OVRD

6 5
ON
EMER

OFF
AUTO

BATT OVRD
EM314PTMV010041B.DGN

ON 8
FWD

OFF

Figure 1-23 (Sheet 1 of 3)

1-48
 TO 1A-29B(INT)-1

ELECTRICAL SYSTEM
CONTROLS AND INDICATORS
EICAS EICAS 9 10 11
ON
+ MESSAGES
OFF −

AMP VOLT BAT T

205 23.1 78

+ +

− −

SK314ENFM010034.DGN
CONTROLS/INDICATORS FUNCTION
1. AVIONICS MASTER switch ON Connects the AVIONICS MASTER MAIN DC BUS to
the MAIN DC BUS and the AVIONICS MASTER
EMERGENCY DC BUS to the EMERGENCY DC BUS.
OFF Disconnects the AVIONICS MASTER buses from the
electrical system.
2. BATT switch RESET Momentary position. In case of detection of a short cir-
cuit by the GCU, the battery contactor opens, thus iso-
lating the battery from the MAIN DC BUS. Proper reset
of the function can be obtained by setting the BATT
switch to the RESET position, provided that the genera-
tor is connected to the bus.
ON The electrical distribution logic controls the system to
automatically open and close the battery contactor
whenever necessary.
OFF Disconnects the main battery from the MAIN DC BUS.

3. GEN switch ON The generator automatically connects to the MAIN

DC BUS when the electrical power is within the
specified limits and the external power contactor is
not closed.
OFF/RESET The generator line contactor is open.

4. BKUP switch AUTO The electrical distribution logic controls the system to
automatically open and close the backup bus relay.
OFF Disconnects the backup battery from the backup
buses.
Figure 1-23 (Sheet 2 of 3)

1-49
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
5. ACFT INTC switch ON Enables the aircraft to supply electrical power to other
(safety guarded) similar aircraft through the external power source
connector.
OFF Disables the aircraft electrical interconnection.
6. EMERG OVRD switch EMER Provides manual override to the emergency configura-
tion, disconnecting the main battery from the MAIN DC
BUS and connects it to the EMERGENCY DC BUS.
AUTO No effects in system operation.

7. EXT PWR switch ON Connects the external power source.

OFF Disconnects the external power source.

8. BATT OVRD switch ON Closes the battery contactor, overriding all commands
(safety guarded) on the BATT switch of the front cockpit.
FWD Provides normal control of the BATT switch in the front
cockpit.
OFF Opens the battery contactor, overriding all commands
on the BATT switch in the front cockpit.
9. Amperage indicator – Indicates the generator current.
– Digital reading from 0 to 995 A, with a resolution of 5 A.
– Colors:
Up to 20000 ft:
Green from 0 to 400 A Normal operation range.
Yellow (boxed) above 400 A Caution range.
Higher than 20000 ft up to 28000 ft:
Green from 0 to 375 A Normal operation range.
Yellow (boxed) above 375 A Caution range.
Higher than 28000 ft:
Green from 0 to 350 A Normal operation range.
Yellow (boxed) above 350 A Caution range.

10. Voltage indicator – Indicates the voltage on the EMERGENCY DC BUS supplied
by the generator, battery or external power source.
– Digital reading from 0 to 40 V with resolution of 0,1 V.
– Colors:
Green from 0 to 30 V Normal operation range.
Red/Inverse videoabove 30 V Warning range.

11. Battery temperature indicator – Indicates the main battery temperature.

– Digital reading from –30°C to +100°C with resolution of 1°C.
– Colors:
Green from –30 to 76°C Normal operation range.
Red/Inverse videoabove 76°C Warning range.

Figure 1-23 (Sheet 3 of 3)

1-50
 TO 1A-29B(INT)-1

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
WARNING,
WARNING WARN BAT TEMP
WARNING.
WARN Battery temperature exceeds 76°C.

CAUTION, Main battery turned off or improperly off the

CAUT BATTERY
CAUTION. bus.
CAUTION,
CAUT BKUP BAT
CAUTION.
Electrical power backup system inoperative.

CAUTION, Automatic transfer to the electrical emer-

CAUT ELEC XFR
CAUTION. gency condition failed.
CAUTION CAUTION,
CAUT EMER BUS
CAUTION.
Emergency DC bus de-energized.
CAUTION,
CAUT GEN
CAUTION.
Generator improperly off the bus.

Engine start contactor remains closed after

CAUTION,
CAUT STARTER
CAUTION.
completion of the starting cycle, or the starter
did not command, when requested.
Electrical system connected to other aircraft,
ADVISORY INTC ON
supplying power to initiate its starting cycle.

1-51
TO 1A-29B(INT)-1

CIRCUIT BREAKERS maintenance personnel only.

An open circuit breaker is indicated by a visible
Aircraft circuits are protected by resettable circuit white band at the base.
breakers located on the following circuit breakers A circuit breaker is reset by pushing it in until it
panels: snaps into the normal position. Failing to snap into
the normal position may indicate a continued cur-
– Circuit breakers panel 1 (front cockpit);
rent overload.
– Circuit breakers panel 2 (front cockpit);
– Circuit breakers panel 3 (front cockpit);
– Circuit breakers panel 4 (rear cockpit);
– Relay box circuit breakers panel.
DO NOT RESET A CIRCUIT BREAKER
The relay box circuit breakers panel is located inside MORE THAN ONCE. OTHERWISE, THIS
the Power Control and Distribution Box (PCDB) on MAY RESULT IN CIRCUIT DAMAGE AND
the front right console and it is accessible by the ELECTRICAL FIRE.

CIRCUIT BREAKER PANELS LOCATION

CIRCUIT CIRCUIT CIRCUIT CIRCUIT

BREAKER PANEL 1 BREAKER PANEL 2 BREAKER PANEL 3 BREAKER PANEL 4

EM314ENFM010101B.DGN

RELAY BOX
CIRCUIT BREAKER
PANEL

Figure 1-24

1-52
 TO 1A-29B(INT)-1

CIRCUIT BREAKER PANELS

LIGHTS AIR/GND LDG GEAR EMER

SPEED SEC PITOT/
CLOCK PANEL COCKPIT L R COND IND BRAKE STATIC SALVO FDR/CVR

5 5 5 5 5 5 5 5 10 15 5

EMER

NAV/COM AVIONICS MASTER FUEL

HDG VOR/ STBY CMFD MDP MDP CAUTION/ AUX FUS PMP/
BKUP XPNDR ILS/MB ATTD AUDIO V/UHF 1 2/1 1/ 2 MEMORY WRN PUMPS ISLN WING

5 5 5 5 5 10 5 15 5 5 5

EMER

BACKUP BATTERY GEN ENGINE

BUS O/C RLY GCU/BKUP OIL SHUTOFF FIRE ELEC
RLY 1 2 EMER SET O/C RESET PRESS VALVES PME IGNITION ALARM FEATHER

5 15 15 10 5 15 5 5 5 5

BKUP HOT EMER

AVIONICS
STBY CMFD MDP BKUP BUS
COMP BFI GPS 2/1 1 /2 1 IND EGIR PMU

5 5 5 5 10 5 5

BKUP EMER BKUP 1 BKUP 2

CIRCUIT BRAKER PANEL 1

NAV / COM AUTO PILOT

STORM
SCOPE ADF DME V/ UHF 2 AUDIO EGIR CONTROL SERVOS ADC

5 5 5 10 5 5 5 7 1/ 2 5

TRIM TAB AVIONICS

CMFD CMFD MDP
RUD AIL ELEV HTRS 1/ 2 2/1 HUD DVR CHVC

7 1/ 2 5 5 10 5 15 7 1/ 2 5 5

ELEK BAY COOL

EXHAUST BATT CABIN SPEED SEAT INRTL PRKG BK PRI PITOT/
RECIRC 1 INHB ALT FLAP BRAKE CONTROL SEP IND STATIC

7 1/ 2 7 1/ 2 5 5 5 7 1/ 2 10 5 5 10

WCS FUEL
PYLON GUN SMS MAIN
L OUTBD L INBD CENTER R INBD R OUTBD 1 2 SAFETY FLOW XFR PUMPS
EM314ENFM010231A.DGN

15 15 15 15 15 15 15 5 5 5 5

CIRCUIT BRAKER PANEL 2

Figure 1-25 (Sheet 1 of 6)

1-53
TO 1A-29B(INT)-1

CIRCUIT BREAKER PANELS

ELEK BAY COOL AIR COND

EXHAUST EXHAUST GND CLG RECIRC TEMP PACK CANOPY
OBOGS 2 3 FAN FAN CONTROL VALVE SEALING

5 7 1/ 2 7 1/ 2 5 5 5 5 5

PNEUMATIC HYDRAULIC ICE PROT PMU

ISLN TREND
BLEED HSV IND VALVE PROP WSHLD MONITOR

5 5 5 5 5 5 7 1/ 2

LIGHTS
RED
CONSOLE STORM FORM NAV STROBE TAXI LDG SEARCH BEACON

5 5 5 7 1/ 2 5 5 5 5 5

CIRCUIT BRAKER PAINEL 3

AUDIO MASTER LIGHTS

CAUTION/ STBY
WRN ATT CLOCK PANEL COCKPIT

5 5 5 5 5 5 5

EMER

CMFD LIGHTS

3 4 4 BFI FLIR STORM CONSOLE

5 5 5 5 15 5 5

EMER BKUP BKUP EMER

CMFD
HTRS

10
EM314ENFM010232A.DGN

CIRCUIT BRAKER PAINEL 4

Figure 1-25 (Sheet 2 of 6)

1-54
 TO 1A-29B(INT)-1

CIRCUIT BREAKER PANELS

EXT PWR GEN HF

SENSOR CURRENT LOAD ANTI LOGIC AIR / GND ENG RB EMER ANTENNA
RLY (−) (−) POR OUTPUT BUS CYCLE BKUP PWR RLY START BUSIND XCVR COUPLER

5 5 5 5 10 5 5 5 5 7 1/ 2 5 5 20
AVIONICS MASTER EMER
MAINBUS EMER BUS ACFT RECIC RB MAIN BACKUP OIL COOLER
1 2 3 4 1 RLY INTCON EBC1 FLAP FAN BUS IND TAT BATTERY FAN 1 FAN 2

20 20 20 20 20 5 7 1/ 2 5 20 20 5 15 40 10 10

AUTO FUEL TANKS XFR FUEL PUMPS

EMER EXT PWR BAGAGGE FUEL UNDERWING MAIN AUX
RLY EBC2 O/V RLY ELT LIGHT DEF/REF L R L R L R FUS

EM314ENFM010233A.DGN
5 5 5 5 5 7 1/ 2 15 15 15 15 15 15 15 15
HOT BUS EMER

RELAY BOX CIRCUIT BREAKER PANEL

Figure 1-25 (Sheet 3 of 6)

1-55
TO 1A-29B(INT)-1

DC BUS LOAD DISTRIBUTION

MAIN DC BUS
ADC High-Pressure Stage Valve (HSV)
Aileron Trim Tab Hydraulic System Indication
Air Conditioning System Valve Hydraulic System Isolating Valve
Audio System Inertial Separation
Autopilot Landing Lights
Bleed Landing Lights Control
Cabin Altitude Indicaton Machine gun 1
Canopy De-icing Machine gun 2
Canopy Seal Navigation Lights
CMFD 1 Heater OBOGS
CMFD 2 Heater Outboard Left Fuel Tank Transfer
CMFD 3 Heater Outboard Right Fuel Tank Transfer
CMFD 4 Heater Panel Lights
Cockpit Ventilation PMU Trend Monitoring
Cockpit Ventilation (Recirculation) Primary Pitot System
Console Lights Propeller Anti-icing
DC Distribution Propeller Anti-icing Switch
DC Generation Pylon - Center
EGIR Pylon - Inboard Left
Electronic Compartment Exhaust Fan 1 Pylon - Inboard Right
Electronic Compartment Exhaust Fan 2 Pylon - Outboard Left
Electronic Compartment Exhaust Fan 3 Pylon - Outboard Right
Electronic Compartment Recirculation Recirculation Fan
Elevator Trim Tab Red Anti-Collision Lights
Emergency/Parking Brake Indication Search Light
External Fuel Tank Transfer Control Search Light Control
Flap Seat Control
Flap Control SMS
FLIR Speed Brake
Formation Lights Storm Lights
Fuel Flow Indication Strobe Lights
Fuel Pump - Main Left Taxi Lights
Fuel Pump - Main Right Taxi Lights Control
Fuel Pump Control - Main Temperature Control
Ground Cooling Fan Total Air Temperature (TAT)
Ground Cooling Fan Control Ventral Fuel Tank Transfer

Heater Exchanger Cooling Fan

Figure 1-25 (Sheet 4 of 6)

1-56
 TO 1A-29B(INT)-1

AVIONICS MASTER MAIN DC BUS

ADF DVR

Airborne Video Tape Recorder HUD

CMFD 1 MDP 1/2

CMFD 3 Rudder Trim

Colour HUD Video Camera V/UHF 2 System

DME Stormscope

EMERGENCY DC BUS
Air/Ground Sensor Landing Gear Control

Audio System Landing Gear Indication

Clock 1 Master Warning/Master Caution

Clock 2 MDP 1/2

CMFD 2 MDP Memory

CMFD 4 Oil Pressure

DC Distribution Panel Lights

DC Generation Pitot Static - Secondary

Engine Start PMU

FDR/CVR Propeller Feathering

Fire Detection Salvo/Jettison

Fuel Pump - Auxiliary Left Speed Brake

Fuel Pump - Auxiliary Right Standby Attitude Indicator 1

Fuel Pumps Control - Auxiliary Standby Attitude Indicator 2

Fuel Shutoff Valve Utility and Chart Lights

Ignition V/UHF 1 System

AVIONICS MASTER EMERGENCY DC BUS

Gyromagnetic Compass Unit Transponder

HF System Antenna Coupler VOR/ILS/MB/GS

HF System Transceiver

Figure 1-25 (Sheet 5 of 6)

Revision 1 1-57
TO 1A-29B(INT)-1

HOT BUS
Baggage Light Defueling/Fueling

DC Distribution ELT

BACKUP HOT BUS

DC Distribution DC Generation

BACKUP BUS 1
CMFD 1/2 DC Distribution

CMFD 4 B MDP 1/2 B

BACKUP BUS 2
EGIR PMU

BACKUP EMERGENCY BUS

BFI Display Unit (Front Cockpit) GPS

BFI Display Unit (Rear Cockpit) B Magnetic Compass Lighting B

Figure 1-25 (Sheet 6 of 6)

1-58
 TO 1A-29B(INT)-1

LIGHTING SYSTEM UTILITY LIGHTS

A utility light with an integral control switch and a
The cockpit instrument and panel lighting is pow-
coiled cord is mounted on a bracket on the left con-
ered through electronic light dimmers that provide a
sole of the cockpit. It can be removed from its
variable output from 0 to 5.0 V DC, except for the
mounting bracket and used anywhere in the cockpit
Master Warning (WARN) and Master Caution
(CAUT) lights, which are powered by a 28 V DC like a flashlight. The light may also provide an emer-
power source for full intensity lighting. gency lighting.
All aircraft instruments, displays and panels lighting,
except for the storm light, is compatible with Night
Vision Goggles (NVG) generation III, type I, class B. STORM LIGHTS
The NVG lighting provides proper light intensity in
the cockpit, according to the applicable require- Two high intensity storm lights on the left and right
ments, for night vision goggle operation. sides of the canopy are used to illuminate the cock-
The NVG switch located on the internal lighting con- pit in lightning conditions. They are controlled
trol panel is used to disable the storm lights. through the STORM switch on the internal lighting
control panel.
These lights are disabled when the NVG switch on
right console is set to NVG.

INTERIOR LIGHTING

The interior lighting includes the cockpit lighting, the INSTRUMENT PANEL LIGHTING
instrument panels lighting, and the baggage com- The system provides lighting for the panels and
partment lighting. The cockpit lighting includes two instruments under all conditions of external lighting
chart lights, one utility light, and two storm lights in at night flight.
each cockpit. Brightness is independently controlled through the
PNL and CSL knobs located on the internal lighting
control panel of each cockpit.
CHART LIGHTS
The chart lights consist of two flood lights on each
side of the cockpit arranged to illuminate the pilot's BAGGAGE COMPARTMENT LIGHT
lap and lateral consoles. A NVG compatible light is installed in the baggage
The chart lights intensity is controlled by the CHART compartment. This light is powered by the main bat-
knob located on the internal lighting control panel. tery and controlled through a switch in the baggage
The chart lights can also provide emergency lighting compartment. A timer relay turns the light off 5 min-
for the lateral consoles and the cockpit interior. utes after the switch actuation.

1-59
TO 1A-29B(INT)-1

INTERIOR LIGHTS

CHART LIGHT CHART LIGHT

STORM
LIGHT
UTILITY
LIGHT

STORM
LIGHT

SWITCH

BAGGAGE
COMPARTMENT
LIGHT
SK314ENFM010039.DGN

Figure 1-26

1-60
 TO 1A-29B(INT)-1

EXTERIOR LIGHTING formation lights (two on each side of the nose, two
on each side of the tail and one in each wing tip) to
The exterior lighting comprises two taxi lights, two assist the pilot in judging the aircraft attitude and
landing lights, one search light, formation lights, position during night formation flight.
navigation lights, strobe lights, and one anti-collision The formation lights are controlled through the
red light. All these lights are controlled by exterior NORMAL and INFRA RED switches in front cockpit.
lighting control panel switches on the left console. The NORMAL switch controls the normal lighting
during formation night flight and the INFRA RED
switch controls the infrared lighting for night forma-
TAXI LIGHTS tion flight with NVG.

Two 150 W taxi lights on the nose landing gear are

controlled through the three-position TAXI switch in
front cockpit.
NAVIGATION LIGHTS
If the switch is set to AUTO the taxi lights go on only
if the three landing gear legs are down and locked, The navigation lights consist of green/white lights on
so as to indicate landing gear down and locked for the right wing tip and red/white lights on the left wing
an external observer. tip controlled through the NAV and NORMAL
switches in front cockpit.
When the NAV switch is set to ON, if the NORMAL
LANDING LIGHTS switch (formation lights) is in the DIM position, the
navigation lights are also dimmed and if it is in the
There is one 450 W landing light on the leading BRT position, the navigation lights remain in their
edge of each wing which are controlled through the maximum intensity.
LDG switch in front cockpit.
As these lights are cooled by the air, it is recom-
mended to turn them off as soon as possible after
landing.
STROBE LIGHTS
The aircraft is equipped with two white anti-collision
SEARCH LIGHT strobe lights located adjacent to each of the wing tip
navigation lights. They are controlled through the
A 450 W search light installed in the forward right
STROBE switch in front cockpit.
fuselage permits to identify the registration of
another aircraft at a maximum distance of 100m.
This light is controlled through the SEARCH switch NOTE
in front cockpit. When flying in clouds or precipitation the
strobe lights flashes may cause disorientation.
NOTE In these conditions, the strobe lights shall be
turned off.
The search light, when on, causes the propel-
ler blade to glare, thus rendering the aircraft
forward section visualization difficult.
RED BEACON LIGHT

FORMATION LIGHTS A red beacon light on top of the fuselage is used as

an auxiliary anti-collision light. It is controlled
The aircraft is equipped with ten low-intensity green through the BEACON switch in front cockpit.

1-61
TO 1A-29B(INT)-1

EXTERIOR LIGHTS
RED
BEACON SEARCH
LIGHT LIGHT

FORMATION
LIGHTS

FORMATION
STROBE LIGHTS
LIGHT
TAXI LIGHT
WHITE GREEN
NAVIGATION NAVIGATION
LIGHT LIGHT FORMATION
LIGHTS
FORMATION
LIGHT RED
BEACON
LIGHT

STROBE
FORMATION LIGHT
LIGHT
WHITE
RED NAVIGATION
NAVIGATION LIGHT
LIGHT
RIGHT FORMATION
LANDING LIGHT
LIGHT

RED
SEARCH
BEACON
LIGHT
LIGHT EM314ENFM010121C.DGN

LEFT
LANDING
LIGHT

Figure 1-27 (Sheet 1 of 2)

1-62
 TO 1A-29B(INT)-1

EXTERIOR LIGHTS

EM314ENFM010122A.DGN

Figure 1-27 (Sheet 2 of 2)

1-63
TO 1A-29B(INT)-1

EXTERIOR LIGHTING SYSTEM

CONTROLS AND INDICATORS

1 2

EXT LT
TAXI LDG
ON ON

AUTO

OFF OFF

3 4 5

EXT LT
SEARCH BEACON STROBE
ON ON ON

OFF OFF OFF

FORM
INFRA RED NORMAL
ON BRT ON

DIM

OFF OFF OFF

EM314PTMV010047.DGN

8 7 6

Figure 1-28 (Sheet 1 of 2)

1-64
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. TAXI switch ON Turns taxi light on.
AUTO The taxi lights are turned on when the three landing gear
legs are down and locked in flight and turned off when
the aircraft is on the ground or when the landing gear is
not locked down.
OFF Turns taxi lights off.

2. LDG switch ON Turns landing lights on.

OFF Turns landing lights off.

3. SEARCH switch ON Turns search light on.

OFF Turns search light off.

4. BEACON switch ON Turns red beacon light on.

OFF Turns red beacon light off.

5. STROBE switch ON Turns strobe lights on.

OFF Turns strobe lights off.

6. NAV switch ON Turns navigation lights on.

OFF Turns navigation lights off.
7. FORM lights NORMAL switch BRT Adjusts the formation lights to maximum intensity.
DIM Adjusts the formation lights to a dimmed intensity. The
navigation lights, if on, are also dimmed.
OFF Turns formation lights off.

8. FORM lights INFRA RED switch ON Turns infrared formation lights on.
OFF Turns infrared formation lights off.

Figure 1-28 (Sheet 2 of 2)

1-65
TO 1A-29B(INT)-1

INTERIOR LIGHTING SYSTEM

CONTROLS AND INDICATORS

INTL LT
PNL STORM

14 ON
9
OFF
OFF BRT

CSL ALM TEST 10

PNL
13

FIRE
OFF BRT

CHART NVG
12 11
NVG

NORM
OFF BRT

INTL LT

PNL STORM
ON

14
OFF 9
OFF BRT

CSL ALM TEST

PNL
10
13 FIRE
OFF BRT
EM314PTMV010048A.DGN

CHART

12
OFF BRT

Figure 1-29 (Sheet 1 of 2)

1-66
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
9. STORM switch ON Turns storm lights on.
OFF Turns storm lights off.

10.ALM TEST switch PNL Tests WARN and CAUT, landing gear control lever,
fuel control panel, OXY FLOW and BRAKE ON lights in
the front cockpit, and MASS panel indicating lights
(SIM, SAFE, and LIVE) in the rear cockpit.

NOTE
These functions are independent in each cockpit.

FIRE Tests the engine fire detection circuit.

11.NVG switch NVG Disables the storm light.

(front cockpit only) NORM Enables the storm light.

12.CHART knob – Turns chart lights on, and controls their intensity.

NOTE
When flying using NVG (Night Vision Goggles), the CHART
knob must not be positioned beyond the 10 o’clock position
because, from this position, the chart light starts causing
veiling glare.

13.CSL knob – Turns lateral console lights on, and controls their intensity.

14.PNL knob – Turns on and controls the intensity of the lighting for the
instruments located on the main instrument panel.

Figure 1-29 (Sheet 2 of 2)

1-67
TO 1A-29B(INT)-1

FUEL SYSTEM On left console of each cockpit the double guarded

FUEL/HYDR/BLEED SHUTOFF switches control
The aircraft is fitted with wing internal tanks and the the engine feed shutoff valve. Under normal
total fuel can be increased by up to three 84 US gal conditions these switches remain OPEN and
external tanks on the centerline and inboards guarded. The switch in the rear cockpit has the
pylons. OPEN EMERG position that controls the shutoff
The internal tanks may be refueled on ground valve opening regardless of the selection in the front
through single-point refueling receptacle or through cockpit.
individual gravity refueling points, and each external Two float-type quantity sensors, connected in
tank may be refueled through a gravity refueling series, are installed in each wing fuel tank. These
point. sensors provide a signal of tank fuel quantity
indication for MDPs to be processed and displayed
on the EICAS format. The fuel measured by the
sensors is displayed in the digital L (left wing) and R
(right wing) indicators and their sum is represented
FUEL TANKS by the inner analog arc and the digital field in the
center of the arc. The fuel quantity indication is
Each wing tank is composed by two cells separated presented in red inverse video when the fuel
by the machine gun compartment. Inside the quantity is equal to or less than 60 kg in the
inboard cell, a collector tank has the function to feed respective tank.
the engine in any flight condition. The aircraft has a fuel low level sensor installed
The internal tanks contain main pumps and each inside the inboard cell of each wing tank. This
wing tank contains also an auxiliary pump. The sensor sends a signal to the MDP, when the fuel
auxiliary pumps are powered with 28 V DC from the level inside the respective wing fuel tank is equal to
EMERGENCY DC BUS and the wing tank main or less than 60 kg and a FUEL LVL warning
pumps are powered with 28 V DC from the MAIN message is activated on the EICAS with a 1-minute
DC BUS. delay after the low level sensor is activated.
The inboard and centerline pylons have provisions The digital INIT field is used on the ground to set the
for the installation of a jettisonable external tank, total initial fuel quantity. In flight, this field changes to
including check valves that prevent the fuel flow DETOT and displays the calculated remaining fuel,
from the wing fuel tank to the external tank. i.e., the difference between the total initial usable
The external tank is provided with a relief vent valve fuel and the calculated fuel burned since the engine
and a transfer pump powered with 28 V DC from the start. The calculated remaining fuel is also displayed
MAIN DC BUS to transfer the fuel to the wing tank. in the analog outer arc.
The fuel flow measured in the FMU is displayed in
Kg/h on the digital field above the analog arcs.

CONTROLS AND INDICATORS NOTE

When using external fuel tanks, the total initial
The fuel system controls are located on the front fuel to be set in the INIT field is the internal
cockpit main instrument panel. The main fuel pumps fuel measured by the sensors plus the total
are controlled through the MAIN PUMPS knob, usable external fuel inside the external tanks.
whereas the auxiliary pumps are controlled through
the AUX PUMPS knob. The green lights go on when
the relevant pump is operating. BINGO
The XFR switch and the OVRD pushbutton control
the external tanks fuel transfer, which can be The BINGO caution message is activated by EICAS
automatic or manual. upon reaching the value that is the sum of the fuel
The green lights on the panel located in the rear quantity set on the UFCP to reach the Home Point
cockpit indicate the fuel pumps and the external fuel with the continuously computed fuel to be burned to
transfer operating conditions, exactly as indicated fly from the current position to the Home Point in the
by the lights in the front cockpit. diversion profile. This value depends on the current

1-68
 TO 1A-29B(INT)-1

altitude, engine setting, distance to the home point, intermittently. Setting the AUX PUMPS knob to the
and aircraft configuration. position (LH or RH) corresponding to the auxiliary
The diversion profile is displayed on the CRUS pump that is operating intermittently, this pump
format of the UFCP and on the HUD when BINGO starts operating continuously. The respective L or R
caution message is activated. light goes on steadily on the FUEL control panel and
the FUEL PRESS caution message is deactivated.
To feed the engine by suction with the fuel from the
JOKER wing tank in case of both main and auxiliary pumps
failure, the MAIN PUMPS knob shall be set to OFF
The JOKER message (on HUD and voice message) and the aircraft shall be below 28000 ft.
is activated by EICAS when the fuel remaining on In the event of fire or fuel leak, an electrical shutoff
board reaches the value set in FUEL format of the valve provides the capability to isolate the engine
UFCP or on EICAS format. fuel feed immediately.
JOKER value is never lower than BINGO value,
regardless of the value set.

MECHANICAL FUEL QUANTITY INDICATOR

THE SUCTION FEED ACTIVATION IS PRO-
The fuel quantity in the wing tanks can also be
HIBITED WHEN USING JP4 OR AV-GAS.
checked on the ground by means of a drip stick
under each wing surface.

EXTERNAL FUEL TRANSFER

FUEL SYSTEM OPERATION
When the external (underwing or/and ventral) tanks
are installed, the fuel may be either manually or
The normal operation of the fuel system is automatic
automatically transferred from these tanks to the
with the MAIN PUMPS and AUX PUMPS knobs set
outboard cells of the wing tanks.
to AUTO. In this condition, the feeding tank main
Fuel from the ventral tank is simultaneously trans-
pump remains working continuously while the wing
ferred to the two wing tanks, whereas the fuel from
tank auxiliary pump works intermittently to balance
each underwing tank is transferred to the respective
the fuel. An ejector pump in each tank keeps the
wing tank.
proper fuel level in the collector tank in any aircraft
The external fuel transfer is automatically performed
attitude.
when the XFR switch is set to the VENTRAL/AUTO
Both wing tanks feed the engine simultaneously.
or U/WING position.
When one of the wing tanks reaches a low level
With the XFR switch set at VNTRL/AUTO, the trans-
condition, the relevant quantity digital indicator (L or
fer sequence is initiated in the ventral tank and then
R) changes to red inverse video and the FUEL LVL
the underwing tanks are simultaneously actuated. In
warning message is activated on the EICAS.
case the ventral tank is not installed or is empty,
transfer from the underwing tanks is started. With
NOTE
the switch set at U/WING, only transfer from the
The red inverse video indication and the FUEL underwing tanks is actuated, regardless of the ven-
LVL message receive signals from different tral tank condition.
sensors and may occur in distinct time. The external fuel transfer starts when the XFR
switch is set to the VENTRAL/AUTO or U/WING
At this point, the aircraft has a minimum of 120 kg of position, provided the high-level sensor is disabled;
fuel. otherwise, it will start in up to five minutes from the
If a wing tank main fuel pump fails or the fuel pump sensor deactivation.
outlet pressure drops below 6.5 psi, the FUEL Fuel transfer from the ventral tank is interrupted
PRESS caution message is activated and the when the high-level sensor is activated in any of the
respective auxiliary pump automatically turns on wing tanks. Fuel transfer from the underwing tanks

Revision 1 1-69
TO 1A-29B(INT)-1

is interrupted when the high-level sensor in the the 2-second period of time.
respective wing tank is activated.
Five minutes from the deactivation of the high-level In the manual transfer, the light comes on only to
sensor, transfer restarts automatically. This process indicate that the respective pump is being supplied
continues to be repeated until the fuel in the external with 28 VDC. The signal of fuel pressure in the line
tank is exhausted. does not cause the light to stay on.

NOTE
If the aircraft undergoes significant attitude
changes during the external fuel transfer oper-
ation, fuel displacement inside the wing tanks THE MANUAL TRANSFER SHALL BE CON-
may activate the high-level sensor, causing TINUOUSLY MONITORED AND BE TERMI-
the transfer pump to be disabled. In this case, NATED EVERY TIME ONE OF THE WING
the time counter will be reset and the five-min- TANKS IS FULL TO AVOID FUEL LEAKAGE,
ute period, reinitiated. OR WHEN THE SOURCE TANK IS EMPTY
TO AVOID FUEL PUMP DAMAGE.
An automatic fuel transfer failure is announced by
the activation of the FUEL XFER caution message. The XFR light located on the fuel panel allows the
In this condition, the external fuel transfer can be pilot in the rear cockpit to monitor the control per-
manually activated by selecting the source tank formed in the forward cockpit.
through the XFR switch (VNTRL/AUTO or U/WING
position) and pressing the OVRD pushbutton. NOTE
The XFER OVRD advisory message remains acti-
External fuel transfer is not available in case
vated on the EICAS format to warn the pilot that the
of MAIN DC BUS failure.
automatic transfer was overridden and the selected
pump is operating continuously.
Fuel transfer shall be monitored through the fuel
quantity indicator of the wing tanks and the L, R, and FUEL BALANCING
VNTRL transfer indication lights located on the front
and rear FUEL panels. The system incorporates balancing logic that keeps
In the automatic transfer, the light comes on when the maximum fuel imbalance between wing tanks
the XFR switch is selected, the pump being thereby within 35 kg. Whenever the fuel imbalance reaches
energized, and remains on as long as there is fuel this value, provided the AUTO position is selected,
pressure signal on the transfer line of the respective the auxiliary pump of the higher level fuel tank is
external tank, denoting that the fuel transfer is in turned on until the difference drops below 20 kg,
progress. When transfer is interrupted, pressure in when it is turned.
the fuel line ceases and the fuel transfer indication The automatic fuel balancing is overridden when the
light goes out. AUX PUMPS knob is to LH, RH or BOTH or low
pressure is detected in one wing tank main pump
outlet.
NOTE If the automatic balance logic fails, the FUEL IMB
When automatic transfer is activated, the light caution message is activated when the fuel
stays on for two seconds just to indicate that imbalance reaches 60 kg. In this case, the balance
the respective pump is being supplied with 28 can be done manually by setting the AUX PUMPS
VDC. It will remain on only if there is pressure knob of the higher level fuel tank to LH or RH. The
in the line. In case there is no pressure in the imbalance shall be monitored during the manual
line, owing to a pump malfunction, lack of fuel, balancing operation and the knob shall be set to
or uninstalled tank, the light will go out after AUTO to stop the manual balancing.

1-70 Revision 1
 TO 1A-29B(INT)-1

FUEL SYSTEM SCHEMATIC DIAGRAM

FUEL TANKS

FLAP VALVE

HIGH LEVEL SENSOR

LOW LEVEL SENSOR

FILLER POINT − GRAVITY

DEFUELING VALVE

DIRECT MEASURING STICK

QUANTITY SENSOR

PRESSURE SWITCH

DRAIN VALVE
CHECK VALVE

FUEL PUMP

TO THE RIGHT
WING FUEL TANKS

TRANSFER LINE
EM314ENFM010123A.DGN

Figure 1-30 (Sheet 1 of 2)

1-71
TO 1A-29B(INT)-1

FUEL SYSTEM SCHEMATIC DIAGRAM

ENGINE FEED

PICK UP TUBE

CHECK VALVE

FLAME ARRESTOR

SHUTOFF VALVE

FLAP VALVE

EJECTOR PUMP

LOW LEVEL SENSOR

FILLER POINT − GRAVITY

FMU
PRESSURE SWITCH

MANUAL SHUTOFF VALVE

FILTER

ELECTRICAL PUMP

RELIEF VALVE

FILTER

TO THE
RIGHT WING
EJECTOR
PUMP
FROM RIGHT
WING FUEL
TANKS
EM314ENFM010124B.DGN

FEED LINE−WING TANKS

MOTIVE FLOW
RETURN LINE
VENT LINE

Figure 1-30 (Sheet 2 of 2)

1-72
 TO 1A-29B(INT)-1

FUEL QUANTITY DATA

RIGHT
WING FUEL TANK
OUTBOARD CELL RIGHT
WING FUEL TANK
INBOARD CELL

LEFT
WING FUEL TANK
INBOARD CELL

INSERIR FIGURA EM314ENFM010212 NOVA

LEFT
WING FUEL TANK
OUTBOARD CELL
RIGHT
UNDERWING TANK

EM314ENFM010212A.DGN
LEFT
VENTRAL TANK UNDERWING TANK

TA TOTAL CAPACITY USABLE FUEL

TANK
(liters) (US gal) (kg) (liters) (US gal) (kg)
INTERNAL FUEL

RIGHT WING 327 86.4 257 318 84.0 250

LEFT WING 321 84.8 252 312 82.4 245

TOTAL 648 171.2 509 630 166.4 495

RIGHT UNDERWING 317 83.7 249 309 81.6 243

EXTERNAL FUEL

LEFT UNDERWING 317 83.7 249 309 81.6 243

VENTRAL 294 77.7 230 286 75.6 224

TOTAL 928 245.1 728 904 238.8 710

MAXIMUM FUEL 1576 416.3 1237 1534 405.2 1205

NOTE
• Determination of the values was based on a pressure refueling and a fuel density of 0.785 kg/l
(2.97 kg/US gal).
• For gravity refueling, approximately 17 kg can be added to the internal fuel tanks.
• The fuel quantities above assume an aircraft with wings level.
Figure 1-31

Revision 1 1-73
TO 1A-29B(INT)-1

FUEL QUANTITY MECHANICAL INDICATING SYSTEM

A
A

SK314ENFM010049.DGN
CALIBRATION OF THE FUEL QUANTITY MECHANICAL INDICATING SYSTEM

FUEL QUANTITY FUEL QUANTITY FUEL QUANTITY

READING READING READING
(liters) (US gal) (kg) (liters) (US gal) (kg) (liters) (US gal) (kg)

0.0 174 45.9 136 1.4 210 55.4 164 2.8 246 64.9 193

0.2 179 47.2 140 1.6 216 57.0 169 3.0 251 66.3 197

0.4 184 48.6 144 1.8 222 58.6 174 3.2 256 67.6 201

0.6 189 49.9 148 2.0 227 59.9 178 3.4 260 68.6 204

0.8 194 51.2 152 2.2 232 61.2 182 3.6 264 69.7 207

1.0 199 52.5 156 2.4 237 62.6 186 3.8 269 71.0 211

1.2 204 53.8 160 2.6 242 63.9 190 4.0 273 72.1 214

ASSOCIATED CONDITIONS:
•Clean configuration.
•No crew onboard.
•Tires and shock absorbers properly pressurized.
•Aircraft with wings level and parked on a ramp with 2° maximum slope.
•Fuel quantities below are the average fuel quantities measured in right and left tanks.
•Reference fuel density assumed: 0.785 kg/l (2.97 kg/US gal).
Figure 1-32

1-74
 TO 1A-29B(INT)-1

FUEL SYSTEM CONTROLS AND INDICATORS

8 1 2 3

FUEL
FUEL/HYDR/ MAIN PUMPS AUX PUMPS XFR
BLEED SHUTOFF U / WING
OPEN VNTRL /
L R L R
AUTO
OFF
CLOSE AUTO AUTO
OFF LH RH
L R
BOTH
VNTRL

OVRD

6 5 4

9
1 2 7

FUEL/HYDR/
BLEED SHUTOFF
FUEL
OPEN
EMERG L R
L R L R
VNTRL
OPEN
MAIN PUMPS AUX PUMPS XFR

CLOSE

EM314ENFM010053D.DGN

Figure 1-33 (Sheet 1 of 5)

1-75
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. MAIN PUMPS lights (L and R) – Goes on when the relevant left or right main pump is energized
and supplying normal pressure.
– Goes off when the relevant main pump is de-energized, or is
operating without pressure in the line.
– Color: Green.

2. AUX PUMP lights (L, R) – Goes on when the relevant left or right auxiliary pump is on.
– Color: Green.

3. XFR toggle switch U/WING Enables the manual external fuel transfer from the
underwing tanks when the OVRD pushbutton is
pushed.
VNTRL/AUTO When the OVRD pushbutton is released, activates
the automatic fuel transfer, and enables the man-
ual external fuel transfer from the centerline tank
when the OVRD pushbutton is pushed.
OFF Turns off the transfer system.

4. OVRD pushbutton and transfer – Pushbutton: Used to activate the manual fuel transfer.
pump lights Pushed Turns on the pump selected on the XFR switch.
Released Turns off the pump selected on the XFR switch.
– L, R, VNTRL lights: Goes on whenever the respective left
inboard, right inboard or centerline tank is transferring fuel to
the wing tank in both manual and automatic modes.
– Color: Green.

5. AUX PUMPS knob LH Turns the left wing tank auxiliary pump on regardless
the position of the main pump switch.
AUTO The wing tank auxiliary pump operates automatically
when the fuel press drops below 6.5 psi in the same
wing feeding line or when fuel imbalance is detected.
RH Turns the right wing tank auxiliary pump on regardless
the position of the main pump switch.
BOTH Turns the right and left wing tank auxiliary pumps on
simultaneously, regardless the position of the relevant
main pump switch.

NOTE
Independent control of the wing tank auxiliary pumps
enables the fuel imbalance correction in case of failure of
the automatic fuel balancing control system.

Figure 1-33 (Sheet 2 of 5)

1-76
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
6. MAIN PUMPS knob OFF Turns all main pumps off.
AUTO The operation of the pumps is managed according
to the fuel system logic.

7. Transfer pump lights – L, R, VNTRL lights: Goes on whenever the respective left
(rear cockpit) inboard, right inboard or ventral tank is transferring fuel to the
wing tank in both manual and automatic modes.
– Color: Green.

8. FUEL/HYDR/BLEED SHUTOFF OPEN Opens the fuel, hydraulic and bleed shutoff valves.
switch CLOSE Closes the fuel, hydraulic and bleed shutoff valves.
(front cockpit)
9. FUEL/HYDR/BLEED SHUTOFF OPEN EMERG Opens the fuel, hydraulic and bleed shutoff
switch valves, overriding the front cockpit switch.
(rear cockpit)
OPEN Opens the fuel, hydraulic and bleed shutoff valves.
CLOSE Closes the fuel, hydraulic and bleed shutoff valves.

Figure 1-33 (Sheet 3 of 5)

Revision 1 1-77
TO 1A-29B(INT)-1

FUEL SYSTEM CONTROLS AND INDICATORS

EICAS
ON
+
EICAS 10
OFF −
MESSAGES 17

FF 200 KG/HR
16
8 10 11
6 DETOT
12 790
4
+

−
+

−
15 3 14

2 16
1 465
18
FUEL JOKER
620 12
L R
14
235 230

EM314ENFM010054A.DGN
13

CONTROLS/INDICATORS FUNCTION
10. Fuel flow indicator – Shows the instantaneous fuel consumption from 0 to 500 kg/h
with a resolution of 5 kg/h.

11. INIT/DETOT indicator – Field on EICAS format used on the ground to set the total initial
fuel on board through the OSS 11 or 12. In flight, this field
changes to DETOT and displays the calculated remaining fuel
on board.
– The fuel quantity is presented in green digits from 0 to 1465 kg,
with a resolution of 5 kg.
– If fuel flow data is not available for more than 5 minutes, the
field shows XXXX in red, and data is no longer available.
12. JOKER – Field on EICAS format used on the ground or in flight to set the
JOKER fuel quantity through the OSS 13 or 14.
– The JOKER value is never lower than the BINGO value.
– When the fuel remaining on board reaches the joker value set,
this field changes to inverse video in addition to the activation
of the voice and HUD messages.

Figure 1-33 (Sheet 4 of 5)

1-78
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
13. JOKER – The fuel quantity is presented in green digits from 95 to
(continued) 1465 kg with a resolution of 5 kg.
– The JOKER can be entered also in the FUEL format of the
UFCP.
14. Internal fuel quantity – Shows the fuel quantity in the left wing, right wing tanks
(digital indicator) measured by the float type electrical sensors.
– The reading range is from 0 to 250 kg for the right wing
tank (R) and from 0 to 245 kg for the left wing tank (L), with a
resolution of 5 kg.
– The fuel quantity is presented in blue digits with more than
60 kg of fuel in the respective tank, and in red inverse video at
or below 60 kg.

15. Total internal fuel quantity – Displays the sum of the usable fuel inside the left wing and
(digital indicator) right wing provided by the float type electrical sensors.
– The reading range is from 0 to 500 kg with a resolution of 5 kg.
– Colors:
Red/Inverse video less than 130 kg
Blue from 130 to 500 kg

16. Total internal fuel quantity – The arc shaped inner scale displays the sum of the usable fuel
(inner analog arc) inside the left wing and right wing tanks provided by the float
type electrical sensors.
– The indication increases clockwise and ranges from 0 to 500 kg.
– Colors:
Red less than 130 kg
Blue from 130 to 500 kg

17. Total calculated fuel on board – The arc shaped outer scale displays the fuel remaining on
(outer analog arc) board, i.e., the difference between the total initial usable fuel
set in the INIT field and the calculated fuel consumed from the
engine start.
– The indication increases clockwise from 0 to 1800 kg.
– When the initial fuel quantity is not available the fuel analog arc
is not displayed.
– Scale colors:
Red less than 130 kg
Green from 130 to 1800 kg

18. BINGO continuous indicator – A yellow triangle over the outer analog arc that moves
continuously to indicate the instantaneous BINGO value.
– The reading range on the analog scale is from 95 to 1800 kg.

Figure 1-33 (Sheet 5 of 5)

1-79
TO 1A-29B(INT)-1

REFUELING SYSTEM fuel flow to the tanks;

– Set the LEFT and RIGHT switches to CLOSED,
The internal fuel tanks can be refueled either under and then to OPEN. The system is reset and the
pressure or by gravity, whereas the external fuel refueling operation restarts;
tanks can be refueled only by gravity. – Each internal tank pressure refueling operation
The pressure refueling system is powered by 28 V automatically stops when the high-level sensor
DC from the HOT DC BUS or an external power senses that the tank is full and sends a signal to
source, and requires refueling pressure between 35 close the pressure refueling shutoff valve of the
and 50 psig. respective fuel tank. When the pressure refueling
shutoff valve closes, the respective light goes on;
NOTE
– Upon completion of the pressure refueling
If the fuel tank vent valve fails closed or the operation, set the LEFT and RIGHT switches to
refueling pressure is less than 35 psig, the CLOSED and the REFUELING switch to OFF
pressure refueling system does not operate. and guard it.

The refueling control panel is located on the left side

Each internal and external fuel tank has a gravity
of the forward fuselage and the single point refueling
refueling point on the upper portion.
is located on the left wing underside, near the wing
root leading edge.
One shutoff valve inside each internal tank has the
function to stop the pressure refueling when the DEFUELING
high-level sensor sends a signal that the related
tank is full, or when the LEFT or RIGHT switch in the The maintenance personnel can defuel the internal
control panel is set to CLOSED. tanks by pressure through the single point refueling
To refuel the internal tanks using the single point or by gravity through the defueling valve and drain
refueling the following steps shall be done: valve on the under surface of each wing.
– Ground the aircraft;
– Connect the refueling hose to the single point;
– Set the REFUELING switch in the refueling panel WATER DRAINAGE
to ON;
– Check the LEFT and RIGHT switches set to The wing fuel tank drain valves are located on the
CLOSED, the related L and R lights on, and no under surface of the wings. These valves are used
fuel flow to the tanks; by the maintenance personnel to remove water and
– Set the LEFT and RIGHT switches to OPEN and other impurities from the internal tanks.
check the related L and R lights off, and start the
fuel flow to the tanks;
– At the beginning of the pressure refueling, press TRANSFER BETWEEN TANKS
the spring loaded REFUELING switch to PRE
CHECK to check the system. It simulates a signal The fuel system enables the autonomous transfer of
sent by the high-level sensors to close the shutoff fuel between the internal tanks with the aircraft on
valves, which is indicated by the illumination of the ground. If this procedure is required, it is recom-
the L and R lights and by the interruption of the mended to call the maintenance personnel.

1-80
 TO 1A-29B(INT)-1

PRESSURE REFUELING/DEFUELING
SCHEMATIC DIAGRAM

VENT VALVE
SHUTOFF VALVE
HIGH LEVEL SENSOR
FILLER POINT − GRAVITY
REFUELING RECEPTACLE

FROM RIGHT
WING TANKS

EM314ENFM010126A.DGN
PRESSURE REFUELING

VENT VALVE PRESSURE LINE

FEED

PRESSURE DEFUELING

Figure 1-34

1-81
TO 1A-29B(INT)-1

PRESSURE REFUELING CONTROLS AND INDICATORS

PRESSURE
REFUELING
ADAPTER

REFUELING
PANEL

CLOSED VALVES
LEFT RIGHT
OPEN OPEN

2
CLOSED CLOSED

PRE CHECK
2
ON

OFF

REFUELING
3
EM314ENFM010055B.DGN

Figure 1-35 (Sheet 1 of 2)

1-82
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Refueling shutoff valve – Go on when the relevant refueling shutoff valve (left or right) is
annunciator lights closed.
(yellow)
2. Refueling shutoff valve switch – Opens or closes the relevant refueling shutoff valves (left wing
or right wing).

NOTE
The REFUELING guarded switch must be set to the ON
position to operate the refueling valves switch.
3. REFUELING switch PRE CHECK Momentarily position used to check the refueling
(guarded) shut off valves. After completion of the test, the
system must be reset by setting the relevant
switches to CLOSED, then OPEN.
ON Energizes the refueling system.
OFF De-energizes the refueling system. When the refu-
eling panel access door is closed, the guard also
closes, selecting this position.

Figure 1-35 (Sheet 2 of 2)

1-83
TO 1A-29B(INT)-1

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
Indicates a fuel low level condition whenever
the usable fuel quantity in any wing tank is
equal to or less than 60 kg (minimum total of
120 kg).
FUEL LEVEL,
WARNING WARN FUEL LVL WARN
FUEL LEVEL.
NOTE
A 1-minute delay on the low-level sen-
sors prevents the activation of mes-
sages during aerobatics maneuvers.
Fuel quantity on the aircraft has reached a
value equal to or less than the quantity nec-
BINGO,
CAUT BINGO
BINGO.
BINGO essary to arrive at the destination aero-
drome with the fuel quantity selected for
BINGO, flying in the optimum profile.
CAUTION, Failure in the automatic fuel transfer from
CAUT FUEL XFER
CAUTION. the external tanks.
Pressure drop equal to or higher than 25 psi
CAUTION, between the fuel filter inlet and outlet, as
CAUT FUEL FILT
CAUTION CAUTION. well as the opening of the fuel filter low pres-
sure by-pass.
Fuel pressure at the engine inlet less than
CAUTION,
CAUT FUEL PRES
CAUTION.
6.5 psi, or failure of one main fuel pump of
the wing fuel tanks or leak in the feed line.
Fuel imbalance higher than 60 kg for more
than 60 seconds, as a consequence of the
CAUTION,
CAUT FUEL IMB
CAUTION.
automatic fuel balance system failure. In this
case, the fuel unbalance must be corrected
manually.
Fuel transfer from the external tanks in man-
ADVISORY XFER OVRD
ual mode.
JOKER, Fuel quantity on the aircraft has reached the
JOKER
JOKER. JOKER value entered.

1-84 Revision 1
 TO 1A-29B(INT)-1

POWERPLANT detotalizer of EICAS.

The high-pressure filter is equipped with a by-pass
valve that allows uninterrupted fuel flow even if the
The aircraft is powered by a Pratt & Whitney PT6A-
filtering element becomes clogged.
68C engine. This engine is a reverse flow, free tur-
bine type, capable of supplying 1600 SHP of maxi-
mum mechanical power and a Hartzell five-bladed,
metallic, constant speed, and featherable propeller. PROPELLER
A Power Management System (PMS optimizes the
engine power and propeller control by modulating The aircraft is equipped with a Hartzell, five-bladed,
the propeller blade angle and programming the fuel metallic, aerobatics, constant speed, featherable,
flow. propeller. During the propeller operation, two
opposing forces act constantly over the propeller:
on one side, the feathering springs housed in the
ENGINE servo-piston, and the centrifugal counterweights
apply a constant force to increase the propeller
External air is admitted through a bifurcated intake blade pitch (towards feathering); on the other side,
provided with an inertial separation system and the engine oil pressure, through a piston housed in
enters the engine through an annular plenum cham- the propeller hub, applies a force towards low-pitch.
ber equipped with a protective screen that directs The oil pressure variation, controlled by the PIU,
the air to the compressor inlet. keeps the propeller pitch within normal operating
In the engine, the air is successively compressed by limits.
the low (four axial stages) and high (one centrifugal The flight low-pitch (12°) is ensured by means of a
stage) stages and enters the annular combustion mechanical backstop in both Automatic and Manual
chamber where it is mixed with fuel sprayed by the modes.
injector nozzles. The propeller feathering is commanded through the
In the combustion chamber, the fuel/air mixture is energization of the feathering solenoid. This action
burned and the combustion gases transfer their causes the drainage of the oil from the servo-piston,
energy to two independent turbine sections: one thus allowing the propeller to move towards the
section drives the five-stage compressor and the feathered pitch under the forces of the springs and
accessory gearbox; the other section drives the pro- counterweights.
peller shaft through a reduction gearbox. The propeller unfeathering takes place upon the
Once past the turbine, the gases are discharged deenergization of the feathering solenoid, thus
through twin opposed exhaust ducts. allowing the PIU to send oil under pressure to the
One ignition unit provided with two spark plugs is propeller servo-piston. The feathering solenoid is
used to start the ignition inside the combustion electronically controlled through a microswitch
chamber. installed in the throttle mechanism.

ENGINE FUEL SYSTEM PROPELLER INTERFACE UNIT (PIU)

Fuel from the aircraft fuel system successively goes The PIU is an electro-hydromechanical control unit,
through filter, engine driven high-pressure fuel mounted on top of the propeller reduction gearbox
pump in the gearbox, high-pressure filter, Fuel and driven by the propeller shaft through an acces-
Metering Unit (FMU), flow transmitter, flow divider sory drive shaft. This unit modulates the oil pressure
and 14 duplex injector nozzles, before is injected and flow in order to reduce or increase the blade
into the combustion chamber. pitch over the entire operation range, in both Auto-
The FMU controls the fuel flow to the engine com- matic and Manual Modes. It provides propeller
bustion chamber according to the electronic signals speed governing, blade angle management, and
from the Power Management Unit (PMU) when overspeed limiting.
operating in automatic mode or direct from the throt-
tle movement in manual mode. The flow transmitter
sends signals to the fuel flow indicator and to the

Revision 1 1-85
TO 1A-29B(INT)-1

ENGINE FUEL CONTROL SYSTEM

LEGEND

UNMETERED
FUEL
AIRCRAFT
METERED FUEL SYSTEM
FUEL
EICAS
MECHANICAL
LINKAGE
ON
+

OFF −

ELECTRICAL FILTER
CONNECTION

ENGINE−DRIVEN
FUEL PUMP

+ +

− −

POWER MANAGEMENT SYSTEM FILTER

FMU

THROTTLE

FUEL FLOW
INSERIR
PMU FIGURA EM314ENFM010056C
INDICATOR

FLOW FF 200 KG/HR

TRANSMITTER
8 10
6 DETOT
CHECK VALVE 12 790
4
3 14
FROM
HIGH−PRESSURE
2 16
COMPRESSOR
FLOW
DIVIDER
1 465
18
FUEL JOKER
ACCUMULATOR
620
L R
DRAIN SYSTEM
235 230

FUEL SYSTEM
INDICATORS
EM314ENFM010056C.DGN

NOZZLES

Figure 1-36

1-86
 TO 1A-29B(INT)-1

The PIU operates with oil pressure from the engine. DATA COLLECTION UNIT (DCU)
Pressurized oil is controlled by the primary governor
to modulate the propeller servo piston. The primary The Data Collection Unit (DCU) is an electronic stor-
governor is composed of a torque motor and a age device mounted on the accessory gearbox. The
mechanical overspeed governor. DCU provides storage for engine information to
The PIU incorporates a solenoid that enables the maintain a history of the engine. All the Information
propeller feathering upon engine shutdown and pro- stored in the DCU is managed and maintained by
peller unfeathering upon engine starting. the PMU.
The PIU controls the propeller pitch varying the
engine oil pressure that forces towards low-pitch
in opposition to the feathering springs and the
POWER MANAGEMENT SYSTEM
centrifugal counterweights forces that increase
the propeller blade pitch (towards feathering).
(PMS)
The PMS is designed to control the engine power by
modulating the propeller blade angle and by fuel
POWER MANAGEMENT UNIT (PMU) flow scheduling. The PMS operates in accordance
The PMU is a digital electronic control unit respon- with throttle position schedules, ambient conditions,
sible for the main functions of the Power Manage- and aircraft supplied signals.
ment System, and receives signals from sensors The main components of the PMS for engine control
installed on the engine and on the aircraft for the are: the Power Management Unit (PMU); the Fuel
automatic control of the engine and propeller Metering Unit (FMU); and the Propeller Interface
parameters. Unit (PIU).
The PMU logic gives the unit the capability of The main component of the PMS for propeller con-
accommodating failures that do not affect the trol is the Propeller Interface Unit (PIU).
engine control within its limits, thus enabling the The PMS automatically performs the following func-
engine continuous operation with normal capacity. tions:
This same logic identifies those failures that must – Management of failures: it controls the engine
not be accommodated because they can affect the and propeller on the ground and in flight prevent-
engine control within its parameters, and automati- ing the exceedance of limits, and detecting fail-
cally reverts the PMU to the Manual Mode. ures (Automatic Mode);
The primary power source for the PMU is the Per-
– Control of the propeller speed (NP) out of the crit-
manent Magnet Alternator (PMA). The PMA is
mounted on the left side of the propeller reduction ical ranges of operation on the ground;
gearbox and provides an unregulated three-phase – Accomodation failures to enable continuous oper-
alternating current to the PMU in normal operation ation (Automatic Mode);
above 60% NP. – Supplies the EICAS with signals for Torque, NG,
NP and T5;
– Supplies torque signal to the Automatic Rudder
Trim Unit (ARTU), for automatic directional trim-
DESPITE THE FACT THAT THE PMU CON- ming;
TROLS THE ENGINE PARAMETERS IN ALL
– Stores engine data for further maintenance
FLIGHT PHASES, IT CANNOT BE CONSID-
actions;
ERED AS A FADEC (FULL-AUTHORITY DIG-
ITAL ENGINE CONTROL), SINCE THERE IS – Supplies powerplant data to the Flight Data
A MECHANICAL BACKUP ACTING IN CON- Recorder (FDR);
JUNCTION WITH THE THROTTLE ELEC- – Electrically interfaces with the throttle;
TRONIC POSITIONING AND DIRECTLY ON
– Manages the engine starting and automatic shut-
THE FUEL CONTROL UNIT (FMU).
down, interrupting the starting cycle in case of
THE MECHANICAL BACKUP SHALL OVER-
failures or exceedance of limits.
RIDE THE ELECTRONIC CONTROL WHEN
THE MECHANICAL LIMITATION OF THE In manual mode (mechanical back-up), it operates
FMU (FUEL CAM) IS REACHED. according to the pilot actuation on the throttle.

Revision 2 1-87
TO 1A-29B(INT)-1

AUTOMATIC MODE not affect the engine power control within its limits
and changes the PMU to the manual mode in case
The PMU processes the electrical signals gener- of failure that must not be accommodated because
ated by the throttle movement and the signals from they can affect the engine control within its parame-
sensors installed on the engine and on the aircraft, ters.
and then, sends an electronic signal to the FMU and In case of PIU or PMU torque motor failure that
PIU. forces the actuation of the mechanical overspeed
The electronic signal in the FMU activates a stepper governor (set at 106% NP) the PMU reverts the
motor that drives the tridimensional cam, which in operation to manual mode after 3 seconds.
turn moves a fuel metering valve to adjust the fuel Transition is smooth and does not cause engine
flow, and in the PIU, it activates a torque motor to power change when the throttle is around 55°
keep the NP at 100% maximum. (nearly midway between IDLE and MAX). If a PMU
Engine and propeller parameters are automatically transfer to manual mode occurs with the throttle
monitored and the data collected are fed back to the beyond 55°, it should be pulled back to below 55°
PMU to be processed, restarting a new engine for at least 3 seconds as soon as possible, thereby
power management cycle. reindexing the FMU and assuring proper nominal
The PMU logic accommodates the failures that do fuel flow.

BASIC ENGINE FUNCTIONAL DIAGRAM

POWER SECTION GAS GENERATOR SECTION

FUEL
INLET
4 3
EXHAUST
INLET
T5
6 1

NG
NP

INLET
EM314ENFM010223A.DGN

1. STARTER−GENERATOR EXHAUST 5 IGNITERS 2

2. LOW−PRESSURE COMPRESSOR
3. HIGH−PRESSURE COMPRESSOR COMBUSTION
4. COMPRESSOR TURBINE CHAMBER
5. POWER TURBINE
6. PROPELLER REDUCTION GEARBOX

Figure 1-37

1-88 Revision 2
 AUTO
RUDDER
EMERGENCY AND THREE−PHASE
ENGINE SENSORS TRIM
GENERATOR
BACKUP BUSES (PMA)

28 V DC

28 V DC OIL PRESSURE
OIL TEMPERATURE
AIR/GROUND T5 , NG AND Np (BACKUP)
SIGNAL
EICAS
MAINTENANCE
ENG MAN PANEL

EICAS
ARINC 429 BUS
RESET SOLENOID

TORQUE MOTOR CURRENT PMU

Figure 1-38
STEPPER MOTOR
SCHEMATIC DIAGRAM

CURRENT

POWERPLANT
POWER MANAGEMENT SYSTEM

CONTROL PANEL

FUEL NG
FMU
PUMP
NP
PIU

STEPPER MOTOR THROTTLE

RE−INDEX ANGLE

THROTTLE MECHANICAL LINK

FEATHERING COMMAND
EM314ENFM010057A.DGN

1-89
TO 1A-29B(INT)-1
TO 1A-29B(INT)-1

MANUAL MODE CRUISE POWER SETTING

When the PMU changes to the manual mode, the The setting of cruise power in the manual mode
ENG MAN warning message is activated and the should be accomplished through the use of the indi-
PMS operates according to the pilot actuation on the cated torque. Make sure that the engine operation is
throttle, loosing the automatic engine power control. within the limits.
On the engine, the stepper motor effect on the At a desired engine rating, the torque setting
tridimensional cam is inhibited and a rod transmits depends on propeller speed, altitude, airspeed, air
the throttle movements to the FMU, which adjusts temperature, air bleed and power extraction.
the fuel flow.
On the propeller, the overspeed governor resetting
solenoid and the torque motor are de-energized,
and the propeller speed is kept within 98 to 102%
NP limits by the mechanical overspeed governor. THROTTLE

TAKEOFF POWER SETTING The aircraft has one throttle in each cockpit,
mechanically interconnected and developed in
Takeoff power in the manual mode can be set using
accordance with the HOTAS (Hands On Throttle
the indicated torque. If the optimum torque indicator
and Stick), conception which, among other controls,
is not available, on account of a PMU total failure,
incorporate the propeller feathering and unfeather-
takeoff power can be set based on the value
ing, as well as the switches that control the fuel flow
obtained from the TK/L format on UFCP or from the
and cutoff to the engine.
takeoff torque charts presented on the
TO 1A-29B(INT)-1-2 – Performance Data Supple-
mental Manual.
NOTE
In case of ejection, the ejection seat breaks
NOTE the throttle at a previously established point.
In the manual mode, as airspeed is gained
during takeoff, an increase in indicated torque
at a fixed throttle position may be observed
and should be retained provided the torque
limit is not exceeded. IGNITION SYSTEM

MAXIMUM CONTINUOUS POWER SETTING The ignition system is powered by the

EMERGENCY DC BUS and it works as a function of
Maximum continuous power in the manual mode the IGN switch position:
can be set using the indicated torque. Make sure
– ON – The ignition system works continuously;
that the engine operation is within the limits.
– AUTO – The ignition system starts working in
CLIMB POWER SETTING case of sudden engine deceleration or when the
START switch is moved momentarily to START
Because of the rapidly varying conditions during in the engine starting cycle, and stops according
climb, power in the manual mode may be set by indi- to the PMU logic;
cated T5 using the recommended climb value of
– OFF – Prevents ignition system operation. This
785°C, except under certain altitude and/or low
position is used to perform a dry motoring to
ambient temperature conditions where the maxi-
clean the combustion chamber.
mum torque value specified, or NG, will override the
T5 limit.
Should it be desired to execute the climb using less NOTE
power than the maximum climb setting, power may To enable the ignition operation in the auto-
be set to a lower indicated T5 or by means of the matic mode, the IGN switches shall be set to
torque setting method. AUTO in both cockpits.

1-90 Revision 2
 TO 1A-29B(INT)-1

ENGINE BLEED SYSTEM lubrication even in case of the filter clogging.

Whenever the oil pressure or oil temperature goes
The engine air bleed system incorporates one air out of the limit, the respective OIL PRES or OIL
port on the low-pressure stage and one air port on TEMP warning message is activated.
the high-pressure stage. These outlets alternately The oil reservoir sight glass for oil level checking is
open to supply air to the air conditioning, cockpit located on the left forward fuselage. The correct oil
pressurization, OBOGS, anti-g, windshield de-ice, level is between the MAX and MIN marks of the
windshield and canopy defog, and canopy sealing green column. The oil level shall be checked until 30
systems. minutes after the engine shutdown, otherwise the
For further information, refer to the Pneumatic Sys- engine shall run again for 5 minutes.
tem in the Environmental Control System descrip- Oil from the scavenge pump is delivered to the oil
tion. cooler where it is cooled before returning to the oil
reservoir. A thermostatic valve in the oil cooler pre-
vents the oil passage through the cooler while the oil
is cool. This valve progressively opens as the oil
COMPRESSOR BLEED OFF VALVE temperature increases. The oil cooling system is
assisted by two fans installed on the oil cooler outlet.
The bleed off valve (BOV), installed in the compres- It´s functioning is automatic and does not require
sor section case, prevents compressor stalls at low any action by the pilot. These fans remain on during
NG (below 91%). the engine operation and with the propeller de-icing
This valve is non-flowing type, based in a piston with system turned off.
seal rings that slides on a guide pin inside a hous-
ing. A classified seat controls the closing point (NG)
of the BOV.
CHIP DETECTORS
The operation is based on the balance of two forces
actuating on the bleed valve piston.
Chip detectors in the Accessory Gear Box (AGB)
The metered compressor discharge (P3.0) air static and in the Reduction Gear Box (RGB) sense mag-
pressure pushes to close the bleed valve and the netic particles in the oil, which may activate the
P2.5 air pressure, from the inter-stage compressor CHIP DET caution or warning message, according
area, pushes to open it. to EICAS logic.
At low power, P3.0 is lower than P2.5, which keeps The CHIP DET caution is activated when:
the bleed valve open. In this position, P2.5 air is – Magnetic chip is detected by the RGB sensor,
directed into the plenum chamber and through the and the engine oil pressure is 60 psi or more and
inlet case struts. the engine oil temperature is 100°C or less; or
When the compressor speed increases, P3.0 is – Magnetic chip is detected by the RGB or AGB
higher than P2.5, thus increasing the pressure act- sensor, and the aircraft is on the ground.
ing on top of the piston to gradually close it. The CHIP DET warning is activated when:
– Either a sensor detects a magnetic chip, and the
engine oil pressure is less than 60 psi or the
ENGINE OIL SYSTEM engine oil temperature is over 100°C; or
– Magnetic chips are detected by both RGB and
The powerplant incorporates a continuous flow oil AGB sensors.
system with a total capacity of 18.04 liters (19
quarts) that provides oil supply to the engine and
propeller system in any flight condition. INERTIAL SEPARATION SYSTEM
The oil goes through the engine and propeller com-
ponents with 90 to 120 psig pushed by three gear
The inertial separation system in the air inlet mini-
pumps and a pressure regulating valve, and returns
mizes the possibility of foreign object ingestion
to the reservoir by gravity and by means of a scav-
when the INRTL SEP switch on the left console of
enge pump. the front cockpit is commanded to OPEN. In this sta-
A by-pass valve in the oil filter ensures the engine tus, the INERT SEP advisory message is displayed

Revision 1 1-91
TO 1A-29B(INT)-1

on EICAS format, causes a small decrease in the touch on the ground (bounced landing), the PMU
available power and a small T5 increasing. will reduce engine from flight to ground idle
It is recommended to open the inertial separation immediately after receiving ground condition signal
when rolling on unpaved or dirty surfaces or flying from both air/ground microswitches.
under rain, snow, or icing conditions. If the interval between the settling-down of one
wheel and that of the other on the ground exceeds
5 seconds, the PMU keeps the engine at flight idle
to assure a power recovery if a go-around
ENGINE OPERATION procedure is required.
In the manual mode of operation, the FMU re-index
ENGINE STARTING system ensures a proper fuel flow for the engine
operation when the throttle is set to IDLE position.
The engine starting can be accomplished on the In this condition, there is only one power level
ground or in flight, in the automatic or manual mode. associated with the idle throttle position, and it is the
Refer to Section II in this manual for detailed engine pilot's responsibility to move the throttle to obtain at
starting procedures. least 64.6% NG for ground operation, or 75.0% NG
for flight operation, as required for the proper
operation of the Environmental Control System,
ENGINE IDLE OBOGS, and Electrical System.

During the operation in the automatic mode, there

are two different power levels associated with the
PMU AUTOMATIC MODE
same throttle position at idle: on ground and in flight.
The ground idle level of 64.6% NG has been defined Automatic engine starting is accomplished when the
as the level capable of providing a low thrust in order IGN and PMU switches in both cockpits are
to avoid excessive braking during the taxi and positioned in AUTO.
reduced landing distance, but sufficiently high to The automatic mode engine starting is controlled by
ensure proper operation of the Environmental the PMS and the pilot actions are:
Control System, OBOGS, and Electrical System. – Push to START the start switch;
The flight idle level has been defined to provide
– Move the throttle from CUT OFF to ST when the
proper descent ratio, and proper flare
NG crosses 13%;
characteristics for landing.
This power level is sufficiently high to meet the – Move the throttle from ST to IDLE with the NP
requirements of the Environmental Control System, crossing 40% (propeller start unfeathering) and
OBOGS, and Electrical System, and also to ensure NG higher than 64.6%.
a proper time for accelerating from idle to maximum
On the ground, the starting cycle is automatically
power.
interrupted and the engine is shutdown if a
This flight idle level is defined as a function of the
non-flaming condition is detected, a slow start
altitude and Outside Air Temperature (OAT), and is
occurs, or the T5 limit is exceeded. In flight, the
calculated by the PMU. automatic engine starting interruption is disabled
The power level associated with the idle position of and the pilot shall shut down the engine in case of
the throttle in the automatic mode, is defined by the
problem occurrence.
signals from the air/ground microswitches.
The pilot shall follow the engine parameters to act in
The flight idle is selected when both main landing
case of automatic shutdown failure.
gears send a signal of landing gear extended and,
therefore, their air/ground microswitches indicate a
flight condition to the PMU.
PMU MANUAL MODE
The ground idle is selected when both main landing
gears are compressed and, therefore, their Manual starting is accomplished with the ignition
air/ground microswitches indicate a ground condi- switch in AUTO and the PMU switch in MAN
tion to the PMU. position.
In order to prevent flight and ground power The manual mode engine starting is controlled by
oscillation during a landing with more than one

1-92 Revision 1
 TO 1A-29B(INT)-1

the pilot, whose actions are: Power is manually adjusted by the pilot through the
– Push to START the start switch; engine throttle. To operate the engine at the
optimum torque, the throttle shall be adjusted until
– Slowly move the throttle from CUT OFF towards
the actual torque indication coincides with the
ST when NG crosses 13% and stops at the
optimum torque indication to the selected power
beginning of fuel flow indication; rating.
– Reestablish the slow movement to ST just after The optimum torque indication will be always in
T5 peak; accordance with the PMU computations as a
function of prevailing altitude and temperature
– Move the throttle from ST to IDLE with the NP
conditions.
crossing 40% (propeller start unfeathering) and
NG higher than 64.6%.
The engine power ratings are defined as follows:

In this mode of engine starting the pilot shall monitor – TAKEOFF POWER / MAXIMUM CONTINUOUS
POWER (TO MODE):
all engine parameters and interrupt the starting
These ratings correspond to 1600 SHP at 2000
when:
RPM, at sea level, static, uninstalled, up to
– The gas generator fails to light within 10 seconds 31.2°C (88.2°F) ambient temperature. Maximum
after moving the throttle from CUT OFF; Continuous Power (MCP) is authorized for use
– The combustor ignition does not occur in up to 30 during in-flight emergencies and for the designed
seconds of starting; time intervals to support the aircraft operational
employment both in typical training missions and
– If the NG does not reach 54% in 30 seconds of
in typical real conflict missions. In all other
starting; conditions, the maximum authorized power
– The T5 exceeds 860°C. ratings (Maximum Climb Power and Maximum
Cruise Power) should be used.
If the engine speed is under 64.6% of NG on the
ground, or under 75.0% of NG in flight advance the – ALTERNATE TAKEOFF POWER (AT MODE):
throttle until reaching those minimum values. This is the derated takeoff power and
corresponds to 1250 SHP available at 2000
RPM, at sea level, static, uninstalled, up to
42.3°C (108.1°F) ambient temperature. It should
be utilized when operational condition permits in
order to reduce the time of use of the engine in
IN MANUAL MODE, THE PILOT IS RESPON- takeoff power so that the engine fatigue life is
SIBLE FOR ENSURING THAT THE ENGINE optimized.
LIMITS ARE NOT EXCEEDED.
– MAXIMUM CLIMB POWER (CL MODE):
This rating corresponds to 1250 SHP available at
2000 RPM, at sea level, static, uninstalled, up to
42.3°C (108.1°F) ambient temperature.
ENGINE POWER SETTINGS – MAXIMUM CRUISE POWER (CR MODE):
This rating corresponds to 1250 SHP available at
The torque setting should be accomplished through 2000 RPM, at sea level, static, uninstalled, up to
the use of the optimum torque indicating system. 33.2°C (91.8°F) ambient temperature.
The PT6A-68C engine allows to set the following
four distinct power ratings that are displayed on the NOTE
EICAS: • The use of the optimum torque indicator as a
– TO (Takeoff/Maximum Continuous); reference for each flight phase will assure
the most efficient engine operation.
– AT (Alternate Takeoff);
• When the best possible performance is
– CL (Climb); and required, climb and cruise can be performed
– CR (Cruise). at Maximum Continuous Power. However, in
Power rating is selected through the engine mode this condition, a premature engine
selector button located on the throttle. degradation is liable to occur.

Revision 2 1-93
TO 1A-29B(INT)-1

ENGINE SHUTDOWN PMU and MDP), the CSA logic is expected to

become active within 20 seconds.
Thus, if the throttle is reduced to below MAX
Normal engine shutdown starts when the throttle is
position, it will be difficult to control the engine in
retarded from the IDLE position to the CUT OFF
position. As the throttle reaches the CUT OFF auto mode and, in this case, the selection of the
position, the engine is shutdown. At this moment the PMU to manual mode will be required in order to
maintain the engine control.
PMU cuts off the fuel flow when the throttle is
With the logic being active, the PMS operates the
reduced to less than 10° and the solenoid shutoff
power plant in such a manner as to avoid dwelling in
valve is energized.
the critical propeller speed ranges. This is
The engine fuel cut off is first accomplished by the
PMU that controls the stepper motor in the FMU to performed by increasing the blade angle to
close, and then, mechanically through a manual decrease the propeller speed (NP), while
maintaining the gas generator speed (NG) constant,
shutoff valve in the FMU. The propeller feathering
thereby preventing the propeller from reaching the
occurs before the fuel cut off, by means of a micro-
next higher critical speed range. Also, the PMS can
switch directly actuated by the throttle.
increase the gas generator speed (NG) to avoid an
excessive decrease of the propeller speed (NP),
thereby preventing the propeller from reaching the
next lower critical speed range.
PROPELLER CONTROL SYSTEM On the ground, If the CSA logic is not activated with
the PMU in auto mode, the PMS generates a
The propeller control system is responsible for noncritical failure without reverting engine control to
preventing the propeller blades from being manual mode.
submitted to fatigue-generating conditions as a In this case (logic disabled in auto mode), the
result of continuous operation in certain propeller propeller may operate in the critical speed ranges,
speed ranges. A logic named CSA (Critical Speed an NP indication in red (inverse video) being
Avoidance) keeps the propeller from operating in generated on the EICAS.
these critical speed ranges: The CSA logic can be reactivated as follows:
– From 500 to 800 RPM (25 to 40% NP); – Advance the throttle slowly until the NP indication
– From 1050 to 1350 RPM (52 to 67% NP); goes out of the critical speed range (indication in
green);
– From 1750 to 1950 RPM (87 to 97% NP).
– Reset the PMU by quickly setting the PMU switch
Following a start, the logic will be active while the to MAN and then back to AUTO;
aircraft is on the ground and if NG remains equal to
– Return the throttle to IDLE, and check the NP
or higher than 63% continuously for 20 seconds or
indication out of the critical speed range
NP remains higher than 40%.
(indication in green).
During a landing, the logic becomes active within
20 seconds after touchdown, reducing NP to 50% NOTE
approximately, except in case of air/ground micro- If the CSA logic fails to be reactivated with the
switches failure or mismatch between air/ground above procedure, the aircraft must be
signals sent to PMU and MDP. inspected by maintenance personnel, since
In flight, if the ENG GND caution message is there may be a failure in the air/ground micro-
activated (due to a air/ground microswitches failure switches or in the circuitry that transmits
or mismatch between air/ground signals sent to air/ground signal to the PMU.

1-94 Revision 1
 TO 1A-29B(INT)-1

ENGINE CONTROLS AND INDICATORS

INRTL SEP
1
OPEN

CLOSE

2 3 4

ENG
PMU IGN START
AUTO ON START

EM314PTMV010054.DGN
AUTO

MAN OFF INTRPT

Figure 1-39 (Sheet 1 of 7)

1-95
TO 1A-29B(INT)-1

ENGINE CONTROLS AND INDICATORS

MAX

IDLE

ST 5
F
R CUT
I
C OFF
T
I UP
O F
N L
A
P
DN

MAX 8

30°
IDLE

ST POSITION IDLE POSITION ST

(BEFORE THE (AFTER THE
STOP) CUT
STOP)
OFF 5
UP
−5° F
MINIMUM L
A
STOP P
DN
CUT
OFF
POSITION MAX
POSITION
EM314ENFM010059C.DGN

80°
105°
MAXIMUM
STOP

Figure 1-39 (Sheet 2 of 7)

1-96
 TO 1A-29B(INT)-1

ENGINE CONTROLS AND INDICATORS

EICAS
ON
+
EICAS MESSAGES
OFF −

+ +

− −

9 10 11 12 13

19
TO TQ % T5 °C OIL
18
IGN INSERIR FIGURA EM314ENFM010060C
10 10 PRES TEMP
8 12 8 12
54 770
6 2 6 2
4 4
17 OAT 11 54
20
NG % 89.6

EM314ENFM010060C.DGN
16 NP % 46
15 14

Figure 1-39 (Sheet 3 of 7)

1-97
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. INRTL SEP switch OPEN Activates the inertial separation system.
(front cockpit) CLOSE Deactivates the inertial separation system.
2. PMU switch AUTO Enables the PMU operation in automatic mode.
(both cockpits) MAN The PMU operates in manual mode.
NOTE
To enable the PMU operation in automatic mode, the PMU
switches shall be set to AUTO in both cockpits.
3. IGN switch ON Activates the ignition system continuously.
(both cockpits) AUTO Activates the ignition system following the PMU logic.
OFF Deactivates the ignition system.
4. START switch START Starts the engine starting cycle.
(both cockpits) INTRPT Interrupts the engine starting cycle.
5. Throttle CUT OFF Cuts off the fuel flow, and commands the propeller
(both cockpits) feathering solenoid to shutdown the engine.
ST Enables the engine starting and propeller unfeath-
ering.
IDLE In automatic mode there are the ground idle and
the flight idle. The ground idle (minimum 64.6%
NG) is the minimum power to ensure proper oper-
ation of the Environmental Control System,
OBOGS and Electrical System on the ground, and
the fight idle (minimum 75.0% NG) is defined to
provide proper descent rate and proper flare char-
acteristics for landing. The ground idle is activated
when the air/ground microswitch on both main
landing gears are compressed.
In manual mode there is only one power level
associated with the idle throttle position, and it is
the pilot's responsibility to move the throttle to
obtain at least 64.6% NG for ground operation, or
75.0% NG for flight operation.
MAX This position corresponds to 80º. With the PMS in
the automatic mode, the engine reaches the maxi-
mum power available as a function of the altitude
and ambient temperature.
Overtravel The overtravel condition must be used only in the
manual mode under emergency situation in which
the required torque is not available in the present
altitude and temperature conditions.
To move the throttle beyond the maximum range,
the stop release trigger must be pressed and then
released after overriding a small resistance.

Figure 1-39 (Sheet 4 of 7)

1-98 Revision 1
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
5. Throttle Manual mode – Used only in emergency situation
(both cockpits) in which an additional power is required. In this
(continued) mode there is a power increase and, consequently,
the engine parameters may be exceeded.

• IN MANUAL MODE, THE PILOT IS RESPONSIBLE

FOR ENSURING THAT THE ENGINE LIMITS ARE
NOT EXCEEDED.
• THE OVERTRAVEL POSITION SHALL NOT BE USED
IN AUTO MODE DUE TO THE SYSTEM
MECHANICAL BACKUP.

6. Friction control – Adjusts the resistance to displacements of both throttles.

(front cockpit)

7. Stop release trigger – To move from ST to IDLE and from IDLE to CUT OFF, the stop
release trigger must be pressed while moving the throttle for-
ward or backward.
– To move the throttle beyond the maximum range, it must be
pressed and then released after override a small resistance.

8. Engine mode selector button – Alternately selects the engine modes to be indicated on EICAS
format in the following sequence:
On the ground TO
AT
TO
In flight TO
AT
CL
CR
TO
– On aircraft transition from ground to flight condition, no change
in the indicated power rating mode occurs. On the other hand,
on transition from flight to ground condition, there is an
automatic setting of indicated power rating to the TO mode.
– After a PMU initialization or reset, the engine mode indicator on
the EICAS is always set to the TO mode.

9. Target torque indicator – It is a small green triangle that moves on the torque scale outer
edge indicating the torque corresponding to the throttle
momentary position, as calculated by the PMU, based on the
ambient conditions.
– If data is not valid, the indicator is not displayed.

10. Optimum torque indicator – It is a small blue diamond that moves on the torque scale outer
edge indicating the maximum torque value calculated by the
PMU, based on ambient conditions and the selected engine
mode (Takeoff/Max Continuous or Alternate Takeoff or Climb or
Cruise).
– If data is not valid, the indicator is not displayed.

Figure 1-39 (Sheet 5 of 7)

Revision 1 1-99
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
11. Actual torque indicator – A needle and a digital readout that indicate the actual engine
torque value.
– Scale, needle and digits colors:
Green from 20 to 100%
Yellow from 101 to 115% The scale and the needle
become red and the digital
readout changes to inverse
video after 20 seconds.
Red over 115% Digits in inverse video.

12. T5 indicator – A needle and a digital readout that indicate the interturbine
temperature.
– Scale, needle and digits colors:
Green under 860°C green digits.
Yellow from 860 to 900°C yellow digits.
Red over 900°C digits in inverse video.
– If data is not available, the needle is replaced with a white OFF
label at the center of the scale.

13. Oil pressure indicator – A pointer and a digital readout that indicate the oil pressure.
– Scale, pointer and digits colors:
Red under 40 psig digits in inverse video.
Yellow from 40 to 89 psig boxed yellow digits.
Green from 90 to 120 psig green digits.
Yellow from 121 to 130 psig boxed yellow digits.
Red over 130 psig digits in inverse video.
– If data is not available, the window shows “XXX”.

14. Oil temperature indicator – Digital readout that indicates the engine oil temperature.
– Scale, pointer, and digits colors:
Red under –40°C digits in inverse video.
Yellow from –40 to 9°C boxed yellow digits.
Green from 10 to 105°C green digits.
Yellow from 106 to 109°C boxed yellow digits.
Red over 109°C digits in inverse video.
– If data is not available, the window shows “XXX”.
15. NP indicator – A digital readout that indicates the propeller speed in % of
RPM.
– Colors:
On the ground:
Green from 0 to 108% Normal operation range.
Within the normal operation range, there is a propeller speed
transient range:
from 102 to 108% Becomes yellow after 20 seconds.

Figure 1-39 (Sheet 6 of 7)

1-100 Revision 1
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
15. NP indicator Within the normal operation range, there are the following
(continued) propeller speed critical ranges:
from 25 to 40% Becomes red after 5 seconds.
from 52 to 67% Becomes red after 5 seconds.
from 87 to 97% Becomes red after 5 seconds.

• IN MANUAL MODE, THE THROTTLE SHALL BE

COMMANDED TO AVOID THE PROPELLER SPEED
CRITICAL RANGES.
• IN THE RANGE FROM 102 TO 108% (TRANSIENT),
THE THROTTLE SHALL BE RETARDED.
• IN THE AUTOMATIC MODE, WHEN NP ≥ 106% FOR
MORE THAN 3 SECONDS, THE PMU REVERTS TO
MANUAL MODE.
Red Over 108% Inverse video/warning range.

In flight:
Yellow from 0 to 97% Caution range.
Green from 98 to 108% Normal operation range.

Within the normal operation range there is a propeller speed

transient range:
from 102 to 108% Becomes yellow after 20 seconds.
Red Over 108% Inverse video/warning range.

16. NG indicator – A digital readout that indicates the gas generator speed in % of
RPM.
– Colors:
Yellow from 0 to 64.4% on the ground.
from 0 to 74.8% in flight.
Green from 64.6 to 103.8% on the ground.
from 75.0 to 103.8% in flight.
Red over 103.8% digits in inverse video.
17. OAT indicator – A green digital readout that indicates the outside air
temperature in °C received from the Air Data Computer (ADC).

18. IGN annunciator – Green IGN label is displayed when the engine ignition is acti-
vated.

19. Engine mode indicator – Cyan TO, AT, CL, and CR labels that show the present engine
operation mode.

Figure 1-39 (Sheet 7 of 7)

Revision 1 1-101
TO 1A-29B(INT)-1

ENGINE FIRE DETECTION SYSTEM sage. The light FIRE continues blinking and the
warning message FIRE continues on EICAS as long
This system comprises a continuous-type fire as the fire or overheat condition persists, but the
detector in the engine compartment powered with audio can be cancelled pressing the WARN light.
28 V DC from the EMERGENCY DC BUS. The test of the system is performed pushing the
In case of overheat or fire, the system sends a sig- ALM TEST switch on the right console to FIRE posi-
nal to EICAS that activates the FIRE warning mes- tion.

ENGINE FIRE DETECTION SYSTEM

INSERIR FIGURA EM314 ENFM 010215 NOVA

FIRE DETECTOR
SENSOR AURAL
WARNING
(FIRE)

28 VDC
A
B
C
D
E
EM314ENFM010215A.DGN

VISUAL
INDICATION

Figure 1-40

1-102 Revision 1
 TO 1A-29B(INT)-1

ENGINE FIRE DETECTION SYSTEM

CONTROLS AND INDICATORS

EICAS WARNING MESSAGE

ON
+

OFF −

FIRE

+ +

− −

BRAKE
FIRE
ON

WARN CAUT

CSL ALM TEST

1 PNL

FIRE
OFF BRT

3
EM314ENFM010064C.DGN

Figure 1-41 (Sheet 1 of 2)

Revision 2 1-103
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Master warning (WARN) light – Blinks simultaneously with the light FIRE, the message FIRE
on the EICAS format, and the voice message FIRE on the pilot
helmet phones.
– Pressing the frame of this light in either cockpit, it stops blinking
and the voice message FIRE ceases.

2. FIRE light – Blinks whenever a fire or overtemperature condition occurs on

the engine. The light goes off when the condition for its activa-
tion disappears.
3. ALM TEST switch PNL Refer to the lighting system description.
FIRE Setting the switch to this momentary position, the
operational conditions of the engine fire detection
system are tested. The FIRE and WARN lights blink;
the warning message FIRE shows on the EICAS
format, and the voice message FIRE is heard on the
pilot helmet phones.
NOTE
These functions are independent in each cockpit.

Figure 1-41 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
WARNING, Magnetic chips in the engine oil under critical
WARN CHIP DET WARN
WARNING. conditions.
WARN FIRE,
AND FIRE
FIRE
FIRE.
WARN Engine fire/overtemperature condition.

WARNING, Engine oil temperature reached values below

WARN OIL TEMP WARN
WARNING. –40°C or above 109°C.
WARNING
OIL, Engine oil pressure below 40 psig or above
WARN OIL PRES WARN
OIL. 130 psig.
ENGINE LIMITS,
WARN ENG LMTS
ENGINE LIMITS.
WARN Some engine limit reached.
ENGINE,
WARN ENG MAN
ENGINE.
WARN PMU in manual mode.
CAUTION,
CAUT CHIP DET
CAUTION.
Magnetic chips in the engine oil.

Disagreement between the aircraft air/ground

CAUTION, signal sent to the MDP and the air/ground sig-
CAUTION CAUT ENG GND
CAUTION. nal dedicated to the PMU for more than
30 seconds.
CAUTION,
CAUT GB OVLD
CAUTION.
Accessory gearbox overload.
ADVISORY INERT SEP Inertial separation system activated.

1-104
 TO 1A-29B(INT)-1

HYDRAULIC SYSTEM The emergency landing gear extension circuit incor-

porates an accumulator, which is pre-pressurized
by nitrogen, and normally pressurized by the main
The hydraulic system has one main circuit and two
circuit while the aircraft is on the ground or in flight
emergency circuits, and provides fluid under pres-
only after the actuation of the landing gear emer-
sure for the operation of the following functions:
gency extension. If the pressure in the accumulator
– Retraction of the landing gear; drops under 2000 ± 100 psi, the EMER GEAR cau-
– Normal and emergency extension of the landing tion message is activated.
gear; Another accumulator is used to apply the brakes in
– Actuation of the speed brake; emergency and as parking brake in normal opera-
tion. This accumulator is pre-pressurized by nitro-
– Actuation of the normal brake;
gen and pressurized on the ground by the main cir-
– Actuation of the emergency/parking brake. cuit. If the pressure in the accumulator drops under
The oil from the 3.1 liters (0.82 gallons) reservoir 2000 ± 100 psi, the EMER BRK caution message is
passes through the shutoff valve and is pumped at activated.
3000 psi constant pressure by the engine-driven Two check valves prevent reverse flow when the
pump. Upon leaving the pump, the fluid goes pump is not in operation and avoid the loss of the
through the check valve, filter, pressure switch and emergency circuit pressurization in case of leakage
pressure transducer before feeding the normal line. in the main circuit.
The relief valve opens when the pressure reaches If the fluid level in the reservoir drops under 0.5 liter,
3400 ± 100 psi and the pressure switch sends a sig- a microswitch installed in the reservoir sends an
nal to activate the HYD PRES caution message if electrical signal to close the two isolation valves.
the pressure drops under 1500 ± 100 psi. This mes- This minimum fluid quantity ensures the aircraft
sage disappears when the pressure reaches 1800 ± stoppage through the normal brakes within the air-
200 psi during the system pressurization. craft brake operational envelope.
Fluid returning from the service and replenishment In case of fire or other emergency that requires
lines to the reservoir also passes through a filter, interrupting hydraulic oil flow, the shutoff valve can
which has a by-pass valve that opens when the filter be closed via FUEL/HYDR/BLEED SHUTOFF
is clogged. switch on left console in each cockpit.

1-105
TO 1A-29B(INT)-1

HYDRAULIC SYSTEM SCHEMATIC DIAGRAM

LEGEND
FUEL / HYDR /
BLEED SHUTOFF
OPEN
NORMAL SYSTEM PRESSURE
EMER

HYDRAULIC OPEN
SUCTION LINE
RESERVOIR CLOSE
EMERGENCY SYSTEM PRESSURE

RETURN

FRONT COCKPIT ELECTRICAL CONNECTION

FUEL / HYDR /
BLEED SHUTOFF
SHUTOFF OPEN
EMER
VALVE
OPEN

CLOSE

FILTER

REAR COCKPIT

NORMAL
BRAKE

EMERGENCY/PARKING BRAKE
ENGINE−DRIVEN
PUMP
CHECK BRAKE
VALVE EMERGENCY
ACCUMULATOR

CHECK
VALVE PRESSURE TO
THE SYSTEM

ISOLATION RESTRICTOR CHECK THERMAL

FILTER VALVE VALVE VALVE RELIEF
VALVE
HYDRAULIC
MANIFOLD
EICAS LANDING GEAR
EMERGENCY
ACCUMULATOR
HYD PRES
PRESSURE
SWITCH CAUTION
MESSAGE PRESSURE TO
THE SYSTEM
EICAS LANDING GEAR EMERGENCY EXTENSION

HYD
LANDING GEAR
3000 NORMAL
PRESSURE OPERATION
TRANSDUCER
EM314ENFM010127B.DGN

PRESSURE
INDICATION
PRESSURE
RELIEF SPEED BRAKE
VALVE

Figure 1-42

1-106 Revision 1
 TO 1A-29B(INT)-1

HYDRAULIC SYSTEM

HYDRAULIC
RESERVOIR
PRESSURE

FILLING
XX
XX
XX
XX

XX
XX
XX
XX

XX
XX
XX
XX
XX
XX
XX XX
XX XX
XX XX
XX XX
XX XX
XX
XX
XX
XX

PLACARDS

SERVICING
PANEL

SUCTION

HYDRAULIC
SERVICING
PANEL
HYDRAULIC
RESERVOIR

XX
XX
XX
XX
XX
XX
XX XX
XX XX
XX
XX
XX
XX
XX XX

PRESSURE
XX XX
XX
XX
XX
XX
XX
XX

VALVE

XX
XX
XX
XX XX
XX XX
XX XX
XX XX
XX XX
XX X
XX
XX
FULL
REFILL

XX
XX
XX
XX XX
XX XX
XX XX
XX XX
XX XX
XX X
XX
XX

XX
XX

FILLER XX
XX
XX
XX
XX
XX
3.1 LITERS
SK314ENFM010065.DGN

VALVE

2.6 LITERS

SUCTION OIL LEVEL

VALVE INDICATOR

Figure 1-43

1-107
TO 1A-29B(INT)-1

HYDRAULIC SYSTEM
CONTROLS AND INDICATORS

EICAS

OFF
ON
+

−
EICAS MESSAGES

HYD
2500

+ +

− −

FUEL / HYDR /
BLEED SHUTOFF
OPEN
2

CLOSE

FUEL / HYDR /
BLEED SHUTOFF
OPEN
EMER

OPEN

CLOSE
EM314ENFM010062C.DGN

Figure 1-44 (Sheet 1 of 2)

1-108
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Hydraulic pressure indicator – Indicates the hydraulic system pressure in psi.
– Digital readout: ranges from 0 to 5000 psi with a resolution of
100 psi.
– Colors:
Yellow below 2700 psi boxed yellow digits.
Green from 2700 to 3300 psi green digits.
Yellow above 3300 psi boxed yellow digits.
– If data are not available, the window displays “XXX”.

2. FUEL/HYDR/BLEED SHUTOFF OPEN Opens fuel and hydraulic shutoff valves, and the bleed
switch regulating valve.
(front cockpit)
CLOSE Closes fuel and hydraulic shutoff valves, and the bleed
regulating valve.

3. FUEL/HYDR/BLEED SHUTOFF OPEN EMERG Opens the fuel and hydraulic shutoff valves, and
switch bleed regulating valve, overriding the command
(rear cockpit) from the front cockpit.
OPEN Opens the fuel and hydraulic shutoff valves, and
the bleed regulating valve.
CLOSE Closes the fuel and hydraulic shutoff valves, and
the bleed regulating valve.

Figure 1-44 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
CAUTION, Normal hydraulic system pressure below
CAUTION CAUT HYD PRES
CAUTION. 1500 ± 100 psi.

1-109
TO 1A-29B(INT)-1

LANDING GEAR SYSTEM valve to supply hydraulic pressure to the three

unlock actuators to release the down position lock-
ers, and to the respective maneuver actuators to
The landing gear system is electrically powered by
retract the legs. At the end of the retraction course
28 V DC from the emergency DC bus and hydraulic
powered by the main and emergency circuits of the each uplock hook locks the respective leg. When
hydraulic system. the three legs are up and locked, the electro-valve
relieves the hydraulic pressure from the maneuver
In normal operation, it is controlled by the control
actuators, and the nose landing gear solenoid valve
lever located on the left side of the instrument panel
liberates hydraulic pressure to close the aft door,
in each cockpit, and in case of emergency, the
thus completing the retraction cycle.
emergency extension control lever on the left con-
sole of each cockpit commands the extension. Setting the control lever to DOWN, the nose landing
The front cockpit landing gear control lever box is gear door solenoid valve liberates hydraulic pres-
sure to open the nose landing gear aft door, and the
provided with a locking pin that prevents landing
electro-valve of each leg is activated to release the
gear retraction if there is no electrical power or when
related hook and to extend the three legs. The land-
the aircraft is on the ground. This protection against
ing gears are locked in down position by means of
inadvertent retraction is overridden by pressing the
DWN LCK OVRD button and moving simultane- spring loaded eccentric linkages connected to the
ously the control lever to UP. The front and rear unlock actuator.
landing gear control levers are mechanically inter-
connected.
The main landing gears retract laterally inside the
wings with the attached doors, which cover only the
landing gear legs. Each main landing gear incorpo-
rates microswitches at the upper and lower position IF THE EMERGENCY BUS POWER IS
that send electrical signals relative to their condition, LOST (GENERATOR AND MAIN BATTERY
an air/ground microswitch on the shock absorber OUT) WITH HYDRAULIC PRESSURE, THE
that sends a signal relative to on ground or in flight NOSE LANDING GEAR AFT DOOR
aircraft condition, and a pancake landing indicator OPENS. IN THIS CASE, REDUCE SPEED
that bends in case of hard landing. TO 150 KCAS.
The nose landing gear retracts backward with the
attached forward door, which cover only the landing
gear leg. It also incorporates microswitches at the LANDING GEAR EMERGENCY
upper and lower position that send electrical signals EXTENSION
relative to its condition, a device that centers the
wheel during the landing gear retraction, and a In case of hydraulic system main circuit or emer-
shock absorber that prevents the occurrence of gency DC bus power failure, the landing gear can be
shimmy. A retractable aft door opens during the extended by means of an accumulator controlled by
gear movement and covers the wheel shelter at the the emergency extension control lever. Moving this
end of the cycle. lever from NORM to EMER DOWN position disables
The emergency extension can be performed for the normal operation of the landing gear and sup-
training purposes as the emergency accumulator is plies fluid under pressure from the accumulator to
rechargeable in flight. the extension line of all landing gear maneuver actu-
ators and to the nose landing gear aft door actuator.
In case of the emergency landing gear extension
training, after the landing gear legs are down and
NORMAL OPERATION OF THE locked, set the control lever to DOWN and hold the
LANDING GEAR emergency extension control lever in EMER DOWN
position until the EMER GEAR caution message is
The landing gear control lever has power over the deactivated (about 3 minutes), indicating that the
supply of energy to the landing gear electro-valve accumulator is recharged. Subsequently set the
and to the nose landing gear aft door solenoid valve. emergency extension control lever to NORM and
Setting the control lever to UP, causes the electro- the control lever to UP.

1-110 Revision 1
 TO 1A-29B(INT)-1

NOTE If the BEEP button on the landing gear control lever

There is no provision for the emergency box is pressed and all the landing gear legs are
retraction of the landing gear or emergency down and locked, a beep is transmitted in both
operation of the speed brake. VHF/UHF frequencies set on COM 1 and COM 2
formats.

LANDING GEAR WARNING SYSTEM

The LDG GEAR warning message is activated if NOSE WHEEL STEERING

one of the landing gear legs is not down and locked
and the following conditions occur simultaneously: The aircraft is equipped with a mechanical nose-
wheel steering, operated through the rudder pedals.
– Airspeed under 135 KCAS;
The steering remains connected as long as the
– Aircraft height below 1000 ft as indicated on the landing gear is extended, and is automatically dis-
radio altimeter, or the barometric altitude is below connected from the rudder pedals upon landing
5000 ft if no radar altimeter data is available;
gear retraction, thus leaving the pedals free to oper-
– Throttle behind 50° position (IDLE is equal to ate only the rudder.
30°). The system allows the nose landing gear wheel to
This warning message cannot be cancelled while turn 20° to either side of the aircraft center line.
the conditions above remain. The nose landing gear torque link is equipped with a
The LANDING GEAR voice message is inhibited quick disconnect shaft that enables the wheel to turn
when the A/A master mode is selected. freely during towing operations.

1-111
 ASSOCIATED CONDITION:

1-112
− AIRCRAFT ON THE GROUND
− HYDRAULIC SYSTEM PRESSURIZED TWIN
− LANDING GEAR DOWN AND LOCKED RESTRICTOR
VALVE
− ACCUMULATOR CHARGED

EMER
DOWN
UP
ONE−WAY
RESTRICTOR BEEP

VALVE DWN LCK

TO 1A-29B(INT)-1

SERVICING PANEL

LDG GEAR
UPLOCK OVRD

NORM
UNLOCK HIGH

Revision 1
BOX DOWN
RH MAIN
ACTUATOR PRESSURE BLEED
LANDING GEAR
VALVE VALVE
ACTUATOR
GAUGE

ONE−WAY
RESTRICTOR
VALVE PRESSURE
SWITCH

UPLOCK EMERGENCY
BOX LANDING GEAR
MANIFOLD

LANDING GEAR UP
EMERG GEAR
SELECTOR EICAS
TWIN LANDING GEAR DOWN VALVE
ONE−WAY
RESTRICTOR RESTRICTOR EMERGENCY ACCUMULATOR
NOSE VALVE VALVE SELECTOR
LANDING GEAR VALVE
EMERGENCY LANDING GEAR DOWN

LANDING GEAR DOWN

LANDING GEAR UP
ACTUATOR
EMERGENCY

Figure 1-45
OPEN DOOR
CLOSE DOOR
NOSE UNLOCK
DOOR SOLENOID EMERGENCY
LANDING GEAR ACTUATOR ACCUMULATOR
VALVE THERMAL MANIFOLD
DOOR ACTUATOR ISOLATION
VALVE RELIEF
VALVE
FROM
SCHEMATIC DIAGRAM

HYDRAULIC
SYSTEM TO
HYDRAULIC
RESERVOIR

LH MAIN
LANDING GEAR HYDRAULIC SYSTEM

LANDING GEAR
UNLOCK
ACTUATOR UPLOCK LEGEND
ACTUATOR
BOX

ONE−WAY PRESSURE LINE

RESTRICTOR
VALVE RETURN LINE

NITROGEN PRE−CHARGE

TWIN ELECTRICAL CONNECTION

RESTRICTOR
MECHANICAL LINKAGE
VALVE

EM314ENFM010243A.DGN
 TO 1A-29B(INT)-1

AIR/GROUND SENSORS AND

PANCAKE LANDING INDICATORS

AIR/GROUND
MICROSWITCH

AIR/GROUND
MICROSWITCH

PANCAKE
LANDING
INDICATOR
SK314ENFM010069.DGN

Figure 1-46

1-113
TO 1A-29B(INT)-1

STEERING CONTROL MECHANISM

STEERING
CONTROL HANDLE FORWARD CONTROL
PEDAL ASSEMBLY

AFT CONTROL
PEDAL ASSEMBLY

FORWARD
ROD HANDLE
AFT ROD TO THE RUDDER
ROD

ROLLER

STEERING
CONTROL ARM

EM314ENFM010222B.DGN

20°

20°

Figure 1-47

1-114 Revision 2
 TO 1A-29B(INT)-1

LANDING GEAR SYSTEM

CONTROLS AND INDICATORS

UP

4
BEEP

DWN LCK
5

OVRD

DOWN

1 6

EM314PTMV010059B.DGN

Figure 1-48 (Sheet 1 of 2)

1-115
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Emergency landing gear – In case of hydraulic or electrical failure, is used to extend the
extension control lever landing gear.

2. Gear locked down indication light – When illuminated, indicates that the corresponding landing
(green) gear leg is down and locked.

3. BEEP button – When pressed, transmits a continuous tone in the VHF/UHF

selected frequencies (set on COM 1 and COM 2 formats), indi-
cating that all landing gear legs are down and locked.

4. Landing gear control lever – Used to command the normal landing gear extension (DOWN)
and retraction (UP).

5. DWN LCK OVRD button – When pressed, overrides the protection against landing gear
retraction on the ground.

6. Gear in transit light – When illuminated, indicates that the position of the landing
(red) gear is not consistent with the lever position or that the nose
landing gear aft door is not closed with the gear retracted.

Figure 1-48 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
LANDING GEAR
WARNING WARN LDG GEAR
(CONTINUOUS)
WARN Configuration warning activated.

Emergency hydraulic system pressure

CAUTION,
CAUTION CAUT EMER GEAR
CAUTION.
(emergency accumulator) below
2000 ± 100 psi.

1-116
 TO 1A-29B(INT)-1

BRAKE SYSTEM LANDING GEAR WHEEL JAMMING AND

BLOW OUT OF TIRES.
The brake system consists of a normal brake and an
emergency/parking brake.
Each main landing gear is equipped with a multi-
disc brake assembly hydraulically actuated, EMERGENCY BRAKE OPERATION
mechanically retracted, and self-adjusted.
Energy for brake actuation is supplied by the aircraft The emergency and parking brake is used in normal
hydraulic system. operation to park the aircraft and in emergency, if
The brake system is provided with a wear indicator the hydraulic or normal brake fails. It is commanded
that provides a visual indication during the external through the parking brake handle in the front cockpit
inspection. instrument panel, which modulates the emergency
brake valve through a cable. The braking action is
equal in both wheels and is proportional to the
NORMAL BRAKE OPERATION handle displacement.
A locking device holds the handle in the actuated
The normal brake control valve delivers brake pres- position for parking purposes.
sure proportionally to the pressure applied to the The hydraulic accumulator, when fully charged,
brake pedal, thus enabling, to execute differential enables 6 full brake actuation and release or at least
pressure. 24 hours of parking brake application.
There is no braking priority between the cockpits, The EMER BRK caution message is activated when
that is, the brake system is actuated by the pilot that the pressure inside the hydraulic accumulator is
applies the greatest force on the brake pedals. under 2000 psi.
In order to warn the pilots that the emergency and
parking brake is applied, there is a BRAKE ON
green light located on both cockpits instruments
panel that illuminates when the emergency brake
THE BRAKE SYSTEM IS NOT EQUIPPED hydraulic circuit reaches a pressure equal or more
WITH ANTISKID PROTECTION. SUDDEN than 165 psi. This setting corresponds to the pres-
AND DISPROPORTIONABLE BRAKE sure that starts the brakes operation.
APPLICATION MAY CAUSE THE MAIN

Revision 1 1-117
TO 1A-29B(INT)-1

BRAKE SYSTEM SCHEMATIC DIAGRAM

EICAS
SERVICING PANEL
EMER BRK PRESSURE
GAUGE
CHARGING DISCHARGE
MASTER MASTER VALVE VALVE
CYLINDER CYLINDER

FRONT
COCKPIT

PRESSURE
SWITCH

EMERGENCY
ACCUMULATOR

MASTER MASTER
CYLINDER CYLINDER

REAR
COCKPIT

RETURN
LINE
CHECK
VALVE

PRESSURE EMERGENCY/PARKING
LINE BRAKE HANDLE

RESTRICTOR
P
VALVE THERMAL
U
L
L
RELIEF A
N
ISOLATION VALVE D
R
VALVE O
T
A
T
E

NORMAL EMERGENCY/
BRAKE PARKING BRAKE
VALVE VALVE

MAIN PANEL PRESSURE

SWITCH
BRAKE
SHUTTLE ON SHUTTLE
VALVE VALVE
EM314ENFM010128A.DGN

BRAKE LEGEND BRAKE

ASSEMBLY ASSEMBLY
NORMAL BRAKE LINE
EMERGENCY/PARKING BRAKE LINE
MECHANICAL LINKAGE
ELECTRICAL CONNECTION

Figure 1-49

1-118
 TO 1A-29B(INT)-1

BRAKE SYSTEM CONTROLS AND INDICATORS

BRAKE
P ON
U
L
L

A 2
N
D
R
O
T
A
T

EM314ENFM010070B.DGN
E

(FRONT COCKPIT ONLY)

CONTROLS/INDICATORS FUNCTION
1. Emergency/parking brake – Used to apply the emergency brake and to park the aircraft.
handle

2. BRAKE ON green light – Illuminates when the emergency/parking brake is applied and
the emergency brake hydraulic circuit reaches a pressure
equal to or higher than 165 psi.

Figure 1-50 (Sheet 1 of 2)

Revision 1 1-119
TO 1A-29B(INT)-1

BRAKE SYSTEM CONTROLS AND INDICATORS

NOTE
The pin measurement must be taken
with brake system pressurized.

EM314ENFM010219A.DGN
BRAKE WEAR PAD MEASUREMENT

PIN WITH 19.5 mm NO WEAR

FLUSH PIN FULLY WORN OUT BRAKE BRAKE WEAR

INDICATOR

Figure 1-50 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
CAUTION, Emergency brake system pressure (emer-
CAUTION CAUT EMER BRK
CAUTION. gency accumulator) below 2000 ± 100 psi.

1-120
 TO 1A-29B(INT)-1

FLIGHT CONTROL SYSTEM ELEVATOR

The elevator surface controls the aircraft pitch. It
The flight control system actuates on the aircraft lat- has a deflection of 18° up and 12° down.
eral, vertical, and longitudinal axes with the purpose This command is performed by the control stick for-
of controlling the pitch, yaw and roll movements, ward and backward movement, or by the elevator
respectively. trim tab switch, located on the control stick grip or by
The Flight Control System comprises the following the ELEV EMER switch in case of a runway.
subsystems: primary and secondary flight controls.

TRIM TABS
PRIMARY FLIGHT CONTROLS
Each surface has a trim tab electrically controlled
The primary flight controls comprises ailerons, rud- through a switch powered by the main DC bus.
der and elevator. The surfaces are actuated from EICAS format shows the elevator, aileron, and rud-
the front and rear cockpits through the conventional der trim tab positions.
control sticks and rudder pedals. They are mechan- The rear cockpit trim switches take precedence over
ically actuated by means of rods, bellcranks, and the front cockpit trim switches in case of actuation
cables. The front and rear control sticks, as well as disagreement.
the front and rear rudder pedals are mechanically
interconnected.
A gust lock control handle, located on the center ELEVATOR TRIM TAB
pedestal of the front cockpit, is used to lock the flight
controls when the aircraft is parked. Elevator trim tab, on the left elevator, is manually
controlled through a switch on the top of stick grip
and automatically controlled by the system to com-
pensate for the pitch up and down moments caused
AILERON by the speed brake extension or retraction.
The right elevator trim tab is mechanically hinged to
The LH (Left-hand) and RH (Right-hand) aileron the elevator to reduce pitch control forces.
surfaces control the aircraft lateral (roll) movement. The rear stick switch has priority over the front stick
It has a deflection of 17° up and 15° down. switch.
This command is performed by control stick lateral The system is provided with a timer relay that cuts
inclination movement and by the actuation of the off the power supply to the elevator trim tab 1.5 sec-
aileron trim switch, located on the control stick grip ond after a continuous actuation of the switch or a
in normal operation or by the AIL EMER switch in trim runaway. In case of trim runaway, the trim tab
case of a runway. can be controlled through the ELEV EMER switch
on the left console of the front cockpit.
When the airspeed is below 160 KCAS, the speed
control unit commands the actuator to operate at a
RUDDER maximum velocity of the elevator trim tab movement
and at a reduced velocity when the airspeed is
The rudder surface controls the aircraft yaw move-
above 160 KCAS.
ment. It has a deflection of 25° to each side and 23°
with the landing gear down.
This command is performed by the control pedal
AILERON TRIM TAB
assembly and with the actuation of the rudder trim
tab switch, located on the throttle. The aileron tabs have an automatic and a com-
The rudder pedals can be individually adjusted manded trim controlled, respectively, by the system
through a handle located on the center pedestal of and by the roll trim switch located on the top of the
both cockpit. stick grip.

Revision 2 1-121
TO 1A-29B(INT)-1

The automatic trim actuates in the left and right aile- ual mode when the airspeed is over 160 KCAS and
ron tabs by a kinematics of the mechanism and the the actuator is out of the limit for the current air-
commanded trim actuates only in the left aileron tab, speed (more than 20% left or more than 50% right).
accomplished by an electrically actuated mecha- When a reversion occurs, EICAS activates the
nism. MAN RUD T caution message. In this case, the air-
The system is provided with a timer relay that cuts speed shall be reduced to 160 KCAS or less to reen-
off the power supply to the aileron trim tab actuator gage the ARTU.
3.2 seconds after a continuous operation of the The rudder trim is provided with a timer relay that
switch or a trim runaway. cuts off the power supply to the rudder trim tab 1.2
In case of trim runaway, the trim tab can be con- seconds after a continuous operation of the switch
trolled through the AIL EMER switch on the left con- or a trim tab runaway.
sole of the front cockpit.
The rear stick switch has priority over the front stick
switch.
TRIM RUNAWAY PROTECTION TEST

ELEVATOR TRIM TAB

RUDDER TRIM TAB – Command the pitch and roll trim switch up or
down until the time relay stops the trim actuation.
The aircraft has a mechanical, a manual and an
– Keeping the pitch and roll trim switch actuated,
automatically trim controlled, respectively, by the
command the ELEV EMER switch in the same
system, by the rudder trim switch on the top of the
direction until the limit, then return to neutral.
throttle and by the Automatic Rudder Trim Unit
(ARTU).
The rear throttle switch has priority over the front AILERON TRIM TAB
throttle switch.
The mechanical trim actuates in the rudder tab by a – Command the pitch and roll trim switch to one
kinematics of the mechanism and the manual trim side until the time relay stops the trim actuation.
actuates in the rudder trim tab accomplished by an – Keeping the pitch and roll trim switch actuated,
electrically actuated mechanism. command the AIL EMER switch in the same
The ARTU has a function to compensate the propel- direction until the limit, then return to neutral.
ler torque in different conditions of airspeed, flaps
and external loads.
The ARTU is controlled through the AUTO RUD- RUDDER TRIM TAB
DER switch, located on the left console in both cock-
– Command the rudder trim switch to one side until
pits. It starts working when the aircraft speed is the time relay stops the trim actuation.
above 50 KCAS and is provided with a runaway pro-
tection that automatically reverts the unit to the man- – Trim the rudder trim by intermittent inputs and set
in takeoff position.

1-122
 TO 1A-29B(INT)-1

PRIMARY FLIGHT CONTROLS

AILERON

ELEVATOR

EM314ENFM010129A.DGN
AILERON RUDDER

ELEVATOR

Figure 1-51

1-123
TO 1A-29B(INT)-1

PRIMARY FLIGHT CONTROLS

CONTROLS AND INDICATORS

EM314PTMV010061.DGN
1

CONTROLS/INDICATORS FUNCTION
1. Pedal adjustment knob – When rotated clockwise, moves the pedals aft. If rotated coun-
terclockwise, moves the pedals forward.

2. Gust lock – When raised and latched onto the control stick, locks the con-
trol surfaces.

Figure 1-52

1-124
 TO 1A-29B(INT)-1

TRIM CONTROLS AND INDICATORS

EICAS
ON
+
EICAS MESSAGES 4 5 6
OFF −

TRIMS
AIL ELEV AUTO
EMER EMER RUDDER

DN ENGA

LH RH PWR
UP OFF
+ +

− −

PITCH
DOWN
1 2 3 TRIM

LEFT RIGHT
ROLL ROLL
TRIM TRIM
ROLL PITCH YAW
PITCH
UP
5 TRIM

AUTO RUDDER TRIM

ENGA 6
EM314ENFM010072B.DGN

PWR

OFF

Figure 1-53 (Sheet 1 of 2)

1-125
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Roll trim indicator – This indicator consists of a pointer moving on a semicircle
scale. The center corresponds to neutral position and each
mark represents 25% of trimming range.

2. Pitch trim indicator – This indicator consists of a pointer moving on a vertical scale
and digital readout. The center corresponds to the neutral posi-
tion and each mark represents 5 units of pitch.
3. Yaw trim indicator – This indicator consists of a pointer moving on a horizontal
scale. The center corresponds to the neutral position and each
mark represents 50% of trimming range to each side.
– With ARTU in manual mode for 5 seconds or more, the scale is
represented in green.
– With ARTU in manual mode for less than 5 seconds or in
AUTO mode, the scale is represented in green from 20% left to
50% right and in yellow in the rest of the range.

4. AIL EMER switch – It is a three-position switch that is spring loaded to the center
position. Moving the switch left or right trims the aircraft to the
related side in case of a roll trim runaway.
5. ELEV EMER switch – It is a three-position switch that is spring-loaded to the center
position. Moving the switch up or down trims the aircraft to
pitch-up or pitch-down in case of a pitch trim runaway.

6. AUTO RUDDER switch – It is a three-position switch that controls the auto rudder trim
unit. The AUTO RUDDER switch lever locks in OFF and PWR
positions and is spring loaded to PWR from ENGA position.
ENGA Engages the auto rudder trim.
PWR Energizes the auto rudder trim. The engagement is
enabled only if the AUTO RUDDER Switches in both
cockpits are set to this position.
OFF Turns off the rudder auto trim.
7. Pitch and roll trim switch – It is a five position switch that is spring loaded to the center
position. Moving the switch up, down, left, or right trims the air-
craft to the correlated position.

8. Yaw trim switch – It is a three-position switch that is spring loaded to the center
position and it is divided into two segments, which have to be
actuated together to provide command. Moving the switch left
or right trims the yaw to the related side.

Figure 1-53 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
CAUTION, Auto rudder trimming system off, or inopera-
CAUTION CAUT MAN RUD T
CAUTION. tive.

1-126 Revision 2
 TO 1A-29B(INT)-1

SECONDARY FLIGHT CONTROLS SPEED BRAKE

The speed brake is hydraulically actuated and elec-
The secondary flight controls comprise the wing
trically controlled through switches located in both
trailing edge flaps and a ventral speed brake panel.
cockpits throttle that are powered by the main DC
bus. In case of actuation disagreement, the switch in
the rear cockpit takes the precedence.
FLAPS The speed brake is mechanically locked in closed
position and hydraulically locked in open position,
Aircraft is equipped with single slotted type flaps on and its operation is inhibited when the centerline
the wing trailing edges. The flaps are actuated station ERU hook is closed or if there is store pro-
through linear actuators and flexible transmission grammed in the real inventory for the centerline sta-
shafts driven by an electrical motor connected to the tion.
main DC bus, and controlled through levers located The system commands automatically the actuation
on throttle base in both cockpits. of the elevator trim tabs to compensate pitch up and
The flap lever has two positions, UP and DN that down moments caused by the speed brake exten-
correspond to 0° and 20° positions, respectively. sion or retraction. This automatic trimming is inhib-
The flaps system has no asymmetry protection ited when the landing gear is locked down, and as
because the aircraft can be safely controlled even in long as the pitch trim is commanded through the
case of full flaps asymmetry. pitch and roll trim switch.
The flaps position is indicated on EICAS format. The EICAS format shows the speed brake position.

FLAPS AND SPEED BRAKE SYSTEMS

INSERIR FIGURA EM314ENFM010130B

SPEED BRAKE
PANEL
EM314ENFM010130B.DGN

FLAPS

Figure 1-54

1-127
TO 1A-29B(INT)-1

FLAPS SYSTEM CONTROLS AND INDICATORS

EICAS
ON
+
MENSAGENS NO EICAS
OFF −

FLAPS
UP
+ +

− −

EM314PTMV010063B.DGN

CONTROLS/INDICATORS FUNCTION
1. Flaps position indicator – A boxed white UP or green DOWN label indicates the current
flaps position.
– This window changes to white dashes when flaps are in transit
or if an indication failure is detected.

2. Flaps control lever – Commands flaps extension (DN) and retraction (UP).

Figure 1-55

1-128
 TO 1A-29B(INT)-1

SPEED BRAKE CONTROLS AND INDICATORS

EICAS MENSAGENS NO EICAS

ON
+

OFF −

SPDBRK

CLOSE

+ +

− −

EMER
SPEED BRAKE
CLOSE
OFF
NORMAL

EMER
SPEED BRAKE

CLOSE
OFF EM314PTMV010064C.DGN

NORMAL

Figure 1-56 (Sheet 1 of 2)

1-129
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Speed brake indicator – A boxed white CLOSED or green OPEN label indicates the
current speed brake position.
– This window displays “XXX” if an indication failure is detected.

2. Speed brake switch – It is a two-position switch in each cockpit that controls the
speed brake. The speed brake switch is spring loaded to the
full forward that corresponds to closed position and is held in
the full aft position, which corresponds to open position when
surpasses a detent.

3. EMER SPEED BRAKE switch – It is a three-position switch in the both cockpits that controls the
speed brake in case of the main DC bus failure. The EMER
SPEED BRAKE Switch lever locks in OFF and NORMAL posi-
tions and is spring loaded to OFF from CLOSE position.
CLOSE Enables to close the speed brake using power
from the emergency DC bus.
OFF De-energizes the solenoid valve, thus inhibiting the
speed brake normal operation through the speed
brake switch.
NORMAL Enables the speed brake normal operation through
the speed brake switch.

Figure 1-56 (Sheet 2 of 2)

1-130 Revision 1
 TO 1A-29B(INT)-1

PNEUMATIC SYSTEM
AIR BLEED MONITORING
The pneumatic system controls the hot air bleeding
from engine compressor to supply other systems. A bleed air leak indicating system, composed of
The air is bled from the engine compressor through eight thermal switches installed along the air bleed
the high-pressure stage port (P3.0) if the static pres- ducts, detects leak of hot air and send a signal to
sure is less than 48 psig or from the low-pressure activate the BLD LEAK warning message.
stage port (P2.5) if the high-pressure stage static A temperature sensor installed in the air bleed duct,
pressure is over 58 psig. downstream the EBV, monitors the temperature in
Bleeding from the high pressure stage is also the air inlet of the air cycle machine. If the air bleed
selected when the windshield de-icing system is temperature becomes excessive, the sensor sends
activated, regardless the pressure sensed. a signal to activate the BLD OVHT caution mes-
Downstream the P3.0, the air bleed ducting supplies sage.
air to the windshield and canopy sealing system and
downstream the junction of P3.0 and P2.5 lines, the
air bleed ducting supplies pressurized hot air to the WINDSHIELD AND CANOPY
windshield de-icing system through the windshield SEALING SYSTEM
de-icing valve.
Proceeding the air distribution line, the air bleed The sealing system receives air bled from the
ducting supplies the environmental control system engine to inflate the seals between the aircraft struc-
through the Engine Bleed Valve (EBV). ture and the windshield and canopy structure when
Additionally to AIR COND and OBOGS switches, the aircraft is flying (air/ground microswitches
the EBV is also controlled by the FUEL/HYDR extended) or on ground with the throttle in IDLE or
/BLEED SHUTOFF switch; engine bleed release beyond.
relay that allows the EBV opening after completion To maintain a proper sealing, the system uses a cal-
of the engine starting cycle (when the IGN message ibrated orifice restriction to limit airflow. The pres-
disappears from the EICAS format); and MASTER sure inside the seal is maintained within the limits
BLEED switch that overrides all bleed valves and through the pressure regulating valve, which con-
the windshield de-icing shutoff valve when set to trols the pressure at 22 ± 1 psig, and a check valve
OFF. prevents a quick depressurization of the seal in case
In case of loss of electrical or pneumatic power, the of sudden loss of bleed air.
EBV closes regardless the AIR COND and OBOGS The sealing system also reduces the noise level
switches positions. inside the cockpit.

Revision 1 1-131
TO 1A-29B(INT)-1

ENGINE BLEED SYSTEM

SCHEMATIC DIAGRAM
OBOGS OBOGS
SWITCH SWITCH
WSHLD SWITCH AIR COND
(FRONT COCKPIT) (REAR COCKPIT)
SWITCH
WSHLD
AIR COND
START
MASK MASK
SET ON
OFF
BIT BIT

ON ON
OFF

NOTE OFF OFF

LEAK DETECTORS ARE INSTALLED

ALONG ALL THE LINES TO
INDICATE DUCT LEAK.

BLD LEAK
LEAK DETECTOR
EICAS

MASTER BLEED MASTER BLEED

FUEL/HYDR/BLEED SHUTOFF
SWITCH
SWITCHES
(REAR COCKPIT)
ON
TO THE WINDSHIELD FUEL / HYDR / FUEL / HYDR /
AND BLEED SHUTOFF
OPEN
BLEED SHUTOFF

EMER
CANOPY SEALING OFF OPEN

SYSTEM OPEN

CLOSE CLOSE

WS DEICE
(REAR
EICAS (FRONT
THRUST COCKPIT)
COCKPIT)

ENGINE HIGH−PRESSURE STAGE

PRESSURE SWITCH WINDSHIELD
DE−ICING
SYSTEM
DE−ICING SYSTEM BLD OVHT
SHUTOFF VALVE
FUEL
EICAS
OPEN/CLOSED SIGNAL
P3.0
IN.
VENTURI
316 ± 8°C
P > 58 PSIG
P < 48 PSIG TO THE
HIGH−PRESSURE MAIN DUCT ENVIRONMENTAL
STAGE AIR BLEED CONTROL SYSTEM
P2.5
SHUTOFF VALVE (ECS)
(HSV)
LOW−PRESSURE STAGE
CHECK VALVE (LSCV) AUXILIARY
DUCT

ENGINE BLEED SHUTOFF AND PRESSURE

ENGINE BLEED RELEASE REGULATING, VALVE (EBV)
RELAY
EM314ENFM010113A.DGN

MAIN BLEED DUCT

PRESSURE DUCT
ELECTRICAL CONNECTION

Figure 1-57

1-132
 TO 1A-29B(INT)-1

WINDSHIELD AND CANOPY SEALING SYSTEM

SCHEMATIC DIAGRAM

FROM THE
ENGINE AIR CANOPY
BLEED LINE SEALING
WINDSHIELD
SEALING

EXTERNAL PRESSURE
SUPPLY PRESSURE
GAUGE (SYSTEM TEST)

CALIBRATED CHECK PRESSURE

ORIFICE VALVE REGULATING
VALVE SOLENOID
22 ± 1 PSI VALVE
HIGH−PRESSURE STAGE

SK314ENFM010086.DGN
AIR BLEED SHUTOFF EXTERNAL PRESSURE
VALVE (HSV) SUPPLY PORT
(SYSTEM TEST)

TO THE PNEUMATIC
SYSTEM

Figure 1-58

1-133
TO 1A-29B(INT)-1

ENVIRONMENTAL CONTROL AIR DISTRIBUTION AND DEFOGGING

SYSTEM
SYSTEM (ECS)
The conditioned air is discharged into the cockpit
The Environmental Control System (ECS) receives through four gaspers and two outlets located as fol-
hot air bleed from the high and low-pressure stages lows: one gasper on each side of the instrument
of the engine compressor that is controlled by pneu- panel, one gasper on each cockpit sidewall, and one
matic system to supply the following aircraft sys- uncontrolled outlet on each side of cockpit, at the
tems: pilot´s feet level.
The conditioned air is also distributed through one
– Air Conditioning System (ECU);
manifold on the front instrument panel and two out-
– Cabin Pressurization System; lets located behind the front seat, which have the
– Anti-g Suit Pressurization; function of preventing windshield and canopy fog-
– On-Board Oxygen Generation System (OBOGS); ging.
The ECS also includes:
– Emergency Ventilation System;
NOTE
– Electronic Compartment Ventilation.
Set the TEMP knob to COLD before descend-
ing. This causes the air to become dry and
prevents fogging.

ENVIRONMENTAL CONTROL UNIT

(ECU)
RECIRCULATION FAN
The Environmental Control Unit is the main compo-
nent of the environmental control system, where the The cabin air distribution system incorporates one
hot and pressurized bled air is cooled, dried out and air recirculation fan that permits the recirculation of
depressurized before being mixed with hot air the cabin return air, providing a high ventilation flow.
dosed in accordance with TEMP knob and TEMP This fan is powered with 28 V DC from main DC bus
mode switch settings, and delivered to the cabin and is controlled through the RECIRC FAN switch.
through the distribution ducts. Besides, the TEMP
knob and the TEMP mode switch, the ECU is con-
trolled through the AIR COND switch.
Inside the ECU the heat exchangers use outside air
if the aircraft is flying or a fan if it is on ground to cool
the air. THE AIR CONDITIONING SYSTEM MUST
Immediately downstream each heat exchanger, two NOT BE TURNED ON WITH THE RECIR-
ports deviate part of the pressurized air to supply the CULATION FAN ON.THE RECIRCULATION
OBOGS and the anti-g system. FAN CAN BE TURNED ON ONE MINUTE
A thermal switch monitors the air temperature; if the AFTER THE AIR CONDITIONING SYSTEM
temperature becomes excessively high, it sends a IS TURNED ON. THIS IS TO PREVENT AN
signal to activate the AIR COND caution message, EXCESSIVE ICE FORMATION ON THE
indicating that the primary heat exchanger failed or DISTRIBUTION DUCTS.
the air bled is overheated in flight, or the cooling fan
failed on ground.
NOTE
TEMPERATURE CONTROL
If the ground cooling fan fails in the ground,
the main heat exchanger will have not enough The cockpit temperature is controlled through the
cooler capacity and may cause an ECU fail- knobs and switches of the ECS control panel
ure. located on front cockpit right console.
The cockpit temperature is controlled by means of

1-134 Revision 1
 TO 1A-29B(INT)-1

the TEMP knob directly when the system is in man- ELECTRONIC COMPARTMENT
ual mode or through the electronic temperature con-
VENTILATION
trol in automatic mode.
The TEMP knob controls the Temperature Control
The aircraft is provided with an electronic compart-
Valve (TCV), which regulates the hot air flow and
ments. The electronic compartment ventilation sys-
commands the Temperature Control Slave Valve
tem is completely automated, requiring no action to
(TCSV) to reduce the cold air flow when it liberates
be carried out by the pilots.
the hot air flow.
In normal operation, the electronic compartment is
Depending on the air humidity and the air condition-
cooled by the air exhausted from the cockpit,
ing system configuration, ice particles may come
through the pressurization control valves installed
from the air outlets. In this case, set TEMP knob to
on the rear pressure bulkhead.
increase the temperature.
The outside air used for cooling the equipment
passes through the inlet grill installed on the lower
wall of the electronic compartment and is dis-
EMERGENCY VENTILATION charged overboard through the outlet grill installed
SYSTEM on the aircraft upper side.
On ground, this compartment is ventilated by one
The cabin can also be ventilated with outside air recirculation fan and three exhaust fans. The recir-
through a ram air inlet, which can provide fresh out- culation fan and one exhaust fan are turned on
side air in case of air conditioning system failure or when the temperature inside the electronic com-
for purging smoke from the cockpit. partment reaches 25ºC. As the temperature
A black and yellow striped handle identified with the reaches 40ºC, the other two exhaust fans are also
label RAM AIR, located in the lower region of the turned on.
instrument panel, commands the depressurization In case of overheat inside the electronic compart-
valve and emergency ventilation valve. ment, the ELEK OVH caution message is activated.

Revision 1 1-135
TO 1A-29B(INT)-1

ENVIRONMENTAL CONTROL SYSTEM

SCHEMATIC DIAGRAM

SKIN TEMPERATURE ENGINE NACELLE

SENSOR LOW−PRESSURE
BLEED
HIGH−PRESSURE
TEMPERATURE BLEED TO THE
CONTROL WINDSHIELD
AND CANOPY
TEMP
ECS
AIR COND
SEALING
ON
SYSTEM
CABIN TEMP.
OFF
SENSOR
COLD HOT
RECIRC FAN PRESSURE
AUTO ON
SWITCH
MAN OFF LOW−PRESSURE STAGE
CHECK VALVE (LSCV)

RECIRCULATION HIGH−PRESSURE STAGE

TO THE WINDSHIELD AIR BLEED SHUTOFF
FAN DE−ICING VALVE (HSV)
DE−ICE SHUTOFF
VALVE ENGINE BLEED SHUTOFF AND
PRESSURE REGULATING
SERVICE VALVE (EBV)
DUCT PRESSURE
TEMP. DUCT TEMP. REGULATOR 1/2 IN.
SENSOR LIMITER (79/91°C) VENTURI
TEMPERATURE
TO DISTRIBUTION CONTROL 3/4 IN.
VALVE ORIFICE
BLD OVHT
THERMAL
SWITCH EICAS
(316°C)
GROUND THERMAL
CONDITIONED AIR PRESSURIZATION SWITCH AIR COND
CHECK VALVE TEST PORT (218°C)
EICAS

CONDENSER RAM AIR

INLET
WATER GROUND
EXTRACTOR COOLING
AIR CYCLE FAN
MACHINE
DUAL HEAT
TURBINE EXCHANGER
INLET CONTROL
WATER SPRAY
CONTROL UNIT
NOZZLE
UNIT VALVE

TO
OBOGS

TO ANTI−G
ENVIRONMENTAL
CONTROL UNIT

SOLENOID OVERBOARD
SK314ENFM010081.DGN

CONTROLLER
OBOGS CHECK
TEMPERATURE CONTROL VALVES
SLAVE VALVE

Figure 1-59

1-136
 TO 1A-29B(INT)-1

ENVIRONMENTAL CONTROL SYSTEM

CONTROLS AND INDICATORS

2 3

ECS
TEMP AIR COND

ON

1
OFF

COLD HOT
RECIRC FAN
AUTO ON

MAN OFF

5 4

RAM AIR
MASTER BLEED

ON

EM314PTMV010065A.DGN
OFF

Figure 1-60 (Sheet 1 of 2)

1-137
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Emergency RAM AIR handle – When pulled, depressurizes the cockpit and opens the ram air
inlet to provide emergency ventilation to the cockpit.

2. TEMP knob – Allows to set a desired temperature if the air conditioning sys-
tem operates in automatic mode, or a fixed TCV opening if the
system operates in manual mode.

3. AIR COND switch – It is a two-position switch:

ON Opens the EBV, enables the operation of the high-
pressure stage bleed shutoff valve and turns on the
ECU.
OFF Enables the closing of the EBV and high-pressure
stage bleed shutoff valve and turns off the ECU.
4. RECIRC FAN switch – Controls the recirculation fan and has two positions:
ON Turns on the recirculation fan.
OFF Turns off the recirculation fan.

5. TEMP switch – Selects the air cycle machine operation mode and has two
positions:
AUTO The temperature control receives inputs from the duct,
cabin and skin temperature sensors, and continuously
actuates to keep the cockpit temperature according to
the position selected on TEMP knob. In this mode, the
temperature limits are approximately 15°C in cold
position and 32°C in hot position.
MAN The TCV opening is kept fixed in a direct relation with
the TEMP knob position, disregarding the signals from
the sensors. The pilot must adjust the TEMP knob if the
environmental conditions change.

DURING THE OPERATION IN MANUAL MODE, AVOID

THE SELECTION OF EXTREME COLD AND HOT POSI-
TIONS, SO AS NOT TO HAVE EXTREMELY HIGH OR
LOW TEMPERATURES IN THE SYSTEM.

6. MASTER BLEED switch – It is a guarded switch with two positions:

(rear cockpit) ON The bleed valves are controlled through the controls in
the front cockpit.
OFF Overrides the front cockpit controls, shutting off the
bleed valves and windshield de-icing shutoff valve.

Figure 1-60 (Sheet 2 of 2)

1-138
 TO 1A-29B(INT)-1

CABIN PRESSURIZATION SYSTEM pressure transducer inside the cabin, which sends a
signal to EICAS, whose format displays the cabin
The cabin pressurization system is fully automatic altitude in a digital readout.
and does not require any crew action during normal When the cabin altitude reaches 16000 ft and
operation. It uses the conditioned air for the cabin exceeds 25000 ft, the CAB ALT caution and warn-
pressurization, which is maintained less than 5.45 ing messages are activated respectively. If the dif-
psi by regulating the air outflow to the electronic ferential pressure exceeds 5.75 psi, a pressure
compartment through the control and safety valves. switch sends a signal to the EICAS that activates
Figure 1-62 shows the cabin pressurization chart. the CAB PRES warning message.
The system can quickly depressurize the cabin, thus
keeping the differential pressure inside the limits NOTE
during fast diving. During a nonpressurized flight with the RAM
When the RAM AIR handle is actuated, the cabin is AIR valve open, the cabin remains slightly
depressurized and the cabin altitude is kept slightly pressurized due to the stagnation of ram air.
below the aircraft actual altitude caused by impact This causes a small reading difference
air. between the aircraft altitude and the cabin alti-
The cabin pressurization is monitored by means of a tude.

COCKPIT PRESSURIZATION CONTROL SYSTEM

SCHEMATIC DIAGRAM

LV Y
VA FET
E

EICAS AMBIENT PRESSURE

SA

EICAS
RAM AIR AIR FILTER
HANDLE
RAM AIR
LV OL

VALVE
RAM AIR
VA TR
E

HANDLE
N

TEST PORT
CO

PRESSURE
TRANDUCER
DIFFERENTIAL AMBIENT PRESSURE
PRESSURE
SWITCH
AMBIENT
AMBIENT
PRESSURE
PRESSURE
EM314ENFM010131A.DGN

PRESSURE DISCHARGE LINE

ELECTRICAL CONNECTION

PRESSURIZED AREA

Figure 1-61

Revision 1 1-139
TO 1A-29B(INT)-1

COCKPIT PRESSURIZATION SCHEDULE

40000
FT
35000
C RA DE
R U
AI LTIT
30000 A

in.
25000 E /s q.
UR − lb
E SS AL
I
PR NT
20000 R E
CABIN ALTITUDE − ft

F FE 0
DI
1

15000 2

4
10000 5

6
7500
CABIN ALTITUDE 7

5000 8

10

SL (SEA
LEVEL)
SL (SEA LEVEL) 5000 10000 15000 20000 25000 30000 40000
35000
AIRCRAFT ALTITUDE − ft
MAXIMUM OPERATIONAL
ALTITUDE

NOTE
THE CABIN REMAINS UNPRESSURIZED UP TO AN AIRCRAFT ALTITUDE OF 7500 ft. IN THIS CONDITION, THE CABIN
ALTITUDE IS SLIGHTLY LOWER THAN THE AIRCRAFT ALTITUDE DUE TO THE AIR CONDITIONING SYSTEM OPERATION
AND DUE TO CHARGE LOSS THROUGH THE CONTROL AND SAFETY VALVES, WHICH REMAIN OPEN.
EM314ENFM010132B.DGN

BETWEEN 7500 AND 22000 ft OF AIRCRAFT ALTITUDE, THE CABIN ALTITUDE IS MAINTAINED AT 7500 ft (5.45 PSI).
BETWEEN 22000 AND 35000 ft OF AIRCRAFT ALTITUDE, A CABIN PRESSURE DIFFERENTIAL OF 5.0 PSI IS
MAINTAINED.
ABOVE 7500 ft OF AIRCRAFT ALTITUDE, THERE IS A 1000−ft TOLERANCE DUE TO THE INDICATION RESOLUTION.

Figure 1-62

1-140
 TO 1A-29B(INT)-1

PRESSURIZATION SYSTEM
CONTROLS AND INDICATORS

EICAS
ON
+ 1
OFF −
EICAS MESSAGES

CAB ALT

28500
+ +

− −

SK314ENFM010085.DGN
CONTROLS/INDICATORS FUNCTION
1. Cabin altitude indication – Digital readout ranges from –7000 to 40000 ft with a resolution
of 500 ft.
– Digits Colors:
Green below 16000 ft normal operation.
Yellow from 16000 to 25000 ft yellow digits.
Red above 25000 ft inverse video.

Figure 1-63

1-141
TO 1A-29B(INT)-1

ANTI-G SYSTEM The system incorporates an anti-g hose provided

with a quick-disconnect connection on the cockpit
The anti-g valve in each cockpit is the main compo- left console. In case of ejection, the system is auto-
nent of this system. It regulates the air bled down- matically disconnected from the anti-g suit. A test
stream either primary or secondary heat exchanger button, located on the anti-g valve, allows to check if
to inflate the crew member anti-g suit according to the system is pressurizing.
the load factor.

ANTI-G SYSTEM SCHEMATIC DIAGRAM

ANTI−G
SUIT
ANTI−G
QUICK−DISCONNECT VALVE
FITTING

BLEED AIR FROM THE

AIR CONDITIONING
SYSTEM

INSERIR FIGURA EM314 ENFM 010214 NOVA

ANTI−G
SUIT ANTI−G
VALVE
QUICK−DISCONNECT
FITTING

EM314ENFM010214A.DGN

Figure 1-64

1-142
 TO 1A-29B(INT)-1

ANTI-G SYSTEM CONTROLS AND INDICATORS

PRESSURE
RELIEF
VALVE

ANTI−G
VALVE

EM314ENFM010076F.DGN

CONTROLS/INDICATORS FUNCTION
1. Anti-g test button – When pressed with the air conditioning or oxygen system is on,
causes the anti-g suit inflation.
2. Anti-g suit quick-disconnect fitting – Connects the pilot's anti-g suit to the system.

Figure 1-65

Revision 2 1-143
TO 1A-29B(INT)-1

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHTS
Duct leak in the bleed line and a temperature
WARNING, higher than 91°C (195°F) in the duct region.
WARN BLD LEAK WARN
WARNING. The message is deactivated when the temper-
ature in the region reaches 79°C (175°F).
WARNING
CABIN,
WARN CAB ALT
CABIN.
WARN Cabin pressure altitude exceeds 25000 ft.

CABIN, Cabin differential pressure higher than 5.75

WARN CAB PRES WARN
CABIN. psi.
High bleed air temperature downstream the
Engine Bleed Valve (EBV). The thermal
CAUTION,
CAUT BLD OVHT
CAUTION.
switch is set to activate the caution message
at 316 ± 8°C (600 ± 15°F) and deactivate it at
282 ± 8°C (540 ± 15°F).
A failure (overheat) was detected in the envi-
ronmental control unit. The thermal switch
CAUTION CAUTION,
CAUT AIR COND
CAUTION.
activates the message whenever the temper-
ature at the compressor outlet reaches 218 ±
8°C (425 ± 15°F).
CAUTION,
CAUT CAB ALT
CAUTION.
Cabin pressure altitude reaches 16000 ft.

CAUTION, The temperature inside the electronic com-

CAUT ELEK OVH
CAUTION. partment has reached 71°C.

1-144
 TO 1A-29B(INT)-1

OXYGEN SYSTEM put. If it goes under a safety level, the OXYGEN

warning message is activated by EICAS.
The EICAS also activates the FWD OXY or AFT
The aircraft oxygen system comprises an On-board
OXY on EICAS, if the oxygen switch is set to ON
Oxygen Generating System (OBOGS) for normal
and the system stops sensing the pilot's breathing
operation and an emergency oxygen cylinder on the
for 15 seconds or if the air flows through the mask
ejection seat, which can be used in case of ejection,
OBOGS failure, or an emergency that requires its continuously for more than 15 seconds, provided
use. that the seat firing handle safety pin is removed from
the relevant cockpit ejection seat.
An oxygen flow indicator, labeled OXY FLOW,
located on the left inclined console, indicates if the
pilot is breathing air from either the normal or the
emergency system.
Additionally to the oxygen flow indicator, the EICAS
activates alerting messages whenever an OBOGS
failure occurs, the pilot is not breathing through the
mask, or the self-test (BIT) is running. IF OXYGEN WARNING MESSAGE IS ACTI-
VATED, THE OBOGS OPERATION IS NOT
RELIABLE. IN THIS CASE, DESCEND TO
12000 FT OR BELOW.
ON-BOARD OXYGEN GENERATING
SYSTEM (OBOGS)
The OBOGS provides the pilots with a continuous
supply of enriched gas and comprises the following CONCENTRATOR
main components: The concentrator receives bleed air from the air con-
– Concentrator. ditioning pack (downstream of the heat exchanger)
– Seat-mounted oxygen regulator control panel. and separates it into oxygen and nitrogen.
The bleed air enters the concentrator and passes
– Oxygen quick disconnect connector.
through a particle filter/water separator. The air is
– Oxygen flow indicator. then supplied to the combination shutoff valve/pres-
The OBOGS is electrically controlled through the sure reducer located just after the filter.
Oxygen Switch and the MASK/BIT switch of the oxy- Inside the concentrator the slide valve alternately
gen regulator control panel located on the left side of delivers air at short intervals to two molecular sieve
the ejection seat. beds, in such a way that when one bed is pressur-
The air bled from the engine is taken immediately ized to separate the oxygen molecules from the
downstream the primary or secondary heat nitrogen, the other bed is vented to ambient area to
exchanger to meet the OBOGS inlet pressure purge the nitrogen. The oxygen enriched breathing
requirements. gas from the concentrator is delivered to the pilots
Part of this air is processed in the concentrator, through individual oxygen regulators and personal
where nitrogen is separated from the oxygen and oxygen masks.
purged overboard. After leaving the concentrator, An oxygen monitor, installed inside the concentra-
the oxygen-enriched air goes to the oxygen regula- tor, uses an oxygen sensor to sample and measure
tor that limits the pressure according to the current the oxygen partial pressure in the oxygen enriched
cabin altitude. gas. If the oxygen partial output pressure drops
An oxygen monitor inside the OBOGS concentrator below a safe level, a warning message appears on
is powered with 28 V DC from the main DC bus. It the EICAS, HUD, and an aural message is acti-
monitors the oxygen pressure at the OBOGS out- vated.

Revision 1 1-145
TO 1A-29B(INT)-1

OXYGEN SYSTEM

NOTE
THE OXYGEN FLOW INDICATOR IS LOCATED ON THE LEFT SIDE INCLINED
CONSOLE, AND IS ACTIVATED BY THE CONCENTRATOR

OXYGEN
CONCENTRATOR
PILOT/SEAT QUICK−DISCONNECT
CONNECTOR

EMERGENCY
LEVER

PILOT/SEAT QUICK−DISCONNECT
CONNECTOR

EMERGENCY
LEVER EMERGENCY
OXYGEN
SYSTEM
CYLINDER

OXYGEN
REGULATOR

PILOT/SEAT QUICK−DISCONNECT
CONNECTOR

OXYGEN FLOW
INDICATOR

EMERGENCY
OXYGEN
SYSTEM
OXYGEN CYLINDER
EM314ENFM010077A.DGN

REGULATOR
OXYGEN FLOW SEAT/AIRCRAFT QUICK−DISCONNECT
INDICATOR CONNECTOR

Figure 1-66

1-146
 TO 1A-29B(INT)-1

CONCENTRATOR SCHEMATIC DIAGRAM

AIR
SUPPLY

PARTICLE FILTER/
WATER SEPARATOR

PRESSURE
REGULATOR/SHUTOFF
VALVE

SLIDE
VALVE INLET

SLIDE
POSITION A POSITION B

PURGE
EXHAUST

MOLECULAR MOLECULAR
SIEVE SIEVE
BED BED
1 2

PURGE
ORIFICE

CHECK CHECK
VALVE VALVE

PLENUM

AURAL
LOW OXYGEN OXYGEN
HUD
PARTIAL PRESSURE MONITOR
EICAS
EM314ENFM010216B.DGN

OXYGEN
OUTPUT TO
REGULATOR

Figure 1-67

Revision 1 1-147
TO 1A-29B(INT)-1

OXYGEN SYSTEM SCHEMATIC DIAGRAM

BLEED AIR FROM THE AIR

CONDITIONING SYSTEM
EICAS
ON
+

OFF −

SEAT/AIRCRAFT ELECTRICAL
SYSTEM QUICK−DISCONNECT
SEAT/AIRCRAFT ELECTRICAL
CONNECTOR
SYSTEM QUICK−DISCONNECT
MAN/SEAT OXYGEN MAN/SEAT OXYGEN CONNECTOR
QUICK−DISCONNECT QUICK−DISCONNECT
CONNECTOR CONNECTOR + +

− −

OXY FLOW OXY FLOW EMERGENCY

OXYGEN
CYLINDER

SEAT/AIRCRAFT
TO THE EMERGENCY QUICK−DISCONNECT
ANTI−G OXYGEN REGULATOR CONNECTOR
SYSTEM REGULATOR CYLINDER
CABIN ON/OFF SWITCH

AIRCRAFT CABIN OXYGEN FLOW INDICATION

PRESSURE
SEAT/AIRCRAFT (MONITOR

SK314ENFM010091.DGN
SENSOR
QUICK−DISCONNECT SUBASSEMBLY) OXYGEN CONCENTRATION LOW
LINE
CONNECTOR LEVEL
CONCENTRATOR CONCENTRATOR OUTPUT
PRESSURE
BLEED AIR INLET
SEFT−TEST FAULT SIGNAL

Figure 1-68

EMERGENCY OXYGEN SYSTEM to the oxygen regulator inlet. From this point, the
oxygen follows the same path of the oxygen pro-
The aircraft is also equipped with an emergency duced by the OBOGS.
oxygen system composed of a high pressure cylin-
der installed on the ejection seat, which can be used
in case of ejection, OBOGS failure, or an emer- OBOGS TESTS
gency situation that requires its use.
The concentrator includes a Controller/Monitor
NOTE (CM) that controls and monitors the concentrator
The emergency oxygen cylinder duration is and performs the following tests (BIT):
approximately 10 minutes.
– Power-up BIT – When OBOGS is energized the
CM start a series of electronic checks to know if
the monitor is operating properly. At the begin-
Pulling the emergency oxygen handle located on ning of the BIT, OXYGEN warning and OXYBIT
the left side of the ejection seat, the cylinder seal is advisory messages remain on EICAS format for
ruptured and oxygen under pressure starts flowing 25 seconds as part of the check. The OXYBIT

1-148
 TO 1A-29B(INT)-1

advisory message may remain displayed for 3 NOTE

more minutes if the supply line is pressurized. A momentary fault with the activation of the
After the completion of the test, if a fault is OXYGEN warning message may be corrected
detected, OXYGEN warning message is acti- activating an Initiated BIT.
vated.
– Continuous BIT – This test is performed by the
oxygen monitor during normal operation. If the
partial oxygen pressure drops to a value less than
OBOGS PERFORMANCE
182 mm Hg, OXYGEN warning message is acti-
vated. The Figure 1-69 shows the oxygen concentrations
supplied to the pilots. The oxygen concentration
– Initiated BIT – This test is activated by the pilot to
increases as the altitude increases. As the excess
check the system. Both OXYGEN warning and
oxygen may cause physiological damage to the pilot
OXYBIT advisory messages are displayed and
when performing high “g” maneuver below 15000 ft,
go out if the test is successful. After the comple-
the system limits the concentration at a maximum of
tion of the test, if a fault is detected, OXYGEN
warning message is activated. 70% until the cabin altitude reaches this value.

OBOGS PERFORMANCE

100

90

80
OXYGEN CONCENTRATION − %

MAXIMUM
70

MAXIMUM DESIRED
60

50
160 mm Hg
182 mm Hg

40

UM
N IM
30 MI
SK314ENFM010092.DGN

20
0 5000 10000 15000 20000 25000 30000 35000 40000
CABIN ALTITUDE − ft

Figure 1-69

1-149
TO 1A-29B(INT)-1

OXYGEN SYSTEM
CONTROLS AND INDICATORS

OXY FLOW
1

MASK

2
BIT

ON

OFF

ASSENTO EJETÁVEL
EM314PTMV010024C.DGN

Figure 1-70 (Sheet 1 of 2)

1-150
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Oxygen flow indicator – It is an elliptical green indicator inscription OXY FLOW that illu-
minates at the pilot's breathing rate.
2. MASK/BIT switch – It is a three-position switch spring loaded to the center that is
used to test the flow to the mask and activates the Initiated BIT:
MASK Momentarily setting to this position, the system
releases air for the pilot to test the mask operating
conditions and its attachment.
BIT Momentarily setting to this position, activates the
oxygen system self-test (BIT).
3. Oxygen switch – It is a two-position switch that turns on and off the OBOGS:
ON Turns the concentrator on and releases air flow from
the OBOGS.
OFF Turns the OBOGS concentrator off and closes the
shutoff valve of the oxygen regulator, thus cutting off
the air flow to the pilot's mask. In this case, if the
emergency oxygen cylinder is actuated, the oxygen
flow to the pilot's mask continues normally.

4. Emergency oxygen handle – When pulled, releases the oxygen flow from the emergency
oxygen cylinder.

Figure 1-70 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
OBOGS failure (partial oxygen concentration
OXYGEN, pressure below 182 mm Hg).
WARN OXYGEN WARN
OXYGEN. This message is also activated during the
power-up BIT and initiated BIT.

WARNING
Failure of the front cockpit oxygen regulator or
the system does not sense the pilot's breath-
OXYGEN, ing for more than 15 seconds.
WARN FWD OXY WARN
OXYGEN. For this message to be activated, the safety
pin of the front ejection seat firing handle must
be removed.
Failure of the rear cockpit oxygen regulator or
the system does not sense the pilot's breath-
OXYGEN, ing for more than 15 seconds.
WARN AFT OXY WARN
OXYGEN. For this message to be activated, the safety
pin of the rear ejection seat firing handle must
be removed.
ADVISORY OXYBIT BIT in progress.

Revision 1 1-151
TO 1A-29B(INT)-1

ICE PROTECTION SYSTEM WINDSHIELD DE-ICING SYSTEM

The Ice Protection Systems comprises the propeller The windshield de-icing system operates by blan-
de-Icing system, windshield de-Icing system, pitot keting the canopy outer surface with a protective
tube/static ports heating system and TAT sensor layer of high velocity and high temperature air that
heating system. The engine air inlet inertial separa- removes ice and prevents the build up of a new ice
tion system also provides adequate protection layer. The system is supplied with air bled from the
against ingestion of ice. engine high pressure stage.
These systems have been designed and developed The windshield de-icing system is controlled by the
to enable the aircraft climbing and descending WSHLD switch, in the front cockpit right console,
through moderate icing conditions. which opens a shutoff valve for 30-seconds when is
set momentarily to START, enabling the hot air flow
pressurized through a diffuser nozzle that dis-
charges this air in front of the windshield, thus melt-
PROPELLER DE-ICING SYSTEM ing and removing any accumulated ice. The system
can be activated as many times as required to
An electro thermal de-icing system applies heat to obtain the desired ice removal. The WS DEICE
the propeller blade surface where ice accumulation advisory message is displayed on EICAS format as
long as the system is on.
usually occurs, making easy the ice removal by the
This system becomes unavailable if MASTER
centrifugal force.
BLEED switch in the rear cockpit is set to OFF. The
This system operates pulsing electrical power alter-
system is inhibited if the aircraft is on ground or dur-
nately to the inner and outer heating elements (elec-
trical resistances), when the PROP switch, located ing an in-flight engine start.
on the ICE PROT control panel, is set to ON.
The propeller de-icing system is inhibited if the air-
craft is on the ground and the engine oil pressure is
under 40 psi, and the PROP DEIC caution message
is activated in case of failure.
DO NOT TURN THE SYSTEM ON WHEN
THE OUTSIDE AIR TEMPERATURE (OAT)
IS HIGHER THAN 10°C.

AS THE ENGINE AIR INLET HAS NO ANTI- SENSORS HEATING SYSTEM

ICING SYSTEM, TURN ON THE INERTIAL
SEPARATION SYSTEM BEFORE ICING Pitot tubes, static ports and total air temperature
BECOMES VISIBLE TO AVOID ICE INGES- sensor are heated by electrical resistance to pre-
TION. vent ice accumulation that may cause disturbance
to the airspeed, altitude and total air temperature
readings.
ENGINE AIR INLET INERTIAL SEPA- The system is controlled through the PRI/TAT and
RATION SYSTEM SEC switches located on the ICE PROT control
panel.
The normal operation requires that the pilot acti- When these switches are set to the ON position, the
vates the engine air inlet inertial separation system heaters are powered with 28 V DC directly from the
in the event of icing conditions before icing becomes aircraft DC buses.
visible, since there is no mechanism to effectively During ground operation, the TAT sensor stays
warn the pilot about icing on the engine air inlet. inhibited. It is activated only when the PRI/TAT
For further details on the system, refer to the switch is set to ON and the aircraft is in flight condi-
Powerplant description. tion (air/ground signal).

1-152 Revision 1
 TO 1A-29B(INT)-1

ICE PROTECTION SYSTEM

WINDSHIELD
DE−ICING
SYSTEM

ELECTRICALLY
HEATED BLADES

HEATED
INSERIR FIGURA EM314 ENFM 010191 NOVA PITOT 1

ENGINE AIR
INLET INERTIAL
SEPARATION DUCT

HEATED TAT
SENSOR
HEATED
STATIC PORTS
EM314ENFM010191A.DGN

HEATED
PITOT 2

Figure 1-71

1-153
TO 1A-29B(INT)-1

PROPELLER DE-ICING SYSTEM

SCHEMATIC DIAGRAM

PROPELLER
DEICING SYSTEM

ELECTRICAL
RESISTANCE
PROPELLER DE−ICER

PROPELLER DE−ICER HARNESS

SLIP RING ASSEMBLY

ENGINE OIL
PRESSURE SWITCH
MODULAR BRUSH ASSEMBLY
TIMER HARNESS
ENGINE HARNESS

EICAS TIMER
ON
+

OFF −
EM314ENFM010192B.DGN

5A
30 A
CIRCUIT
FUSE
BREAKER

+ +

− −

MAIN DC BUS

Figure 1-72

1-154 Revision 1
 TO 1A-29B(INT)-1

ENGINE AIR INLET INERTIAL SEPARATION

SCHEMATIC DIAGRAM

COMPRESSOR
AIR INTAKE

ENGINE
INERTIAL SEPARATOR
INSERIR FIGURA EM314 ENFM 010193 B
AIR INLET
DUCT

SEPARATOR LINEAR
ACTUATOR

AIR INLET

DEVIATION
DOOR
EM314ENFM010193B.DGN

MOVABLE
FIXED
DEFLECTOR DEVIATION
DEFLECTOR
DUCT

Figure 1-73

1-155
TO 1A-29B(INT)-1

WINDSHIELD DE-ICING SYSTEM

SCHEMATIC DIAGRAM

DIFFUSER

DRAIN
AIRFLOW VALVE

ENGINE
SHUTOFF VALVE

TO AIR
CONDITIONING

INSERIR FIGURA EM314 ENFM 010194 NOVA

DIFFUSER
OW
FL

VENTURI

WINDSHIELD MASTER
EICAS DRAIN DEICER SWITCH BLEED SWITCH
FUEL
VALVE
WSDEIC
MAIN PUMPS AUX PUMPS XFR
MASTER BLEED BATT OVRD

ON ON

FWD

OFF OFF

NOT DE−ICING SYSTEM

CLOSED SHUTOFF VALVE
TIMER
30 s
EM314ENFM010194A.DGN

AIR/GROUND
FROM THE INHIBITING
ENGINE BLEED SIGNAL
AIR LINE

Figure 1-74

1-156
 TO 1A-29B(INT)-1

SENSOR HEATING SYSTEM

SCHEMATIC DIAGRAM

EICAS

+
GAIN
−
PITOT 1 PITOT 2
ENG MAN CHIP DET

PITO TAT S PITOT

PRI/TAT
SEC SWITCH
SWITCH

PRI / TAT SEC

ON ON

OFF
10 A 10 A OFF
CURRENT CURRENT
SENSOR EMERGENCY SENSOR
MAIN DC BUS
DC BUS

UPPER UPPER

STATIC PORTS STATIC PORTS

LOWER LOWER

EICAS

+
GAIN
−

ENG MAN CHIP DET

PITO TAT S PITOT

PRI/TAT
SWITCH

TAT
PRI / TAT
SENSOR
ON
SK314ENFM010098.DGN

OFF 15 A
CURRENT
SENSOR
MAIN DC BUS

Figure 1-75

1-157
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ICE PROTECTION SYSTEM

CONTROLS AND INDICATORS

1 2

ICE PROT

PROP WSHLD
ON START

SET

OFF OFF

PITOT / STAT
PRI / TAT SEC
ON ON

OFF OFF

EM314PTMV010068.DGN
4 3

Figure 1-76 (Sheet 1 of 2)

1-158
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. PROP switch ON Turns on the propeller de-icing system, supplying
electrical power to the de-icers at timed intervals.
OFF Turns off the propeller de-icing system.

2. WSHLD switch OFF Turns off the windshield de-icing system.

SET The windshield de-icing system is energized and the
timer is ready to work.
START Turns on the windshield de-icing system for a 30-
second cycle.
– This switch locks in OFF and SET positions and is spring
loaded to SET from START position.

3. SEC switch ON Turns on the secondary pitot/static ports heaters.

OFF Turns off the secondary pitot/static ports heaters.

4. PRI/TAT switch ON Turns on the primary pitot/static ports and TAT sensor
heaters.
The TAT sensor heater stays inhibited on ground. It is
activated only when the aircraft is in flight condition
(air/ground signal).
OFF Turns off the primary pitot/static ports and TAT sensor
heaters.

Figure 1-76 (Sheet 2 of 2)

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
CAUTION,
CAUT PROP DEIC
CAUTION.
Propeller de-icing system failure.

CAUTION, Failure in the primary Pitot/static ports and/or

CAUTION CAUT PITO/TAT
CAUTION. TAT heating, or system off.
CAUTION, Failure in the secondary Pitot/static ports
CAUT S PITOT
CAUTION. heating, or system off.
WS DEICE Windshield de-icing system on.
ADVISORY
INERT SEP Inertial Separation System on.

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FLIGHT INSTRUMENTS The HUD comprises two mirrors where the image is
projected and the pilot can see the symbols with the
The Flight Instruments System comprises the Air landscape as background.
Data System (ADS) and basic flight data indications A color video camera on HUD registers the image
on the HUD, CMFD and Basic Flight Instrument composed by both symbols and landscape. This
(BFI). image is presented on the CMFD and can be
The system also comprises a standby magnetic recorded on the main memory cartridge (MMC).
compass, a digital clock and the flight data and The detailed description of the symbols presented
cockpit voice recorder system (FDR/CVR). on HUD is provided on TO 1A-29B(INT)-1-1 – Avi-
The backup instruments comprise the Attitude Indi- onics System Supplemental Manual.
cator and the Vertical Speed Indicator.
Backup instruments, together with the BFI, provide
flight information in case of loss of the primary COLOR MULTIFUNCTION DISPLAY
instruments (conversion to electrical emergency, for (CMFD)
example).
The aircraft has two 6" x 8" active matrix liquid
crystal displays in each cockpit where many formats
are displayed.
Each CMFD has an ON/OFF knob, and GAIN, SYM
HEAD UP DISPLAY (HUD) and BRT switches to control the video contrast,
symbology brightness and image brightness,
The Head Up Display (HUD) is the primary flight respectively. It has also 28 OSS used to activate the
instrument, on which all symbols generated in the various formats and functions.
Mission and Display Processor (MDP) and required The detailed description of the formats and symbols
for flying in visual and instrument conditions are presented on the CMFD is provided on TO 1A-29B
presented. (INT)-1-1 – Avionics System Supplemental Manual.

1-160 Revision 1
 TO 1A-29B(INT)-1

BASIC FLIGHT INSTRUMENT (BFI) bank information and computes the VMO with and
without external stores.
The Basic Flight Instrument (BFI) is a self contained In normal operation, the altimeter setting is done on
integrated system that provides flight information front cockpit BFI. The altimeter setting field in the
such as attitude, barometric altitude, calibrated air- rear cockpit BFI flashes when there is a disagree-
speed, and bank angle on a 4"x4” color liquid crystal ment between the value adjusted in each instru-
display. It comprises sensors that measure the air- ment.
craft pitch and bank attitudes, and pressure sensors When the BFI is inoperative, the altimeter setting
for providing digital air data (altitude and calibrated can be performed on the UFCP DA/H format .
airspeed). The BFI is powered by the BACKUP EMERGENCY
The BFI contains sensors that provide ± 180° of BUS.

BFI CONTROLS AND INDICATORS

1 2

180
12
HDG 29.92 inHg
160 5 600
INSERIR FIGURA NOVA
11 EM314
140 ENFN
10 010250
10 A
5 400
3

4
120 5 200

10
100 10 10 5 000
5
80 4 800

O
BAR
BRT STD
EM314ENFM010250A.DGN

9 8 7 6

Figure 1-77 (Sheet 1 of 2)

Revision 2 1-161
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Roll scale – Shows the aircraft bank angle through the roll pointer.
– This scale is graduated at 10°, 20°, 30°, 45° and 60°.

2. Barometric setting – Presents the barometric pressure from 16.00 to 31.99 inHg.
3. Roll pointer – Indicates the bank angle against the roll scale.

4. Altitude indicator – Presents the aircraft altitude from –2000 to 53000 ft.

5. BARO knob – It is used to set the altimeter in normal operation, to adjust the
brightness in BRT mode, and to scroll MENU options.
6. Aircraft symbol – Presents aircraft attitude when referenced with the pitch scale.

7. STD pushbutton – It is used to set the standard pressure (29.92 inHg) in normal
mode or to select MENU mode in BRT mode.

8. Sideslip indicator – Displays the aircraft sideslip information.

– The white ball on the left or right end indicates 0.2 G or more to
the left or right respectively.
9. BRT pushbutton – It is used to set the BRT mode and to return to normal mode.

10.ILS Rreference – Indicates the aircraft position related to the localizer and glides-
lope references.
– The ILS references appear in NAV master mode if the ILS fre-
quency is selected on the NAV AIDS format of the UFCP and
the ILS mode is selected on this format.
– The localizer pointer consists of a green arrow. The pointer
moves along the localizer scale, which consists of four dots
positioned horizontally along the bottom of the center display.
The localizer pointer shows the localizer up to a maximum
deviation of 2.5° (1.25° per dot).
– The glideslope pointer consists of a green arrow. The pointer
moves along the glideslope scale that consists of four dots
positioned vertically on the right-hand side of the center dis-
play. The glideslope pointer shows the glideslope up to a maxi-
mum deviation of 0.7° (0.35° per dot).

11. Calibrated airspeed indicator – Displays the airspeed from 0 to 490 kt.
– The green tape from 100 to 180 kt indicates the flap operation
range.
– An alerting red tape indicates the maximum operational speed
(VMO). Upon reaching the VMO, the digits color change to red.

12. Pitch scale – It is the reference for pitch attitude. It ranges from –90° to +90°.
– This scale is graduated in steps of 2.5° up to 30°, and in steps
of 10° from 30° to 90°.

Figure 1-77 (Sheet 2 of 2)

1-162 Revision 2
 TO 1A-29B(INT)-1

OPERATING MODES approach). Return to normal mode pressing the

BRT pushbutton or use BARO knob to navigate on
BARO SETTING MENU mode.
Use BARO knob to set the altimeter with a baromet- 320 10 10
ric value. Press button STD for instantaneously set- 240 23500
000
ting the standard value (29.92 inHg). 300 10 10
APPR
EXIT CHANGE
285 23 260
BAR
O
BRIGHTNESS ADJUSTMENT BRT STD
260 10 10
Press the BRT pushbutton to select the BRT mode
and turn the BARO knob clockwise or counterclock- 240 23000

SK314ENFM010102A.DGN
wise to adjust the brightness. APPR B/C
While in BRT mode, the label BRT is displayed to EXIT CHANGE O
indicate that it is controlling the display brightness. BAR
Press the BRT button to return to normal mode. BRT STD
The BFI automatically returns to normal mode if
BARO knob is not moved for 4 seconds.
Figure 1-80
240 23000 SK314ENFM010101A.DGN

BRT CAGE FUNCTION ACTIVATION

EXIT MENU
B ARO Stabilize the aircraft attitude and airspeed to acti-
BRT STD vate CAGE function.
When the STD pushbutton is pressed to confirm
CAGE option on MENU mode, it causes the instan-
Figure 1-78 taneous alignment of the ADI. When caging the
instrument, ALIGN message is presented in place of
the attitude display.
MENU MODE Upon completion of the CAGE operation, the BFI
automatically returns to the normal mode.
To select a menu option, press BRT and STD push- 10 10
buttons sequentially, use BARO knob to scroll 23000
thought APPR, CAGE and FAST ALIGN options, 240

SK314ENFM010103A.DGN
and press the STD pushbutton to confirm the cho- CAGE
sen option. EXIT CONFIRM O
Press the BRT pushbutton to exit from MENU mode. BAR
BRT STD
10 10
240 23000
SK314ENFM010101A.DGN

BRT
EXIT MENU O Figure 1-81
BAR
BRT STD
FAST ALIGN FUNCTION ACTIVATION
Maintain a straight level flight and the airspeed to
Figure 1-79 activate FAST ALIGN function.
When the STD pushbutton is pressed to confirm
FAST ALIGN option on MENU mode, the BFI
APPROACH AND BACK COURSE MODES
reevaluates the attitude sensors calibration for a
After choosing the APPR option on MENU mode, period of 10 seconds. During this period, FAST
use the STD pushbutton to change between APPR ALIGN message is presented in place of the attitude
(normal approach) and APPR B/C (back course display.

Revision 2 1-163
TO 1A-29B(INT)-1

Upon completion of the FAST ALIGN operation, the Airspeed fault

BFI automatically returns to the normal mode. The SPD label is displayed in red in the digital
airspeed readout and the airspeed scale disap-
240 23000 pears.

SK314ENFM010104A.DGN
FAST ALIGN
Altitude fault
EXIT CONFIRM O
BAR
ALT label is displayed in red in the digital altitude
BRT STD
readout and the altitude scale disappears.

Baro setting fault

Figure 1-82
A red diagonal “X” replaces the barometric pressure
value.
NOTE
In case of electrical power supply loss, for any Localizer fault
reason, the BFI performs a normal alignment The localizer pointer and scale are replaced with the
upon power supply restoration, and the red label LOC at the lower left corner of the display.
attitude information accuracy is provided
approximately 4 minutes after completion of Glideslope fault
the alignment.
The glideslope pointer and scale are replaced with
the red label G/S at the upper right corner of the dis-
play.
BUILT-IN-TEST
Heading fault
The BFI performs the Power-up BIT upon is ener-
Although the equipment incorporates provisions for
gized to make sure of the proper functioning of all
magnetic heading indication, there is no sensor in
main systems, and the Continuous BIT until power
the aircraft connected to the BFI for the indication of
is removed from the unit that is automatic and not
magnetic heading. Therefore, while the BFI is on,
evident to the pilot. In both test, if a fault is detected,
the HDG label remains displayed in red at the upper
it is annunciated on the display as following:
center area of the display and this has no meaning.
Attitude fault
Critical fault
The ATT label is displayed in red and the whole atti-
In case of detection of a critical fault during the BIT,
tude symbology disappears, except the aircraft
the label FAIL is displayed in red at the center of the
symbol.
display over a black background.

1-164 Revision 2
 TO 1A-29B(INT)-1

BFI FAULT ALERTING FLAGS

HDG inHg

G
/
S
ATT
SPD ALT FAIL
INSERIR FIGURA EM314 ENFN 010218 NOVA

LOC
O O
BAR BAR
BRT STD BRT STD

EM314ENFM010116A.DGN
Figure 1-83

STANDBY ATTITUDE INDICATOR The standby attitude indicator lighting is compatible

with NVG.
The standby attitude indicator constitutes a piloting In case of total electrical failure the standby attitude
aid and its main purpose is to provide a backup indi- indicator will provide information for 30 minutes.
cation in case of total loss of the primary attitude After power is removed, the indicator shall display
information. attitude information, accurate to within 6° in both
This is an independent electromagnetic equipment axes, for a minimum of 9 minutes.
that provides information of pitch and roll attitude.

Revision 2 1-165
TO 1A-29B(INT)-1

STANDBY ATTITUDE INDICATOR

CONTROLS AND INDICATORS

1 2 3

7 OFF
CLI MB

DI VE

PU
TO
GE

EM314PTMV010070B.DGN
4

CONTROLS/INDICATORS FUNCTION
1. Roll index – Rotates with the aircraft to indicate the bank angle.
– The roll scale is graduated in steps of 10° from 0° to 30°, and in
steps of 30° from 30° to 90°.

2. Roll pointer – Indicates the bank angle and remains in the vertical position in
any roll attitude.
3. Horizon line – Indicates the earth's horizon relative to the aircraft pitch atti-
tude.

4. Caging/pitch trim knob – Pulling this knob erects the horizon. Rotating this knob sets the
aircraft pitch attitude.

5. Adjustable miniature aircraft – Indicates the aircraft roll and pitch attitude relative to the hori-
zon.
6. Drum – Gives direct reading of aircraft attitude (roll and pitch).
– Indicating marks every 5° pitch.

7. Power warning flag – When in view, indicates that the equipment is either de-ener-
gized or caged.

Figure 1-84

1-166 Revision 2
 TO 1A-29B(INT)-1

VERTICAL SPEED INDICATOR (VSI) climb/descent rate in feet per minute. This equip-
ment requires no electrical power, except for light-
The vertical speed indicator (VSI) is connected to ing.
the air data system (ADS) and shows the The VSI lighting is compatible with NVG.

VERTICAL SPEED INDICATOR

CONTROLS AND INDICATORS

1 2

1 2 4
.5
UP
CLIMB
6
DOWN
1000FT. PER MIN.
.5

1 2 4

EM314PTMV010071A.DGN

CONTROLS/INDICATORS FUNCTION
1. Rate of climb scale – This scale is graduated in steps of 100 ft/min from 0 to 1000
ft/min, and in steps of 500 ft/min from 1000 to 6000 ft/min.

2. Indicator pointer – Indicates the aircraft positive or negative rate of climb.

Figure 1-85

1-167
TO 1A-29B(INT)-1

STANDBY MAGNETIC COMPASS lubber line.

The unit is filled with a silicone liquid that dumps the
One standby magnetic compass is installed on the compass card motion.
right side of the canopy bow to provide magnetic The magnetic compass does not require any
heading information. electrical power, except for lighting. The magnetic
The aircraft heading is read on the compass card compass lighting is compatible with NVG.
horizontally mounted in relation to the compass

STANDBY MAGNETIC COMPASS

B 10 10 C

EM314PTMV010072.DGN

Figure 1-86

1-168
 TO 1A-29B(INT)-1

CLOCK – Clock time;

– Elapsed time.
The clock indicates time in hours, minutes, and sec-
onds. The clock has a liquid crystal display with An internal battery supply system keeps the clock
white dashes over a black background. The clock circuits in continuous operation for at least one year
display has two operating modes: in case of loss of power supply from the aircraft.

CLOCK CONTROLS AND INDICATORS

60
55 5

50 10

45
00:43 15

56
40 ET 20

35 25
30
2
SEL CTRL

4 3
EM314PTMV010073.DGN

Figure 1-87 (Sheet 1 of 2)

1-169
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Sweep second indicator – The sweep second indicator is synchronized with the digit of
seconds.

2. Selected mode indication – Indicates the clock mode selected.

C Clock.
ET Elapsed Time.

3. CTRL button Clock Mode:

– Press SEL and CTRL pushbuttons simultaneously to flash the
hour digits;
– Set the hour pressing the CTRL pushbutton;
– Press the SEL pushbutton to flash the minute digits;
– Set the minutes pressing the CTRL pushbutton;
– Press the SEL pushbutton to exit the clock setting.
Elapsed Time Mode:
– Pressing the CTRL pushbutton intermittently starts, stops and
zeroes the elapsed timer counting.

4. SEL button – This pushbutton is used to change between clock and elapsed
time modes or to set the clock as described above.

Figure 1-87 (Sheet 2 of 2)

1-170
 TO 1A-29B(INT)-1

FLIGHT DATA AND COCKPIT VOICE tant memory, which serves as data storage.
RECORDER SYSTEM (FDR/CVR) The Underwater Locator Beacon (ULB) helps in
locating the VADR unit if it is underwater, in case of
The Flight Data Recorder/Cockpit Voice Recorder accident. The ULB is installed on the outside of the
(FDR/CVR) system is responsible for recording sev- VADR unit and is programmed to operate continu-
eral flight data and audio signals generated in the ously during 30 days and its omnidirectional acous-
cockpit. These recorded data can be used in tic signals are transmitted to a distance of 2 miles.
debriefing procedures and/or investigations. The triaxial accelerometer makes the aircraft move-
They also enable an aircraft fatigue monitoring, ment measurements about the three axes and
through a dedicated program (software) and can sends analog signals to the FDR/CVR system.
also be useful for investigation of failures in aircraft There are three RVDT (Rotary Variable-Differential
systems. Transformer)-type sensors installed in the aircraft
aiming at detecting the mechanical movement of the
NOTE three primary flight control surfaces: aileron, eleva-
tor, and rudder. Each transducer generates an elec-
The external store configuration to be pro- tric signal proportional to the movement of its corre-
grammed in the real inventory must necessar-
sponding flight control surface and sends this signal
ily be equal to the configuration installed to the
to the VADR unit.
aircraft.
The system registers at least the last 25 hours of
If not, incorrect calculation of the aircraft
flight data and 2 hours of cockpit audio data.
fatigue life by the FDR and incorrect activation
of alerting messages during the mission will The CVR starts operating when the aircraft is ener-
result. gized, and the FDR operates from engine starting to
the engine shutdown on the ground.
The FDR/CVR system comprises a Voice and Data An FDR/CVR malfunction detected by the power-up
Recorder (VADR) unit, an acoustic beacon, a triaxial or continuous BIT is displayed on the Maintenance
accelerometer, and sensors. Fault List (MFL) of the CMFD, which should be
The VADR unit is installed on the airframe, above examined by the pilot at the aircraft preparation for
the electronic compartment. It is an integral part of overnight when flying with no maintenance person-
the on-board emergency equipment. Such unit is nel support.
used for recording flight data and cockpit audio. The In case of total electrical failure, the FDR will be oper-
main feature of the VADR unit is the impact-resis- ative as long as the main battery is charged.

Revision 2 1-171
TO 1A-29B(INT)-1

COMMUNICATION SYSTEM the TO 1A-29B(INT)-1-1 – Avionics System Supple-

mental Manual.
The aircraft communication system comprises:
– One V/UHF radio (for audio communication at
short/medium distance); ABNORMAL OPERATION
– One V/UHF tactical radio (for safe audio commu- The V/UHF 1 communication system is connected
nication and data transfer at short/medium dis- to the EMERGENCY DC BUS. In case of generator
tance); failure, the V/UHF 1 continues operating through the
– One radio equipped with HF-ALE (for audio com- battery power supply.
munication at long distances); In case of failure of one MDP, the other MDP takes
– An audio system for switching and amplification all functions. In case of communication failure
of COM and NAV signals, intercommunication, between the transceiver and the two MDP's, the
and voice messages addressing. V/UHF 1 transceiver remains tuned to the last active
The communication system controls and indicators frequency. In case of failure of both MDP's, the
are located on the instrument panel and the trans- V/UHF 1 system becomes inoperative, however, it
ceivers are installed in the rear electronic compart- can be manually tuned to the frequency of 121.5
ment. MHz through the guard switch labeled V/UHF,
located on the right side inclined panel.

V/UHF 1 TRANSCEIVER
ROHDE & SCHWARZ XT 6013
This system enables two-way communication TRANSCEIVER
between the aircraft and ground stations or other
aircraft. The V/UHF transceiver enables audio communica-
The receiver operates in a wide frequency range tion in the VHF frequency range from 108.000 MHz
and is capable of rejecting undesirable RF signals. to 173.975 MHz and in the UHF frequency range
The transceiver processes the input RF signals and from 225.000 to 399.975 MHz, at steps of 25 kHz or
provides audio output to the audio control panel for 8.33 kHz between channels (from 118.000 to
volume control and audio selection purposes. 136.99167 MHz).
The audio control panel sends the audio from the The MDP remotely controls the transceiver. The
microphone to the selected COMM transceiver. modulation can be selected between AM and FM.
The system incorporates a Rohde & Schwartz XT When the transceiver is set for transmission and
6013 V/UHF transceiver and an antenna. reception, it operates as a receiver until the PTT sig-
nal switches the system for transmission.
This PTT signal is externally applied to the trans-
NORMAL OPERATION ceiver.
The guard receivers operate in the VHF frequency
The V/UHF 1 system is controlled through the UFCP of 121.5 MHz, and in the UHF frequency of 243.00
on the COM 1 format of the DED or, alternatively, on MHz and can be simultaneously operated with the
the UFC2 format of the CMFD. functions of normal receiver if necessary.
These formats enable the pilot to select the frequen- With the transceiver adjusted for transmission and
cies either manually or through preset modes. reception with the guard receiver, it operates nor-
The V/UHF 1 communication system can be oper- mally for transmission and reception, however, an
ated from either cockpit, however, only the last additional guard receiver is turned on, operating
entering prevails. exclusively in the VHF emergency frequency of
For further information on the selection of V/UHF 1 121.5 MHz and in the UHF emergency frequency of
frequencies, on the COM format of the DED, refer to 243.00MHz

1-172
 TO 1A-29B(INT)-1

V/UHF 2 TACTICAL TRANSCEIVER ROHDE & SCHWARZ XT 6313D

TRANSCEIVER
The system enables two-way communication
The transceiver provides two-way reception and
between the aircraft and ground stations or other
transmission of voice and data in the VHF frequency
aircraft.
range from 108.000 to 173.975 MHz, and in the
The radio incorporates a modem with a transmis-
UHF frequency range from 225.000 to 399.975
sion capacity of 12 kbits/s, which provides the data
MHz, in steps of 25 kHz or 8.33 kHz between chan-
link capability.
nels (from 118.000 to 136.99167 MHz).
The data link function serves the purpose of reduc-
Audio communication can be established in the
ing audio communications and speeding the
plain voice, secure voice COMSEC (encrypted), or
exchange of information between the aircraft and
in the secure voice COMSEC/TRANSEC (encryp-
ground stations and other aircraft.
tion and hopping).
The radio also provides operation of communica-
tions in electronic counter countermeasures and in The type of modulation in plain voice mode is the
the encrypted modes so as to avoid undesirable lis- AM or FM, and in the COMSEC and COM-
tening to and interception of communications. SEC/TRANSEC modes is the FSK (Frequency Shift
The system incorporates a Rohde & Schwarz XT Keying).
6313D V/UHF transceiver and an antenna. Data communication is provided in conjunction with
an internal data pre-processor in the COMSEC or
COMSEC/TRANSEC mode and FSK operation.
NORMAL OPERATION A separate guard receivers in the VHF distress fre-
quency of 121.5 MHz and in the UHF distress fre-
The V/UHF 2 communication system is controlled quency of 243.00 MHz can be operated simultane-
through the UFCP, on the COM 2 format of the DED ously with the normal receiver functions if required.
or, alternatively, on the UFC 2 format on the CMFD. The guard channel operation is not encrypted.
The V/UHF 2 system only operates with the AVION- The transceiver is remotely controlled by the MDP.
ICS MASTER switch set to the ON position. When the transceiver is set for audio transmission
These formats enable the pilot to tune the frequen- and reception, it operates for reception until the PTT
cies either manually or through preset modes. For signal switches the system for transmission. For
further information on the V/UHF 2 frequency selec- audio transmission, the PTT signal is externally
tion on the COM 2 format of the DED, refer to the applied to the transceiver.
TO 1A-29B(INT)-1-1 – Avionics System Supple- When the transceiver is set for transmission and
mental Manual. reception through the guard receiver, the trans-
ceiver operates normally as in the transmission and
reception; however, an additional guard receiver is
ABNORMAL OPERATION
turned on and operates exclusively in the VHF fre-
The V/UHF 2 transceiver is connected to the AVI- quency of 121.5 MHz and in the UHF frequency of
ONICS MASTER MAIN DC BUS. 243.00 MHz.
In case of failure of the generator, the V/UHF 2 The ECCM mode activates the secure communica-
becomes inoperative. tions feature incorporated in the transceiver such as
countermeasures for interception and interference.
In case of failure of one MDP, the other MDP takes
If encrypted operation with frequency hopping is
all functions. In case of failure of communication
selected, transmission security is added to the
between the transceiver and the two MDP's, the
encrypted mode (COMSEC), thus creating the
V/UHF 2 communication system remains tuned to
COMSEC/TRANSEC operation.
the last frequency and in the last operation mode. In
The transceiver changes its carrier frequency in an
case of failure of both MDP's, the V/UHF 2 commu-
irregular and unpredictable pattern, and this is
nication system becomes inoperative, however, it
called frequency hopping.
can be manually tuned to the UHF frequency of
All transceivers involved follow the same pattern,
243.00 MHz through the Guard Switch labeled
also encrypted, using for this purpose an encryption
V/UHF, located on the right side console.
key. Therefore, operators that wish to communicate

Revision 1 1-173
TO 1A-29B(INT)-1

in the same COMSEC/TRANSEC system must set removed from the aircraft or in case of an ejection of
their transceivers to the same mode. the front seat.
The COMSEC/TRANSEC operation also requires In order to prevent the tactical communication data
that the radio stations involved select a common from being erased, an inhibiting switch, located on
network number preset in its control unit, instead of the Maintenance Panel, allows disabling the ejec-
a single channel or frequency. tion seat microswitch during the ejection seat
As a safety measure, all the tactical communication removal for maintenance purposes. The access to
data (ECCM cryptography and frequency hopping) this inhibiting switch is restricted to the maintenance
will be erased when the V/UHF2 transceiver is personnel.

1-174 Revision 1
 TO 1A-29B(INT)-1

V/UHF SYSTEM
CONTROLS AND INDICATORS

MDP 1 MDP 2
ON ON

OFF OFF

AVIONICS
SMS V / UHF
MASTER
ON ON GUARD

OFF OFF NORM

SK314ENFM010114.DGN
1

CONTROLS/INDICATORS FUNCTION
1. V/UHF transceivers guard switch NORM Enables the selection of the desired fre-
quency through the UFCP or CMFD.
GUARD Automatically tunes the V/UHF 1 to the emer-
gency frequency of 121.5 MHz and the V/UHF
2 to the emergency frequency of 243.00 MHz in
case of failure of the MDPs.

Figure 1-88

1-175
TO 1A-29B(INT)-1

HF COMMUNICATION SYSTEM reception is controlled via Audio Control Panel.

(OPTIONAL) The HF system is controlled by the MDP through the
UFCP (with an ARINC 429 bus interface) on the
The HF communication system, referred to COM 3, COM 3 format of the DED or, alternatively via the
provides a link between the aircraft and ground facil- CMFD. The system also provides a COM3-CHN
ities over a frequency range of 2.000 MHz to subformat and COM3-SQL subformat. The COM3-
29.9999 MHz, which is useful for communication CHN subformat selects the EMER channels and the
over non-line-of-sight (NLOS) distances and ITU (International Telecommunication Union) chan-
beyond the ranges of VHF and UHF radios. It has nels, and the COM3-SQL subformat selects SBH,
the selection of the operation mode (manual or pre- SBL, SQH, and SQL level selection.
set), manual frequency tuning, channel selection,
tuning indication, power selection, and related fre-
quency tuning and squelch. ABNORMAL OPERATION
The HF KHF 1050 (also known as Primus HF 1050)
communication system comprises the following In the event of generator failure the HF system is
devices: available for about 30 minutes, because it is sup-
– One KRX 1053 Receiver/Exciter; plied by the Emergency DC BUS. However, only
one minute of HF operation is considered without
– One KPA 1052 Power Amplifier;
affected the battery charge.
– One KAC 1052 Antenna Coupler. In the event of failure of one MDP, the HF system
remains fully operational with the backup MDP.
The transmission is done via PTT (throttle) and the

1-176 Revision 2
 TO 1A-29B(INT)-1

ANTENNA LOCATIONS

GPS

GPS/INS
ELT

VOR/LOC/GS
V/UHF 2
HF

V/UHF 1

DME
TDR
SK314ENFM010116.DGN

ADF

RALT
(TRANSMITTER) MARKER
BEACON
STORMSCOPE RALT
(RECEIVER)

Figure 1-89

1-177
TO 1A-29B(INT)-1

AUDIO SYSTEM RAMP INTERPHONE

The audio system is controlled through one audio One interphone jack in the external power supply
control panel in each cockpit, two connectors for receptacle and other on the left wing under surface
ramp communication and press-to-talk (PTT) enable the communication between the ground sup-
switches. port personnel and the crew inside the aircraft.
The controls allow turn on and turn off the reception The RAMP CALL pushbutton located on the left
and the volume of the communication between the wing under surface, when pressed, generates an
crew with each other, with the ramp and with exter- audio signal on the pilot helmet phones, so as to
nal radios. warn the pilots that the ground crew wishes to con-
In addition, controls the navigation radios and mis- tact them if the interphone system is off or the rele-
sile tone. vant volume is too low.

1-178 Revision 1
 MAIN DC BUS EMERGENCY DC BUS MAIN DC BUS EMERGENCY DC BUS
HUD
VIDEO
PHONES SYSTEM PHONES

LIGHTING

MICROPHONES MICROPHONES

COM1 − V/UHF1 COM1 − V/UHF1

INTERPHONE
PTT PTT
THROTTLE COM2 − V/UHF2 COM2 − V/UHF2 THROTTLE
COM3 − HF COM3 − HF
CONTROL PTT
FDR/CVR AUDIO PANEL PTT
STICK COM4 −
AUDIO PANEL COM4 −
CONTROL
STICK
BACKUP (FRONT) (REAR) BACKUP
CALL CALL
ARMAMENT
RELAY UNIT
(ARU)

· LANDING GEAR · LANDING GEAR

CONTROL PANEL MISSILE TONE CONTROL PANEL
. CANCELATION OF THE . CANCELATION OF THE
LANDING GEAR LANDING GEAR
ALERTING AND BEEP ALERTING AND BEEP

PHONES

Figure 1-90
RAMP
MICROPHONE PANEL

PTT BUTTON

LOCKED
RAMP CALL
RIGHT LANDING GEAR
BUTTON
LOCKED DOWN LOCKED
COM NAV
LEFT
LOCKED
NOSE
AUDIO SYSTEM SCHEMATIC DIAGRAM

MDP 1 MDP 2
SK314ENFM010111.DGN

1-179
TO 1A-29B(INT)-1
TO 1A-29B(INT)-1

AUDIO SYSTEM CONTROLS AND INDICATORS

COM 1 COM 2 COM 3 COM 4 ADF NAV

NORMAL MISSILE MKR VOL VOX INPH

1

HOT
BACKUP OFF CALL
SEL SENS

7 6 5 4 3 2

COM 3
(HF)
INSERIR FIGURA EM314 ENFN 010157 NOVA
COM 2 COM 1
(V/UHF 2) (V/UHF 1)

COM 4
(NO FUNCTION)

CONTROL STICK
GRIP
SK314ENFM010112.DGN

THROTTLE

Figure 1-91 (Sheet 1 of 3)

1-180
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. COM 1, COM 2, COM 3, COM 4, – These knobs turn on and off the reception, and control the
ADF and NAV knobs volume of the communication and the navigation radios.
Pulled Turns on the reception and illuminates the knob.
Pushed Turns off the reception.
– Rotate when pulled to adjust the associated radio volume.
2. INPH knob – Controls the interphone system volume.
– Rotate to adjust the volume of crew-ramp communications.
– This knob is permanently lighted.

3. VOX knob – It is a two position knob spring loaded to the neutral (pulled)
position, permanently lighted, that is used vox and call modes.
Neutral Selects VOX mode when full clockwise.
Press to Talk Activates CALL mode while pressed.
– The VOX mode allows hot intercommunication between front
and rear cockpit occupants and between pilots and ground
crew.
– With CALL mode activated, the external communications are
lowered and the interphone system volume is higher.
– The CALL mode can also be activated through the CALL
button on the stick grip.

4. VOL knob – Adjusts the volume of all audio signals, except for the voice
alerting system audio that has no volume control.

5. MKR knob – These knobs turn on and off the reception, and control the
Marker Beacon volume.
Pulled Turns on the reception and illuminates the knob.
Pushed Turns off the reception.
– Rotate when pulled to toggle the gain level between high and
low.

6. MISSILE knob – These knobs turn on and off the reception, and control the
volume of the missile tone.
– PulledTurns on the reception and illuminates the knob.
– PushedTurns off the reception.
– Rotate when pulled to adjust the volume of the missile tone.

7. Amplification mode switch – This is a two-position selector switch:

NORMAL The audio system is powered by the main DC bus.
BACKUP The audio system is powered only by the
EMERGENCY DC BUS. In this mode, the individual
radio volume controls are inoperative and the master
volume control operates normally.
8. CALL button – Pressing this button, activates the CALL mode like VOX knob.

Figure 1-91 (Sheet 2 of 3)

Revision 1 1-181
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
9. PTT switch – The PTT switch is a five position switch spring loaded to the
center that is used to transmit through the radios:
• Forward – Transmission through COM 1 (V/UHF 1);
• Rearward – Transmission through COM 2 (V/UHF 2);
• Neutral – No transmission;
• Upward – Transmission through COM 3 (optional HF);
• Downward – Provisions for COM 4.

Figure 1-91 (Sheet 3 of 3)

1-182
 TO 1A-29B(INT)-1

RAMP INTERPHONE CONNECTOR LOCATIONS

RAMP
CONNECTOR

RAMP CALL
BUTTON

LED
RAMP ON
CALL L BWD R BWD

RAMP
CONNECTOR

OFF
L FWD R FWD
M GUN RECOCKING
SK314ENFM010113A.DGN

Figure 1-92

1-183
TO 1A-29B(INT)-1

WEAPONS DELIVERY AND – Control Stick;

– Landing Gear.
NAVIGATION SYSTEM
The Navigation System sends navigation data to:
The weapons delivery and navigation system – FLIR.
(WDNS) is incorporated to the Avionics System The Navigation System calculations are presented
which integrates the armament system and the nav- to the pilot through the following devices:
igation system when performing air-to-air and air-to- – HUD;
ground missions in both training and real operation – CMFDs;
environment.
– UFCP;
For complete description of the WDNS components,
refer to the TO 1A-29B(INT)-34 – Nonnuclear – Audio Control Panel.
Weapons Delivery Manual. The Navigation System is composed of the following
For the detailed information on the functions and subsystems:
symbology of the WDNS, refer to the TO 1A- – ADF;
29B(INT)-1-1 – Avionics System Supplemental – VOR/ILS/MB;
Manual. – DME;
– Mode S Transponder;
– Gyromagnetic Compass System.
ARMAMENT SYSTEM The MDPs interface with the avionics system units,
navigation system, cockpit controls, sensors, dis-
The armament system is described on TO 1A-
plays, and discrete signals.
29B(INT)-34 – Nonnuclear Weapons Delivery Man- The aircraft is also equipped with an independent
ual. Global Positioning System (GPS) with its own data-
base.
For further details on the location of the antennas,
NAVIGATION SYSTEM refer to the Communication System description.

The Navigation System is part of the Avionics Sys-

tem. It is composed of a software (part of the OFP) ADF SYSTEM
and several pieces of equipment.
The OFP that runs in the Mission and Display Pro- The ADF system comprises a receiver, an antenna,
cessor (MDP) is composed of the Navigation Sys- a control system, and an indicator that points to a
tem Software and the Attack System Software. The source broadcasting in any frequency in the range
Navigation System Software is not segregated from from 190.0 to 1749.5 kHz and 2179.0 to 2185.0 kHz,
the Attack portion. The Navigation System accepts selected in NAV AIDS format of the UFCP.
data and control from the following sources: The ADF yellow arrow is displayed on the ADHSI
format of the CMFD and the audio portion of the sig-
– EGIR;
nal detected is applied to the aircraft audio system.
– ADC;
The ADF system is powered with 28 V DC from
– VOR/ILS; main DC bus and has the following modes:
– DME; – ANT – The system cannot provide bearing indica-
– ADF (optional); tion; the bearing pointer is displayed in red, point-
– FLIR; ing to 90°.
– GPS Stand-alone; – ADF – It is the standard mode of bearing indica-
– BFI; tion. In case of loss of the station for 7 seconds,
– Magnetic Heading; the pointer color changes to red, and points to
90°.
– Stormscope;
– BFO – The same as ADF, with the addition of a
– UFCP;
beat frequency oscillator (BFO) for reception of
– DTE; interrupted carrier stations (in some places in
– Throttle; Europe).

1-184 Revision 1
 TO 1A-29B(INT)-1

For further information, refer to the TO 1A-29B(INT)- system emergency DC bus.

1-1 – Avionics System Supplemental Manual. The transponder system responds to interrogations
from the Air Traffic Control (ATC) radar with a coded
reply signal. This reply signal is used by the air traf-
VOR/ILS/MB fic controller to identify and locate aircraft equipped
with transponder.
The VOR system comprises a receiver, a control In the mode S, each aircraft is designated with an
system, an antenna, a bearing pointer, and devia- exclusive identification code that enables automatic
tion bars. and exclusive interrogation of a specific aircraft. The
The VHF NAV is used for reception of signals pro- aircraft identification is assigned at the time of the
vided by the VOR, Localizer, Glideslope, and installation and is based on the aircraft registration
Marker Beacon stations. With the aid of these sig- number.
nals, the system provides VOR deviation, VOR For further information on the TRANSPONDER for-
TO/FROM flag, LOC and GS deviations, high and mat controls and displays on the DED, refer to the
low level alerting messages, vertical position over TO 1A-29B(INT)-1-1 – Avionics System Supple-
markers, as well as audio signals from the relevant mental Manual.
markers. The transponder can operate in three modes:
The VOR/ILS/MB system is powered with 28 V DC
from the avionics master emergency DC bus. – STBY – Electrical power is applied to the system,
The VOR and ILS frequencies (108.00 to 117.95 but it does not reply.
MHz) are selected in the NAV format of the UFCP. – ON – Altitude coded information is not provided.
Both pilots can operate the VHF NAV system
– ALT – This mode enables the system to respond
through dedicated formats on the UFCP or CMFD.
to interrogation pulses and transmit unrelated
However, only the last value entered by either pilot
baro altitudes when the system is interrogated in
prevails.
mode C.
For further information on the VOR/ILS/MB indica-
tions, refer to the ADHSI description in the TO 1A-
29B(INT)-1-1 – Avionics System Supplemental
Manual.
GYROMAGNETIC COMPASS SYSTEM
This system consists of a gyro stabilized magnetic
DISTANCE MEASURING EQUIPMENT
compass that provides both digital and analog (syn-
(DME)
chro) heading data as well as yaw rate information.
The aircraft is equipped with a DME system that This system incorporates a directional gyro, a flux
measures the distance and calculates the time to detector, a remote compensator unit and a control
the station (TTS) to the selected VOR station. It is panel, and is powered with 28 V DC from emer-
controlled through NAV AIDS format of the UFCP. gency DC bus.
For further information on the VOR/DME indica- The slaved indication on the ADHSI provides a
tions, refer to the ADHSI description in the TO 1A- visual indication of the slave directional gyro in rela-
29B(INT)-1-1 – Avionics System Supplemental tion to the flux detector.
Manual. When the magnetic heading from EGIR is not avail-
able, the MDP uses the magnetic heading from the
Gyromagnetic Compass System. In this case,
TRANSPONDER AUX and OFF labels are displayed in red on the
ADHSI.
The aircraft is equipped with a Mode S Transponder In case of failure of heading indication, the compass
System controlled through XPDR format of the disappears on the ADHSI and is substituted by AUX
UFCP and powered with 28 V DC from the avionics and OFF labels in red.

1-185
1-186
HUD
TO 1A-29B(INT)-1

UFCP MDP 1

AUDIO PANEL 1

DME
CMFD CMFD

VOR

Figure 1-93
TDR
BFI 1

ADF

BFI 2

CMFD CMFD
AUDIO PANEL 2
NAVIGATION SYSTEM SCHEMATIC DIAGRAM

AP

MDP 2
SK314ENFM010117.DGN
 TO 1A-29B(INT)-1

GYROMAGNETIC COMPASS
CONTROLS AND INDICATORS

1 2

PIC NAV
MAN
SYNC
CW FREE
S
L
A
V
E
CCW FAST
SLAVE

EM314PTMV010075A.DGN

Figure 1-94 (Sheet 1 of 2)

1-187
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. MAN SYNC switch – This is a two-position switch:
CW When the system is operating in FREE, it turns the
compass card clockwise.
CCW When the system is operating in FREE, it turns the
compass card counterclockwise.

2. Engagement switch – It is a three position switch that locks in FREE and SLAVE posi-
tions and is spring loaded to SLAVE from FAST SLAVE posi-
tion:
FREE Directional gyro operates as a free non-slaved
gyro, and the pilot must make the usual corrections
through the MAN SYNC switch.
SLAVE Directional gyro operates slaved to the flux valve
that provides continuous heading reference.
FAST SLAVE Corrects the directional gyro precession.

Figure 1-94 (Sheet 2 of 2)

1-188 Revision 1
 TO 1A-29B(INT)-1

GPS STAND-ALONE back of the GPS unit provides an alternative way to

update the navigation data base, but, according to
Installed as a backup navigation source in case of the manufacturer, this procedure does not apply to
an EGIR malfunction or under electrical emergency operators from outside the USA.
configuration, the Bendix/King KLN-90B GPS unit is The GPS stand-alone is compatible with NVG and
located on the front cockpit main panel. The equip- its interfaces with the aircraft systems are shown in
ment, which is powered by the backup emergency the figure below. For detailed information on the
bus, receives barocorrected altitude data from the function and operation options, refer to the KLN 90B
BFIs and sends the following information to the Pilot's Guide provided by the manufacturer.
MDPs: present position, magnetic variation, ground
speed, ground track, and UTC time.
The unit comprises a Jeppesen navigation data-
base that shall be kept updated by the maintenance
personnel through a remote jack installed on the
data load panel located inside the left electronic THE GPS DATABASE ACCURACY IS
compartment. ASSURED ONLY UNTIL ITS EXPIRATION
The replacement of the cartridge inserted in the DATE.

Revision 1 1-189
TO 1A-29B(INT)-1

GLOBAL POSITIONING SYSTEM

CONTROLS AND INDICATORS

13 1

12 DIS 34.5NM
DATE/TIME 2
31 MAR 92

INSERIR FIGURA11EM314 ENFN 010200 NOVA OBS IN --- 08 : 10 : 03CST

OUT 315 ALT 1100FT 3
RMI 130 BARO : 29 .92"
ANNUN ON APPROVE?
ENR-LEG CRSR

10 9 8 7 6 5 4

EM314ENFM010200A.DGN

Figure 1-95 (Sheet 1 of 3)

1-190
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. Power/brightness knob – Pushing this knob applies power to the unit. Pulling it removes
power.
– Rotating this knob clockwise increases the display brightness.
2. Right cursor button – Pressing this button enables or disables cursor operation on
(CRSR) right display page.

3. Right outer knob – Rotating this knob selects the desired page type:
• CTR: Center Waypoint Pages (CTR) /1-2;
• REF: Reference Waypoint Page (REF);
• ACTV: Active Waypoint Page (ACT) (number of pages varies);
• D/T: Distance/Time Pages (D/T) /1-4;
• NAV: Navigation Pages (NAV) /1-5;
• APT: Airport Waypoint Pages (APT) /1-8;
• VOR: VOR Waypoint Page;
• NDB: NDB Waypoint Page;
• INT: Intersection Waypoint Page (INT);
• SUPL: Supplemental Waypoint Page (SUP).
– With cursor enabled, rotating this knob highlights a new data
field on page display.

4. Right inner knob – When pushed in:

• Rotating this knob selects page number;
• With cursor enabled, rotating this knob changes characters
in highlighted field.
– Pulling this knob out and rotating it, activates the waypoint
scan function.

5. ENT button – Pressing this button enters highlighted data.

6. CLR button – Pressing this button removes data from highlighted data field.

7. DIRECT TO button – Pressing this button, enters the Direct To mode. Left display
page indicates Direct To in relation to the following waypoints in
this order:
• Highlighted waypoint in Flight Plan 0 (active flight plan);
• Waypoint shown on right display if right display is on a way-
point page;
• Current active waypoint;
• Blanks for user input.

8. ALT button – Pressing this button displays the Altitude Page.

Figure 1-95 (Sheet 2 of 3)

1-191
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
9. MSG button – Pressing this button, displays the Message Page when the
characters MSG flashes in inverse video.
– When in Message Page, pressing this button returns to the
page previously in view.

10. Left inner knob – Rotating this knob selects the page number.
– With cursor enabled, rotating this knob changes characters in
highlighted field.

11. Left outer knob – Rotating this knob selects the desired page type:
• TRIP: Trip Planning Pages (TRI) /0-6;
• MODE: Mode Pages (MOD) /1-2;
• FPL: Flight Plan Pages (FPL) /0-25;
• NAV: Navigation Pages (NAV) /1-5;
• CALC: Calculator Pages (CAL) /1-7;
• STAT: Status Pages (STA) /1-4;
• SETUP: Setup Pages (SET) /0-9;
• OTHER: Other Pages (OTH) /1-4.
– With cursor enabled, rotating this knob selects data entry field
on page display.

12. Left cursor button – Pressing this button enables or disables the cursor function on
(CRSR) left display page.

13. Self-test page – The self-test display indicates that the self-test has passed. All
course, bearing, distance and deflection indications should be
repeated on all displays driven by GPS. Insure that the date
and time are correct within 10 minutes and select desired time
zone.
– Enter correct barometric pressure. Position cursor over
APPROVE and press ENTER to enable GPS operation.
– If the words TEST FAIL appear, turn the unit off and on again to
restart the self-test. If the second self-test is not successful,
turn the unit off and inform maintenance.

Figure 1-95 (Sheet 3 of 3)

1-192 Revision 1
 TO 1A-29B(INT)-1

SENSORS NORMAL OPERATION

In flight, the primary pitot and static ports 1 (upper
The aircraft is equipped with primary navigation and left) and 4 (lower right) provide air data information
weapon aiming sensors composed of the Air Data to the ADC, and the secondary pitot and static ports
Computer (ADC) and an Embedded GPS/INS/RALT 2 (lower left) and 3 (upper right) provide information
(EGIR). to the BFI.

ABNORMAL OPERATION
AIR DATA SYSTEM (ADS) In case of power interruption or failure in the sensors
The Air Data System provides air data to the primary heating PITO TAT and S PITOT caution messages
flight instruments and backup instruments as well as are activated.
to the other systems that need such data. When one Air Data System (primary or secundary)
The ADS is the combination of the Anemometric loses the heater, it continues providing air data infor-
System (Air Data Computer, Basic Flight Instru- mation. However, in case of icing or heavy rain con-
ments, Vertical Speed Indicators and pitot/static ditions, these systems become unreliable. In this
ports system) and TAT probe. condition, the pilot must use the information pro-
The Pitot/static port system is composed of two vided by the system in good heating conditions.
heated pitot tubes that determine the total pressure
and two pairs of also heated static ports, each pair AIR DATA COMPUTER (ADC)
composing an independent static line. The ADC is a fully digital computer powered with 28
The ADS interfaces with various systems, however, V DC that calculates the air data (airspeeds, pres-
the main interfaces are the MDP and De-icing Sys- sure altitudes, and temperatures).
tem. It interfaces with the MDP, Autopilot/Flight Director
The primary pitot/static port lines are connected only Computer (AFDC), TAT sensor, ARTU, and tran-
to the ADC that supplies data to the MDP and gen- sponder of the aircraft. The MDP provides air data to
erates information for the ADHSI format of the the aircraft systems which are not directly con-
CMFD and for the HUD. nected to the ADC.
The secondary pitot/static port lines provide infor- The ADC receives total and static pressures from
mation to the BFI. the primary pitot and static ports 1 (upper left) and 4
(lower right), total air temperature from the TAT sen-
INTERFACE WITH THE MDP sor and calculates the airspeeds (CAS, TAS), pres-
EICAS sends some ADC parameters to the PMU to sure altitude, corrected baro altitude, Mach number,
enable the calculation of the optimum torque and to air density ratio, total pressure and ram pressure,
generate some alerting messages (PITOT/TAT, altitude ratio, and outside air temperature (OAT).
SEC PITOT).
ADC ABNORMAL OPERATION
INTERFACE WITH DEICE SYSTEM The ADC abnormal operation activates the AVION-
Since pitot, static ports and TAT are subject to icing ICS caution message and makes available the fault
under certain weather conditions, it is necessary to in the Pilot's Fault List on the CMFD.
provide a heater to clear them. When the MDP identifies an ADC fault, it automati-
cally changes to the BFI and uses the BFI as the air
data source without any action from the pilot.

Revision 1 1-193
TO 1A-29B(INT)-1

AIR DATA SYSTEM SENSORS POSITION

ELECTRICALLY HEATED
TAT SENSOR

ELECTRICALLY HEATED
SECONDARY PITOT ELECTRICALLY HEATED
PRIMARY PITOT

INSERIR FIGURA EM314ENFM010134A NOVA

ELECTRICALLY HEATED
STATIC PORTS

EM314ENFM010134A.DGN

Figure 1-96

1-194
 TO 1A-29B(INT)-1

AIR DATA SYSTEM

SCHEMATIC DIAGRAM

FRONT PANEL REAR PANEL

STATIC PRESSURE LINE

340 340
359° 29.92 inHg 359° 29.92 inHg TOTAL PRESSURE LINE
320 320
23500 23500
300 10 10 300 10 10

285 23 260 285 23 260

260 10 10
260 10 10
240 23000 240 23000
LH SIDE PITOT RH SIDE PITOT
TUBE BAR
O
BAR
O
TUBE
BRT STD BRT STD

DRAIN

ARTU
1 2 4
.5
UP
CLIMB
6
TRANSPONDER .5
DOWN
1000FT. PER MIN.

1 2 4

DRAIN TAT
SENSOR
FRONT PANEL

MDP 1
AIR DATA
COMPUTER 1 2
.5 4
UP
CLIMB

MDP 2 6
DOWN
1000FT. PER MIN.
.5

1 2 4

AP/FD
COMPUTER DRAIN
REAR PANEL

DRAIN
DAMPENING DAMPENING
CHAMBER CHAMBER

UPPER UPPER
STATIC PORTS STATIC PORTS
LOWER LOWER
EM314ENFM010096B.DGN

Figure 1-97

Revision 2 1-195
TO 1A-29B(INT)-1

EMBEDDED GPS/INS/RALT (EGIR) performed only with the RALT switch in the XMT
position.
EGIR is a self-contained, fully automatic, dead reck-
oning navigation system. The EGIR detects the air- NAVIGATION SOLUTIONS
craft motion and provides acceleration, velocity,
present position, pitch, roll, magnetic heading, and EGIR has three navigation solutions:
true heading to the related systems through the – Pure GPS – This solution is available if the satel-
MDP. lites data is received. It can be selected in case of
The EGIR comprises one unit, one GPS antenna, INS data unreliable.
and two RALT antennas (receiver and transmitter).
– Pure INS – This solution is always provided by
The INS is coupled to the GPS to give more accu-
the EGIR and it is used when selected or with
racy to the present position and speed and to the
GPS inoperative. In this solution is expected an
RALT to precise AGL altitude.
average error of up to 2 NM per flight hour.
The EGIR operates with 28 V DC and remains oper-
ating for up to 90 seconds after a power supply fail- – Blended GPS/INS – The GPS aids the INS, pro-
ure. The power loss process takes about 10 sec- viding an optimal navigation solution. It furnishes
onds. the best estimate for position, attitude, airspeed,
and time. If the GPS becomes unavailable, the
GLOBAL POSITIONING SYSTEM (GPS) system works as pure INS solution and all inertial
accumulated errors during this flight time are
The GPS provides position, velocity and time data present in the system indications.
that can be used to aid the inertial or as an indepen-
dent navigation sensor.
SYSTEM MONITORING
RADAR ALTIMETER (RALT) The system continuously monitors the performance
RALT supplies indications of up to 5000 ft of height, of each of the three navigation solutions. The sys-
up to ± 45° of bank, and from –60° to +30° of pitch. tem calculates and presents the estimated circular
The equipment operates with an accuracy better error on MAIN and EGI-GPS formats of the UFCP.
than ± 2 ft or 2% of the actual height, what is higher.
The radar altimeter is controlled through a switch EGIR CONTROL AND DISPLAY
located on the UFCP, which either enables or dis- The EGIR is operated from the UFCP through EGI,
ables radiation from the RALT antenna. FIX and NAV MISC formats.
RALT operates in one of the following modes: For detailed information on EGIR control and data
– OFF; display, refer to the TO 1A-29B(INT)-1-1 – Avionics
– Power-up (Standby); System Supplemental Manual.
– Normal;
EGIR NORMAL OPERATION
– Search;
– Test. The EGIR has the following modes of operation:
The power-up mode occurs when electrical power is
initially applied to the EGIR. During the power-up Mode OFF
mode, the RALT starts its self-test, which lasts for 8 EGIR removes all main input energy from the sys-
seconds. tem internal circuits.
After completion of the power-up process, the RALT
automatically switches to the standby mode. While Mode INIT
in standby, the transmitter is off and no calculation is
After being turned on, the system changes to the ini-
performed.
tialization (INIT) mode. While in the INIT mode, all
In the search mode, the equipment actively
navigation outputs are conveniently set to zero, null,
searches for the return target on the ground. The
or invalid.
search mode is required when the RF signal
reflected from the ground is insufficient or the air-
Mode ALIGN
craft pitch or roll exceeds the equipment limits.
The test mode is commanded by the MDP and is This is the inertial alignment primary mode, the Gyro

1-196
 TO 1A-29B(INT)-1

Compass (GC) Mode. In this mode, the present IFA Mode

position is entered and the GC alignment is per- This mode is not selectable. This mode is automati-
formed in azimuth to determine the aircraft true cally entered whenever the EGIR is reinitialized in
heading. flight. The EGIR, based on information provided by
During the alignment, the EGIR computes and external sensors, is capable of performing in-flight
makes available an indication of the alignment sta- alignment, even if no alignment has been performed
tus on the UFCP and on the HUD, as follows: on the ground.

TIME UFCP HUD Disalignment (OFF)

ALIGN The EGIR disalignment process takes 15 seconds.

0 - During this disalignment period, the system param-
steady
eters, mission data, and the self-test (BIT) are saved
ALIGN in a nonvolatile memory.
30 s -
steady Therefore, power must not be removed from the
ALIGN RDY ALGN EGIR before elapsing these 15 seconds (after EGIR
1:30 s shutdown); otherwise, data are not saved in the
steady steady
memory.
ALIGN steady ALGN
4 min
RDY flashing flashing
Normal alignment
Set to NAV when the RDY label is displayed on DED
At this moment, the selector switch EGI, located on
and the ALGN label flashes on HUD (approximately
the UFCP, must be moved from ALGN to the NAV
4 minutes).
position, thus causing the RDY label flashing on the
UFCP to be replaced with the NAV label and the
Downgraded alignment
ALGN label (flashing) on the HUD to extinguish.
An interruption of the GC alignment process, Set to NAV when the RDY label is displayed on DED
caused by the aircraft movement, increases the and the ALGN label is displayed steady on HUD
alignment period for a time not longer than the erec- (approximately 1.5 minute).
tion time plus 20 seconds.
Stored heading alignment
STORED HEADING (STHD) Mode Perform a normal alignment, and then select OFF
The Stored Heading is the quick inertial alignment instead of NAV. Then, select STHD to restart the
mode of the EGIR. In this mode, the system is lev- alignment and change to NAV when the RDY label
eled in a vertical plan and reinitializes with the last is displayed on DED and the ALGN label flashes on
heading value that was set when it was last turned HUD (approximately 30 seconds).
off. Therefore, a complete GC alignment must be
successfully performed when the system is turned
off and the platform must not be moved until the next
alignment. If the EGIR detects that the aircraft was EGIR ABNORMAL OPERATION
moved, it changes to the GC alignment mode. The EGIR operational modes are degraded only in
the following conditions:
NAV Mode
– When EGIR is not operating properly due to the
While in this mode, the EGIR performs all the func- loss of the satellite tracking or due to the equip-
tions necessary to provide estimate of position, ment failure, it may switch to pure INS solution
speed, acceleration, time, attitude, heading, and and continue providing navigation data without
angular variations. loss of navigation information. The pure INS solu-
tion is independent from the GPS and is not
TEST Mode degraded due to the GPS loss.
This mode is used on the ground by the mainte- – The EGIR can operate if RALT is inoperative,
nance personnel to check if the unit failed. without loss of navigation capabilities.

Revision 1 1-197
TO 1A-29B(INT)-1

EGIR CONTROLS AND INDICATORS

COM COM NAV BARO

AIDS A/G NAV A/A RALT
1 2

AU T 1 5 N AV · G P S ERR < 1 0 0
UFC
M M COM 1 1 0 [ 3 0 0 · 8 0 0 ]
B
A E [ 3 0 2
I N
COM 2 1 5 · 1 0 0 ] SO K R
T
N U R T 1 0 : 1 2 : 0 7 PO R
OFF
1 1 0 0 KG I DN T
H S
U VV DA/H F−ACK B
IDNT 1 2N 3 CLR CZ S
D

WYPT XPDR TIME ENTR

AIR
4W 5 6E SPD

MARK FIX TIP M−SEL WARN

7 8S 9 0− RST
ALGN NAV
XMT STHD E
DAY REC
OFF G
AUTO RALT STBY I
TEST
NIGHT OFF STOP

2 1

EM314PTMV010069A.DGN

Figure 1-98 (Sheet 1 of 2)

1-198
 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. EGI selector switch – This is a five-position selector switch:
OFF De-energizes the EGI.
STHD The EGIR enters the process of Stored Heading
Alignment (the system initializes the position and
heading, based on the values that were set when the
system was last turned off).
ALIGN The EGIR enters the process of complete alignment
after receiving the required initial conditions.
NAV The EGIR provides navigation data (indications of
heading, attitude, etc.).
TEST The EGIR starts the self-test.
– This switch must be pressed to rotate.

2. RALT switch – This a two-position switch:

OFF Mode off: no radiation.
XMT Mode active: with radiation.

Figure 1-98 (Sheet 2 of 2)

1-199
TO 1A-29B(INT)-1

WEATHER MAPPING SYSTEM SYSTEM SELF-TEST

(STORMSCOPE) SYSTEM POWER-UP TESTS
These tests take approximately 15 seconds. If the
The Weather Mapping System (WMS), called
system fails to pass any of these tests, the relevant
Stormscope, is a fully passive system that does not
message shows on the Pilot's Fault List.
use any transmitter.
The WMS detects and displays the regions with sig-
nificant lightning activity within a radius of 200 NM
CONTINUOUS SELF-TEST
around the aircraft, and gives the operator a visual
indication of the storm position and intensity. The continuous self-test warns only of main compo-
The WMS is associated with the MDPs, CMFDs, nent failures. This self-test is continuously per-
UFCP and heading information received from the formed during the operation of the equipment.
MDP.

WEATHER VIEW MODES

NORMAL OPERATION
On the HSD format, the OSS STRM 120° on the
There is no dedicated switch for the activation of the CMFD selects the 120° or 360° weather view
STORMSCOPE. The system is powered with modes. There is only the 360° weather view mode
28 V DC from the AVIONICS MASTER MAIN DC on the ADHSI format.
BUS through a circuit breaker. Thus, the STORM-
SCOPE system remains activated as long as the 360° WEATHER VIEW MODE
aircraft is energized. The pilot can decide whether This mode shows the aircraft symbol in the center of
the STORMSCOPE information are displayed on the screen and the weather conditions (lightning)
the CMFD, through one of the three display modes around the aircraft.
on the UFCP: AUTO, ON, and OFF.
– AUTO – This mode enables the STORM caution 120° WEATHER VIEW MODE
message and subjects the presentation of electri- This mode shows only a 120° sector ahead of the
cal discharge (lightning symbol) on the HSD and
aircraft.
ADHSI formats to the presence of the STORM
caution message. With the STORM caution mes-
sage activated, the lightning symbol is presented
on the HSD and ADHSI formats. If the STORM CLEAR STORM FUNCTION
caution message conditions no longer exist, the
Pressing OSS CLR STRM on the CMFD, clears the
lightning symbol extinguishes on the HSD and
STORMSCOPE memory, removing previous storm
ADHSI formats.
information from the display, and starts the acquisi-
– ON – This mode enables the STORM caution tion of new storm data.
message and displays the electrical discharge If the clearing function is not performed, every light-
(lightning symbol) on the HSD and ADHSI for- ning strike detected is considered in the equipment
mats, within a radius of 200 NM around the air- computation and is shown for approximately 2 min-
craft, regardless of the presence of the STORM utes.
caution message.
– OFF – This mode disables the STORMSCOPE
information display on the HSD and ADHSI for- STRM 120° FUNCTION
mats and disables the STORM caution message.
This function allow the pilot to select the 120°
For further information on the mode selection and
weather view mode (only on HSD display). Pressing
symbology of the STORMSCOPE system through
OSS STRM 120° cyclically the function will change
the UFCP, refer to the TO 1A-29B(INT)-1-1 – Avion-
between selected and not selected.
ics System Supplemental Manual.
When the function is selected (boxed label) two
white lines, in front of the aircraft symbol, will delim-

1-200 Revision 1
 TO 1A-29B(INT)-1

itate the 120° field. Otherwise, when the function is – White for low-intensity storms.
not selected, the HSD will display the 360° mode. Two solid white lines mark the limits of the 120°
For further information, refer to Section VI – CMFD region ahead of the aircraft when the 120° Display
of the TO 1A-29B(INT)-1-1 – Avionics System Sup- Mode is selected on the HSD.
plemental Manual.

STORMSCOPE SYMBOLOGY STORM ALERTING

A lightning symbol is displayed in three different col- In case of storm proximity, the STORM caution mes-
ors: sage is displayed on the EICAS, the CAUT light
– Red for high-intensity storms; flashes, and the THUNDERSTORM voice message
– Yellow for medium-intensity storms; sounds for two times.

STORMSCOPE SYSTEM ARCHITECTURE

UFCP CMFDs AUDIO PANEL

AVIONICS MASTER
(FRONT) MAIN DC BUS

MISSION
AND DISPLAY STORMSCOPE
PROCESSOR PROCESSOR
(MDP)

EM314ENFM010086C.DGN

CMFDs ANTENNA
(REAR)

Figure 1-99

Revision 1 1-201
TO 1A-29B(INT)-1

ALERTING MESSAGES

ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
Occurrence of lightning in the following condi-
tions:
– high/medium intensity electrical storm at less
than 50 NM and at ± 22° ahead of the aircraft.
– low-intensity electrical storm at less than
THUNDERSTORM, 12.5 NM and at ± 22° ahead of the aircraft.
CAUTION CAUT STORM
THUNDERSTORM. – high-intensity electrical storm at less than
20 NM in any direction.
– medium-intensity electrical storm at less than
12.5 NM in any direction.
The aural alerting can be inhibited through the
STORMSCOPE format on the UFCP.

STORMS DETECTION SCHEMATIC DIAGRAM

FLIGHT
PATH

50 NM

HIGHT/MEDIUM
INTENSITY

44°

INSERIR FIGURA EM314ENFM010142 NOVA

HIGH− MEDIUM−
INTENSITY 20 NM INTENSITY
360° 12.5 NM 360°

LOW−
INTENSITY
EM314ENFM010142A.DGN

Figure 1-100

1-202
 TO 1A-29B(INT)-1

AUTOPILOT/FLIGHT DIRECTOR An AP override switch on each control stick grip

enables the pilot to manually control the aircraft to
SYSTEM any attitude (roll and pitch), heading, and altitude,
without completely disengaging the AFDS.
The Autopilot/Flight Director System (AFDS) is a The MDP disengages the AFDS if the aircraft has to
two-axis (longitudinal and lateral axes) control sys- perform a special mission that requires this action.
tem. This system provides the pilot with the autopilot
The AFDS interfaces with the EGIR, MDP,
(AP) and flight director (FD) functions.
VOR/LOC, GS, Marker Beacon, ADC, landing gear,
The Autopilot/Flight Director Computer (AFDC) cal-
speed brake, flaps, air/ground sensor, and control
culates attitude, pitch, and roll commands based on
stick grip.
data provided by various sensors such as attitude, Some aircraft data are supplied to the AFDC as fol-
position, heading, air data, VOR/LOC, GS, Marker lows:
Beacon, radar altimeter, as well as the pilot com-
mands (control stick grip, AP/FD control panel, – The EGIR supplies the aircraft attitude, velocity,
UFCP, CMFD, and GPS stand-alone control panel). acceleration, and heading data;
Attitude commands from the AFDS provide attitude – The ADC supplies aircraft speed, Mach number,
commands to the CMFD and HUD (through the pressure, and altitude data;
MDP) to be displayed to the pilot, to the aircraft – The VOR/ILS receiver supplies Localizer/Glides-
automatic control servos, and to the autopilot moni- lope deviation data and Outer/Middle Marker
tors. Beacon signal;
The AFDS comprises the following units: – The MDP supplies:
– Autopilot/Flight Director Computer (AFDC); • VOR deviation and selected course (from the
– AP/FD control panel. The panel lighting is NVG VOR/ILS receiver) for VOR or ILS operation
compatible; (VOR navigation or ILS );
– Primary Servos (aileron and elevator); • Flight plan selected course and cross track
error (from the EGI navigation mode of the
– Elevator Trim Tab Actuator;
EGIR and GPS navigation mode from the GPS
– Control surface position sensors (aileron and ele- stand-alone).
vator).
Flight Plan Navigation includes Tactical Navigation
The FD modes are the following: (EGI navigation mode) and GPS navigation (GPS
– Attitude Hold (ROLL/PITCH); navigation mode).
– Heading Hold (HDG); The AFDS is controlled through the control panel
– Altitude Hold (ALT); located on the front cockpit main instrument panel. It
enables the selection of the autopilot or flight direc-
– Navigation (NAV);
tor functions and relevant modes. In addition, the
– Approach (LOC and GS). autopilot disengage switch, override switch and
The AP modes are the following: autopilot display management switch are located on
– Attitude Hold (ROLL/PITCH); the control stick grip.
The trim switch, located on the control stick grip, can
– Heading Hold (HDG);
be used for trimming the aircraft as required.
– Altitude Hold (ALT); The AFDS modes and functions are presented on
– Navigation (NAV). the AP/FD control panel, on the HUD, and on the
The AFDC controls pitch attitude and roll attitude CMFD.
through the servos of the elevator, ailerons, and ele- When the autopilot fails, the AP warning message
vator trim tab (pitch trim). is presented on the EICAS format, and the AUTOPI-
The system is provided with an alerting system and LOT voice message sounds twice.
interlock devices that prevent the AP from engaging In case of mistrimming, the AP MIST caution mes-
the Approach Mode, since this mode is only autho- sage is presented on the EICAS format together
rized with the FD only (AP disengaged). with an arrow indicating the direction of the trimming
An AP quick-disconnect switch on each control stick (pitch or roll) required to eliminate the mistrimming.
grip provides a convenient means of disconnecting The AFDS system itself eliminates any mistrimming
the AP. in the pitch axis. Any mistrimming in the roll axis

Revision 1 1-203
TO 1A-29B(INT)-1

requires that the pilot actuates the aileron trim ference between an armed mode and a captured
switch to trim the aircraft as required for extinguish- mode.
ing the AP MIST message.

ATTITUDE HOLD MODE

AFDS OPERATING MODES
This mode synchronizes to the existing pitch and roll
The various AFDS operating modes can be divided attitude at the moment of the mode selection.
into two categories: lateral and vertical modes. – The attitude hold mode is cancelled and/or inhib-
The lateral modes are those modes related to the ited due to any of the following conditions:
heading and roll control, and normally provide com- – Pressing the R/P button;
mands based on the navigation sources. – Selecting another lateral or vertical mode on the
The vertical modes are those modes related to the AP/FD control panel;
pitch control. – FD failure condition. If it is out of the FD attitude
The Flight Director can be engaged, through the limits, the steering command bar is hidden.
AP/FD control panel, in the following modes:
– Attitude Hold Mode (ROLL/PITCH);
– Heading Hold Mode (HDG); HEADING HOLD MODE
– Altitude Hold Mode (ALT);
This mode synchronizes to the existing heading at
– Navigation Mode - based on information from
the moment of mode engagement, thus providing
VOR, EGI, or GPS;
roll command based on heading error.
– Approach Mode (APR) - based on information The heading hold mode is cancelled and/or inhibited
from the ILS (LOC/GS). due to any of the following conditions:
The FD guidance is provided to the pilot through a – Pressing the HDG button;
V-bar shaped symbol on the Attitude Director Indi-
– Selecting another lateral mode on the AP/FD
cator (ADI), and through a double wing shaped sym-
control panel;
bol on the HUD.
The AP can be engaged in all FD modes, except the – FD failure condition. If it is out of the FD attitude
Approach Mode. limits, the steering command bar is hidden.
The AFDS start-up process occurs automatically
upon turning on the system. At the end of the start-
up built-in-test (not more than 3 seconds), the AFDS ALTITUDE HOLD MODE
is ready for operation.
The HUD provides the following AFDS features: This mode synchronizes to the existing altitude at
the moment of mode engagement, thus providing
– AP engagement condition display;
pitch command based on altitude error.
– Active Command Bars Display; The ALT mode is cancelled and/or inhibited due to
The AFDS engaged mode indicating legends are any of the following conditions:
displayed on the CMFD and on the HUD only if the – Pressing the ALT button;
FD and AP functions are activated.
– Selecting another vertical mode on the AP/FD
The AFDS requires pitch and/or roll attitude to syn-
control panel;
chronize the attitude command and to compute the
– FD failure condition. If it is out of the FD attitude
command bar outputs. The MDP function uses the
limits, the steering command bar is hidden.
AFDS attitude command to position the command
bar on the attitude sphere of the CMFD and HUD.
The FD function is selected on the AP/FD control
panel. The activation of each mode is confirmed NAVIGATION MODE
through a label associated with each mode selector
The NAV mode is based on information from the
button for the armed and captured conditions.
VOR (radio navigation), EGIR, or GPS. For the
The current FD mode is indicated on the CMFD and
VOR, it enables automatic capture and tracking of
on the HUD, and this indication establishes the dif-
radials.

1-204 Revision 1
 TO 1A-29B(INT)-1

The NAV mode is selected by pressing the NAV but- The glideslope mode is selected by pressing the
ton on the AP/FD control panel, with the VOR, APR button with the ILS selected as navigation
EGIR, or GPS selected on the CMFD. source.
Upon selecting the NAV mode, automatically The glideslope can be captured in the ALT mode,
selects the HDG mode and arms the NAV mode. either above or below the glideslope beam.
Upon capturing the NAV mode, the HDG selection is Upon capturing the glideslope, the ALT label, if in
cancelled at the proper time, based on course error view, extinguishes.
and beam deviation. Table 1-2 shows the associated modes indications
The NAV mode is cancelled and/or inhibited due to on the AP/FD control panel, CMFD, and HUD.
any of the following conditions: The GS mode is cancelled and/or inhibited due to
– Pressing the NAV button; any of the following conditions:
– Changing the navigation mode on the CMFD; – Pressing NAV or APR button;
– Selecting another lateral mode on the AP/FD – Selecting another navigation mode from NAV
control panel; source on the CMFD;
– Invalid NAV source displayed; – Loss of localizer mode for any reason;
– FD failure condition. If the aircraft attitude is out of – Selecting another mode on the AP/FD control
the FD attitude limits, the steering command bar panel;
is hidden. – Invalid glideslope deviation;
Table 1-2 shows the associated modes indications – Invalid NAV source displayed;
on the AP/FD control panel, CMFD, and HUD. – FD failure condition. If the aircraft attitude is out of
the FD attitude limits, the steering command bar
is hidden.
APPROACH MODE (APR)
LOCALIZER SUBMODE (LOC)
The localizer mode enables automatic capture and
AUTOPILOT CONTROL OPERATION
tracking of localizer transmitters. Only front-course
approach is supported. Back-course approach is
AND INDICATION
not supported. The localizer mode is selected by
pressing the APR button with the ILS selected as ENGAGEMENT/DISENGAGEMENT OPERA-
navigation source. TION
The LOC mode is activated and the HDG selection
The autopilot is controlled through the AP button on
is cancelled at the capture point.
the AP/FD control panel, disconnect lever switch,
Table 1-2 shows the associated modes indications
override switch, and display management switch on
on the AP/FD control panel, CMFD, and HUD. the control stick grip.
The LOC mode is cancelled and/or inhibited due to The autopilot engagement and disengagement logic
any of the following conditions:
is mainly a function of hardware. The flight director
– Actuating the APR button can be controlled through the mode buttons on the
– Changing the navigation source shown on the control panel.
CMFD; The AP engagement/disengagement is performed
– Selecting another mode on the AP/FD control through the AP button on the control panel or
panel; through the display management switch on the con-
– Invalid NAV source displayed; trol stick grip. The AP is automatically disengaged
when the AP monitors detect any failure.
– FD failure condition. If the aircraft attitude is out of
The disconnect lever switch provides the pilot and
the FD attitude limits, the steering command bar
copilot with a quick and direct way for disconnecting
is hidden.
the AP. Actuating this switch removes power from
the AP servos.
GLIDESLOPE SUBMODE (GS)
The elevator automatic trimming is activated upon
The glideslope mode enables the automatic capture the autopilot engagement and is deactivated upon
and tracking of glideslope transmitters. the autopilot disengagement.

Revision 1 1-205
TO 1A-29B(INT)-1

AP OVERRIDE FUNCTION modes. In case of autopilot failure, the indication

color changes from green to red, and flashes until
The activation of the AP override function through a the warning is cancelled by pressing the master
dedicated switch on the control stick grip enables warning light (WARN).
the pilot to (manually) change to a new pitch or roll On the HUD, the active mode indicating letter
attitude, new heading or altitude, and the system remains boxed as long as the autopilot is engaged.
synchronizes to the new attitude upon releasing the The FD symbol is displayed as a double-wing
override switch. shape.

ENGAGEMENT/DISENGAGEMENT
INDICATION AUTOPILOT OPERATIONAL
CAPABILITIES
As long as the autopilot is engaged, the AP button
on the control panel remains lighted in green color. The AP does not have any engagement minimum
This button extinguishes upon autopilot disengage- speed limitation, but an MDP logic sends an AP dis-
ment. engagement signal if the AOA exceeds 13 degrees.
The green AP status message is displayed on the The maximum engagement speed is VMO/MMO.
ADHSI format of the CMFD. This page also displays Table 1-1 shows the main AP operational capabili-
the engaged modes. The green AP message is dis- ties.
played on the HSD format, but not the engaged

Table 1-1 - AP Operational Capabilities

MODE PARAMETER REMARKS

Pitch attitude hold The pitch attitude hold range is ± 20 degrees.

The roll attitude hold range is 60 degrees.

• If the AP is engaged with aircraft roll angle between 45 and
ATTITUDE 60 degrees, the aircraft is commanded to 45 degrees.
HOLD MODE • If the AP is engaged with aircraft roll angle between 5 and
Roll attitude hold
45 degrees, the AP holds the aircraft at the roll angle it was
at the AP engagement moment.
• If the AP is engaged with aircraft roll angle up to 5 degrees,
the aircraft is commanded to wing level attitude.

HEADING
Roll angle The heading hold mode roll is limited to 30 degrees.
HOLD MODE

The altitude hold operational range is from -1000 to 35000 ft.

Engage range
ALTITUDE The rate of climb or descent must be less than 2000 ft/mim.
HOLD MODE
Pitch command The altitude hold pitch command is limited to ± 20 degrees.

NAVIGATION Beam intercept angle The beam intercept angle is limited to 45 degrees.
MODE
Roll angle The NAV mode bank angle is limited to 30 degrees.

Roll angle The VOR track submode bank angle is limited to 30 degrees.
VOR TRACK
SUBMODE
Crosswind correction The crosswind correction is limited to ± 30 degrees.

1-206 Revision 1
 TO 1A-29B(INT)-1

AUTOPILOT/FLIGHT DIRECTOR SYSTEM

SCHEMATIC DIAGRAM

HUD
CMFD

UFCP

ADHSI FORMAT EICAS FORMAT

MISSION AND DISPLAY

PROCESSOR
(MDP)

AILERON
POSITION
SENSOR

AILERON
SERVO

INSERIR FIGURA EM314ENFM010135 B

ELEVATOR
SERVO INS/GPS
RALT
(EGIR)

ELEVATOR
POSITION AP/FD COMPUTER GPS
SENSOR 1553 BUS STAND−ALONE

ELEVATOR
TRIM TAB ADF
SENSOR

DME
MAIN DC BUS 1

ADC
ARINC 429
SERVOS CONTROL
(LOW FREQUENCY)
VOR/ILS
RECEIVER
ARINC 429
(LOW FREQUENCY)

AP/FD CONTROL PANEL

EM314ENFM010135B.DGN

AIRCRAFT (FLAPS,
SPEED BRAKE,
CONTROL STICK LANDING GEAR,
GRIP AIR/GROUND SENSOR)

Figure 1-101

1-207
TO 1A-29B(INT)-1

AILERON AND ELEVATOR SERVOS

SCHEMATIC DIAGRAM

ELEVATOR
SERVO

ELEVATOR

ELEVATOR
RH AILERON
SURFACE

CONTROL
CABLES CONTROL
CABLES

PILOT’S CONTROL
STICK

LH AILERON
SURFACE

CONTROL
COPILOT’S CONTROL CABLES
STICK

AILERON SERVO
EM314ENFM010244A.DGN

Figure 1-102

1-208 Revision 1
 TO 1A-29B(INT)-1

AP/FD CONTROLS AND INDICATORS

1 2 3 4

R/P HDG ALT TEST

ROLL FD
HDG ALT
PITCH TEST

NAV APR AP

NAV LOC GS AP

NAV LOC GS AP

8 7 6 5

PITCH
DOWN
RIGHT

LEFT
PITCH UP

RIGHT
UP

PRESS
DOWN
LEFT

12

11
SK314ENFM010127.DGN

10

Figure 1-103 (Sheet 1 of 10)

Revision 1 1-209
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
1. R/P Button – Pressing this button engages the Attitude Hold Mode.
– This button remains lighted as long as the Attitude Hold Mode
is engaged.
– Labels: ROLL and PITCH.
– Color: Green.
– In case of failure of the AFDS, the ROLL and PITCH green
labels go off and FD and AP labels go on in red on the TEST
and AP buttons respectively.

2. HDG Button – Pressing this button engages the Heading Hold Mode.
– This button remains lighted as long as the Heading Hold Mode
is engaged.
– Label: HDG.
– Color: Green.
– In case of failure of the AFDS, the HDG green label goes off
and FD and AP labels go on in red on the TEST and AP but-
tons respectively.

3. ALT Button – Pressing this button engages the Altitude Hold Mode.
– This button remains lighted as long as the Altitude Hold Mode
is engaged.
– Label: ALT.
– Color: Green.
– In case of failure of the AFDS, the ALT green label goes off and
FD and AP labels go on in red on the TEST and AP buttons
respectively.

4. TEST Button – Pressing this button (with the aircraft on the ground) the AFDS
performs the initial built-in-test (IBIT).
– Labels: FD (red), TEST (green).
– To perform the test, it is necessary to proceed as follows:
• Press the TEST button. All lights go on for 2 seconds.
• The AP green label starts flashing.
• Press the AP button (maximum 9 seconds after the green
label starts flashing). The AP button goes off and the TEST
label flashes.
• If any fault is detected on the AFDS, the FD and/or AP labels
go on in red. If the test is successful, the TEST label goes on
steadily.
• Press the TEST button again to complete the test. Pressing
the TEST button while the test is running interrupts the test.

5. AP Button – Pressing this button engages/disengages the autopilot.

– Label: AP (red), AP (green).
– Goes on in green to indicate that the autopilot is engaged in the
mode selected for the flight director.
– Goes on in red when a failure is detected in the AP.
Figure 1-103 (Sheet 2 of 10)

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 TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
6. GS Annunciator – This is an indicating light only.
– Label: GS (amber), GS (green).
– Goes on in amber to indicate that the glideslope mode is auto-
matically armed.
– Goes on in green to indicate that the glideslope is captured.
7. APR Button – Pressing this button activates the Approach Mode with local-
izer and glideslope armed.
– Label: LOC (amber), LOC (green).
– Goes on in amber to indicate that the localizer submode is
armed.
– Goes on in green to indicate that the localizer is captured.

8. NAV Button – Pressing this button activates the Navigation Mode in armed
mode.
– Label: NAV (amber), NAV (green).
– Goes on in amber to indicate that the Navigation Mode is
armed.
– Goes on in green to indicate that the NAV is captured.

9. Elevator and aileron trim switch – The elevator trim manual command is disabled when the auto-
pilot is engaged.
– The aileron trim manual command is not affected by the autopi-
lot.
– For further information on this switch, refer to
TO 1A-29B(INT)-1-1– Avionics System Supplemental Manual.

10. Autopilot disconnect lever – This lever provides the pilot and copilot with a quick and direct
way of disconnecting the AP.
– Actuating this lever removes power from the AP servos and
deactivates the FD.
– If the FD is active without AP engagement, this lever does not
deactivate the FD. In this case the FD is only deactivated
through the relevant autopilot mode pushbuttons on the AP/FD
control panel.

11. Autopilot override switch – Enables the momentary disengagement of the autopilot servos
for the pilot to manually change the aircraft attitude without dis-
engaging the autopilot.
– The system re-synchronizes with the new attitude when the
switch is released.

Figure 1-103 (Sheet 3 of 10)

Revision 1 1-211
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
12. Display Management Switch – Pressing this switch engages/disengages the autopilot as fol-
(DMS) lows:
• Provided the AFDS is off (FD and AP), pressing this switch
causes the engagement of the AP servos and the activation
of the FD basic modes (PITCH/ROLL).
• Provided the AFDS is on, pressing this switch causes the AP
servos disengagement. However, the FD remains active.
• Provided the FD is on and the AP is off, pressing this switch
causes the engagement of the AP servos, maintaining the
current FD mode.
– As long as the aircraft is operating in the A/G mode, this switch
remains disabled for engagement of the autopilot.
– For further information on the functions of this switch, refer to
TO 1A-29B(INT)-1-1 – Avionics System Supplemental Manual.

Figure 1-103 (Sheet 4 of 10)

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AP/FD CONTROLS AND INDICATORS

13 14

15

ROLL
PITCH

SK314ENFM010128.DGN

NO FD DEMAND FD PITCH DEMAND PITCH AND ROLL FD

DEMAND

Figure 1-103 (Sheet 5 of 10)

Revision 1 1-213
TO 1A-29B(INT)-1

CONTROLS/INDICATORS FUNCTION
13. Lateral Modes Indicators – Labels:
R Roll of the Attitude Hold Mode engaged.
H Heading Hold Mode engaged.
N Navigation Mode armed or captured.
L Localizer Submode armed or captured.
– Color: Green.
– Active lateral modes shown on the right side of the display
field.
– Armed lateral modes shown directly on the left side of the
active lateral mode legend.
– The AFDS active mode indicating letter is underscored by a
bracket to indicate that only the FD system is activated (AP
turned off).
– The AFDS active mode indicating letter becomes boxed to indi-
cate that the AP system is engaged.
– If the AP is disengaged, but the FD remains activated, the
AFDS active mode indicating letter box flashes three times and
extinguishes. In this case, the active mode is displayed under-
scored by a bracket.
– If the FD is disengaged, the AFDS mode indicating letters
extinguish.
– As long as the override function is activated, the AP engaged
indicating box flashes.

14. Vertical Modes Indicators – Labels:

P Pitch of the Attitude Hold Mode engaged.
A Altitude Hold Mode engaged.
G Glideslope submode armed or captured.
– Color: Green.
– Active vertical modes shown on the left side of the display field.
– Armed vertical modes shown directly on the right side of the
active vertical mode legend.
– The AFDS active mode indicating letter is underscored by a
bracket to indicate that only the FD system is engaged (AP
turned off).
– The AFDS active mode indicating letter becomes boxed to indi-
cate that the autopilot is engaged.
– If the AP is disengaged, but the FD remains engaged, the
AFDS active mode indicating letter box flashes three times and
extinguishes.
– If the FD is disengaged, the AFDS mode indicating letters
extinguish.
– As long as the override function is activated, the AP engaged
indicating box flashes.

Figure 1-103 (Sheet 6 of 10)

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CONTROLS/INDICATORS FUNCTION
15. FD Indicator – It is a double-wing shape that is displayed when the FD and/or
AP is/are engaged. This indicator is associated with the operat-
ing mode selected on the AP/FD control panel.
– If the FD is disengaged, the FD double-wing flashes three
times and extinguishes.
– The FD position in relation to the Flight Path Marker (aircraft
symbol) indicates the amount of bank or pitch command
required to follow the AFDS commands in the selected mode
as follows:
• The FD symbol fits the aircraft symbol if there is no roll or
pitch demand.
• The FD symbol moves vertically down or up according to
pitch up or pitch down demand respectively.
• The FD symbol moves clockwise or counterclockwise
around its geometric center according to right roll or left roll
demand respectively.
– Steering is accomplished by flying the Flight Path Marker to the
flight director cue.
– When the FD is in the HUD field of view limit an “X” overlaps
the FD symbol.

Figure 1-103 (Sheet 7 of 10)

Revision 1 1-215
TO 1A-29B(INT)-1

AP/FD CONTROLS AND INDICATORS

16 17 18 19
ADI

ON
+
GAIN
OFF −
LOC ROL 01 02 031 04 05 PIT GS

210 10258’
20 DA 1100
20
AP 10 2
+1340
10 1
0 VV
ILS 10 −1
10 −2
20
20
RALT 950
BCN H DH 800

VOR FYT 07
ILS 041° 07 055 CLR
110.60 22.7 A 23.1 STRM
03 06:35
6:29 06
N

33 E
RAD HDG
20 173
30 12

W 15
HSI DTK
CDI CRS
270°
24 S 078°
27.5
21
A

IND ADHSI SWAP SMS DCLT

+ +
BRT SYM
− −

ROLL

FD
PITCH
AIRCRAFT
EM314ENFM010140A.DGN

AIRCRAFT SYMBOL
NO DEMAND FD PITCH DEMAND FD PITCH AND ROLL DEMAND
OVER FD SYMBOL

Figure 1-103 (Sheet 8 of 10)

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CONTROLS/INDICATORS FUNCTION
16. AP Indicator – Indicates that the AP system is engaged.
– Color: Green.
– As long as the override function is activated, this indicator
flashes.
– Upon disengaging the autopilot the AP legend changes from
green to red, flashes three times, and extinguishes.
17. Lateral Modes Indicators – Labels and Colors:
ROL Roll of the Attitude Hold Mode engaged (green).
HDG Heading Hold Mode engaged (green).
NAV Navigation Mode armed (white) or captured (green).
LOC Localizer armed (white) or captured (green).
– Active lateral modes are shown on the right side of the display
field. Armed lateral modes are shown directly on the left side of
the active lateral mode legend.
– Upon disengaging the FD, the mode indicators extinguish.

18. Vertical Modes Indicators – Labels and Colors:

PIT Pitch of the Attitude Hold Mode engaged (green).
ALT Altitude Hold Mode engaged (green).
GS Glideslope submode armed (white) or captured (green).
– Active vertical modes are shown on the left side of the display
field. Armed vertical modes are shown directly on the right side
of the active vertical mode legend.
– Upon disengaging the FD, the mode indicators extinguish.

19. FD Symbol – The V-bar indicates that the flight director is engaged.
– Color: magenta.
– The position of the FD symbol relative to the aircraft symbol
indicates the amount of bank and pitch command required to
follow the AFDS commands in the selected mode as follows:
• The FD symbol fits the aircraft symbol when there is no roll
or pitch demand.
• The FD symbol moves vertically up or down according to
pitch up or pitch down demand respectively.
• The FD symbol moves clockwise or counterclockwise
around its upper vertex according to the necessity to roll right
or roll left respectively.
• The FD symbol passes under the aircraft symbol when
crossing it.
– Upon disengaging the FD, the FD symbol flashes three times
and extinguishes.

Figure 1-103 (Sheet 9 of 10)

Revision 1 1-217
TO 1A-29B(INT)-1

AP/FD CONTROLS AND INDICATORS

EICAS 20 21
OFF
ON
+

−
EICAS MESSAGES

INSERIR FIGURA EM314ENFM010141

ROLL NOVA
PITCH YAW

EM314ENFM010141A.DGN
5

+ +

− −

CONTROLS/INDICATORS FUNCTION
20. Roll Mistrim Indicator – An arrow pointing to the left or to the right on the roll trim indi-
cator, indicates a roll mistrim condition.
– The arrowhead shows the direction to which the roll trim must
be commanded to eliminate the mistrim condition.
– Color: yellow.
– Upon disengaging the autopilot, the mistrim indicator extin-
guishes.

21. Pitch Mistrim Indicator – An arrow pointing up or down, on the pitch trim indicator, indi-
cates a pitch mistrim condition.
– The arrowhead shows the direction to which the pitch trim must
be commanded to eliminate the mistrim condition.
– Color: yellow.
– Upon disengaging the autopilot, the mistrim indicator extin-
guishes.

Figure 1-103 (Sheet 10 of 10)

ALERTING MESSAGES
ALERTING
TYPE EICAS AURAL HUD MEANING
LIGHT
AUTOPILOT, Failure in the Autopilot/Flight Director Computer
WARNING WARN AP WARN
AUTOPILOT. (AFDC).
CAUTION,
CAUT AP MIST
CAUTION.
Mistrim condition.

CAUTION Failure in the Autopilot/Flight Director Computer

AVIONICS,
CAUT AVIONICS
AVIONICS.
AVNCS (AFDC), and the autopilot was not engaged
before the occurrence of the failure.

1-218 Revision 1
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Table 1-2 – AFDS Mode Indications Summary

AP/FD CMFD HUD

MODES CONTROL
PANEL LEFT SIDE RIGHT SIDE LEFT SIDE RIGHT SIDE

ROLL
Attitude Hold ROL PIT R P
PITCH
Heading Hold HDG HDG - H -
Altitude Hold ALT - ALT - A
Navigation (armed) NAV NAV - N -
Navigation (captured) NAV NAV - N -
Approach
LOC LOC - L -
(LOC armed)
Approach LOC LOC - L -
(LOC captured)
Approach
(GS armed) GS - GS - G

Approach
GS - GS - G
(GS captured)

FD Engaged

AP Engaged AP

NOTE

(1) - The symbol # stands for any letter from set R, P, H, A, N, L, and G.
(2) - As long as the AP or FD override function is activated, the steering command bar on the ADHSI and on the HUD
remains hidden.
(3) - As long as the autopilot override function is activated, the AP label flashes on the control panel, on the ADHSI, and
on the HUD.
(4) - If the aircraft attitude is out of FD limits, the steering command bar on the ADHSI and on the HUD remains hidden.
(5) - If LOC, VOR, or Flight Plan is invalid, the steering command bar on the ADHSI and on the HUD remains hidden.

Revision 1 1-219
TO 1A-29B(INT)-1

EMERGENCY EQUIPMENT to the ON position. The transmitter is automatically

activated when the transmitter switch is in the OFF
EMERGENCY LOCATOR position, the switch in the cockpit is in the
ARM/RESET position, and the aircraft undergoes a
TRANSMITTER
deceleration greater than 2.3 ± 0.3 g's.
In both cases of activation (manual and automatic),
The Emergency Locator Transmitter (ELT) has the
the pilot can deactivate the ELT through the RESET
purpose of providing the aircraft position during the
function.
search and rescue operations.
The system comprises:
NOTE
– One transmitter with an ON/OFF switch and one
G-switch installed in the upper portion of fuselage The Emergency Locator Transmitter does not
center section; operate under water.

– One antenna located on the aircraft top;

– One remote panel in the cockpit.
EJECTION SEAT MICROSWITCH
The transmitter consists of a system with three fre-
quencies which is automatically activated in case of This microswitch serves the purpose of activating
impact. It is provided with a replaceable lithium bat- the ELT in case of an ejection of the front seat. With
tery assembly the service life of which is 5 years. the ejection seat installed, this microswitch is nor-
When activated, the 406.025 MHz transmitter oper- mally open. Upon ejection, it closes and activates
ates for 24 hours and is automatically turned off. the ELT.
The 121.5/243.0 MHz transmitter continues operat- An inhibiting switch, located on the Maintenance
ing until the battery charge is exhausted. Panel, allows disabling the ejection seat micro-
The battery is estimated to exhaust in 72 hours. The switch during the ejection seat removal for mainte-
transmitter can be manually activated by setting the nance purposes. The access to this inhibiting switch
transmitter switch or the remote switch in the cockpit is restricted to the maintenance personnel.

1-220
 TO 1A-29B(INT)-1

EMERGENCY LOCATOR TRANSMITTER

CONTROLS AND INDICATORS

ELT

ON

ARM/
RESET

2 1

EM314PTMV010082.DGN

CONTROLS/INDICATORS FUNCTION
1. ELT switch – This is a two-position switch:
ON Activates the ELT.
ARM/RESET Allows the ELT to be automatically activated.
The RESET function allows deactivating the
ELT after a manual or automatic activation.
2. ELT alert light – Flashes when the ELT is transmitting.
(red)

Figure 1-104

Revision 1 1-221
TO 1A-29B(INT)-1

MISCELLANEOUS EQUIPMENT BAGGAGE COMPARTMENT

PROTECTIVE COVERS The baggage compartment is located in the aircraft

tail cone. Access to the baggage compartment is
Protective covers must be installed to the Pitot provided by a door located on the fuselage left side,
tubes, static ports, and TAT sensors to prevent their next to the wing root.
obstruction caused by the entrance of dirt or insects Baggage tie-down straps and buckles are provided
while the aircraft is parked. to secure the baggage in the baggage compart-
For the same reason, covers are provided for the ment.
exhaust stacks, machine gun barrels, engine and air
conditioning air inlets, ejection seats, and canopy.
REAR-VIEW MIRRORS

Two adjustable rear-view mirrors are mounted on

PROPELLER LOCK the glareshield of the front and rear cockpit instru-
ment panel.
A propeller lock assembly is available, and must be
installed to the propeller when the aircraft is parked,
to prevent propeller windmilling. SERVICING DIAGRAM
The assembly comprises a cover to be installed to
the propeller blade tip and two strips that attach the For information related to the aircraft servicing, refer
blade tip cover to the exhaust stack cover. to Figure 1-106.

1-222 Revision 1
 TO 1A-29B(INT)-1

MISCELLANEOUS EQUIPMENT

STATIC PORTS
COVER

AIRCONDITIONING
CANOPY
UNIT AIR INLET
NACA AIR COVER
COVER
INLET COVER

HUD
COVER

EJECTION
SEAT
COVER

PITOT TUBE AND

TAT SENSOR
COVER

WHEEL
WHEEL PROTECTIVE
CHOCK COVER

STARTER NACA AIR

GENERATOR INLET COVER
AIR INTAKE
COVER

ENGINE AIR
INLET COVER

EXHAUST PITOT TUBE

STACK COVER
EM314ENFM010143D.DGN

COVER
PROPELLER
LOCK MACHINE GUN
BARREL COVER
WHEEL OIL COOLER AIR
PROTECTIVE INTAKE COVER
COVER

Figure 1-105

Revision 2 1-223
TO 1A-29B(INT)-1

SERVICING DIAGRAM

HYDRAULIC FLUID

SPECIFICATION COMMERCIAL PRODUCT VENDOR

AEROSHELL 31 SHELL
MIL−H−83282 MOBIL AERO NFS MOBIL
BRAYCO MICRONIC 882 CASTROL

AEROSHELL 41 OR 4 SHELL
MIL−H−5606 MOBIL AERO HF MOBIL
BRAYCO MICRONIC 756 CASTROL

HYDRAULIC
RESERVOIR

XXX
XXX
XX

XXX
XXX
XX

XXX
X

SIGHT OIL FILLER

GLASS CAP
PLACARDS

SERVICING
PANEL

INSERIR FIGURA EM314ENFM010115 C

HYDRAULIC SYSTEM
SERVICING PANEL HYDRAULIC
RESERVOIR

XX
XX
XX
XX

XX
XX

XX
XX

XX
XX

XX
XX

XX
XX
XX
XX
OIL LEVEL
INDICATOR
XX XX
XX
XX
XX
XX
XX
XX

XX
XX
XX
XX XX
XX XX
XX XX
XX XX
XX XX
XX X
XX
XX

XX
XX
XX
XX XX
XX XX
XX XX
XX XX
XX XX
XX X
XX
XX

XX
XX

FILLING
XX
XX
XX
XX
XX
XX

VALVE

PRESSURE 0.82 gallon

SUCTION
VALVE VALVE 0.69 gallon

ENGINE OIL

SPECIFICATION COMMERCIAL PRODUCT VENDOR REMARKS

AEROSHELL TURBINE OIL 500 SHELL To avoid overfilling of oil tank, and high oil consumption,
ROYCO TURBINE OIL 500 ROYAL an oil level check is recommended within 30 minutes
MIL−PRF−23699 MOBIL JET OIL II EXXON MOBIL after the engine shutdown. Ideal interval is 15 to 20 minutes.
TYPE II CASTROL 5000 CASTROL If more than 30 minutes have passed, and the sightglass
EM314ENFM010115C.DGN

BP TURBO OIL 2380 AIR BP indicates that the oil is needed, start the engine and run
at ground idle for five minutes, and recheck oil level.

Figure 1-106 (Sheet 1 of 3)

1-224 Revision 2
 TO 1A-29B(INT)-1

SERVICING DIAGRAM

FUELING HOSE

GRAVITY FUELING
NOZZLE
CAP

FUELING HOSE

GRAVITY FUELING
NOZZLE
CAP

FUEL

DESIGNATION SPECIFICATION VENDOR

QAV−1 CNP−08 LOCAL

JET A

JET A−1 ASTM D1655 LOCAL

JET B

JP−4

JP−5 MIL−T−5624 LOCAL

JP−8ST

JP−8 MIL−T−83133 LOCAL

EM314ENFM010085A.DGN

AVIGAS

(EMERGENCY MIL−G−5572
LOCAL
USE UP TO
ASTM−D−910
THE LIMIT OF
150 HOURS)

Figure 1-106 (Sheet 2 of 3)

Revision 1 1-225
TO 1A-29B(INT)-1

SERVICING DIAGRAM

EMERGENCY
OXYGEN
SYSTEM
CYLINDER

EMERGENCY
OXYGEN
SYSTEM
CYLINDER

EMERGENCY
HYDRAULIC ACCUMULATORS
SERVICING PANEL

OXYGEN
BRAKE
(EMERGENCY OXYGEN CYLINDER) HIGH
PRESSURE
SPECIFICATION VENDOR LANDING VALVE
GEAR
MIL−O−27210 LOCAL

NITROGEN DISCHARGE
VALVE
SPECIFICATION VENDOR
PRESSURE GAUGE
BB−N−411, TYPE I,
LOCAL HIGH
CLASS I, GRADE B
PRESSURE
VALVE
DISCHARGE
EM314ENFM010217B.DGN

TIRE PRESSURE PRESSURE VALVE

(AIRCRAFT ON THE GROUND) GAUGE

MAIN LANDING GEAR 128 ± 3 PSI

NOSE LANDING GEAR 121 ± 3 PSI

Figure 1-106 (Sheet 3 of 3)

1-226 Revision 1