Phenom 100 Familiarization - Desconhecido
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odairbritoPHENOM 100 FAMILIARIZATION MAINTENANCE TRAINING
AUTO PILOT
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AUTOMATIC FLIGHT 22-00-00
Introduction
The Automatic Flight Control System (AFCS) (Automatic Flight
Control System) is a fully digital system integrated with the
architecture of the aircraft's avionics system, and with its functions
distributed to several replaceable units on the runway, LRU's (Line
Replaceble Units).
AFCS includes computers and servo-assisted systems that allow
automatic flight control of the aircraft. Computers use data from
different sources and feedback circuits to control the aircraft's
direction, attitude, altitude and speed.
The Flight Display Units, PFD 1, MFD, PFD 2 (Flight Displays Units)
and the GP, Guidance Panel are the means of interface between the
system functions and the crew.
The Flight Guidance Control System (FGCS) is part of the Automatic
Flight Control System (AFCS).
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Figure 1 – FGCS interface 4
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General description
FGCS
The Flight Control Guidance System (FGCS) has the following
functions:
FD - Flight Director
AP - Autopilot
YD - Yaw Axis Damping / Curve Coordination.
Auto Trim - Automatic pitch compensation.
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Figure 2: Overview of FGCS
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FD - DIRECTOR OF FLIGHT
GIA units (Garmin Integrated Avionics unit) on both sides, pilot and
co-pilot are able to compute the Flight Director's commands whose
functions are determined by selecting the vertical and side
navigation logic, but only the side that selects the function through
the Guidance Panel you will have the command.
The communication between the GP and the PFD (Primary Flight
Display) is done via RS 232 serial bus.
All processing and monitoring of AP, Autopilot and YD Yaw Axis
Damping and Curve Coordination functions are performed by servo
actuators.
AP-AUTOMATIC PILOT (AMM SDS 22-10-00 / 1)
The Autopilot System includes computers, aileron servo systems,
elevators, rudder and GP selection keys. The computers use data
from other aircraft systems and feedback circuits together with data
pre-selected by the pilot / co-pilot, to control direction, heading,
attitude, altitude and speed and follow a desired route.
GP- GUIDANCE CONTROL PANEL
The GP is installed on the main cockpit panel and provides the crew
with the means to interface with the system functions. 7
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Figure 3: GP - Guidance Panel - FGCS
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AILERONS, ELEVATORS AND RUDDER SERVOS
Servo actuators are electromechanical units that, when coupled to
the respective system, activate the respective control axis through
the control cables.
When the AP function is engaged in the GP, the AFCS controls the
attitude of the aircraft through commands sent to the actuator
servos.
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Figure 4: FGCS - AP Servo and Aileron Cables
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Figure 5: FGCS - Servo of the AP and Cables of the Rudder
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Figure 6: FGCS - AP Servo and Elevator Cables
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YAW DAMPER AND CURVE COORDINATION
The YD function provides damping of the aircraft's yaw axis (dutch
roll mode) and also curve coordination with rudder controls.
The YD logic is performed by both GIAs and depends on inputs from
the GP, Air Data Computer, ADC (Air Data Computer), AHRS,
Attitude and Bow Reference System, discrete signals and system
parameters.
AUTOMATIC PITCH COMPENSATION
The automatic pitch compensation commands are processed by the
GIA's and respond to the torque action of the autopilot's primary
pitch servo.
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END OF CHAPTER
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FIRE PROTECTION SYSTEM
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FIRE PROTECTION 26-00-00
Introduction
The function of the fire protection system is to monitor fire or
temperature conditions in the engines, alert the crew about the
situation and enable the discharge of an extinguishing agent to
extinguish the fire source.
General description
The FIRE PROTECTION system includes the following subsystems:
FIRE AND SMOKE DETECTION SYSTEM (AMM SDS 26-10-
00 / 1);
FIRE EXTINGUISHING (AMM SDS 26-20-00 / 1). FIRE AND
FIRE DETECTION SYSTEM (AMM SDS 26-10-00 / 1)
Components
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Figure 1: Fire Detection / Extinguishing System
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Figure 2: Sensor working principle
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• An ENG FIRE EXTINGUISHER panel, with two engine cut buttons,
a key to control the bottle discharge with Halon 1301 extinguishing
agent.
• A TEST CONTROL PANEL panel with annunciators and test
button.
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Figure 4: Announcer panels
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• A bottle with extinguishing agent for the engines.
Figure 5: Component Locations
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Figure 6: Firing Cartridge Protection
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• A portable fire extinguisher on board.
Figure 7: Portable Fire Extinguisher
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Control
The control modules that interface with the system are:
• GEA (Garmin Engine / Airframe unit)
• GIA (Garmin Integrated Avionics unit)
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Figure 8: Fire / Heating Protection Block Diagram - Left Engine
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Figure 9: Fire Protection Block Diagram - Right Engine
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END OF CHAPTER
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FLIGHT CONTROLS
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FLIGHT CONTROLS 27-00-00
Introduction
The aircraft's Flight Command System provides pilots with means to
maintain directional control of the aircraft on the three axes, Pitch,
Roll and Yaw. General description The system consists of the
primary and secondary flight commands. The primary system
consists of elevators, ailerons and rudder, are mechanically
operated and have compensation on all axes. The secondary
system is made up of Flapes and Gust Lock (blocking commands on
the ground).
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Figure 1: Flight controls Location 4
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The flight control system includes the following subsystems:
¬ AILERON (AMM SDS 27-10-00 / 1)
¬ RUDDER (AMM SDS 27-20-00 / 1)
¬ ELEVATOR (AMM SDS 27-30-00 / 1)
¬ FLAPES (AMM SDS 27-50-00 / 1)
¬ GUST LOCK ON THE GROUND (AMM SDS 27-70-00 / 1)
¬ AILERON (AMM SDS 27-10-00 / 1)
Introduction
The right and left surfaces of the ailerons are installed in the rear
external wing stringer, controlling the aircraft's (lateral) rolling
movements by turning to the left or right of either pilot or co-pilot
control wheel. , or through the autopilot controls.
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Figure 2: Ailerons
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General description
The AILERONS system includes the following subsystems:
• MECHANISM OF AILERONS (AMM SDS 27-11-00 / 1)
• AILERON TRIM SYSTEM (AMM SDS 27-14-00 / 1)
MECHANISM OF THE AILERONS (AMM SDS 27-11-00 / 1)
Both aileron surfaces are statically and dynamically balanced. The
left aileron has the trim tab fixed to the inside of the trailing edge.
The aileron system uses two sets of conventional control wheels in
the cockpit to control the aileron surfaces. The movement is
transmitted through a rotating assembly, quadrants, torque tubes,
cables and interconnecting rods. When the autopilot is coupled, the
aileron commands can also be generated by the Autopilot Servo
which transmits commands directly to the ailerons central torque
tube.
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Figure 3: Aileron mechanism
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The rotation courses of the control wheel are limited by the primary
and secondary stops, within the following values:
• +51 ± 1 degrees and +56 ± 1 degrees clockwise;
• -51 ± 1 degrees and -56 ± 1 degrees counterclockwise.
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Figure 4: Aileron mechanism
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Figure 5: Component Locations
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Figure 6: Component Locations
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The deflection stroke limits of the aileron surfaces are limited by the
primary and secondary stops, within the following limits:
• +15 ± 1 degrees down;
• -25 ± 1 degrees upwards.
Operation
During normal operation, rotation of any control wheel to the left or
right causes the aircraft to roll. The cables transfer this displacement
to the front torque tube. The rotation of the front torque tube is
transmitted to the central torque tube via cables.
At this point, the control is divided into two cable segments LH (left)
and RH (right) which transmit the movement from the central torque
tube to the wing torque tubes that act as a rod that moves the
aileron surfaces.
AILERON TRIM SYSTEM (AMM SDS 27-14-00 / 1)
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Introduction
The function of the aileron compensation subsystem, TAS (TRIM
ACTUATION SYSTEM), is to allow the pilot or co-pilot to make
compensation adjustments on the side axis. The pilot positions the
trim switch in order to neutralize the efforts felt on the joystick
wheels. The aileron compensator is installed only on the left wing
and provides deflection capability of the compensation surface (tab)
in response to the command on the compensation key.
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Figure 7: Aileron compensation
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General description
The subsystem is similar to the pitch trim subsystem except that the
roll trim subsystem is based on a single mode of operation, and has
no interface with the Automatic Flight Control System (AFCS). flight.
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Figure 8: General Description - Aileron Compensation System
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Components
TRIM ACTUATORS TAC-CONTROLLER
The TACs are installed in the rear fuselage above the luggage
compartment. TAC 1 is the main controller of the TAS (Compensator
Actuation System) for the aileron compensation system.
TRIM ACTUATOR The scroll compensation actuator is installed only
on the left wing. The actuator positions the compensation surface in
response to TAC commands and converts electrical power into
linear mechanical motion. SCROLL
TRIM SWITCH The switch is installed on the pedestal.
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Figure 9: Actuator Operation
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Operation
The pilot commands carried out on the scroll trim switch are directly
transmitted to the TAC1, Controller of the compensation actuator
that drives the aileron trim surface (aileron trim tab).
The scroll trim subsystem is based on a single mode of operation
and does not interface with the AFCS, (Automatic Flight Control
System), and the trim command is made only through the dedicated
panel on the central pedestal. There are no controls on the steering
wheels or alternate mode, in the event of failure, the pilot will have to
physically sustain residual forces on the steering wheel.
The position of the scroll trim actuator is transmitted independently
to the Avionics system by the Trim Actuator Controller, TAC for
indication in the cabin. A fault condition will be transmitted to the
avionics system to facilitate the identification of the failed LRU (Line
Replaceable Unit).
In order to mitigate spontaneous movements of any compensation
surface beyond the safety limits, the TAC imposes an authority limit
of 3 seconds for each compensation command, regardless of how
long the key is kept pressed.
If the quick disconnect switch QD (Quick Disconect) on the yoke
wheel is pressed, any compensation operation on the three axes is
interrupted.
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Figure 10: System components
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RUDDER 27-20-00
Introduction
The rudder control system provides control over the aircraft's yaw
axis by deflecting the rudder surface. The rudder surface is attached
to the rear stringer of the vertical warp.
The surface is statically and dynamically balanced and has a
surface (tab) attached to the rudder stringer at the bottom of the
trailing edge.
The Rudder Control System makes use of two conventional sets of
pedals to control the movement of the rudder surface. The
movement is transmitted by means of winches, movement
transmission rods, torque tubes and cables.
When the autopilot is engaged, the rudder deflection commands can
be generated by the autopilot servo, which transmits the commands
directly to the rear torque tube.
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Figure 11: Schematic of the Rudder System
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General description
The RUDDER System includes the following subsystems:
• RUDDER MECHANISM (AMM SDS 27-21-00 / 1)
• RUDDER TRIM SYSTEM (AMM SDS 27-24-00 / 1)
RUDDER MECHANISM 27-21-00
Introduction
The mechanical components of the rudder transmit the movement of
the pedals to the surface of the rudder through a cable control
system that provides movement on the aircraft's yaw axis.
General description
The mechanical components of the rudder operate as follows:
• Pilot or co-pilot commands are transmitted by the control pedals to
the RIGHT and LEFT central torque tubes, which transmit the
movement via a connecting rod to the front torque tube that is
installed under the cockpit floor.
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• The cable circuit receives inputs from the front torque tube and
transmits the movement to the mechanical connections that
separate the cable circuits in Upper Rear Circuit and Lower Rear
Circuit.
• Both the upper and lower rear circuits transmit movement to the
rear torque tube which in turn acts on the surface torque tube by
means of a connecting rod and consequently causing the deflection
of the rudder surface.
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Figure 12: Rudder Block Diagram 27
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Control pedal assemblies are also used to control the brakes and
steering of the aircraft's nose train wheel. Control of displacement of
the pedals is limited by the primary and secondary stops described
below:
• -14.9 ± 1 degrees and -16.4 ± 1 degrees forward.
• +13.7 ± 1 degrees and +15.1 ± 1 degrees back.
Deflection of the rudder surface is limited by the primary stops
described below:
• -27 ± 1 degrees right
• +27 ± 1 degrees left Components Figure 13: Rudder mechanisms
Figure 14: Rudder Mechanisms / Components
Operation
During normal operation, the pilot or co-pilot controls the rudder
pedals forward and backward to achieve the desired aircraft yaw
rate.
• When the LEFT pedal (pilot or co-pilot) is commanded fully forward
and therefore the right pedal is commanded fully backwards, the
rudder surface moves to the left (+27 degrees).
• When the RIGHT pedal (pilot or co-pilot) is commanded fully
forward and consequently the left pedal is commanded fully
backwards, the rudder surface moves to the right (-27 degrees).
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RUDDER TRIM SYSTEM (AMM SDS 27-24-00 / 1)
Introduction
The function of the rudder compensation subsystem is to allow the
pilot or co-pilot to make adjustments to the yaw axis (YAW).
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Figure 16: Rudder Compensation Introduction
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General description
The pilot controls the yaw axis compensation switch in order to
relieve forces on the foot pedals. The compensation surface (tab) is
controlled by TAS, Trim Actuation System.
The yaw axis compensation subsystem is similar to the pitch axis
trim subsystem except that it is based on a single operating mode
and does not interface with the AFCS, Automatic Flight Control
System.
The control is done only through the compensation panel that is
installed on the central pedestal. The commands made on the
switch are transmitted directly to the TAC, Trim Actuator Controller,
which operates the actuator which in turn drives the rudder
compensation surface (tab).
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Figure 17: Rudder Trim Overview 32
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Components TAC - TRIM ACTUATOR CONTROLLER
The TACs are installed in the rear fuselage above the luggage
compartment. The TAC2 is the central controller of the TAS for the
rudder compensation system and interfaces with various aircraft
systems.
TRIM ACTUATOR
The yaw axis compensation actuator is installed on the trailing edge
of the vertical warp. The actuator positions the compensation
surface in response to the TAC's electrical commands and converts
the electrical signal into a linear mechanical movement.
RUDDER TRIM SWITCH
This switch is installed on the control pedestal.
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Figure 18:Components / Interfaces
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Figure 19: Actuator Operation
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Operation
The pilot command made on the trim switch is transmitted directly to
TAC 2, which operates the actuator that drives the compensation
surface (tab).
The system does not have a reversionary or back-up mode, in the
event of a system failure the pilot will have to physically compensate
by applying force to the command pedals.
DC power is supplied to the TAC 2 channel by means of dedicated
circuit breakers providing control and input to the motor
independently. In both cases the DC BUS 1 bus is the power supply.
Analogously to the pitch axis compensation subsystem, the position
of the yaw axis actuator (YAW) is transmitted by the TAC to the
avionics system for indication. Failure conditions are also
transmitted to the avionics system for maintenance purposes.
The actuator operates with a fixed actuation rate and not as a
function of the aircraft's speed. A 3-second timer device limits the
actuator's actuation to each actuation of the switch. If the QD quick-
cut switch on the joystick wheel is activated, any compensation
command will be interrupted.
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ELEVATOR 27-30-00
Introduction
The elevator system is responsible for the longitudinal control
(pitching) of the aircraft.
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Figure 20: General Description
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General description
The longitudinal control of the aircraft consists of a pair of
conventional elevator surfaces attached to the rear stringer of the
horizontal stabilizer.The elevator system uses two sets of
conventional joysticks in the cab to control via push to prick and pull
to get the movement of the two elevator surfaces.The movement is
transmitted via axle, special joints, winches, rods, torque tubes and
cables.
The elevator system includes the following subsystems:
• ELEVATOR MECHANISM (AMM SDS 27-31-00 / 1)
• ELEVATOR TRIM SYSTEM (AMM SDS 27-34-00 / 1)
• STOL WARNING SYSTEM (AMM SDS 27-36-00 / 1)
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Components
ELEVATOR MECHANISM 27-31-00
Introduction
The elevator mechanism is composed of systems responsible for
the elevator controls in the cockpit and their transmission under the
cockpit floor to the surfaces of the elevators in the horizontal
stabilizer.
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Figure 21: General Description-
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Mechanism of the Elevators description
During normal operating mode, the pilot or co-pilot controls the
command column by pushing it forward (chopping) or pulling it
backwards (cabrar), until obtaining the desired pitch ratio for the
aircraft. The displacement of the control column is limited by primary
and secondary stops within the following limits:
• -73.4 ± 1 mm and -81.4 ± 1 mm forward
• +104.7 ± 1 mm and +114.8 ± 1 mm back .
The linear movement of the joystick control column is transmitted to
the rotational movement of the interconnection torque tube. This
rotational movement is transferred to cables by means of two
quadrants, installed in the interconnection torque tubes.
Elevator cables are routed under the floor of the cockpit, passenger
cabin and luggage compartment to transmit commands from the
cockpit torque tube to the rear torque tube in the rear fuselage.
The servo mechanism for the autopilot of the elevators is installed in
the rear fuselage and transmits the Autopilot commands to the rear
torque tube via cables.
The rear torque tube transmits the movement of the cables that
come from the cockpit to the cables that run to the rear torque tube
that is installed in the horizontal stabilizer.
The cables run along the trailing edge of the vertical stabilizer. The
rotational movement is transmitted from the torque tube of the
vertical / horizontal stabilizer to the surfaces of the elevators through
an actuation mechanism. The two surfaces of the elevators are 42
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independent and installed on the trailing edge of the horizontal
stabilizer and are pivoted at two points of articulation. The deflection
limits of the elevator surfaces are limited by the primary stops within
the following values.
• -27 degrees ± 1 up
• +19 degrees ± 1 down.
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Figure 22: General Description - elevators
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Figure 23: Components
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Figure 24: Elevator Control Cables
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Figure 25: Components of the Elevator Mechanism
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ELEVATOR TRIM SYSTEM (AMM SDS 27-34-00 / 1)
Introduction
The function of the elevator compensation subsystem, TAS (TRIM
ACTUATION SYSTEM), is to allow the pilot or co-pilot to make
compensation adjustments on the side axis. The pilot positions the
trim switch in order to neutralize the efforts felt on the joystick
wheels. The elevator trim is installed only on the left wing and
provides deflection capability of the compensation surface (tab) in
response to the command on the trim switch.
The elevator trim system is controlled by the trim actuation system
(TAS (Trim Actuation System)).
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General description
The elevator compensation system is controlled by the TAS, Trim
Actuation System to perform the following functions:
MANUAL COMPENSATION
When flying the aircraft manually, the pilot controls the trim switches
in order to relieve the forces in the command column.
AUTOMATIC TRIM
When the AP, Autopilot is engaged, the TAS receives commands
from the AFCS (Automatic Flight Control System) in order to relieve
the forces on the autopilot's pitch servo.
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Figure 26: Introduction to the Elevator Compensation System
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General description
The pitch trim subsystem is based on two redundant modes of
operation: Normal and Backup
When operating in Normal mode, manual trim can be controlled by
the pilot or co-pilot using the keys located on the respective control
wheels. The switch signals are processed by the avionics system
and sent to TAC 1 (Trim Actuator Controller) that operates the
actuator fixed on the trim tab of the left elevator.
The system operates in a master / slave configuration, and when the
left actuator LH (Left-Hand) is in operation, it activates the actuator
fixed on the compensation surface of the RH right elevator (Right
Hand) through a flexible axis of interconnection.
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Figure 27: General Description - System Controls
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In case of failure of this command path, that is, in the steering wheel
switches, avionics, TAC1 or left LH actuator, the pilot transfers the
system to the alternative mode (Backup) through the Mode selection
key on the compensation panel and commands the system only
through the compensation backup switch.
The command signal goes directly to TAC 2 which operates the right
actuator, originally set as a slave, this (right) actuator will operate as
a master by activating the left actuator through the flexible axis. DC
power is supplied to each TAC 1 and 2 channels via dedicated
circuit breakers in order to provide independent control and power,
however the mode selection switch will remove power from the
motor of the actuator that is operating as a slave to avoid a stress
condition otherwise between actuators.
Control and power signals for the TAC 1 Pitch channel actuator
motor are provided with the DC BUS 2 electric bus, while for TAC 2
they are provided with the aircraft emergency bus, Emergency Bus.
When operating in Normal mode, the TAS can also receive input
signals from the AFCS from the avionics system. The positions of
both LH and RH actuators are transmitted independently transmitted
by the TACs to the avionics system for indication to the crew. A fault
condition is transmitted to the CAS (Crew Alerting System). In order
to mitigate spontaneous movements of any compensation surface
beyond the safety limits, the TAC imposes an authority limit of 3
seconds for each compensation command, regardless of how long
the key is kept pressed. If the QD (Quick Disconect) switch on the
joystick wheel is pressed, any compensation operation on the three
axes is interrupted. 53
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Figure 28: General Description - Elevator trim System
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Figure 29: System components
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Figure 30: System components
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INDICATION and ALERT
The pitch compensation scale is presented as shown in the figure
and incorporates a green ribbon indicating the position for takeoff. If
the surface compensation is outside the green indicator zone, the
avionics system generates an aural alert “NO TAKEOFF: TRIM, NO
TAKEOFF: “TRIM…” to alert the crew of the incorrect adjustment
condition. In addition, the display turns red in reverse video.
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Figure 31: General Description –
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Indication
STOL ALERT AND PROTECTION SYSTEM (AMM SDS 27-36-00 /
1)
Introduction
The SWPS, Stall Alert and Protection System performs two main
functions:
• Provide warning of an imminent stall condition of the aircraft.
• Prevent the aircraft from entering a condition of potential danger of
loss of support. The first main function is achieved through two
aspects:
• An unmistakable aural alarm to inform the crew that the aircraft it is
approaching a stall condition, loss of support;
• An indication on the speed indicator on both PFD, Indicator Flight
Primary, to alert the crew of the low condition velocity. The second
main function is achieved through the action of the stick pusher
(stick pusher) in which a SPA, Stick Pusher Actuator causes a
moving attitude, taking the aircraft out of a stall condition
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Figure 32: System Architecture General description
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The SWPS consists of the elements listed below:
• AOA (Angle of Attack) sensors;
• Double SWPC (Stall Warning and Protection Computer);
• SPA, Stall protection Actuator;
• Pusher Cutout Switch, Pusher Cut Key;
• Quick Disconnect Switches, Quick disconnect switches;
• Pre-Flight Test Switch; Pre-Flight Test Key;
• Integrated Avionics Units: GIA (Garmin Integrated Avionics unit)
GIA 63W
• Displays: GDU1240A
• Audio Panels: GMA 1347C
• Sensors Heating Panel and Sensors Heating Control Switch. The
SPWS functions are performed mainly by the Angle of Attack
sensors, AOA, the SWPC computers and the SPA actuator.
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Figure 33: SPS panel
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Figure 34: Pre-Flight Test button
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The functions of the SPWS are performed mainly by the Angle of
Attack sensors, AOA, the SWPC computers and the SPA actuator.
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Figure 35: Disconnect button
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Figure 36: Angle of Attack Sensors
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Figure 37: Stick Pusher Actuator
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Figure 38: Stall Warning Computer 68
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Figure 39: Low Speed Alert
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Figure 40: Low Speed Indication
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FLAPES (AMM SDS 27-50-00 / 1)
The function of the flap system is to increase wing lift at low speeds.
The system incorporates two panels located on the trailing edges of
the wings, the panels are extended and retracted to increase
support during takeoffs and landings.
General description
The following subsystems are part of the FLAPES:
• MECHANICAL COMPONENTS OF THE FLAPE (AMM SDS 27-
51-00 / 1)
• ELECTRONIC FLAPE SYSTEM (AMM SDS 27-53-00 / 1)
The EMB 500 has a fowler-type flap panel on each wing (total 2
panels) for increased wing support. The panels are operated via
FAS, Flap Actuation System, which is a completely
electromechanical system, which uses synchronization technology
to provide control of the flap position.
The system does not incorporate structures or mechanical
connections between the left and right flap panels. A single actuator,
FLA (Flap Linear Actuator) located on each panel, provides the
necessary force against aerodynamic loads to move the flap panel.
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Figure 41: Flapes Schematic Diagram 72
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Introduction
The purpose of the electrical flap system is to control and monitor
the FAS, flap actuation system within the following criteria:
• Position the flap panels in the commanded position within a time
standard displacement.
• Control asymmetry between panels within limits;
• Prevent uncontrolled movements;
• Provide system failure alerts in CAS (Crew Alerting System);
• Report faults to the CMC (Central Maintenance Computer);
• Indicate system conditions in the EICAS overview (Engine
Indication Crew Alert System);
• Allow dispatch of the aircraft with the system inoperative.
The components of the Electric Flap System are:
1 Flap Selector Lever - FSL - Flap Selector Lever
1 Flap System Control Unit - FSCU Flap System Control Unit
2 Linear Flap Actuator - FLA- Linear Flap Actuator
2 Flap Position Sensor Unit - FPSU- Flap Position Sensor Unit
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Figure 46: Indications for the Flap System.
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Figure 47: FSL - Flap Selector Lever
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Figure 48: FSCU - Flap Control Unit
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Figure 49: FPSU - Flap Position Sensor Unit
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GUST LOCK - LOCKING CONTROLS ON THE GROUND (AMM
SDS 27-70-00 / 1)
General description
The flight controls have a locking system, with the function of
preventing damage to the control column and the flight control
systems caused by gusts of wind on the ground with the aircraft
parked. The Gust Lock control system is divided into two parts:
• Locking control of the elevators and ailerons;
• Rudder lock control.
The control system for the elevators and ailerons is locked by
installing a safety pin on the control lever on the pilot's side.
The rudder control system has an external control lever, located on
the left side of the rear fuselage. The lever is connected to a locking
assembly connected to the rudder quadrant assembly.
The rudder locking mechanism is connected to the elevator
quadrant assembly via a connecting rod.
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Figure 50: Description of the Flight Command Lock System - Gust Lock
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END OF CHAPTER
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FUEL SYSTEM
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FUEL 28-00-00
Introduction
The fuel system of the EMB-500 has the function of storing and
distributing fuel to the engines, providing an indication of the quantity
and consumption of the fuel loaded on the aircraft. It also proves
ease of supply and detachment by gravity. The system is powered
by 28 Vdc, and its control and monitoring functions are performed by
EFCU (Electronic Fuel Control Unit) and other avionics units.
General description
The fuel system includes the following subsystems:
¬ STORAGE (AMM SDS 28-10-00 / 1)
¬ DISTRIBUTION (AMM SDS 28-20-00 / 1)
¬ INDICATION (AMM SDS 28-40-00 / 1)
¬ STORAGE (AMM SDS 28-10-00 / 1)
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Introduction
The storage subsystem is responsible for keeping the fuel in
properly controlled conditions throughout the aircraft's operating
envelope and consists of the integral wing tanks and the ventilation
system.
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Figura 1: FUEL TANKS
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The storage subsystem consists of fuel tanks, pressure relief
components and the ventilation system of the tanks. The total fuel
storage capacity is approximately 1610 l (425 us gal.)
Fuel storage includes the following subsystems:
• WING TANK integral wing tanks (AMM SDS 28-11-00 / 1)
• TANK VENT ventilation tanks (AMM SDS 28-12-00 / 1)
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Description
The wing tanks are physically isolated, independently monitored and
replenished. The structure of the tanks was designed to allow fuel to
flow from the tip to the root of the wings. The interior of the tanks is
chemically treated against corrosion and coated with a fungicidal
compound. The components of the fuel system and the internal
piping of the tanks are metallized to prevent sparks caused by
lightning. Sealing is applied to all joints and riveted areas to ensure
the integrity of the seal.
Each wing tank is divided into three compartments:
• Collector tank The inside of each alar tank is used as a partially
sealed collector. These tanks provide continuous fuel supply to the
engines and minimize the unusable amount of fuel. The collecting
tanks receive fuel by gravity through three flap-type valves installed
in the spar 2. Recovery ejector pumps installed in the main tanks are
necessary to maintain the supply of fuel to the collection tanks in all
attitudes and flight envelope. The capacity of each collection tank,
which is part of the usable capacity, is approximately 135 l (35.7
gal.).
• Yaw Tank The compartments between caves 14 and 15 at the tips
of the wings serve as relief tanks and are normally fuel-free. Relief
tanks collect fuel that enters the ventilation subsystem during
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maneuvers with a low or uncoordinated wing. At the end of the
maneuver, the fuel returns to the main tank through a flap-type valve
located in the lowest part of the cave 14.
• Main tank The removal of fuel is done by means of a dump valve
located in the bottom lining of each collecting tank where a hose can
be connected. The valve has a manually operated water drain valve
as an integral part of its body. The main seal is made through seals
on the water drain valve, while the secondary seal (metal / metal) is
provided on the drain valve in case of failure of the drain valve seals.
16 access covers protected against lightning are installed on the
wing soffit allowing inspection and repair of the internal structure of
the tanks as well as the replacement of any component located
inside them. Refueling is done by gravity through a fuel nozzle
located on the outside of each wing, located in such a way as to
prevent the fueling operation from exceeding the total fuel capacity.
If desired, both wings can be supplied from one side to 60% of their
total capacity by opening the gravity transfer valve. (AMM SDS 28-
21-00 / 1).
Wing tanks have the following components:
• Deflector Valves, flap type, Flap Valves .
• Tank Access Cover • Drain / Detach Valves • Gravity fill adapter /
Cover
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Figure 3: Wing tanks Location
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Figure 4: Schematic Alares Tanks
11
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Figure 5: Flap valve / flap valve
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Figure 6: Refueling Nozzle 13
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7: Access covers Operation
The Fuel Delivery System provides continuous fuel flow to engines
with a minimum pressure of +6.25 psia (43.0 kpa) or 2 psia (13.8
kpa) above ambient pressure (whichever is greater) under normal
operating conditions throughout the envelope. aircraft flight. The fuel
is stored in two integral tanks, one on each wing. Each wing powers
its respective engine independently. Normal feeding is done through
ejector pumps. The ejector pumps for each wing are driven by high
pressure driving flow returned from the engines. No electrical power
is required for normal operation for power operation.
Recovery ejector pumps (scavange ejectors) on each wing minimize
the amount of unusable fuel. Two electric pumps one on each wing
provide fuel to start the engines and also operate in the event of an
ejector pump failure condition. No electrical wiring is installed inside
the fuel tanks. The fuel indication subsystem provides an indication
of the fuel mass in the respective tanks as well as a low level and
fuel temperature indication. The indications of the fuel system
conditions are shown on the MFD (Multi Function Display) fuel
synoptic table (fuel). The balancing of the fuel load between the
wings is done by gravity, via an interconnected transfer valve
between the tanks. The refueling is done by gravity through a
refueling nozzle on the outside of each wing. The ventilation system
was dimensioned in order to avoid an excess of 5 psig of structural
limit in the tanks during normal operation of the aircraft.
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DISTRIBUTION
Introduction
The distribution subsystem controls the movement of fuel within the
tanks and provides fuel flow to the engine supply system.
General description
The distribution includes the following subsystem:
• Engine Power System (AMM SDS 28-21-00 / 1).
Introduction
The primary function of the fuel supply subsystem for engines is to
provide fuel with a volume and pressure suitable for the operation of
the engines. The subsystem is separated between the two engines
and also transfers fuel to the collecting tank, isolates the fuel in the
event of a fire in the engine and equalizes the amount of fuel
between the two wings, transferring the fuel by gravity.
15
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Figure 8: Distribution
16
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Figure 9: Engine Power System
17
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Figure 10: Power Components
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Figure 11: Control
19
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Figure 12: Control functions
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Figure 13: Synoptic Chart
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Figure 14: CAS messages
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VENTILATION OF TANKS 28-12-00
Introduction
The tank ventilation subsystem maintains the differential pressure of
the fuel between the tanks and the atmosphere within + 5psig, this
value being the structural limit, during all aircraft operating
conditions. The ventilation subsystem also prevents fuel leakage
during aircraft maneuvers and severe braking when on the ground.
Figure 15: Tank / Vent Line
23
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General description
Each wing tank is ventilated through two independent ¾-inch lines,
connected to the relief tanks (Box | surge) (AMM SDS 28-11-00 / 1).
The ventilation tank between caves 14 and 15 is ventilated through
a NACA (National Advisory Committee for Aeronautics) type air
intake installed in the lining less than 1.9 m from the wing tip,
providing means of protection of the ventilation inlet against lightning
effects and discharges of the corona effect. The NACA-type inlet
installed in the wet zone of the tank, is connected to the ventilation
tank via a TBD inch pipe on each wing. The inside of both wing
tanks is ventilated through ¾-inch ventilation lines. The ventilation
line for each tank runs from the inside of the tank, near the central
cave to the ventilation tank.
The external part of the ventilation tank is directly ventilated through
a float valve fixed in cave 14, at station y = 4994.92.
The ventilation lines are arranged so that at least one line is always
open during all flight conditions. Ventilation lines provide adequate
protection for wing tanks during all flight and ground operations.
The upper part of all wing caves is free of obstruction to allow air to
flow between the wing compartments.
Fuel or water that can be trapped in the vent line is drained into the
fuel tanks through holes located in the lowest part of each ventilation
line. 24
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Components
VENTILATION FLOAT VALVE-FLOAT VENT VALVES
A float-type ventilation valve is installed in each tank in cave 14. The
valve consists of a one-way valve attached to a float arm. These
valves vent pressure from the extreme part of the wing tanks and
prevent the flow of fuel to the ventilation tanks.
25
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Figure 16:Ventilation tanks
26
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Figure 17:Float Valve - Float Valve / NACA
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Figure 18: Float Valve Operation –
28
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Float Valve INDICATION 28-40-00
Introduction
The subsystem provides indications and alerts of the quantity, low
level and temperature of the fuel to the crew. Some indications and
alerts of the system are shown in the fuel indication field of the
EICAS (Engine Indication and Crew Alerting System), in the CAS
indicator (Crew Alerting System), and others in the synoptic table of
the MFD (Multi-Function Display). Some indicated faults are
reported and stored in the CMC (Central Maintenance Computer).
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Figure 20: Sensors diagram
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Figure 21: Level sensors
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Figure 23: EFCU
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FUEL TEMPERATURE INDICATION (AMM SDS 28-43-00 / 1)
Introduction
The fuel temperature indication subsystem provides the fuel
temperature indication to the crew indicated on the MFD.
Description
The subsystem has a temperature sensor that is installed in the left
collecting tank. The EFCU monitors the resistance values of the
sensor and provides the temperature to be shown on the MFD and
EICAS.
33
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Figure 24: Fuel Temperature Sensor 34
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LOW FUEL PRESSURE ALERT (AMM SDS 28-45-00 / 1)
Introduction
The low fuel pressure alert subsystem monitors the pressure in the
engines' fuel supply lines, providing crew with low fuel pressure
indications. description The low pressure fuel warning subsystem
uses two low pressure sensor switches to monitor the engine supply
lines. A wrench is installed on the left engine power line, below the
SOV Fuel Shutoff Valve (Shutoff Valve). The other is installed in the
same position on the right. Each key sends its signal to both
channels of the EFCU. If the fuel pressure drops below 41.4 kPa (6
psi), each pressure switch sends a signal to both channels of the
EFCU which sends a signal that causes the automatic operation of
the respective auxiliary DC electric pump. This is done by having the
DC PUMP switches on the fuel panel in the AUTO position. Figure
25: Low Fuel Pressure Sensors Figure 26: Sensor componentes.
35
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Figure 25: Low Fuel Pressure Sensors
36
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Figure 26: Sensor componentes
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END OF CHAPTER
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HYDRAULIC SYSTEM
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HYDRAULIC SYSTEM
29-00-00
The hydraulic system provides hydraulic pressure for the landing
gear and braking systems as well as indications regarding the
operation of the system for pilots via CAS (Crew Alerting System)
and also for maintenance personnel via CMC (Central Maintenance
Computer) with information from the conditions of the system and its
components.
More information on the landing gear extension / retraction and
braking systems is presented in chapters 32-31-00 / 1 and 32-41-00
/ 1 respectively.
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Figure 1: Introduction – Hydraulics General description
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The hydraulic system includes the following subsystems:
¬ MAIN HYDRAULIC POWER (AMM SDS 29-10-00 / 1)
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HYDRAULIC POWER SYSTEM (AMM SDS 29-10-00 / 1)
description
The hydraulic power system is divided into two main subsystems:
• HYDRAULIC POWER SET (AMM SDS 29-11-00 / 1)
• HYDRAULIC LINES (AMM SDS 29-15-00 / 1)
Components
HYDRAULIC POWER SET 29-11-00
6
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Figure 2: Hydraulic Power Assembly - Introduction
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Introduction
The hydraulic power package is responsible for providing hydraulic
power to the users of the system.
General description
The hydraulic power pack has a pump driven by a DC electric motor
powered by the MAIN DC BUS 2 bus and has a temperature switch
for cutting the motor in the event of over temperature reducing the
possibility of fire.
The set has the following components:
• Electric motor
• Distributor
• Reservoir
• Hydraulic pump
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Figure 3: Overview
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Components
HYDRAULIC PUMP
The hydraulic system uses a single fixed-displacement fan-type
pump to power the system.
The nominal flow rate of the pump is 1.1 gal / min at 3000 psig.
The pump is switched on and off when the system pressure reaches
the respective values 2,400 ± 50 psig and 3,000 ± 50 psig.
ELECTRIC MOTOR
The hydraulic pump is driven by a 28 V DC motor with brushes with
a nominal power of 2.65 HP at 7.0000 RPM.
The motor receives power from the DC Bus 2 bus which is normally
powered by Generator 2. The electrical contactor is installed in the
RPDU.
The motor does not have a fan and was not designed for continuous
operation, a thermal protection of the motor windings deactivates it
when limit temperatures are exceeded, starting again when the
temperature is lowered.
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RESERVOIR
The hydraulic reservoir has a spring loaded rolling diaphragm with
visual volume indication.
• Full: 49.5 in³ (0.81 l) volume (depressurized system);
• Refill: 35.0 in³ (0.57 l) volume (depressurized system).
DISTRIBUTOR
The distributor is located between the electric motor and the pump
reservoir and contains all the valves that support the system.
HYDRAULIC LINES 29-15-00
Introduction
The hydraulic lines are the part of the hydraulic system responsible
for transmitting hydraulic pressure to the brakes and landing gear.
The landing gear accumulator is also part of the hydraulic lines.
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Figure 4: Hydraulic Line Introduction
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Figure 5: Schematic Diagram
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Figure 6: Hydraulic Line Components
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General description
The hydraulic system uses metal tubing for the distribution of
hydraulic fluid under pressure to system users.
A piston-type accumulator is used to keep the landing gear legs
locked in the stowed position.
The accumulator is mounted remotely on the aircraft and preloaded
with 2,300 psig of nitrogen.
Components
Hydraulic Piping
The high pressure tubes that pass through exposed areas of the
landing gear or in the landing gear bay are made of steel regardless
of the pressures they are subjected to.
The low pressure return tubes are made of aluminum alloy.
In landing gear and brake installations where there is relative
movement as well as connections with the Power Pack, flexible
hoses are used in order to accommodate movements and pulsations
typical of the system.
Hydraulic Accumulator
The total volume of nitrogen (depressurized) in the accumulator is
approximately 50 in³. A pressure gauge is installed in the
accumulator.
A refill valve is installed on the hydraulic service panel. 15
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VENTILATION SYSTEM 29-20-00
General description
An electric fan operated with 28 Vdc is installed in the hydraulic
compartment to keep the fluid and the motor within a suitable
temperature range. A duct derived from the nose landing gear bay
region allows the suction of fresh air by the fan.
Two fan outlet ducts direct the air flow generated by the fan to the
electric motor and powerpack.
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Figure 7: Ventilation system
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INDICATION 29-30-00
The alert and indication system includes the alert information in the
CAS (Crew Alerting System) and also visual information provided by
the pressure gauge.
General description
The alert and indication system includes the following items:
• Pressure transducer;
• Differential Pressure Indicator;
• Pressure gauge.
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Figure 8: Hydraulic System Sensors
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END OF CHAPTER
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LANDING GEAR
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LANDING GEAR 32-00-00
Introduction
The landing gear of the EMB-500 is of the retractable tricycle type,
with single wheels, braking capacity on the main trains and steering
of the nose train. The landing gear extension / retraction system is
hydraulically operated and electronically monitored. A gravity
extension system can be used in an emergency. The brake system
is electronically controlled, monitored and actuated hydraulically.
The CAS (Crew Alerting System) provides indications and
messages regarding system conditions and failures.
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Figure 1: Landing Gear Components
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The Landing Gear includes the following subsystems:
¬ MAIN GEAR AND DOORS (AMM SDS 32-10-00 / 1);
¬ NOSE LANDING GEAR AND DOORS (AMM SDS 32-21-00 / 1).
¬ MAIN GEAR AND DOORS (AMM SDS 32-10-00 / 1)
General description
The main landing gear MLG (Main Landing Gear) consists of two
power legs installed, one on each wing. The power legs are
retracted laterally inwardly into the wings, and articulated in the wing
structure. Each train has a door with the function of creating an
aerodynamic interface between the wing and the fuselage structure
and also with the landing gear compartment, when the trains are
retracted, reducing drag. The door is hinged in a landing gear bay
cave. A rod secures the door to the main frame of the power leg.
When the train extends, the rod pushes the door open. When the
train retracts, the rod pulls the door shut.
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Figure 2: Main Gear Components
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Figure 3: Main Gear Components
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Figure 4: Damper components
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Figure 5: Actuator components
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NOSE LANDING GEAR AND DOORS 32-20-00
General description
The nose landing gear supports the front section of the aircraft and
provides directional control by displacing the command pedals when
on the ground.
Both doors remain open when the landing gear is extended and
closed when it is retracted.
The gear retracts forward and into the nose landing gear bay and is
equipped with a wheel and tire that can be sterilized.
It is articulated in the fuselage structure and the doors mechanically
connected to the train.
The nose gear is retracted in its compartment with a positive
inclination of 4 degrees.
The NLG (Nose Landing Gear) bay has a fixed device, installed in
the housing which brakes the wheel during its retraction.
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Figure 6: Nose Landing Gear and Doors 11
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Components
The nose landing gear consists of the following elements:
• Nose damper upright, which includes the piston housing and the
sliding tube, an oil-pneumatic shock absorber, wheel axle, semi-
scissors and the straightening device;
• Side oscillation damper;
• Drag rod;
• Drag rod locking scissors;
• A nose train retraction and extension actuator;
• Door mechanism.
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Figure 7: Nose Landing Gear 13
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Figure 8: NLG description
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EXTENSION AND RETRACTION (AMM SDS 32-30-00 / 1)
Introduction
The extension and retraction system allows pilots to operate the
system in Normal operating mode and also allows the gear to be
lowered in an emergency.
General description
The EXTENSION AND RETRACTION SYSTEM includes the
following subsystems:
• EXTENSION AND RETRACTION SYSTEM (AMM SDS 32-31-00 /
1)
• EMERGENCY EXTENSION SYSTEM (AMM SDS 32-35-00 / 1)
• EXTENSION AND RETRACTION SYSTEM (AMM SDS 32-31-00 /
1)
The extension / retraction system consists of a mechanical control
circuit and a hydraulic circuit. The extension and retraction are
controlled by the pilot or co-pilot through the control lever, which
controls a hydraulic circuit. The hydraulic circuit operates the
actuators of the MLG, main train and NLG, nose landing gear which
activate the trains respectively to retract or extend. 15
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Figure 9: Schematic Diagram of the System
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Figure 10: Control Lever
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EMERGENCY EXTENSION SYSTEM (AMM SDS 32-35-00 / 1)
The emergency extension system allows the crew to extend the
landing gear manually in the event of a normal system failure. An
emergency lowering lever is installed on the central pedestal. When
the lever is actuated, the landing gear's hydraulic circuits are
connected to the return lines, the gears are released from the
stowed position and, by gravity, are extended and locked.
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Figure 11: Emergency Extension Lever
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WHEELS AND BRAKES 32-40-00
Introduction
The functions of the wheel and brake subsystems are as follows:
• Facilitate the movement of the aircraft on the ground (wheel
subsystem).
• Control the aircraft's speed on the ground (normal and emergency
brakes).
• Apply and maintain the brakes on the ground for parking;
• Apply the brakes when retracting the train. (normal brake system).
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General description
The WHEELS AND BRAKES system includes the following
subsystems:
• MAIN BRAKE SYSTEM (AMM SDS 32-41-00 / 1)
• EMERGENCY / PARKING BRAKE SYSTEM (AMM SDS 32-43-00
/ 1)
• WHEELS, TIRES AND BRAKES (AMM SDS 32-45-00 / 1)
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Figure 12: Wheels and Brakes Schematic Diagram
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MAIN BRAKE SYSTEM 32-41-00
Introduction
The function of the main brake system is to control the hydraulic
pressure due to the displacement of the pedals and to provide anti-
skid protection (anti-skid) of the main wheels during braking,
consequently reducing the distance needed to stop the aircraft.
The system is powered hydraulically by the aircraft's hydraulic
generation system.
The system operates with hydraulic fluid and pressure supplied by
the hydraulic system of a maximum of 3,000 psi (20.69 MPa
(Megapascal)), through the constant flow of the hydraulic pump that
is driven by an electric motor.
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General description
The following components are part of the system:
¬ Brake Control Unit, BCU;
¬ Wheel Speed Transducers;
¬ Pedal Position Transducers, PPT;
¬ Discrete signals, (WOW and Landing Gear Lever Position)
¬ Pressure Transducers, PT;
¬ Brake Control Valves, BCV;
¬ Shut-off valve, SOV.
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Figure 13: Main Brake Schematic Diagram
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Figure 14: Main Brake Components
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Figure 15: Main Brake System Components 27
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Operation
Each brake pedal on the driver's side is connected to a pedal
position transducer (PPT (Pedal Position Transducer)), one for the
left pedal and one for the right.
Each co-pilot station pedal is mechanically linked to the respective
pilot station pedal.
Two pedal position transducers, PPT's, provide information on the
displacement of the left and right pedals to BCU, Brake Control Unit.
The transducer generates an electrical signal proportional to the
position of the corresponding pedal.
Each PPT produces two independent outputs for redundancy
purposes.
The system is a brake-by-wire type, electronically controlled by
BCU´s, which control the right and left brakes independently.
Each wheel is electronically controlled by the respective BCU.
The information about the speed of the wheels is derived from two
speed transducers mounted on the two axles, each one driven by
the respective hub that is an integral part of the wheel assembly.
These transducers are devices of the variable reluctance type that
generate signals proportional to the speed of the wheels, these
signals in turn are sent to BCU, Brake Control Unit. Hydraulic
pressure is made available to BCV, Brake Control Valve which is
electronically controlled by BCU through SOV, (Shut Off Valve).
SOV provides pressure only when the pedals are pressed while the
aircraft is on the ground (WOW). Each wheel brake is controlled by
the respective BCV, brake control valve. BCU measures signals 28
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from the wheel speed transducer, pedal transducer and pressure
transducer by providing an electrical command to the associated
BCV.
The brake pressure information is derived from two pressure
transducers installed in the brake lines, downstream from BCV,
brake control valves.
The output of each transducer is sent to the respective BCU, this
output being in the form of a current value proportional to the
commanded brake pressure.
System failures are sent to the CMC (Central Maintenance
Computer).
EMERGENCY / PARKING BRAKE (AMM SDS 32-43-00 / 1)
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Figure 16: Emergency / Parking Brake Control Handle
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General description
The emergency / parking brake is operated via a –T lever located on
the central pedestal. The lever is connected to the emergency /
parking brake valve via cable. The driver can control the pressure
delivered to the brakes by pulling or releasing the lever. The parking
brake is applied at the end of the lever travel when it is turned 90
degrees clockwise.
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Figure 17: Emergency / Parking Brake Schematic Diagram
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Figure 18: System components
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The emergency / parking brake valve has a thermal relief valve to
protect the hydraulic system from pressure due to the increase in
ambient temperature during the aircraft's descent phase.
A one-way valve is installed in the return line, to avoid inadvertent
brake application due to pressure increase in the return lines.
A shut-off valve is also installed on the return line to segregate the
hydraulic line for the emergency / parking brake when the aircraft is
in flight, takeoff or landing.
A pressure switch installed in the hydraulic line, downstream of the
emergency / parking brake valve, sends a signal to light a white
lamp when the lever is pulled, alerting the crew of the brake
operation.
The accumulator gas chamber is charged with nitrogen (N2) via a
valve. The accumulator pressure is sensed by a pressure transducer
and is shown on the status page.
The accumulator oil chamber is pressurized by the aircraft's
hydraulic system. A one-way valve upstream of the accumulator
isolates the pressure in the emergency / parking brake system in the
event of failure of the main brake system.
The accumulator charge allows the pilot to apply six brake
activations via a lever.
Anti-skid protection is not available for this subsystem.
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HYDRAULIC INTERFACES
The pressure for the emergency / parking brake subsystem is
provided through a one-way valve installed in its pressure line.
ELECTRICAL INTERFACES
The Pressure Transducer and the Pressure Switch receive power
from the GEA 2 (Garmin Engine / Airframe unit), then return their
signals the same.
The following CAS messages related to the emergency / parking
brake subsystem can be generated.
• “EMER BRK LO PRES” - CAUTION:
This message appears when the pressure of nitrogen in the
accumulator is less than 1,800 psi.
• “PARK BRK NOT REL” - ADVISORY: This message appears when
the aircraft is about to move and the parking brake is applied.
AURAL ALERT
• “NO TAKEOFF BRAKES”: This aural alert when heard on
headphones and speakers, means that the aircraft is preparing for
takeoff and the parking brake is not released.
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WHEELS, TIRES AND BRAKE ASSEMBLY (AMM SDS 32-45-00 /
1)
The function of the wheels, tires and brake assemblies is to provide
a safe interface between the aircraft and the ground (wheels and
tires), to transfer the wheel rotation information to the wheel speed
transducers (Hubcap installed on the main wheels), and allow the
aircraft to come to a complete stop or control its speed.
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Figure 19: Wheels, Tires and Brake Assembly Introduction
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General description
The Phenom is an aircraft with a retractable tricycle landing gear,
with a tire on each power leg, and a set of brakes on each power leg
of the main landing gear.
The main components of the subsystem:
¬ Nose gear Wheel, NLG (Nose Landing Gear);
¬ Nose gear Tire, NLG;
¬ Main Landing Gear wheels, MLG (Main Landing Gear);
Tires of the main landing gear, MLG;
¬ Main Landing Gear Brake Sets, MLG.
The tires are installed on the wheels and make the interface
between the aircraft and the ground. The wheels are installed on
their respective axles.
A brake assembly is installed on each leg of the main train.
The brake assemblies receive hydraulic pressure from both the main
and emergency brake subsystems through a launch valve
incorporated into the assembly.
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Figure 20: System Overview
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Components
NLG NOSE WHEEL
The nose wheel is made of forged aluminum, being a set of
symmetrical wheels and its two halves are screwed together.
Two wheel bearings are used, one externally and one internally.
The nose wheel bearings have seals incorporated internally and
externally, to contain the lubricating grease and guarantee the
reliability of the bearings.
The inflation valve is easily accessible and the tire can be inflated
with standard equipment.
The wheel is also provided with a relief valve.
The tire is tubeless, with multiple pads, retreadable and with double
water deflectors.
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Figure 21: Wheel and tire components
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MAIN WHEELS
The brake discs are of the trimetallic type with three rotating and
three wear discs.
Fuse-type plugs are incorporated into the wheels to prevent bursts
that may occur due to the excess heat generated in severe braking.
Three plugs are installed on the inner half wheel and the wheel also
has an over pressure plug.
Two bearings are installed, one internally and one externally.
The inflation valve is easily accessible and the tire can be inflated
with standard equipment.
The main wheels are fixed to the axle using a nut installed at the
end of the axle.
A hubcap installed on the wheels drives the wheel speed
transducer.
The bleeding of the brake system can be done in two different
places in each set, one is used when the aircraft is on weight (on
wheels) and another when the aircraft is on jacks.
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Figure 22: Main Wheel and Tire Components
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Figure 23: Brake Assembly Components
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STEERING (AMM SDS 32-50-00 / 1)
Introduction
The nose landing gear wheel subsystem (NLG) has the function of
allowing the aircraft to maneuver on the ground during the taxi, and
also to bring the wheel to the central position when the NLG is
retracted.
General description
The steering system includes the following subsystem:
• STEERING MECHANISM (AMM SDS 32-51-00 / 1)
The steering system is completely mechanical, controlled by the
rudder pedals.
The steering angle controlled via pedals is +/- 20 degrees,
additionally +/- 15 degrees can be controlled via differential braking,
totaling +/- 35 degrees.
To tow the aircraft, the drag rod (torque link) must be disconnected,
with the aircraft disconnected the aircraft can rotate 360 degrees.
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Figure 24: Components of the Stretching Mechanism
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Figure 25: Stretching Mechanism 47
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END OF CHAPTER
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OXYGEN SYSTEM
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OXYGEN 35-00-00
Introduction
The supply of oxygen to pilots and passengers must meet the
requirement to allow the aircraft to descend from 41,000 feet to
10,000 feet after a cabin decompression.
In the case of cabin decompression or smoke, the oxygen system
provides oxygen as protection against the inhalation of smoke or
dangerous gases (in the case of the presence of smoke or
dangerous gases) and also as a supplemental supply of oxygen to
pilots and passengers.
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General description
The Oxygen System includes the following subsystems:
¬ OXYGEN INDICATION / CONTROL (AMM SDS 35-01-00 / 1)
¬ OXYGEN SUPPLY SYSTEM (AMM SDS 35-02-00 / 1)
¬ OXYGEN CYLINDER COMPARTMENT SET (AMM SDS 35-03-
00 / 1)
¬ CREW OXYGEN (AMM SDS 35-10-00 / 1)
¬ OXYGEN OF PASSENGERS (AMM SDS 35-20-00 / 1)
Components
OXYGEN INDICATION / CONTROL (AMM SDS 35-01-00 / 1)
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Introduction
The control / indication system allows control and monitoring of the
aircraft's oxygen system by crew members or maintenance
mechanics.
General description
The Control / Indication System presents the conditions of the
oxygen storage system to crew members or maintenance
mechanics.
The instruments used by the system for the indication are:
¬ A pressure gauge;
¬ A pressure and temperature transducer;
¬ An oxygen discharge indicator for the atmosphere;
¬ Two low pressure switches,
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Figure 1: Control / Indication Electrical Scheme
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The instruments used by the system for control are:
¬ A control cable;
¬ An oxygen control panel;
¬ An altimetric key;
¬ A compensating and regulating valve for altitude changes;
¬ A three-way valve.
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Figure 2: Control / Indication Components
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The pressure information indicated in the cockpit is provided via the
pressure and temperature transducer and the aircraft's avionics
system. The avionics system uses the pressure and temperature
reading from the sensor and the compressibility factor to calculate
the correct pressure to be delivered to the aircraft's occupants at a
temperature of 21 ° C. The cylinder pressure is displayed on the
indicators to the crew.
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Figure 3: Indications of the Oxygen System
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OXYGEN SUPPLY SYSTEM (AMM SDS 35-02-00 / 1)
Introduction
The Oxygen Supply System stores and supplies oxygen to the crew
and passenger oxygen systems. General description The Oxygen
Supply System stores gaseous oxygen through a cylinder. The
oxygen replenishment is done through the loading valve. The high
pressure lines connect the oxygen cylinder to the loading valve and
discharge excess pressure into the atmosphere in the event of over
pressure in the oxygen cylinder. The supply system also supplies
oxygen to the crew and passenger oxygen systems through the low
pressure distribution lines.
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Figure 4: Oxygen System Components
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The oxygen cylinder is made of a thin aluminum shell without
seams, wrapped with high-strength carbon fiber and epoxy resin,
with a capacity of 50 ft³. In the ON position the cylinder regulator
provides a flow of 300 l / min, with a controlled outlet pressure of 70
± 10 psig. This high flow capacity gives the regulator great flexibility
to meet the great demand of the crew.
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Figure 6: Oxygen Cylinder
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In the OFF position, the regulator ventilates the low pressure side to
ambient pressure, in addition, the regulator purges the high pressure
into the atmosphere.
This is done through the high pressure hose and the rupture of the
discharge indicator.
LOADING VALVE
The loading valve is mounted in the front luggage compartment near
the pressure gauge for refilling the oxygen cylinder. A one-way valve
in this region is connected in series with the one-way valve of the
pressure regulator.
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HIGH PRESSURE OXYGEN DISTRIBUTION LINES
The high pressure hose connects the high pressure outlet of the
regulator to the system discharge indicator. This hose is not
pressurized during normal operation. An over-pressurization of the
cylinder relieves the pressure, venting through the hose causing the
discharge indicator to rupture.
The high pressure capillary line connects the charging valve to the
regulator's high pressure outlet supplying oxygen to the cylinder
during refueling.
LOW PRESSURE OXYGEN DISTRIBUTION LINES
Low-pressure oxygen delivery lines deliver oxygen to the crew and
passenger oxygen systems.
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OXYGEN CYLINDER COMPARTMENT SET (AMM SDS 35-03-00 /
1)
The oxygen cylinder compartment assembly segregates the oxygen
system components installed in the aircraft nose from other
components.
General description
The components of the oxygen system installed in the nose of the
aircraft are physically segregated from the hydraulic, electrical and
luggage compartments through the oxygen cylinder compartment.
The compartment is adequately ventilated to the atmosphere by
means of a ventilation hose.
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Figure 7: Oxygen Cylinder Compartment
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CREW OXYGEN (AMM SDS 35-10-00 / 1) description
The crew masks are installed in the side, left and right
compartments where they can be reached, placed on the face,
adjusted, sealed and supplying the oxygen on demand in five
seconds to the crew. The mask also allows communication through
your microphone.
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Figure 8: Crew Oxygen Schematic Diagram
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Figure 9: Crew Oxygen Components
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PASSENGER OXYGEN (AMM SDS 35-20-00 / 1)
The passenger oxygen system is a gaseous type, and provides
oxygen to passengers in the event of a cabin depressurization.
The low pressure oxygen hoses connect the low pressure lines to
the assemblies of the mask storage compartments. The masks are
installed in their compartments and, when released, are easily
accessible to passengers.
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Figure 10: Component Passenger Oxygen
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Operation In the case of a decompression, the oxygen pressure is
automatically supplied to the oxygen compartments. The pressure
acts on the compartment door latch mechanism and the masks fall
within the reach of any passenger in their seat. The oxygen flow is
activated by pulling on the mask, which will release the valve pin
from the compartment.
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Figure 11: Passenger Oxygen Compartment and Mask
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END OF CHAPTER
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Central Maintenance System
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CENTRAL MAINTENANCE SYSTEM 45-00-00
Introduction
The Central Maintenance System combines two systems, one for
recording faults, and one for accessing faults. The aircraft
subsystems provide captured data in real time to the maintenance
system. The maintenance system in turn collects data so that it can
be retrieved by maintenance personnel and shown on the MFD
(Multi-Function Display) or, in the event of a MFD malfunction, on
any of the PFD's. The recorded data and also the information
provided by the maintenance personnel help in isolating the fault
and consequent repair.
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Figure 1: Central Maintenance Computing Function
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General description
The Central Maintenance System includes the following subsystem:
¬ CENTRAL MAINTENANCE COMPUTER FUNCTION (AMM SDS
45-45-00 / 1)
Introduction
The CMC (Central Maintenance Computer), is a processing function
performed by the avionics system, designed to assist in the
maintenance activities of the aircraft subsystems. The CMC
captures the maintenance data provided by the subsystems in real
time.
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Description
The CMC's functionality is practiced by software that runs on
displays capable of monitoring a large number of aircraft systems
independently. The system has the ability to read any information
available on the avionics bus, HSDB (High Speed Data Bus), which
receives information from all avionics units or systems.
The CMC acquires information from the following units:
¬ DCU (AMM SDS 31-41-00 / 1);
¬ GIA 1 (AMM SDS 31-41-00 / 1);
¬ GIA 2 (AMM SDS 31-41-00 / 1);
¬ GEA 1 (AMM SDS 31-41-00 / 1);
¬ GEA 2 (AMM SDS 31-41-00 / 1);
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¬ GEA 3 (AMM SDS 31-41-00 / 1).
The only part of the software that runs when the aircraft is in flight is
the part that calculates the logic of the messages. This software
runs parallel to the aircraft software and does not affect the aircraft's
systems in flight.
If a CMC-related fault message is detected, it will be stored in a non-
volatile memory on the displays. Ground maintenance personnel
can either retrieve messages visually on the displays, or download
them to an SD (Secure Digital) card on the CMC interface. Each
display, PFD 1, PFD 2 and MFD has two SD card receptacles on the
right side, the one at the top is dedicated to the CMC and the one at
the bottom for the navigation database card.
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Figure 2: Inserting the CMC Interface Card
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POWERPLANT
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CHAPTER 71 – POWERPLANT
SECTION TITLE
71-00 POWERPLANT
71-10 COWLING
71-20 MOUNTS
71-30 FIRESEAL
71-50 ELECTRICAL HARNESS
71-60 AIR INLET
71-70 ENGINE DRAINS
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POWERPLANT 71-00
Introduction
The powerplant system is basically composed of two pylon-mounted
Pratt & Whitney PW617F turbofan engines on the rear fuselage.
The powerplant provides thrust for the aircraft, as well as pneumatic
and electrical power.
The engines are controlled from the cockpit control stand and
powerplant control panel through the FADEC (Full Authority Digital
Engine Control). Each engine is controlled and monitored by two
FADEC channels. When one channel is in control, the other is in
standby mode.
General Description
The POWERPLANT includes these subsystems:
• COWLING (AMM SDS 71-10-00/1)
• MOUNTS (AMM SDS 71-20-00/1)
• FIRESEAL (AMM SDS 71-30-00/1)
• ELECTRICAL HARNESS (AMM SDS 71-50-00/1)
• AIR INLET (AMM SDS 71-60-00/1) 5
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• ENGINE DRAINS (AMM SDS 71-70-00/1)
The PW617F is a two-spool turbofan engine with a full length
annular bypass duct. The engine is designed, developed, and
manufactured by the Pratt & Whitney Company.
The PW617F control system is a computer-based electronic engine
control system. It is composed of a twin-channel FADEC, a FMU
(Fuel Metering Unit), PMA (Permanent Magnet Alternator), engine
sensors, a BVA (Bleed Valve Actuator), an ignition system for each
engine, TCQ (Thrust Control Quadrant) and engine cockpit switches
(ignition and start/stop switches).
The system controls the engine in response to thrust command
inputs from the aircraft and provides information to the aircraft for
cockpit indication, maintenance reporting and engine condition
monitoring. Due to the criticality of the functions, the main aspect of
the design of the PW617F FADEC system is the need for safety.
This has been achieved by providing redundancy and
independence into the control system.
A twin-channel Full Authority Digital Electronic Control (FADEC)
controls the engine and regulates its operation in response to inputs
from the pilot, airframe, and engine mounted sensors.
The powerplant indications are displayed on the EICAS (Engine
Indication Crew Alert System) on the left stripe of the center MFD
(Multi-Function Display) unit of the cockpit panel. The powerplant
indications can also be shown on the PFD (Primary Flight Display) in
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reversionary mode. The CAS (Crew Alerting System) messages are
shown on the CAS window on the PFD and on the MFD in
reversionary mode.
The color scheme adopted for the propulsion system warning,
caution, and advisory indications are shown below:
• Red, for warning lights - lights indicating a hazard which may
require immediate corrective action.
• Amber, for caution lights - lights indicating the possible need for
future corrective action.
• Cyan, for advisory lights.
• White, for status lights.
• Green, for safe operation lights.
Rotary and pushbutton switches for ignition, and engine
START/STOP are located on the cockpit panel.
The FADEC is able to transfer control from one channel to another
in the event of a failure on that channel that results in loss of
functionality. Control of the engine is maintained in the presence of
multiple faults through a hierarchical scheme that maintains the
most fit channel in control as long as possible.
The channels are designated Channel A and Channel B. Identical
software is loaded into each channel. Only one channel can be in
control of the output devices at a time. The software in each channel reads the other channel’s health status and determines7
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which is the healthier channel to remain in control. During each start,
the channel in control is switched to confirm that the standby
channel is capable of controlling and is free from faults only
detectable by having control of the engine. This process reduces the
probability of dormant failures.
The PW617F control system is composed of the following main
components:
• FADEC
• EDCU (Engine Data Collector Unit)
• PMA
• BVA
• Engine Sensors
Components
COWLING (71-10)
The main function of the engine cowlings is to permit a smooth,
undisturbed air flow around the engine, and provide a protective
covering for the engine and its components.
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MOUNTS (71-20)
The main function of the engine mount system is to attach the
engine to the nacelle pylons, and absorb noise and vibration.
FIRESEAL (71-30)
The engine compartment inside the nacelle is a single fire zone.
ELECTRICAL HARNESS (71-50)
The powerplant electrical harness links the engine accessories and
the aircraft systems. To prevent electrostatic discharges, lightning
current, or electrical current return under wiring faulty conditions, the
engine compartment is electrically bonded to the airframe structure.
AIR INLET (71-60)
The main function of the air inlet is to supply proper engine air flow,
assure minimum air temperature increase and reduce the total
pressure loss as well as decrease drag in different operating
conditions.
ENGINE DRAINS (71-70)
The drain lines collect fuel, and oil, from some points of the
powerplant and discharge the fluids overboard.
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Operation
All the interfaces between the cockpit and the engine nacelle are
electrically done. The control stand has two thrust levers, one for
each engine thrust control. The powerplant panel has dedicated
switches to select the IGNITION system (OFF/AUTO/ON), and
engine START/STOP.
The engine indications are displayed on the EICAS.
Training Information Point
The powerplant, owing to its importance for the aircraft, is the
system that needs most attention and care.
When the aircraft is not in service, the protection devices must be
installed on the engine air inlet.
Over the aircraft operational life, the powerplant must be constantly
checked, independently of the scheduled inspections.
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Whenever possible, the aircraft should be visually inspected for:
• Fluid leak evidence.
• Cowling conditions.
• Engine air inlet conditions.
• Engine exhaust duct general conditions.
• Clogged drains.
• Clogged engine cooling air inlets and outlets.
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COWLING 71-10
Introduction
The main function of the engine cowlings is to permit a smooth,
undisturbed air flow around the engine, and provide a protective
covering for the engine and its components.
The engine cowling is composed of an upper mid cowl, a lower mid
cowl, and a titanium apron.
General Description
The cowling streamlined surface minimizes drag and gives a
protective enclosure for the engine and its accessories. A drain mast
and a GGC (Gas Generator Case) drain hole in the engine lower
mid cowl receive all engine drain lines. There are also two additional
drain holes in the lowest area of the engine lower mid cowl. For
each engine lower mid cowl, a ground service/inspection quick-
access door is available for oil tank level check/replenishment and a
dedicated access door is available for inspection of the oil filter
mechanical pop up impending bypass indicator. Full access to the
engine and aircraft systems installed in the engine compartment is
available through removal of the upper and lower mid cowls. The
cowling also gives lightning and fire protection for the engine
compartment, ventilation for the engine compartment, and outlet for
the waste engine fluid.
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Components
ENGINE UPPER MID COWL
The engine upper mid cowl rear edge is attached to the engine aft
body interface with latches, whereas its forward and inboard edges
are attached to the engine air intake and apron with screws. The
engine upper mid cowl permits access to the components below:
• EDCU (Engine Data Collector Unit)
• ACOC (Air-Cooled Oil Cooler)
• BVA (Bleed Valve Actuator)
• BVA drain line
• GGC
• Exciter Box
• N1 (Fan Rotor Speed) sensor
• TT0 (Inlet Total Temperature) sensor
• Rear Mount
• Front Mounts
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ENGINE LOWER MID COWL
The engine lower mid cowl rear edge is attached to the engine aft
body interface with latches, whereas its forward and
inboard/outboard edges are attached to the engine air intake, apron
and engine lower mid cowl with screws. The engine lower mid cowl
permits access to the components below:
• FMU (Fuel Metering Unit)
• AGB (Accessory Gearbox)
• FDV (Flow Divider / Shutoff Valve)
• Starter/Generator
• Chip Detector
• Front Mounts
• Rear Mount
• Oil Filter
• Fuel Pump
• Fuel Filter
• Engine Harness 16
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• Ignitors
• Oil Tank Drain
• Oil Pump
• Engine Line Drains
The nacelle drain system consists of drain holes and drain mast
collector at the lowest part of the engine lower mid cowl
compartment to prevent any flammable fluid accumulation inside the
fire zone and eliminate any fluid puddle in this zone.
A quick-access door located on the engine lower mid cowl left side
gives access to the oil level sightglass.
Training Information Points
During removal/installation of the engine cowling, be careful not to
cause damage to the engine components.
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MOUNTS 71-20
Introduction
The main function of the engine mount system is to attach the
engine to the nacelle pylons, and absorb noise and vibration.
General Description
The engine uses a two-plane three-point mount system:
• The front mounts are attached to the engine and to the yoke of the
pylon.
• The rear mount is attached to the pylon and to the aft mount
bracket located in the engine.
The engine front plane in the front frame casing has four mounting
pads.
The mounting pads are symmetrically spaced in relation to the
vertical centerline (two pads per side) to permit left or right fuselage
pylon installation.
The aft mount bracket is installed on the left or right side of the
engine, according to the buildup configuration of the engine (left or
right).
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Components
FRONT MOUNTS
The forward mount is an elastomeric soft mount designed to react to
the thrust, torque, lateral and vertical forces and it consists of
bearings, bolts and a yoke assembly necessary to transfer loads
between the engine front mount pads and the pylon.
REAR MOUNT
The rear mount is an elastomeric soft mount, which attaches to the
engine outer bypass duct flange and is designed to react vertical
and lateral forces.
The rear mount consists of two links, end fitting, bearings, and bolts.
Training Information Points
Owing to the importance of the engine mount and vibration-
dampener assembly in the aircraft operation, it is recommended
that, whenever the engine cowlings are opened, even if partially
open, a visual inspection be made in the compartment, checking for
general conditions and cleanliness.
It is also very important to check for possible corrosion points,
cracks, and ruptures.
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FIRESEAL 71-30
Introduction
The engine compartment inside the nacelle is a single fire zone.
General Description
The air inlet module rear wall and the exhaust module front wall
have fireseals that isolate the engine fire zone. It does not include
the pylon firewall, which is described in AMM SDS 54-52-00/1.
The front and rear fireseals, the pylon firewall, and the engine upper
and lower mid cowls are the limits of the engine and the accessory
fire zone.
Drainage and ventilation are provided for the nacelle engine
compartment.
Electrically controlled shutoff means are available for fuel, hydraulic,
and bleed air lines crossing the nacelle to the pylon firewall. Full
segregation between flammable fluid carrying lines and bleed
ducts/electrical harnesses is ensured inside the pylon region.
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ELECTRICAL HARNESS 71-50
Introduction
The powerplant electrical harness links the engine accessories and
the aircraft systems. To prevent electrostatic discharges, lightning
current, or electrical current return under wiring faulty conditions, the
engine compartment is electrically bonded to the airframe structure.
General Description
The electrical system distributes the power required by the aircraft
and engine components. The electrical system also transmits control
and indicating signals between the engine and aircraft. The engine
harnesses are routed through the pylon.
Components
HARNESS
Most of the powerplant electrical harnesses are designed for
disconnection at the pylon firewall by means of connectors. These
connectors have visual locking advisory (colored neck) and do not
require safety-wiring. The generator electrical power harnesses
have no connectors (at the pylon firewall), but they can be
disconnected at the generator terminals (two per engine).
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BONDING STRAPS
The engine compartment is electrically bonded to the airframe
structure. The bonding straps give an adequate path for lightning
current and also for electrical current return under wiring faulty
conditions. It also prevents the buildup of electrostatic charges
between the engine and airframe structure.
The engine compartment has four bonding straps located as follows:
• 2 at the forward pylon.
• 2 at the rearward pylon.
All these bonding straps link the pylon firewall to the engine.
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AIR INLET 71-60
Introduction
The main function of the air inlet is to supply proper engine air flow,
assure minimum air temperature increase and reduce the total
pressure loss as well as decrease drag in different operating
conditions.
General Description
The air inlet is installed on the forward face of the engine fan case.
As it is a part of the engine nacelle, the air inlet must also assist in
minimizing the nacelle drag and noise. Therefore, its function is to
give a smooth aerodynamic surface for airflow into and around the
engine.
To remove or prevent ice formation around the engine inlet, the air
inlet has an engine ice protection system. The system is supplied
with bleed air from the related engine. A valve adjusts the pressure
of the bleed air for the piccolo tube. The air inlet also contains one
air intake which supplies cooling air to the starter/generator.
Components
The air inlet assembly contains: lip skin, forward bulkhead,
starter/generator air inlet, piccolo tube and a barrel with flange. The
lip skin is "D" shaped in its cross-section and manufactured from a
one-piece heat-resistant aluminum alloy. The forward bulkhead
section is made of corrosion and fire resistant material. 29
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Training Information Points
The air inlet must be protected with proper covers when the airplane
is not operating and parked at seaside areas or dust concentration
regions.
The use of protective covers prevents any foreign objects or dust
deposits from being formed in the air inlet, which could cause
damage to the engine.
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ENGINE DRAINS 71-70
Introduction
The drain lines collect fuel, and oil, from some points of the
powerplant and discharge the fluids overboard.
General Description
The drain points of the BVA (Bleed Valve Actuator), FMU (Fuel
Metering Unit) and starter/generator pad are connected through of
tubing lines to a drain outlet mast located at the lowest region on the
lower mid cowl. The drain lines are routed isolated from each other.
The drain point of GGC (Gas Generator Case) is collected through
of tubing line. and discharged overboard. The fluid drained is
discharged overboard through an outlet on the engine lower mid
cowl. In addition, the engine cowling door, engine exhaust duct, and
engine air inlet have drain holes in their lowest areas to avoid any
fluid.
In addition, the engine lower mid cowl have drain holes in their
lowest areas to avoid any fluid accumulation.
Components
The drain system consists of lines and openings that convey
overboard any waste fluids from the engine, accessories, and
nacelle.
The components that are connected to the drain system are as
follows: 32
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• BVA
• FMU
• GGC
• Starter/generator pad
Training Information Points
All drains, besides their important function during the powerplant
operation, help in the identification of possible leakage in systems
and components.
Therefore, periodic visual inspections must be performed to make
sure that all drain points are unplugged.
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ENGINE
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CHAPTER 72 - ENGINE
SECTION TITLE
72-00 ENGINE
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ENGINE 72-00
Introduction
The PW617F-E series engine is a high-bypass, two-spool, axial-
flow, turbofan engine.
General Description
The PW617F-E engine is a two-spool turbofan engine with a full
length annular bypass duct. A concentric shaft system supports the
LP (Low Pressure) and HP (High Pressure) rotors. The inner LP
shaft supports the LP compressor (fan) which is driven by a single
stage LP turbine. The outer HP shaft system is mechanically
independent of the LP shaft and supports a single mixed flow stage
and one centrifugal stage HP compressor driven by a single-stage
HP turbine. Thrust and roller anti-friction bearings provide support
on each shaft.
A twin channel FADEC (Full Authority Digital Engine Control)
controls the engine and regulates its operation in response to inputs
from the pilot and engine mounted sensors. For more details
regarding the engine control system, see AMM SDS 73-00-00/1.
The PW617F-E engine is divided into 10 modules as follows:
• LP Compressor (Fan)
• HP Compressor
• Combustor and Diffuser Case 5
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• HP Turbine
• LP Turbine
• Monocase
• Accessory Gearbox, Bearings, LP and HP Shafts
• Bypass Ducting and Externals
• External Accessories
• Engine Control System
Introduction
The PW617F-E series engine is a high-bypass, two-spool, axial-
flow, turbofan engine.
General Description
The PW617F-E engine is a two-spool turbofan engine with a full
length annular bypass duct. A concentric shaft system supports the
LP (Low Pressure) and HP (High Pressure) rotors. The inner LP
shaft supports the LP compressor (fan) which is driven by a single
stage LP turbine. The outer HP shaft system is mechanically
independent of the LP shaft and supports a single mixed flow stage
and one centrifugal stage HP compressor driven by a single-stage
HP turbine. Thrust and roller anti-friction bearings provide support on 6
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each shaft.
A twin channel FADEC (Full Authority Digital Engine Control)
controls the engine and regulates its operation in response to inputs
from the pilot and engine mounted sensors. For more details
regarding the engine control system, see AMM SDS 73-00-00/1.
The PW617F-E engine is divided into 10 modules as follows:
• LP Compressor (Fan)
• HP Compressor
• Combustor and Diffuser Case
• HP Turbine
• LP Turbine
• Monocase
• Accessory Gearbox, Bearings, LP and HP Shafts
• Bypass Ducting and Externals
• External Accessories
• Engine Control System Components
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For additional information about the engine components, refer to the
last revision of PW617F Engine Maintenance Manual PN 3072162
(EMM TASK 72-00-00-800-801/91).
Training Information Points
Make sure that there are no persons near the engine air intake and
exhaust areas when you operate the engine. This will prevent injury
to persons.
Do not touch the exhaust duct and engine components until they are
cool.
The temperature can stay hot for a long time after the engine stops.
Make sure that the engine harnesses are correctly attached and
there is no chafing against the engine components, cowlings or
pylon structure. Such a chafing can cause serious problems to the
correct engine operation.
The engine ignition system has high energy. This makes the system
a dangerous source of electrical shock.
Do not operate the engine near flammable material or fuel vent.
Explosion can occur.
Before you start the engine, make sure that there are no objects
near the engine air intake. These objects can go into the engine and
cause damage to it.
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END OF CHAPTER
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ENGINE FUEL AND CONTROL
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CHAPTER 73 - ENGINE FUEL AND CONTROL
SECTION TITLE
73-00 ENGINE FUEL AND CONTROL
73-10 ENGINE FUEL DISTRIBUTION
73-11 FMU ASSEMBLY
73-20 ENGINE FUEL CONTROLLING
73-21 FUEL CONTROLLING SYSTEM
73-30 ENGINE FUEL INDICATING
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ENGINE FUEL AND CONTROL 73-00
Introduction
The purpose of the engine fuel and control system is to deliver
scheduled fuel to the engine to provide the combustion required to
generate propulsive power. The system pressurizes, heats and
filters the fuel and then delivers it to the combustion chamber for
burning.
General Description
The ENGINE FUEL AND CONTROL includes these subsystems:
• ENGINE FUEL DISTRIBUTION (AMM SDS 73-10-00/1)
• ENGINE FUEL CONTROLLING (AMM SDS 73-20-00/1)
• ENGINE FUEL INDICATING (AMM SDS 73-30-00/1)
The PW617F engine fuel system consists of a FMU (Fuel Metering
Unit) that contains seven major elements: the fuel pump, the PMA
(Permanent Magnet Alternator), the fuel metering system, the flow
divider valve, the motive flow system, the ecology system and shaft
shear protection. The centrifugal boost pump raises the pressure of
the fuel supply to a level sufficient to charge the inlets of the engine
gear pump. The centrifugal boost pump supply is routed through an
engine oil/fuel heat exchanger before charging the inlets of the 5
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engine gear pump. The first purpose is to cool the engine oil, which
prolongs the life of the engine bearings. The second purpose is to
heat up the fuel so that, during operation with ice in the fuel, the
engine oil heat helps keeping the fuel filter temperature above
freezing. Yet, the fuel flows through a fuel filter included in this
assembly in order to protect sensitive components from possible
contaminants in the fuel. Should the fuel filter blockage become too
great, a bypass valve on the unit opens to ensure the engine is
never starved of fuel.
Afterwards, the fuel flows through the fuel metering system and then
is directed to the flow divider and to the manifolds.
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The fuel distribution system has the following functions: fuel
pressurization, filtering, injection, heat exchange, and operation of
FMU (Fuel Metering Unit) hydraulic systems.
General Description
The ENGINE FUEL DISTRIBUTION includes this subsystem:
• FMU ASSEMBLY (AMM SDS 73-11-00/1)
The components of the engine fuel distribution subsystem are
mounted on the AGB (Accessory Gearbox), except for the fuel
manifold and the fuel injectors. The propulsion system fuel
distribution subsystem consists of the following items: fuel primary
ejector pump (AMM SDS 28-21-00/1), fuel metering unit (FMU)
(AMM SDS 73-11-00/1), fuel filter and fuel/oil heat exchanger, fuel
manifold, and fuel injectors.
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ENGINE FUEL DISTRIBUTION 73-10
Components
FMU ASSEMBLY (73-11)
The FMU (Fuel Metering Unit) assembly performs the following
major functions: pressurization of fuel supply, regulation of fuel flow
to be burnt, division of primary and secondary flow, engine
shutdown in normal, uncontrolled thrust and shaft shear
circumstances, supply of motive fuel flow for airframe usage, and
prevention of fuel discharge after engine shutdown.
FUEL MANIFOLD
The fuel manifold is an integral single looped ring, with dual fuel
channels machined into the ring and sealed by a cover plate. The
manifold is mounted around the gas generator case, via support
pins. The fuel manifold assembly contains connections for 7 fuel
nozzles per each fuel channel, totalizing 14 fuel-nozzle connections.
FUEL-NOZZLE INJECTORS
The 14 air assisted fuel nozzle injectors are mounted equally spaced
around the gas generator case. Each fuel injector also has a check
valve that closes at engine shutdown to prevent the manifolds from
draining into the combustor. The injectors deliver atomized fuel into
the combustion chamber, where it mixes with compressor discharge
air and is burned. 10
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Operation
The FMU has two ports for the manifold, primary and secondary.
The fuel is delivered through two tubes to the bottom fairing, in the
bypass duct and interfaces with the inlet stem of the integral fuel
manifold and nozzle assembly. Independent fuel passages in the
manifold inlet stem, lead to the manifold ring. The integrated
manifold and fuel nozzle assembly is protected with last chance inlet
screens at the primary and secondary inlets in the inlet stem and in
each fuel nozzle. The distribution of the nozzles is such to maximize
starting performance and to provide uniform radial temperature
distribution for the engine combustor.
All nozzles have identical pressure atomizer nozzle tips, with a
single fuel passage and nozzle jet, and two rows of holes in the air
swirlier, to further assist in atomizing the fuel spray into small fuel
droplets.
During start-up, the FMU delivers fuel to the primary manifold to
provide ignition and initial spool up of the engine. A cross-flow orifice
in the FMU flow divider shutoff valve delivers some flow to the
secondary manifold to help prefill this manifold.
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FMU ASSEMBLY 73-11
Introduction
The FMU (Fuel Metering Unit) assembly performs the following
major functions: pressurization of fuel supply, regulation of fuel flow
to be burnt, division of primary and secondary flow, engine
shutdown in normal, uncontrolled thrust and shaft shear
circumstances, supply of motive fuel flow for airframe usage, and
prevention of fuel discharge after engine shutdown.
General Description
The FMU assembly contains seven major elements: the LP (Low
Pressure) centrifugal fuel pump and HP (High Pressure) gear fuel
pump, the permanent magnet alternator (AMM SDS 73-21-00/1), the
fuel metering system, the flow divider valve, the motive flow system,
the ecology system, and the shaft shear protection valve (see AMM
SDS 76-20-00/1).
Components
LP FUEL PUMP
The LP centrifugal fuel pump is mounted on the FMU. It consists of
a two stage pump, which includes an inducer and regenerative
impeller. The inducer stage comprises multiple axial blades that
provide the suction capability. The fuel is then passed through a
regenerative low-pressure boost pump. It is designed as a second 13
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stage pump that provides a positive pressure rise over the first stage
pressure envelope (see AMM SDS 28-21-00/1) to provide a
reference pressure for the operation of the FMU hydraulic system.
The pump pressurizes the fuel sufficiently to support the inter-stage
pressure losses and the HP pump gear fill requirements.
HP FUEL PUMP
The HP gear fuel pump is into the FMU. After passing through the
LP centrifugal pump, the fuel is ported to a separated filter and heat
exchanger assembly and then, the filtered fuel is directed to the
positive gear pump to provide adequate pressurization for the fuel
nozzles. The HP gear pump provides the fuel flow to be burnt in the
engine (or burn flow), the flow to the BVA (Bleed Valve Actuator)
and the motive flow to the airframe ejector at all operating modes
except start-up. At start-up, the PRV (Pressure Regulating Valve)
automatically cuts off the BVA and motive flow to minimize the
displacement of the pump. The FMU contains the AGB (Accessory
Gearbox) drive gear, located on the pump drive shaft. The gear is
supported by two oil mist lubricated ball bearings.
HIGH PRESSURE RELIEF VALVE
The high pressure relief valve is incorporated to the FMU to limit the
fuel pressure in the outlet of the high pressure gear stage. The high
pressure relief valve limits the HP pump discharge pressure to no
greater than 1.4 times the maximum operating pressure. The design
of the FMU is such that the fuel schedules are not significantly
affected after the high pressure relief valve operation has occurred. 14
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PROPORTIONAL MODULE AND METERING VALVE
The fuel metering function is provided by a proportional module. The
proportional module incorporates a torque motor and the metered
flow is proportional to the current supplied to the torque motor. The
torque motor is made up of dual coils, one per FADEC (Full
Authority Digital Engine Control) channel, suspended in a
permanent magnet circuit. The motor is operated wet with electrical
wires routed through the motor header.
To minimize pump sizing, the servo flow uses a part of the fuel flow.
The metering valve is connected to the servo via a feedback spring
system, which results in valve position and hence burn flow, being
proportional to the servo valve driver current from the FADEC.
PRESSURE REGULATING VALVE (PRV)
The PRV is located downstream of the gear pump flow. It is required
to maintain a constant differential pressure across the metering
valve by returning the pump flow excess to the inlet of the gear
stage, so that the burn flow is proportional to the position of the
metering valve ensuring its adequate operation.
The excess flow is determined based on the burn flow requirements.
Once the burn flow requirements are satisfied, the PRV also ports
high pressure supply to the BVA and the motive flow line.
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WASH SCREEN
A wash screen filter is located upstream of the PRV and proportional
module to protect the fuel control from contamination. This screen
has a wash flow through the middle of the screen to prevent build up
of contamination. The wash flow routes through the PRV and either
goes to the second stage of the proportional module, inlet to the HP
pump or to motive flow to the aircraft. The fine filtered fuel routes to
the first stage of the proportional module.
FLOW DIVIDER / SHUTOFF VALVE
The flow divider splits the flow from the metering valve between the
primary and secondary manifolds. The flow divider also provides
regulation of the fuel during the engine regimes. During starting
regime the flow divider regulates more flow to the primary nozzles
and also provides the equalization of the pressures between the
primary and secondary manifolds during the light-off regime and
after this.
The flow divider is driven by the pressure differential between the
metered burn flow from the proportional module and the interstage
pressure, and a internal spring.
ECOLOGY SYSTEM
The ecology system ensures that unburned fuel is removed from the
fuel manifolds after the engine has been shutdown. This system
works automatically and drains the excess of fuel back into the
motive flow line under the influence of residual engine combustor 16
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pressure (P3) and ejector pump suction.
MANIFOLD DRAIN VALVE
The manifold drain valve is fully closed at idle and above and routes
motives flow direct to the airframe, thereby, bypassing the manifold
drain. When the engine is commanded to shutdown, the manifold
drain valve opens and connects fuel drain from the manifold to the
motive flow line. The residual combustor pressure and the gravity
between the FMU and the airframe fuel tank purges the engine fuel
manifold during the time the engine is spooling down from ground
idle.
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Operation
Fuel is supplied to the FMU from the aircraft fuel system. It is then
pressurized in three stages: a fixed ejector pump, a regenerative low
pressure centrifugal pump and a gear positive displacement pump.
The first stage, a fixed orifice ejector pump, is powered from the
second stage element. Its purpose is to keep the pump inlet filled
with wing tanks fuel. The second stage is a two-stage boost pump,
which comprises an inducer and a regenerative centrifugal pump
that provides a positive pressure rise over the full operating
envelope and also a reference pressure for the operation of the
FMU hydraulic system. After passing through this two stages the
fuel is ported to a separate filter and heat exchanger assembly.
Filtered fuel is then passed to the gear positive displacement pump
to provide adequate pressurization for the fuel nozzles.
The fuel is also regulated in the metering valve and then is divided
for the primary and secondary flows by the flow divider to regulate
more flow to the primary nozzles during starting. The flow divider
provides regulation of the primary and secondary flows during the
light-off regime and equalization of the primary and secondary
manifold pressures after light-off, ensuring smooth distribution of the
fuel around the combustor. This is achieved through control lands in
the flow divider valve.
Motive flow is required above idle speed to power the main airframe
ejector pump in the collector tank. Motive flow is drawn from the
high-pressure supply line. The switching of motive flow is achieved
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through the position of the pressure regulating valve (PRV) that
opens a second port at speed above idle to provide fuel to the
motive flow port. To minimize the pump size, the motive flow is not
supplied during engine starting.
The motive flow is also used by the ecology system ejector to
provide fuel purge from the manifold during engine shutdown.
During engine spool down, excess fuel in the manifolds is drawn
back into the motive flow line under the influences of residual engine
combustor pressure (P3) and the ecology ejector pump suction. A
check valve prevents backflow from motive flow to the flow divider
and engine manifold.
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ENGINE FUEL CONTROLLING 73-20
Introduction
The controlling system is based on a fully redundant dual channel
FADEC (Full Authority Digital Engine Control) system.
General Description
The ENGINE FUEL CONTROLLING includes this subsystem:
• FUEL CONTROLLING SYSTEM (AMM SDS 73-21-00/1)
Components
FUEL CONTROLLING SYSTEM (73-21)
The fuel controlling system provides a full range of engine control in
response to thrust command inputs from the aircraft under all
conditions. The system also provides information for aircraft
indication, maintenance reporting, and engine condition monitoring.
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FUEL CONTROLLING SYSTEM 73-21
Introduction
The fuel controlling system provides a full range of engine control in
response to thrust command inputs from the aircraft under all
conditions. The system also provides information for aircraft
indication, maintenance reporting, and engine condition monitoring.
General Description
The PW617F engine control system is a computer-based electronic
engine control system. It comprises:
• Dual channel FADEC (Full Authority Digital Engine Control).
• EDCU (Engine Data Collector Unit).
• FMU (Fuel Metering Unit) (AMM SDS 73-11-00/1).
• PMA (Permanent Magnet Alternator).
• BVA (Bleed Valve Actuator) (AMM SDS 75-30-00/1).
• BOV (Bleed-Off Valve) (AMM SDS 75-30-00/1).
• Fuel filtering assembly.
• Engine sensors. 24
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• Ignition system.
The CAS (Crew Alerting System) messages related to the fuel
controlling system are shown on PFD (Primary Flight Display), in the
CAS messages field. The messages are given in the table below:
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Components
FADEC (FULL AUTHORITY DIGITAL ENGINE CONTROL)
The dual channel FADEC (also found as EEC (Electronic Engine
Control) in Pratt & Whitney publications) is located in the middle
electronic compartment.
Each FADEC is a single LRU (Line Replaceable Unit) containing two
channels on two separate printed circuit boards. Each channel has
two connectors, one for the interface with the engine and the other
for the airframe. The channels are designated channel A and
channel B. An identical software is loaded into each channel and,
while one channel remains in control, the other channel is health
monitored. During each start, the channel in control is switched.
The FADEC software provides thrust management and fuel supply
commands based on inputs such as analog thrust lever angle
information, electrical power, and various hard wired discretes such
as air data from the engine and aircraft sensors. These inputs are
used to control the engine low rotor speed (N1 (Fan Rotor Speed))
and thereby the engine thrust. To achieve this, the FADEC
modulates the fuel flow by means of a torque motor in the FMU and
modulates the bleed valve position by means of a torque motor in
the BVA.
Power for the FADEC is primarily supplied by the PMA during
engine operation and by a 28 V DC airframe input during engine
starting. This 28 V DC airframe input also serves as a backup
source in case the PMA fails. 28
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EDCU (ENGINE DATA COLLECTION UNIT)
The EDCU is an electronic storage device attached to the engine. Its
purpose is to provide storage for engine specific information such
as: power engine trims, plant identification, rating selection,
cumulative engine running data, trend monitoring data, event and
fault logging, trace recording, etc. These features may be expanded
without modification to the EDCU in order to
facilitate storage of other engine specific information and to maintain
a history of the engine to which it is attached. The FADEC
downloads information into the EDCU by transmitting formatted data
packets with a block number assigned to each block. When the
FADEC requests a data block, this unique identifier is referenced in
the transmit block command.
FMU (FUEL METERING UNIT)
The FMU is attached to the accessory gearbox at approximately the
7:00 o'clock position, looking aft. The FMU performs the following
main functions: pressurization of fuel supply, regulation of fuel flow
to be burnt, division of primary and secondary flows, engine
shutdown in normal, uncontrolled thrust, and shaft shear
circumstances, supply of motive flow for aircraft usage, and
prevention of discharge of fuel after engine shutdown.
The FMU contains seven major elements: the fuel pump, the
permanent magnet alternator, the fuel metering system, the flow
divider valve, motive flow system, the ecology system, and shaft
shear protection valve.
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FUEL FILTER ASSEMBLY
The fuel filter assembly is an integral part of the FOHE (Fuel-Oil
Heat Exchanger). It consists of a filter head assembly, a filter
element, and a filter bowl. The filter element is the paper medium
type supported by a spring support core made from aluminum alloy,
aluminum end caps being epoxybonded to the ends of the filter
medium. The fuel filter rating is 10 microns nominal and 25 microns
(0.001 in.) absolute. The assembly removes contaminants from the
engine fuel in order to protect sensitive components from possible
contaminants in the fuel. Should the fuel filter blockage become too
great, a bypass valve on the unit opens to ensure the engine is
never starved of fuel. The fuel filter assembly also includes a fuel
filter impending bypass switch that signals to the crew the filter
replacement necessity to avoid operating in bypass mode and the
fuel filter bypass indicator that mechanically signals the necessity for
flushing the fuel system due to opening of the bypass valve.
PMA (PERMANENT MAGNET ALTERNATOR)
The PMA is the primary source of power for the FADEC. The engine
supplied PMA is a dual-wound three-phase unit, which is integrated
into the FMU and is driven by the fuel pump drive shaft. The PMA
provides AC (Alternating Current) power for both channels of the
FADEC only when the engine is running. The FADEC also derives
the N2 (Core Rotor Speed) speed signal from the frequency of the
AC power provided by the PMA. The PMA is designed as an
additional source of DC (Direct Current) power in the event of loss or
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interruption of the aircraft 28 V DC bus. The selection of the power
source between the aircraft 28 V DC bus and the PMA to supply the
FADEC is made considering the higher source of power available.
ENGINE SENSORS
The FADEC system includes sensors for the parameters that it
needs: to control the engine in accordance with pilot demands and
airframe requirements, to protect the engine by maintaining it within
safe operating limits, to provide the necessary data for the cockpit
indicating system. Each engine FADEC has sensors that are
independent of the other, except for the cross-communication of the
engine speeds for synchronization and fault detection purposes.
Each engine FADEC channel has a set of sensors electrically
independent of the other channel. Most sensors are duplicated,
some are a part of the engine and others are airframe items. The
PW617F sensors are: N1 speed sensor, T6 and TT0 (Inlet Total
Temperature) temperature sensors, and ambient pressure sensor, a
pressure transducer which is located on the circuit board of each
channel inside the FADEC. Signals such as TLA (Thrust Lever
Angle), WOW (Weight-on-Wheels), engine anti-icing ON, wing
antiicing ON, and others are derived from airframe sources.
BVA (BLEED VALVE ACTUATOR)
There is a BOV in the PW617F engine that requires a handling
bleed for satisfactory operation across the full operational range.
The BVA is a single stage, dual-wound electrohydraulic servomotor 31
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that modulates the bleed valve position. The BVA is controlled by
the FADEC throughout the engine operating envelope. The BVA
linear motion is converted into rotary action as required by the bleed
valve through a lever mechanism.
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Operation
FADEC
One FADEC channel operates as the "in-control" FADEC channel
providing electronic control outputs. The other FADEC channel
operates as the standby FADEC channel, processing all inputs and
software, but with electronic control outputs disabled during normal
engine operation. The standby FADEC channel also shares selected
sensor inputs, airframe commands and FADEC status information
through the Canbus cross communication links.
During operation with two capable FADEC channels, in-control
software logic causes the FADEC channels to alternate control on
each successive engine start. The FADEC power supply is primarily
provided by the PMA during the engine operation and by a 28 V DC
airframe input during starting operation.
This 28 V DC airframe input also serves as a backup source in case
the PMA fails.
FUEL FILTER ASSEMBLY
Fuel from the first-stage fuel pump passes through the FOHE and
then enters the fuel filter assembly. It filtrates from the outside
through the element to the core and then exits the assembly to feed
the second-stage fuel pump.
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BVA
The BVA provides differential pressure across the piston as
commanded by the FADEC to position the compressor BOV to
optimize overalll engine performance and operability. The air
discharged by the bleed valve is ducted into the bypass duct and,
hence, no additional nacelle ventilation is required.
At high core speed in steady condition the valve is held closed for
maximum efficiency. At lower speeds the valve is modulated open
by the BVA to prevent compressor surge. An electrical failure with
the BVA results in failed operation, in which case a careful
movement of the thrust lever is required.
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ENGINE FUEL INDICATING 73-30
Introduction
The indicating system includes the components related to the
indications of the fuel system:
• Fuel flow value indication.
• Fuel filter impending bypass indication.
General Description
The engine fuel flow indication is provided by a dedicated flow meter
installed is each engine fuel feed line. The fuel flow display provides
an indication of the correct functioning of the fuel shutoff valve,
which is a MOV (Motor- Operated-Valve) operated by the flight crew.
The cockpit engine start/stop switch signals the FADEC (Full
Authority Digital Engine Control) to open or close the engine fuel
valve. The FADEC sends a command signal to the FMU (Fuel
Metering Unit). The engine fuel supply is also shut-off by the shaft
shear shutoff valve in the FMU.
The fuel flow value is shown in green digits on the CAS (Crew
Alerting System) display, in PPH (Pounds Per Hour) or KPH
(Kilograms Per Hour). In the case of invalid data, the fuel flow
display is re-configured to a red "X".
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Components
FUEL FLOW METER
The fuel flow meter is located in the HP (High Pressure) gear fuel
pump line, downstream of the ESOV (Emergency Fuel Shutoff
Valve) and upstream of the flow divider, both internal the FMU. It
consists of a electronic unit that measures the fuel flow and sends
the fuel flow signal to the avionics to be shown in the cockpit CAS
display.
FUEL FILTER BYPASS VALVE
The fuel filter bypass valve is located in the LP (Low Pressure)
centrifugal pump line, downstream of the FOHE (Fuel-Oil Heat
Exchanger), connected in parallel to the fuel filter line and its
impending bypass indicator. It consists of a poppet stem, a
compression spring, a valve body and a spring pin set with cracking
point of 15 psid in the fuel filter blockage condition. The bypass
valve opens to ensure the engine is never starved of fuel.
FUEL FILTER BYPASS INDICATOR
The fuel filter bypass indicator is installed through a threaded
interface into the fuel filter housing. The indicator is a mechanical
device with a colored button popping up to visually indicate that the
filter needs to be replaced. The indicator consists of an upper cavity
and a lower cavity. The upper cavity houses a spring loaded
magnetic indicator. The upstream pressure of the fuel 39
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filter acts on the upper side of the piston against the spring. The
downstream pressure of the fuel filter acts on the bottom side of the
piston. As contamination increases, the pressure drops across the
filter and is detected by the bypass indicator. Once the impending
delta pressure of 16 ± 2 psid is reached, this will result in a gap
within the indicator, large enough to break the magnetic attraction to
the upper cavity indicator. The indicator spring will then pop up the
indicator. After actuation, the indicator has to be manually reset.
FUEL FILTER IMPENDING BYPASS SWITCH
The fuel filter impending bypass switch is installed in the FOHE
module through a two-bolt flange mounted in parallel with the fuel
filter line and its bypass valve. It senses excessive fuel filter
pressure across the filter element indicating the filter blockage
condition. If the differential pressure across the fuel filter exceeds 8
± 2 psid, a mechanism actuates an electrical microswitch that
causes the following advisory messages on the CAS display:
• E 1 FUEL IMP BYP, or
• E 2 FUEL IMP BYP
When the differential pressure drops below 3 psid the mechanism
reverses itself resulting in the microswitch changing back to its
normally closed state.
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Operation
A flow meter installed in each engine fuel feed line sends a signal to
avionics providing indication of fuel flow for each engine and total
fuel used for both engines with its transmitter, which is shown in
green digits on the CAS display, in PPH (Pounds Per Hour) or KPH
(Kilograms Per Hour). In the case of invalid data, the fuel flow
display is re-configured to a red "X".
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END OF CHAPTER
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IGNITION
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CHAPTER 74 – IGNITION
SECTION TITLE
74-00 ENGINE IGNITION SYSTEM
74-10 IGNITION ELECTRICAL POWER SUPPLY
74-20 ENGINE IGNITION DISTRIBUTION
74-30 SWITCHING
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ENGINE IGNITION SYSTEM 74-00
Introduction
The purpose of the ignition system is to provide the electrical spark
to initiate the combustion of the fuel/air mixture in the engine during
start, auto-relight and when continuous ignition is required.
General Description
The ENGINE IGNITION SYSTEM includes these subsystems:
• IGNITION ELECTRICAL POWER SUPPLY
(AMM SDS 74-10-00/1)
• ENGINE IGNITION DISTRIBUTION
(AMM SDS 74-20-00/1)
• SWITCHING
(AMM SDS 74-30-00/1)
The ignition system is controlled by the FADEC (Full Authority
Digital Engine Control) for automatic engine starting and auto- elight.
Continuous ignition can be manually set through a cockpit switch
(AMM SDS 74-30-00/1).
The engine is equipped with a dual ignition system that is under the
control of both channels of the FADEC. The system comprises two
independent ignition exciters in a single housing together with leads
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An IGN A and B icon is displayed for each engine showing which of
the ignition systems are being commanded by the FADEC. Normally
during ground starts only one ignition channel is used and the
channel selected alternates on each start. In flight starts use both
ignition systems. Similarly, the auto-relight function will command
both ignition systems on if the engine is detected to have flamed out.
If the pilot moves the Ignition selector switch to override position,
both ignition channels will be commanded to operate. The "A" and/or
"B" indication will only illuminate if the FADEC has commanded an
ignition channel to operate. The ignition indication presents the
following: "A", "B", "A B”, “OFF” or blank. The "OFF" indication
provides confirmation to the crew that the controls are correctly set
for the dry motoring procedure. Blank indication will be provided
when the FADEC is in the automatic mode to command the ignition,
but neither ignition is active.
Components
IGNITION ELECTRICAL POWER SUPPLY (74-10)
The aircraft provides power to the engine mounted ignition exciter
that supplies the igniters.
ENGINE IGNITION DISTRIBUTION (74-20)
The high voltage necessary for the sparking on the spark igniters
during the engine starting is supplied by the ignition exciter box and
fed to the spark igniters through ignition cables.
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SWITCHING (74-30)
The ignition switching system controls the operation of the ignition
circuit.
For additional information about the ignition system components,
refer to the last revision of PW617F Engine Maintenance Manual PN
3072162 (EMM TASK 72-00-00-800-801/91).
Operation
The FADEC controls the ignition system by discrete outputs from
each channel of the FADEC. The ignition exciter uses 28 V power
supply from the airframe.
The cockpit ignition interface is composed of two three-position
switches: ON – AUTO – OFF. The “OFF” position is used for a dry
motoring run. When the switch is in the position “ON”, the FADEC
provides continuous power to the ignition. The “AUTO” position is for
normal operation. The “Auto” position puts the control of the igniters
under the direction of the FADEC such that ignition can be
synchronized with the start sequence and for automatic relight in
flight.
For ground starts and temperatures below 0 °C, the FADEC
automatically commands both exciters via auxiliary ignition
command relay.
An IGN A and B icon is displayed on the EICAS (Engine Indication
Crew Alert System) for each engine showing which of the ignition
systems are being commanded by the FADEC. 7
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The "A" and/or "B" indication will only illuminate if the FADEC has
commanded an ignition channel to operate. The ignition indication
presents the following: "A", "B", "A B”, “OFF” or blank. The OFF
indication provides confirmation to the crew that the controls are
correctly set for the dry motoring procedure. Blank indication will be
provided when the FADEC is in the automatic mode to command
the ignition, but neither ignition is active.
Training Information Points
WARNING: MAKE SURE THAT THE IGNITION SYSTEM WAS
OFF FOR A MINIMUM OF 6 MINUTES BEFORE YOU
DISCONNECT IT. AN ELECTRIC SHOCK FROM THE HIGH
VOLTAGE OF THE IGNITION EXCITER CAN KILL YOU.
Residual voltage in the ignition exciter box may be dangerously
high. It is important that the ignition be turned off and the system be
inoperative for at least 6 minutes before the removal of any
component of the ignition system.
Obey the WARNING placards on the ignition exciter box.
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IGNITION ELECTRICAL POWER SUPPLY 74-10
Introduction
The aircraft provides power to the engine mounted ignition exciter
that supplies the igniters.
This power is fed to the ignition exciter box. The ignition exciter box
is the unit responsible for supplying high tension pulses to the spark
igniters.
General Description
The ignition exciter is located on the compressor case. The exciter is
a sealed unit containing electronic components encased in epoxy
resin. The unit is energized during the engine starting sequence and
when selected by the pilot. Refer to (AMM SDS 80-00-00/1).
The two individual ignition cable assemblies carry the electrical
energy output from the ignition exciters to the spark igniters. Each
lead assembly consists of an electrical lead contained in a flexible
metal braiding. One coupling nut at each end of the assembly
connects to the ignition exciter and the spark igniters.
Components.
IGNITION EXCITER
The exciter is a sealed unit containing electronic components
encased in epoxy resin.
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Operation
The system is energized from the aircraft nominal 28 V DC power
supply and operates in the 9 to 30 V range. The operating output
voltage range is 14 to 17 kV.
The FADEC (Full Authority Digital Engine Control) controls the
ignition by discrete outputs from each channel of the FADEC. The
ignition exciter uses 28 V power supply from the airframe and fires
the sparks at a fixed interval when commanded ON. The left channel
B ignition exciter is normally connected to DC Bus 1, whereas the
right channel B ignition exciter is connected to the DC bus 2. Note
that in electrical emergency conditions, power supply to the channel
B ignition exciters are automatically switched from the DC busses to
the emergency bus. The FADEC channel A has the capability of
activating channel B ignition exciter in an electrical emergency
condition by commanding a single aircraft relay.
The position of the cockpit ignition switches selects the mode of
operation (AMM SDS 74-30-00/1).
Training Information Points
The following recommendation regarding the ignition components is
important:
WARNING: MAKE SURE THAT THE IGNITION SYSTEM WAS
OFF FOR A MINIMUM OF 6 MINUTES BEFORE YOU
DISCONNECT IT. AN ELECTRIC SHOCK FROM THE HIGH
VOLTAGE OF THE IGNITION EXCITER CAN KILL YOU.
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ENGINE IGNITION DISTRIBUTION 74-20
Introduction
The high voltage necessary for the sparking on the spark igniters
during the engine starting is supplied by the ignition exciter box and
fed to the spark igniters through ignition cables.
General Description
The distribution system comprises two ignition cables and two
igniters. The system receives pulsed high voltage from the ignition
exciter. The high voltage is carried from the ignition exciter to the
igniters through the ignition cables.
Components
IGNITION CABLES
The two individual ignition cable assemblies carry the electrical
energy output from the ignition exciters to the spark igniters. Each
lead assembly consists of an electrical lead contained in a flexible
metal braiding. One coupling nut at each end of the assembly
connects to the ignition exciter and the spark igniters.
SPARK IGNITERS
Two spark igniters, positioned at 4 and 8 o’clock respectively, are
installed through igniter support tubes on the gas generator case on the combustion chamber. 13
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Training Information Points
Spark igniters are fragile components that must be handled with
care. Should a spark igniter be dropped, internal damage not
detectable by a visual inspection can occur. In this case, replace the
spark igniter.
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SWITCHING 74-30
Introduction
The ignition switching system controls the operation of the ignition
circuit.
General Description
The system has one ignition switch for each engine, installed on the
Fire/Eng/ Trim control panel, in the cockpit.
The switch sends discrete outputs to the related FADEC (Full
Authority Digital Engine Control), so the FADEC can control the
operation of the Ignition exciter.
Components
IGNITION SWITCH
The ignition switch is a rotary switch with three positions. It operates
as follows:
• OFF: Inhibits the ignition.
• AUTO: Gives the FADEC full authority on ignition control.
• ON: Commands the FADEC to continuously activate the two
ignition channels.
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Operation
With the ignition switch in the AUTO position during a ground start,
only the FADEC in control commands ignition. At the end of the
starting cycle, the FADEC deactivates the ignition exciter.
With the ignition switch in the ON position, the two FADECs
command ignition during start. The ignition is not deactivated at the
end of the starting cycle.
With the ignition switch in the OFF position, the ignition exciter is
always inhibited.
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END OF CHAPTER
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AIR
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CHAPTER 75 – AIR
SECTION TITLE
75-00 AIR
75-30 COMPRESSOR CONTROL
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AIR 75-00
Introduction
The engine air system provides air from and through the engine for
airframe services, wing deicing, engine compressor control and
engine sealing and cooling.
General Description
The AIR includes this subsystem:
• COMPRESSOR CONTROL (AMM SDS 75-30-00/1)
The PW617F is equipped with an inboard and an outboard HPC
(High Pressure Compressor) delivery air bleed ports.
The engine air flow is used outside the engine and within the engine
for the following purposes:
• Supply external bleed air to the ECS (Environmental Control
System) and to the EAI (Engine Anti-Icing) System.
• Supply internal bleed air for compressor control.
• Supply internal bleed air for sealing the bearing compartments and
cooling engine.
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The ECS provides controlled air for cockpit and cabin pressurization
and heating as well as pneumatic supply for wing and horizontal
stabilizer deicing boots, using discharge air from the inboard engine
bleed port. This air bled from the engine passes through the ECS /
Deicing bleed duct before going to the PRSOV (Pressure Regulating
and Shutoff Valve) to be distributed.
Refer to AMM SDS 36-11-00/1 for details.
The EAI system provides thermal energy to prevent accretion on air
inlet, using discharge air from the outboard engine bleed port. This
air bled from the engine passes through the EAI tubing with a shutoff
valve and a pressure transducer mounted on it, before going to the
air inlet. Refer to AMM SDS 30-21-00/1 for details.
The compressor control is achieved through the BOV (Bleed-Off
Valve), controlled by the BVA (Bleed Valve Actuator). This system is
necessary to control the air flow through the engine and to maintain
the compressor operability margins across the full range of
operation of the engine. Refer to AMM SDS 75-30-00/1 for details.
Components
COMPRESSOR CONTROL (75-30)
The compressor control system is used to control the air flow
through the engine and to maintain the compressor operability
margins across the full range of operation of the engine.
For additional information about the engine air system components,
refer to the last revision of PW617F Engine Maintenance Manual PN
3072162 (EMM TASK 72-00-00-800-801/91). 6
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COMPRESSOR CONTROL 75-30
Introduction
The compressor control system is used to control the air flow
through the engine and to maintain the compressor operability
margins across the full range of operation of the engine.
General Description
The compressor control is achieved by the operation of a single
BOV (Bleed-Off Valve), optimizing the compressor bleed discharge
off-take. The BOV is controlled by the BVA (Bleed Valve Actuator).
A single-stage dual wound electro-hydraulic servomotor is linked to
a lever mechanism that converts the linear motion to rotation, as
required by the BOV. The rotary motion modulates the BOV position
to control the engine operating limits at high core speed in steady
state and during transient conditions.
Components
The PW617F engine compressor bleed-control-system contains the
following components:
BOV
The compressor BOV is a piston valve that has the function of
regulating the air flow between the mixed flow rotor and centrifugal
impeller of HPC (High Pressure Compressor), directing exceeding 9
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air from the mixed stage to optimize overall engine performance
and to prevent engine compressor surges. This valve stays
completely open during idle engine operation and starts to close as
thrust lever angle increases.
BVA
The BVA is a bi-directional fully modulated linear actuator used to
position the engine’s compressor BOV via a lever mechanism.
Operation
The BVA operates the BOV under FADEC (Full Authority Digital
Engine Control) direction and is hydraulically operated using the
FMU (Fuel Metering Unit) fuel. Refer to AMM SDS 73-11-00/1 for
details about the FMU.
The position of the BVA is computed in the FADEC software to
optimize the compressor discharge bleed off-take from the engine
as a function of the current steady-state and transient engine
operating condition. During steadystate at high core speed the valve
is held closed for maximum efficiency.
During transient operation, combustor relights and engine starting at
lower speeds the valve is modulated open for compressor surge
avoidance.
The air discharged by the BOV is directed into the bypass duct, and
hence, no additional nacelle ventilation is required to accommodate
this flow.
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ENGINE CONTROLS
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CHAPTER 76 - ENGINE CONTROLS
SECTION TITLE
76-00 ENGINE CONTROLS
76-10 POWER CONTROL
76-11 MECHANICAL CONTROL SYSTEM
76-12 ELECTRONIC CONTROL SYSTEM
76-20 EMERGENCY SHUTDOWN
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ENGINE CONTROLS 76-00
Introduction
The engine control system provides means of controlling the
PW617F engine operation under all thrust requirements allowed, as
well as during emergency shutdown.
General Description
The ENGINE CONTROLS includes these subsystems:
• POWER CONTROL (AMM SDS 76-10-00/1)
• EMERGENCY SHUTDOWN (AMM SDS 76-20-00/1)
Components
POWER CONTROL (76-10)
The thrust control subsystem furnishes means of controlling the fuel
control system of the PW617F engine.
EMERGENCY SHUTDOWN (76-20)
The emergency shutdown subsystem furnishes means of controlling
the flow of fluids to and from the engine during emergency
procedures.
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POWER CONTROL 76-10
Introduction
The thrust control subsystem furnishes means of controlling the fuel
control system of the PW617F engine.
General Description
The POWER CONTROL includes these subsystems:
• MECHANICAL CONTROL SYSTEM (AMM SDS 76-11-00/1)
• ELECTRONIC CONTROL SYSTEM (AMM SDS 76-12-00/1)
The aircraft provides thrust requirements and ADC (Air Data
Computer) inputs to the related two-channel FADEC (Full Authority
Digital Engine Control), which manages thrust through adjusting fuel
flow.
Components
MECHANICAL CONTROL SYSTEM (76-11)
The thrust control quadrant sends TLA (Thrust Lever Angle) signal
to the FADEC (Full Authority Digital Engine Control) for thrust
management purposes, and for other aircraft systems, for control
purposes.
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ELECTRONIC CONTROL SYSTEM (76-12)
The electronic control system of the PW617F engine is a computer-
based electronic control system (FADEC (Full Authority Digital
Engine Control) based), which provides full range of engine control
under all conditions and provides information for cockpit indication,
maintenance reporting and engine condition monitoring.
Operation
The main thrust setting inputs for thrust management are the TLA
(Thrust Lever Angle), provided by the TCQ (Thrust Control
Quadrant) (hardwired), and the air data from engine and airframe
sensors (transmitted through the ARINC (Aeronautical Radio
Incorporated)). The FADEC uses these inputs that represent pilot
demands, through the TLA, and ambient conditions, through the
sensors, also taking into account the engine operating limits to
calculate appropriate reference corrected and physical N1 (Fan
Rotor Speed) and N2 (Core Rotor Speed) speeds for any given
throttle position.
The N1 and N2 control is achieved through the actuation of the
FADEC, configuring the engine to a required fuel flow demand as a
function of thrust requirement.
Some of the thrust setting references are also modified by various
hardwired discrete inputs.
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MECHANICAL CONTROL SYSTEM 76-11
Introduction
The thrust control quadrant sends TLA (Thrust Lever Angle) signal
to the FADEC (Full Authority Digital Engine Control) for thrust
management purposes, and for other aircraft systems, for control
purposes.
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General Description
The TCQ (Thrust Control Quadrant) provides lever position (TLA) to
the FADEC via a RVDT (Rotary Variable Differential Transducer).
Each RVDT has two electrically independent channels, one for each
of the two FADEC channels of a given engine. The FADEC provides
excitation and demodulation of the RVDT, providing the pilot with full
and progressive modulation of thrust in response to movements of
the TLA, together with accurate thrust setting to meet engine thrust
ratings.
Engine thrust is directly related to N1 (Fan Rotor Speed) speed. The
FADEC calculates a N1 speed setting corresponding to the TLA
position selected, and compensates this setting for ambient
temperatures and pressures, aircraft bleed off-takes and operating
modes. The FADEC then governs the engine to this N1 value.
The TLA is sent to the necessary systems by discrete switches.
The status message related to the refueling sub-subsystem The
CAS (Crew Alerting System) messages related to the mechanical
control system are shown on PFD (Primary Flight Display), in the
CAS display. The messages are given in the table below:
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Components
The TCQ comprises the external components that follow:
• Throttle levers (one per engine).
• TOGA (Take off / Go Around) switches (one per engine).
• Edge light panel.
Furthermore, the thrust control quadrant comprises the internal
components that follow:
• Thrust lever angle RVDTs (one per engine/dual channel).
• Aircraft systems microswitches set (4 per lever).
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Operation
The lever TCQ combines two lever assemblies, one for each engine,
which may be operated independently or in unison. Each lever
assembly comprises a thrust lever for forward thrust control. The
levers travel 73 degrees from Idle to Max, sensed by the RVDT,
which provides the position to the FADEC. The full travel of the
thrust levers provides RVDT output distributed as:
For redundancy, TLA is input to both channels A and B, and also
cross communicated between channels. In the very unlikely event
that the TLA signal becomes unavailable on either channels, the
engine thrust is switched to idle and the caution message ENG 1 (2)
TLA FAIL is displayed on the CAS display.
Each thrust lever actuates 4 discrete switches designed to
automatically provide electrical signals to the system that follows:
• AFCS (Automatic Flight Control System) (AMM SDS 22-00-00/1)
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• Engine pneumatic bleed (AMM SDS 36-11-00/1)
• Speed brake (AMM SDS 27-60-00/1) - Optional
The TCQ also features TOGA disconnect lever switches to enable
the pilot to manually generate TOGA signal.
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ELECTRONIC CONTROL SYSTEM 76-12
Introduction
The electronic control system of the PW617F engine is a computer-
based electronic control system (FADEC (Full Authority Digital
Engine Control) based), which provides full range of engine control
under all conditions and provides information for cockpit indication,
maintenance reporting and engine condition monitoring.
General Description
The FADEC has two identical, isolated channels due to the criticality
of proper control system operation. During engine operation, one
channel is in active mode and the other channel is in standby mode.
Each channel receives identical but separate inputs from the engine
sensors which are also electrically dual redundant. After signal
conditioning, the two channels share data via a cross channel data
link.
The FADEC is powered by the PMA (Permanent Magnet Alternator),
which also provides N2 (Core Rotor Speed) signal.
In order to ensure that all engines have the same thrust at a fan
speed rating and that there is a consistent temperature uptrim
margin for each engine, the FADEC uses trimmed values of N1 (Fan
Rotor Speed) and ITT (Interstage Turbine Temperature) for control
and indication purposes. The trim data is located on the engine data
plate and is loaded into the EDCU (Engine Data Collector Unit).
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The FADEC controls the operation, performance and efficiency
characteristics of the engine as follows: The FADEC monitors inputs
from the aircraft (TLA (Thrust Lever Angle), discrete signals and
ARINC (Aeronautical Radio Incorporated) data) from the engine,
and modulates the fuel flow by means of a torque motor in the FMU
(Fuel Metering Unit) to vary engine speed (N1 or N2) to achieve the
required thrust. The FADEC also modulates by means of a torque
motor in the bleed valve (compressor pressure control) the engine
operating condition.
Beyond thrust management, the FADEC provides engine limits
protection, controlled transient engine operation, fault detection, and
messages to the aircraft.
The CAS (Crew Alerting System) messages related to the electronic
control system are shown on PFD (Primary Flight Display), in the
CAS display. The messages are given in the table below:
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Components
The electronic control system comprises the following components
of the engine:
• A two channel FADEC;
• Engine sensors (AMM SDS 77-00-00/1);
• PMA (AMM SDS 73-20-00/1);
• Bleed Valve and Bleed Valve Actuator (AMM SDS 75-30-00/1).
The electronic control system utilizes the following components for
control purposes from the aircraft:
• Display Units (AMM SDS 31-61-00/1);
• EDCU (AMM SDS 73-21-00/1);
• TLA (see AMM SDS 76-11-00/1).
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Operation
START
The FADEC schedules fuel flow during starting based on N2. As the
engine accelerates, the FADEC monitors ITT to ensure that the
engine accelerates to idle without exceeding defined limits. FADEC
incorporates automatic engine cool down motoring prior to auto
start. The pilot can also abort any start attempt at any time by
moving the starter switch to STOP. The FADEC only aborts the start
in the event of detecting an unsatisfactory operating condition during
a ground start.
TAKEOFF DATA SET
For takeoff procedures, the pilot is requested to enter the OAT
(Outside Air Temperature). This method provides reliable
temperature information to the FADEC for thrust computation during
takeoff phase. The OAT value has to be selected before takeoff. To
change the OAT value, the pilot shall use the soft keys OAT! and
OAT", and accept it through ACCEPT button on the MFD (Multi-
Function Display).
ATR (AUTOMATIC THRUST RESERVE)
In addition to the OAT selection, the pilot is requested to select the
ATR (Automatic Thrust Reserve) for takeoff. Before takeoff, ATR is
selected ON as default, but can be disabled via the soft keys ON
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and OFF on MFD takeoff data set page. The power reserve
improves aircraft performance. The ATR increases thrust in case of
OEI (One Engine Inoperative), only during takeoff phase:
• The FADEC detects OEI based on N1 mismatch between both
engines or loss of engine-to-engine communication, or;
• The FADEC detects the TLA to MAX position during TO (Takeoff)
phase and ATR OFF false signal (ATR is selected ON);
• The bleed valve for pressurization is commanded to close through
the FADEC in case OEI condition is detected and the aircraft is at
takeoff mode;
• No engine limits shall be exceeded due to the application of power
reserve.
The display indicates an ATR icon when it is enabled or armed. This
indication is active in takeoff mode only. The icon is positioned
below the thrust mode icon. In case the ATR becomes enable, a
white indication of ATR appears just below the thrust mode. If the
ATR is armed (TLA at TOGA (Take off / Go Around) position for
takeoff) then the ATR indication is green. In case of an engine
failure and ATR being triggered, the ATR indication disappears and
the thrust mode changes to TO-RSV.
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ENGINE SPEED GOVERNING
During operation above idle, the N1 loop is usually in control,
providing governed N1 speed at the reference value. At idle, the N2
loop is in control providing N2 governed idle speed. During the start
process, fuel flow is scheduled to a MAX value for a smooth engine
start based on corrected N2.
At idle, the engine is governed to the N2 idle speed reference, as N1
is quite low and slow to respond to fuel flow changes. At any
condition above idle, the engine is governed by a proportional plus
loop integral to the N1 reference speed as selected by the TLA
position. The FADEC software provides many separate control
loops. The loop in control at any time depends on the pilot's demand
and on the engine conditions. Most of the loops provide transient or
protective functions.
CRUISE SPEED CONTROL
During operation between flight idle and cruise, under certain
conditions, it is possible to set an aircraft constant speed controlled
by the FADEC. The pilot is able to set the cruise speed control to
ON through the CSC switch on the main instrument panel, when the
following conditions are true:
• CSC (Cruise Speed Control) request is received.
• More than 5 s have elapsed since the last disengagement of the
CSC function.
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• Calibrated air speed is above 105 kts when initial CSC activation
request is accepted. Subsequently, calibrated air speed is above
100 kts.
• Mach number is below or equal to 0.78 when initial CSC activation
request is accepted. Subsequently, Mach number is below 0.72.
• WOW (Weight-on-Wheels) = false.
• Engine TLA position is above idle and below max. cruise.
• TLA is not moved more than 2 degrees since the CSC was
engaged.
• Engine data is valid.
• Smart probe data is valid.
• AHRS (Attitude and Heading Reference System) data is valid.
• Flap data is valid.
• The FD (Flight Director)/autopilot vertical mode is either altitude
hold or glideslope capture.
• The control wheel steering FD mode is not active.
• Both engines in operation and above idle.
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• The absolute difference of the Cruise Speed Control N1 command
between the two engines is less than 1%.
• No E1 (2) CONTROL FAULT CAS message is active.
• Flap angle is below 5 degrees or Flap is above 34.8 degrees.
When the cruise speed control is engaged, the FADEC controls N1
ensuring that it stays as close as possible to the N1 selected. The
pilot can disengage the functionality at any time by moving the TLA
more than 10 degrees. When disengaged, the FADEC ensures a
gradual transition from the N1 cruise speed control to the N1 speed
selected through the TLA.
ENGINE TRANSIENT CONTROL
The FADEC software contains several features to provide
satisfactory operation of the engine across its thrust and operating
envelope. Acceleration and deceleration maneuvers, in response to
rapid TLA movements, are controlled based on the rate of change of
N2 and fuel flow. N2 schedules are set to ensure the avoidance of
surge during normal operation. Fuel flow limits are set to prevent
surge and flameout during the initial portion of the acceleration.
Transitions between the various controlling loops during acceleration
and deceleration are not perceptible.
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EMERGENCY SHUTDOWN 76-20
Introduction
The emergency shutdown subsystem furnishes means of controlling
the flow of fluids to and from the engine during emergency
procedures.
General Description
In an emergency situation, the pilot may stop the engine
immediately by pushing the fire system ENG 1/2 SHUTOFF
switches. This action stops the fuel flow and also stops the bleed air
from the engine.
The shaft shear protection is an independent mean of engine
shutdown via emergency shutoff mechanical linkage to an
independent emergency fuel shutoff valve.
Components
The emergency shutdown comprises the components that follow:
• Emergency Fuel Shutoff Valve (ESOV (Emergency Fuel Shutoff
Valve)) Mechanism (Piston, Rotate Lever and Cable);
• FMU (Fuel Metering Unit) Integrated Emergency Fuel Shutoff
Valve (ESOV).
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Operation
To stop the engine in emergencies, the pilot must push the fire
system ENG 1/2 SHUTOFF switch, which commands the valves that
follow to close directly, by energizing their torque motors with DC
(Direct Current) power from the hot busses:
• Engine 1(2) Fuel SOV (Shutoff Valve)
• Engine 1(2) PRSOV (Pressure Regulating and Shutoff Valve)
(AMM SDS 36-11-00/1)
In the event of an LP (Low Pressure) shaft failure, the LP turbine
moves rearward and trips a plunger mounted in the exhaust cone.
The plunger is connected through a cable and rod system to the
cutoff valve in the FMU, that composes the Emergency Fuel Shutoff
Valve (ESOV) Mechanism. When the disk strikes the plunger it pulls
on the mechanism and trips the valve, causing it to move to the
cutoff position. The valve is pressure loaded and will remain in the
cutoff position until a manual reset is performed.
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ENGINE INDICATING
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CHAPTER 77 - ENGINE INDICATING
SECTION TITLE
77-00 ENGINE INDICATING
77-10 POWER
77-11 N1 INDICATION
77-12 N2 INDICATION
77-20 TEMPERATURE
77-21 TEMPERATURE INDICATION
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ENGINE INDICATING 77-00
Introduction
The engine indicating system provides cockpit indications for the
flight crew and engine operational data for the maintenance crew.
General Description
The ENGINE INDICATING includes these subsystems:
• POWER (AMM SDS 77-10-00/1)
• TEMPERATURE (AMM SDS 77-20-00/1)
The powerplant indications are displayed on the EICAS (Engine
Indication Crew Alert System), on the left stripe of the center MFD
(Multi-Function Display) unit of the cockpit panel. The EICAS
provides analog and digital engine indications and icons. The
powerplant indications can also be shown on the PFD (Primary
Flight Display) in reversionary mode. The CAS (Crew Alerting
System) messages are shown in the CAS window on the PFD and
on the MFD in reversionary mode.
The powerplant instruments are closely grouped on the instrument
panel. The location of identical powerplant instruments is so
designed as to prevent confusion as to which engine each
instrument relates. The left engine indications are shown on the left
side of the engine section of the EICAS and the right engine
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parameters are shown on the right side. Based on the location of the
instruments referred to above, the powerplant instruments, which
are vital for the safe operation of the airplane, are clearly visible to
the crew members.
The EICAS provides the following engine indications:
• N1 (Fan Rotor Speed) (AMM SDS 77-11-00/1)
• N2 (Core Rotor Speed) (AMM SDS 77-12-00/1)
• ITT (Interstage Turbine Temperature) (AMM SDS 77-20-00/1)
• Fuel flow
• Oil pressure
• Oil temperature
• Engine thrust rating
• ATR (Automatic Thrust Reserve) status
• Cruise speed control status
• Ignition indication
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The rotor speed is monitored and protected by the FADEC (Full
Authority Digital Engine Control) to avoid overspeed both on the
ground and in flight.
The ITT is monitored and protected by the FADEC to avoid overheat
during ground start. When the ITT exceeds the in-flight limits, the
information shows on the EICAS, alerting the flight crew to take
action.
Under normal operating conditions, the pointer and digits are green
for each parameter. Under abnormal conditions, the pointer and
digits change color accordingly.
The engine thrust rating indication is provided by a cyan icon at the
top of the EICAS. The possible thrust modes are:
• TO - Takeoff
• GA - Go-around
• CLB - Climb
• CON - Continuous
• CRZ – Cruise
The ATR display shows an ATR icon when the ATR is enabled or
armed. This indication is active in takeoff mode only. The ATR
display is positioned below the thrust rating indication display. When
the ATR is enabled, a white indication "ATR" shows just below the
thrust rating indication display. Whenthe ATR is armed 7
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(TLA (Thrust Lever Angle) at TOGA (Take off / Go Around) position
for takeoff procedure), the "ATR" indication becomes green. In case
of an engine failure with the ATR triggered, the ATR indication
disappears and the "TO-RSV" indication shows on the thrust rating
indication display.
The color scheme adopted for the propulsion system warning,
caution, and advisory indications is shown below:
• Red for warning - conditions which require immediate crew
awareness and immediate crew action.
• Yellow for caution - conditions which require immediate crew
awareness and subsequent crew action.
• White for advisory lights - conditions which require crew awareness
and may require subsequent crew action.
The CAS messages related to the engine indicating system are
listed in the table below:
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ENGINE INDICATING - CAS MESSAGES (Continued)
Components
POWER (77-10)
The function of the power indicating system is to provide engine
power data to the FADEC (Full Authority Digital Engine Control) to
perform engine electronic control and to the EICAS (Engine
Indication Crew Alert System) for crew information.
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TEMPERATURE (77-20)
The function of the temperature indicating system is to monitor the
engine temperatures and send the values to the FADEC (Full
Authority Digital Engine Control) and the EICAS (Engine Indication
Crew Alert System).
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POWER 77-10
Introduction
The function of the power indicating system is to provide engine
power data to the FADEC (Full Authority Digital Engine Control) to
perform engine electronic control and to the EICAS (Engine
Indication Crew Alert System) for crew information.
General Description
The POWER includes these subsystems:
• N1 INDICATION (AMM SDS 77-11-00/1)
• N2 INDICATION (AMM SDS 77-12-00/1)
The power indicating system comprises the N1 (Fan Rotor Speed)
sensor and the N2 (Core Rotor Speed) sensor.
Components
N1 INDICATION (77-11)
The function of the N1 (Fan Rotor Speed) indicating system is to
provide engine thrust data.
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N2 INDICATION (77-12)
The function of the N2 (Core Rotor Speed) indicating system is to
provide the engine core rotor speed.
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N1 INDICATION 77-11
Introduction
The function of the N1 (Fan Rotor Speed) indicating system is to
provide
engine thrust data.
General Description
The N1 indicating system provides the indication of the engine
thrust. It also indicates the target thrust and the maximum thrust
available in any given mode of operation. The N1 data is displayed
in both analog and digital forms and is supplemented with reference
bugs for operability.
The FADEC (Full Authority Digital Engine Control) uses the N1
signal to control the engine thrust.
To ensure that both engines supply the same thrust at a fan speed
rating, the FADEC uses a N1 trimmed value for control and
indication purposes. The N1 trimmed value is loaded in the EDCU
(Engine Data Collector Unit) and shows in the N1 field of the EICAS
(Engine Indication Crew Alert System) for 5 seconds after power
cycling.
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Components
N1 SENSOR
The N1 sensor is a single magnetic reluctance pickup probe,
installed on the engine monocase at the 12:00 o'clock position.
There are two output coils, one for each FADEC channel.
The N1 value is trimmed to ensure that both engines supply rated
thrust at the same TLA (Thrust Lever Angle) position.
The N1 indication is transmitted to the cockpit display from each
FADEC channel via serial digital communication bus.
Each N1 signal is shared with the other FADEC channel. Thus, each
channel receives two independent electrical fan speed inputs.
The N1 indication modes are shown below:
• Physical N1 (Analog Indication N1 Trimmed): There is an arc and a
pointer display representing mechanical N1 speed in %. The pointer
is configured as a green needle and the actual N1 value lower
speed quadrant is filled with grey color. The N1 indication display
shows speed values up to 101% N1. If the FADEC detects an
exceedance, the grey portion of the quadrant will become red. The
speed signal is not accurate below 10%. In the event of loss of the
N1 signal, the EICAS removes the pointer from the display until a
valid signal is received.
There is also a digital display representing mechanical N1 speed in
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This is the digital representation of the same data displayed by the
analog gauge. The value is displayed with one decimal place. In
normal conditions, the display is green and is reconfigured to show
dashes if the data is invalid.
• N1 Rating (Thrust Rating Max Speed): Is the maximum N1 speed
value for the current thrust mode. The FADEC provides this
information to the EICAS. The N1 Rating bug is displayed as a T-
shaped cyan bug on the analog N1 gauge.
A cyan digital display is provided to indicate the maximum N1 value
for the active thrust rating. This is the digital display of the T-shaped
N1 rating bug. The display is positioned above the N1 gauge for
each engine.
• N1 Request (N1 Rating Commanded): N1 Request is the N1 speed
value requested, based on the current TLA position. The FADEC
may limit the N1 Request value for some conditions. The difference
between the Physical N1 speed and N1 Request is presented as a
white arc and is shown only during a thrust transient or if the
Physical N1 speed cannot reach the N1 Request.
• N1 Cruise Speed Control: When cruise speed control is engaged,
the cyan band in the analog N1 gauge will appear. This cyan band
represents the bug indicating N1 authority and system status
engaged and active.
• N1 Red Line (N1 Transient Red Line): N1 Red Line is the
maximum allowable value for N1, which is the engine operating limit.
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The display is a red mark in the N1 gauge. If the limit is exceeded,
this value triggers a color change in both the dial and digital
readouts.
• Engine OFF Indication: An indication is provided on the EICAS
when an engine has been shut down by pilot action in flight or on the
ground. The indication comprises the icon "OFF" in black letters in a
cyan rectangle in the center of the associated engine N1 dial.
• Engine Fail Indication: An indication is provided on the EICAS to
indicate when an engine is flamed out or shut down without pilot
action. The indication comprises the icon "FAIL" in black letters in a
yellow rectangle in the center of the associated engine N1 dial. In
addition, there is an associated CAS (Crew Alerting System) "E1(2)
FAIL" message on the CAS window.
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N2 INDICATION 77-12
Introduction
The function of the N2 (Core Rotor Speed) indicating system is to
provide the engine core rotor speed.
General Description
The N2 indicating system provides indication of the engine core
rotor speed via digital display on the EICAS (Engine Indication Crew
Alert System).
The FADEC (Full Authority Digital Engine Control) uses the N2
signal to control the engine for transient purposes and for idle speed
governing.
Components
N2 SPEED SENSOR
The N2 speed signal is provided from a speed sensor installed on
the PMA (Permanent Magnet Alternator). The speed signal is
generated by a frequency output that is proportional to the rotational
speed of the PMA. This speed signal is sent to the FADEC.
Each N2 signal is shared with the other FADEC channel. Thus, each
channel receives two independent electrical core speed inputs.
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Operation
The N2 indicating modes are shown as described below:
• Digital Display: The N2 speed indication provides a digital display
in %. If the N2 signal becomes invalid, the display is reconfigured to
dashes using the sign status matrix of the ARINC (Aeronautical
Radio Incorporated) data to indicate faulty data.
• N2 Red Line (Transient Limit): If the N2 transient limit value is
exceeded, a color change in the digital readout is triggered.
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TEMPERATURE 77-20
Introduction
The function of the temperature indicating system is to monitor the
engine temperatures and send the values to the FADEC (Full
Authority Digital Engine Control) and the EICAS (Engine Indication
Crew Alert System).
General Description
The TEMPERATURE includes this subsystem:
• TEMPERATURE INDICATION (AMM SDS 77-21-00/1)
The temperature indicating system comprises the following sensors
for each engine:
• TT0 (Inlet Total Temperature) Sensor
• EGT (Exhaust Gas Temperature) (T6) Sensor
• CJC (Cold Junction Compensation) Sensor
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TT0 SENSOR
The TT0 consists of a single total temperature probe located in the
engine inlet duct and measures the engine inlet air temperature for
use in several of the FADEC control calculations. The PW617F
Engine Maintenance Manual PN 3072162 refers to this sensor as T1
sensor.
EGT (T6) SENSOR
The EGT (T6) sensor consists of a set of six thermocouple
temperature probes extended into the engine gas stream to
generate the EGT signals for use in several of the FADEC control
calculations.
CJC SENSOR
The CJC sensor consists of a RTD (Resistance Temperature
Detector) mounted at the end of the engine bypass duct at the 6
o'clock position in order to generate a reference temperature for
EGT (T6) thermocouples for use in several of the FADEC control
calculations.
Components
TEMPERATURE INDICATION (77-21)
The temperature indicating system sensors measure the
temperature of many parts of the engine for use in several of the
FADEC (Full Authority Digital Engine Control) control calculations. 28
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The temperature indicating system comprises the following
components:
• TT0 Sensor
• EGT (T6) Sensors
• CJC Sensor
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TEMPERATURE INDICATION 77-21
Introduction
The temperature indicating system sensors measure the
temperature of many parts of the engine for use in several of the
FADEC (Full Authority Digital Engine Control) control calculations.
General Description
The temperature indicating system sensors provide EGT (Exhaust
Gas Temperature) (T6) and inlet total temperature (TT0 (Inlet Total
Temperature)), which are associated with the N1 (Fan Rotor Speed)
(AMM SDS 77-11-00/1) to calculate a value corresponding to the
ITT (Interstage Turbine Temperature). This calculated parameter is
used for temperature limiting purposes in the FADEC and for cockpit
indication. The PW617F Engine Maintenance Manual PN 3072162
refers to TT0 sensor as T1 sensor.
The ITT data is displayed in both analog and digital formats. The
indication provides a method of detecting engine deterioration or
failure conditions.
To ensure that both engines have the same consistent temperature
uptrim margin, the FADEC uses a ITT trimmed value for control and
indication purposes. The ITT trimmed value is loaded in the EDCU
(Engine Data Collector Unit) and shows in the ITT field of the EICAS
(Engine Indication Crew Alert System) for 5 seconds, after power
cycling.
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Components
The components of the temperature indicating system are:
• TT0 sensor
• EGT (T6) sensor
• CJC (Cold Junction Compensation) sensor
TT0 SENSOR
The TT0 single total temperature probe is located in the engine inlet
duct and measures the engine inlet air temperature for use in
several of the FADEC control calculations.
The TT0 temperature is measured by two independent resistance
temperature devices located in a single total temperature probe
mounted in the engine inlet duct. The TT0 temperature signal is
input to each FADEC channel.
EGT (T6) SENSOR
The EGT (T6) sensor is a set of probes extended into the engine
gas stream to generate the EGT signals for use in several of the
FADEC control calculations.
The EGT (T6) is detected by six thermocouple temperature probes
that are connected in a parallel arrangement prior to being
connected to both FADEC channels.
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CJC SENSOR
The CJC sensor is an RTD (Resistance Temperature Detector)
mounted in the end of the engine bypass duct at the 6 o'clock
position in order to generate a reference temperature for EGT (T6)
thermocouples for use in several of the FADEC control calculations.
The FADEC converts the analog electrical signals from EGT (T6)
thermocouples and from CJC sensor into digital signals and
computes the T6 value. This resulting digital signal is cross-
communicated to the opposite FADEC via internal CAN bus.
Operation
The ITT indication modes are shown below:
ANALOG INDICATOR
The analog indicator consists of an arc and pointer display
representing the ITT in °C. In case of invalid ITT data, the pointer is
removed from the display.
DIGITAL DISPLAY
The ITT digital display uses the same data source as the analog
display and re-configures the indication to dashes if the data is
invalid.
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ITT RED LINE (Transient Red Line)
The ITT red line is visible as a red tick mark at the exceedance limit
on the indicator arc. Exceedance of this value triggers a color
change to both dial and digital readouts.
The ITT red line function is to protect the engine capability to
achieve maximum rated thrust.
When the engines are not running and during the restart process,
the ITT start transient limit is displayed.
The EGT (T6) probes are mounted on the turbine case and indicate
the temperature of the combustor gases at the T6 location. Six
probes are connected in parallel and provide an electronic signal
that is the average of the thermocouple probe outputs. The electrical
signal is transferred from the probes to the outside of the engine by
a flexible cable.
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END OF CHAPTER
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EXHAUST
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CHAPTER 78 – EXHAUST
SECTION TITLE
78-00 EXHAUST
78-10 EXHAUST NOZZLE
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EXHAUST 78-00
Introduction
The exhaust system consists of those components which direct the
exhaust gases overboard.
General Description
The EXHAUST includes this subsystem:
• EXHAUST NOZZLE (AMM SDS 78-10-00/1)
The exhaust system is in the aft region of the nacelle and includes
the collector/nozzle subsystem. This subsystem has an exhaust
nozzle, a centerbody and an aft body. The exhaust nozzle and the
centerbody are located in the aft body compartment that is in the aft
region of the nacelle.
Components
EXHAUST NOZZLE (78-10)
The collector/nozzle subsystem has the function of directing the flow
of gases overboard as efficiently as possible.
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EXHAUST NOZZLE 78-10
Introduction
The collector/nozzle subsystem has the function of directing the flow
of gases overboard as efficiently as possible.
General Description
The exhaust nozzle primary function is to expand the exhaust gases
of the engine to provide as much thrust as possible.
The centerbody directs the exhaust gases that flow to the aft body in
a controlled and shielded environment before going out to the
atmosphere.
The main function of aft body is to incorporate an end-nozzle to
meet the performance requirements. Its secondary function is to
aerodynamically flare ambient air around the engine. The aft body
also allows the relative engine movement due to thermal expansion.
Components
EXHAUST NOZZLE
The exhaust nozzle, which has a chevron design, reduces the noise
levels from the engine by mixing core exhaust gases with bypass
air.
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CENTERBODY
The centerbody assembly consists of a forward flange and a sheet
metal conical section. The conical section has internal stiffeners that
are attached to the forward flange. The forward flange is attached to
the hub flange of the engine turbine frame.
AFT BODY
The aft body was developed with the inner and outer nozzle walls,
the attachment flange, L and Z sections and the aft bulkhead.
The aft body is not submitted to high air temperatures because it is
not directly subjected to the hot gases that pass through the engine
TEC (Turbine Exhaust Case). The hot air flow that comes from
engine exhaust is mixed with a cold bypassed air flow in the aft
body.
The aft body compartment is not considered a fire zone, due to the
fact that there are no flammable fluid line and components in these
compartments and in the outer aft body area that can create a
hazard condition. This compartment is also ventilated to prevent
points of excessively high temperature. However, the aft body is fire
resistant, with an aft bulkhead that provides segregation from fire
zone.
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The inner nozzle wall is composed by the upper and lower walls,
reinforcement, and splices. The upper and lower walls and
reinforcement are formed from ALCLAD 6061-T62 sheet. The
reinforcement is attached to the lower wall by the solid rivets. The
splices are formed from ALCLAD 2024-T42 sheet. The upper and
lower walls are joined by the splices with solid rivets.
The outer nozzle wall is composed of the right and left walls and
splices.
These components are formed from ALCLAD 2024-T3 sheet. The
right and left walls are joined by the splices with solid rivets.
The attachment flange is manufactured from AL 7050-T7541 plate
and it is attached to the inner and outer nozzle walls with the solid
rivets.
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The aft bulkhead and L sections are formed from Titanium sheet.
The L sections join the upper and lower walls to the aft bulkhead by
the solid rivets.
The Z sections are formed from ALCLAD 2024-T42 sheet. The Z
sections join the inner walls to the outer walls by solid rivets.
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OIL
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CHAPTER 79 – OIL
SECTION TITLE
79-00 OIL
79-10 STORAGE
79-11 OIL TANK SYSTEM
79-20 DISTRIBUTION
79-21 OIL FILTER
79-30 INDICATING
79-31 OIL TEMPERATURE/PRESSURE INDICATION
79-34 OIL FILTER BYPASS WARNING INDICATION
79-35 CHIP DETECTOR INDICATION
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OIL 79-00
Introduction
The function of the engine oil system is to provide lubrication and
cooling of the engine turbine main shaft bearings and AGB
(Accessory Gearbox) internal components and bearings.
General Description
The OIL includes these subsystems:
• STORAGE (AMM SDS 79-10-00/1)
• DISTRIBUTION (AMM SDS 79-20-00/1)
• INDICATING (AMM SDS 79-30-00/1)
Each PW617F engine has an independent lubrication supply system
which uses an engine-driven positive displacement vane type pump
element to supply oil to the different engine components requiring
cooling and lubrication. The lubrication system is a self contained
pressurized full flow system. There are three independent bearing
chambers in the engine that require lubrication:
• The number 1 and 2 LP (Low Pressure) fan thrust bearings, and
the number 3 HP (High Pressure) roller bearing are located in the
same chamber that is sealed at the cold end by labyrinth seals and
is externally pressurized by compressor discharge air.
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• The number 4 HP turbine roller bearing is located in a chamber in
front of the HP turbine. The chamber is sealed by two carbon seals
externally pressurized by compressor discharge air.
• The number 5 LP turbine roller bearing is located in a chamber aft
of the LP turbine. It is housed within the turbine exhaust case, in the
engine LP turbine module. This chamber is sealed by a single
carbon seal, and is externally pressurized by compressor discharge
air.
The AGB holds and provides drive pads for the engine oil pump
assembly,fuel pump assembly and a starter/generator. The
lubrication and scavenge pump supplies oil to all bearings and gears
as required, and includes scavenge elements to remove oil from the
bearing chambers and return it to the tank. The oil filter and
electrical monitoring sensors are combined in an oil filter module,
mounted on the left side of the oil tank. The electrical chip
detector/collector also mounts on the bottom of the AGB. The FOHE
(Fuel-Oil Heat Exchanger) is separately mounted on its own
brackets and cools the oil from the supply pump before it is routed to
the bearing chambers and AGB.
For further information about the engine, refer to the latest revision
of the Pratt & Whitney Engine Manual.
The CAS (Crew Alerting System) messages related to the engine oil
system are listed in the table below:
OIL - CAS MESSAGES (Continued)
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STORAGE (79-10)
The storage system supplies the oil from the oil tank to the inlet of oil
pump.
DISTRIBUTION (79-20)
The oil distribution system supplies oil for engine bearing lubrication
and cooling. Lubricating oil is filtered, cooled and then sent to the
bearing chambers for bearing lubrication. The system also removes
the oil from the bearing chambers, checks for particle contamination
and removes the air before returning the oil to the tank.
INDICATING (79-30)
The oil indicating system gives an indication of oil level, pressure
and temperature, and metal debris presence in the oil.
The PW617F engine lubrication system has the following
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components:
• Oil tank with a filler neck and a sight glass oil level indicator.
• ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal
bypass valves.
• MOPT (Main Oil Pressure and Temperature) sensor.
• Breather system.
• Oil Pump.
• Oil PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve)
assembly.
• Electrical chip detector/collector.
• Oil filter module with a bypass valve and an impending bypass
indicator.
• FOHE.
• Restrictor.
• Strainers.
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Operation
The functions of the lubrication system are given below:
• Oil storage and supply.
• Pressurization and vent.
• Heat and contamination removal.
• Lubrication/protective barrier against wear and corrosion of interna
Basically, the system pulls oil from the oil tank, pressurized by the oil
pressure pump, and sends this oil to the filter, to the heat exchanger
for cooling, and then to the engine bearings.
The scavenge oil is removed from the bearing chambers to the AGB
by the scavenge elements of the oil pump. Afterwards the oil flows
through the chip detector/collector and then it is scavenged by the
AGB scavenge pump to the tank.
Vent air is removed from the sumps along with the bearing
chambers scavenge oil, sent to the air/oil separator on the AGB and
vented overboard through the engine exhaust.
Training Information Points
Access to the engine oil system is provided by opening the oil
inspection/servicing door, located in the engine lower mid cowl,
which can also be opened. Opening the door allows access to the oil
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filler neck and sight glass oil level indicator. There is an oil
impending bypass popup door to check the status of the oil
impending bypass indication.
Each of the scavenge elements of the scavenge pump includes a
wire-mesh screen located in the AGB that is accessible from the
front side of the AGB.
An electric master chip detector and a self-closing valve with debris
screen are located in the scavenge return line on the AGB.
The oil tank fill system includes the following features:
• Filler port accessible through dedicated door on lower mid cowl.
• Oil filler and oil tank level indication accessible through the oil
servicing door.
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STORAGE 79-10
Introduction
The storage system supplies the oil from the oil tank to the inlet of oil
pump.
General Description
The STORAGE includes this subsystem:
• OIL TANK SYSTEM (AMM SDS 79-11-00/1)
The storage system holds the oil for the engine and includes the oil
tank that is integral to the AGB (Accessory Gearbox).
Components
OIL TANK SYSTEM (79-11)
The oil tank is a cast housing that is an integral part of the AGB
(Accessory Gearbox), providing storage of the lubricating oil.
OIL TANK SYSTEM (79-11)
The oil tank system provides storage of the lubricating oil.
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The storage system includes the components listed below:
• Oil filler cap fitted with an oil tight seal and locked down by an over
center lever.
• Oil filler neck with a piston valve to limit oil exiting the tank.
• Sight glass for visual oil level indication.
• Drain plug.
Operation
The oil that circulates through the engine, pumped by the oil
pressure pump, is mixed with the air existing in the system, deriving
from the sealing of the bearing chambers, which are pressurized by
a compressor discharge air. This oil also flows through the FOHE
(Fuel-Oil Heat Exchanger), which basically is used for fuel heating
and oil cooling.
The oil, including AGB lubrication oil, is then drawn by the AGB
scavenge pump and returned to oil tank. The air mixed with the oil in
the AGB is separated by an air/oil separator which is vented to the
engine exhaust duct, through the breather tube.
With the engine inoperative, all the oil from system returns to the oil
tank, what allows a trustful check of oil level through the oil sight
glass.
The oil tank with integral AGB and lubrication system components
are fireproof.
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OIL TANK SYSTEM 79-11
Introduction
The oil tank is a cast housing that is an integral part of the AGB
(Accessory Gearbox), providing storage of the lubricating oil.
General Description
The oil tank maximum capacity is 3.92 . The minimum usable oil
quantity allowable without adversely affecting the operation of the
engine is 2.98 .
These values are for the worst allowable aircraft attitude of 2
degrees on the ground.
The tank has sufficient oil to provide operation during a 10 h mission
at the maximum oil consumption of 0.068 /h. For the oil level at the
minimum servicing level, the oil is sufficient for a 5 h mission,
considering the maximum oil consumption.
The oil tank also incorporates a drain plug located in the bottom of
the oil tank to provide the oil drainage. The drain plug is accessible
with standard tools and incorporates a safety cable. The oil tank
draining is also provided through the removal of the chip
detector/collector self-closing valve (AMM SDS 79-35-00/1), located
in the bottom of the AGB.
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DISTRIBUTION 79-20
Introduction
The oil distribution system supplies oil for engine bearing lubrication
and cooling. Lubricating oil is filtered, cooled and then sent to the
bearing chambers for bearing lubrication. The system also removes
the oil from the bearing chambers, checks for particle contamination
and removes the air before returning the oil to the tank.
General Description
The DISTRIBUTION includes this subsystem:
• OIL FILTER (AMM SDS 79-21-00/1)
The PW617-F engine oil distribution system has the following topics:
OIL SUPPLY SYSTEM
The oil supply system supplies pressurized clean cooled oil to the
engine bearings and accessory drives. Oil from the tank passes
through a strainer and then is pumped by the oil pressure pump that
has a PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve)
assembly. From this pressure element, the oil passes through the
filter, ACOC (Air-Cooled Oil Cooler) and FOHE (Fuel-Oil Heat
Exchanger), in this order. Then, the oil flow is divided into several
circuits and passes through a strainer to finally lubricate the 1st, 2nd
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OIL SCAVENGE SYSTEM
The oil scavenge system collects oil from the bearing compartments
scavenges to the AGB (Accessory Gearbox). Oil from the 1st
bearing chamber, that houses the numbers 1, 2 and 3 bearings, is
gravity scavenged.
Oil from the 2nd bearing chamber, that houses the number 4
bearing, is blowdown scavenged. Oil from the 3rd bearing chamber,
that houses the number 5 bearing, is pump scavenged. The oil,
including AGB lubrication oil, is then drawn by a dedicated pump
past a chip detector/collector, returning to the tank.
OIL BREATHER SYSTEM
The oil breather system includes the air/oil separator and the
breather line and its function is to prevent excessive air pressure in
the bearing compartment so that the flow of oil to the bearings and
the operation of the scavenge system is not impaired. The air/oil
separator is a centrifugal type breather that has the function of
separating the air from the aerated scavenge oil. It is located in the
AGB. The breather line is a tube that vents to the bypass duct just
upstream of the mixer. It is arranged so that condensed water vapor
or oil that might freeze and obstruct the line cannot accumulate at
any point.
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Components
OIL FILTER (79-21)
The oil filter module contains a filter through which all lubrication oil
must pass. The module is also equipped with an impending bypass
valve and a mechanical popup impending bypass indicator.
The PW617F engine oil distribution system has the following
components:
• Oil tank, integral with AGB.
• MOPT (Main Oil Pressure and Temperature) sensor.
• Oil filter module.
• Oil filter bypass valve.
• Oil filter impending bypass indicator.
• Electrical chip detector/collector.
• PAV.
• CSV.
• Oil pump.
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• FOHE.
• ACOC.
For more information about oil tank, refer to AMM SDS 79-11-00/1.
For more information about MOPT sensor, refer to AMM SDS 79-31-
00/1.
For more information about oil filter module, bypass valve and
impending bypass indicator, refer to AMM SDS 79-21-00/1.
For more information about chip detector/collector, refer to AMM
SDS 79-35-00/1.
PAV
The PAV is located on the oil pressure pump housing and composes
an assembly with the CSV. The PAV is used to set the oil system
pressure to a preset value for specified compressor speed and oil
temperature, bypassing oil from the pump outlet back to the pump
inlet.
CSV
The CSV is located immediately at the oil pressure pump outlet and
provides a safeguard against excessive pressure buildup due to
downstream system blockage or high oil viscosity in cold weather
operation. When open, it diverts oil from the pump outlet back to the
pump inlet.
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OIL PUMP
The oil pump is mounted next to the accessory gearbox, behind the
oil filter.
It is a positive displacement pump with a series of pumping
elements (one pressure and two scavenge ones) that are put in
series on a common drive shaft. The oil pressure element supplies
the oil to the engine and is fed from the oil tank. The number 5
scavenge element returns the oil to the AGB and the AGB scavenge
element returns the oil from the AGB back to the oil tank
past the chip detector.
FOHE
The FOHE is a heat transfer matrix mounted on the front of the AGB
used for fuel heating and oil cooling. The fuel side of the FOHE is
positioned in the fuel system between low and high pressure pumps,
upstream the fuel filter and the oil side is in the oil feed line of the
lubrication system, downstream the oil filter.
The FOHE is equipped with a fuel filter housing, so designed that
the fuel flows from the outer to the inner diameter of the filter. There
are also provisions for the mounting of an impending bypass switch
and bypass indicator that are so mounted that the pressure drop and
peak pressure across the filter can be monitored. A fuel bypass
valve allows fuel to bypass the filter if the pressure drop across the
filter exceeds the cracking pressure of the valve.
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ACOC
The ACOC is a plates and fins type of heat transfer matrix used for
air heating and oil cooling. A temperature actuated valve combined
with a pressure relief valve is used in order to bypass the ACOC
matrix under cold oil conditions or under blocked matrix.
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OIL FILTER 79-21
Introduction
The oil filter module contains a filter through which all lubrication oil
must pass. The module is also equipped with an impending bypass
valve and a mechanical popup impending bypass indicator.
General Description
The oil filter is located in the lubrication filter module, on the side of
the AGB (Accessory Gearbox), schematically in the lubrication
supply line between the oil pressure pump and ACOC (Air-Cooled
Oil Cooler).
The oil filter cannot be cleaned, and must be replaced at previously
defined intervals. The access for maintenance purposes is by
removal of the bottom filter cover.
The oil filter module contains an impending bypass valve as a
safeguard against filter blockage. The bypass is located above the
oil filter and FOHE (Fuel-Oil Heat Exchanger) assembly so that hot
oil flow to the filter encounters this passage before flowing down into
and around the cylindrical oil filter.
In the oil filter module there is also a mechanical popup impending
bypass indicator with a colored button that pops up to give a visual
indication that the filter needs to be replaced. An impending bypass
indication is provided prior to bypass activation.
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Components
The oil filter module includes the components listed below:
• Oil filter element.
• Oil filter housing.
• Oil bypass valve.
• Mechanical popup impending bypass indicator.
Operation
The oil pressure pump has the engine lubrication supply element
and two scavenge elements. Oil from the tank enters the supply
element of the oil pressure pump. From this pressure element, the
oil passes through the filter module.
The oil filter has a bypass valve, which permits oil flow to the engine
if the filter becomes clogged. The filter has also a mechanical popup
impending bypass indicator. For further information about the oil
impending bypass indicator, refer to AMM SDS 79-34-00/1.
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INDICATING 79-30
Introduction
The oil indicating system gives an indication of oil level, pressure
and temperature, and metal debris presence in the oil.
General Description
The INDICATING includes these subsystems:
• OIL TEMPERATURE/PRESSURE INDICATION (AMM SDS 79-31-
00/1)
• OIL FILTER BYPASS WARNING INDICATION (AMM SDS 79-34-
00/1)
• CHIP DETECTOR INDICATION (AMM SDS 79-35-00/1)
There is an oil level indicator for each engine mounted externally to
each oil tank with maximum and minimum level indications. Oil
temperature and pressure indications are also provided for each
engine and displayed in the cockpit on the engine indication field on
the EICAS (Engine Indication Crew Alert System). A warning
message is provided in the CAS (Crew Alerting System) window on
the PFD (Primary Flight Display) in case of low oil pressure. An
electric master chip detector and a self-closing valve are located in
the scavenge return line in both oil tanks, where ferromagnetic
particles are most likely to be deposited. 30
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Components
OIL TEMPERATURE/PRESSURE INDICATION (79-31)
The oil temperature and pressure indications in the cockpit are
provided by the MOPT (Main Oil Pressure and Temperature) sensor
that incorporates the two functions. This sensor is mounted on the
AGB (Accessory Gearbox), downstream the FOHE (Fuel-Oil Heat
Exchanger).
OIL FILTER BYPASS WARNING INDICATION (79-34)
The mechanical oil filter impending bypass indicator is installed into
the oil filter housing. It is activated by the excessive oil filter pressure
across the filtering element.
CHIP DETECTOR INDICATION (79-35)
The function of the electrical chip detector/collector is to attract and
trap magnetic particles that are suspended in the scavenge oil
because it may be an indication of an impending failure. This is
achieved with the use of a permanent magnet immersed in the
scavenge oil flowing from the AGB (Accessory Gearbox), before it
passes through the AGB scavenge pump. The chip
detector/collector can also function as a drain of the oil tank.
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The oil indicating system includes the following components:
• Oil level indicator.
• Oil filter impending bypass indicator.
• Chip detector/collector.
• MOPT (Main Oil Pressure and Temperature) sensor.
Operation
The operation of the sensors is described below:
OIL LEVEL INDICATOR
The oil tank level indicator is a vertical sight glass that enables to
see the amount of oil in the tank. The indicator also shows the
maximum and minimum acceptable levels for oil. It is mounted
externally to the oil tank to make it possible to view the oil level.
OIL FILTER IMPENDING BYPASS INDICATOR
The oil filter impending bypass indicator is installed on the oil filter
and is equipped with a button that pops up to indicate that the oil
filter must be replaced. 32
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For more information about the oil filter impending bypass indicator,
refer to AMM SDS 79-34-00/1.
CHIP DETECTOR/COLLECTOR
The chip detector/collector is installed on the aft face of the AGB
(Accessory Gearbox) and its function is to trap magnetic particles
that are suspended in the scavenge oil. This is accomplished with
the use of a permanent magnet immersed in the scavenge oil
flowing from the oil pressure pump, returning to the oil tank.
The detector also provides a CMC (Central Maintenance Computer)
message when magnetic debris buildup has reached an
unacceptable level.
For more information about the oil filter impending bypass indicator,
refer to AMM SDS 79-35-00/1.
MOPT SENSOR
The MOPT sensor is mounted downstream of the FOHE (Fuel-Oil
Heat Exchanger) and its function is to provide electrical outputs for
pressure and temperature values.
The pressure measured by the MOPT sensor is the differential
between the oil filter output and the AGB. This pressure differential
deflects a silicon diaphragm that has resistors on its surface,
changing the resistance proportionally and sending an electrical
signal to the aircraft.
The principle of operation for temperature measurement is based on
the RTD (Resistance Temperature Detector) technology. 33
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PHENOM 100 FAMILIARIZATION MAINTENANCE TRAINING
The sensor sends a signal to the cockpit that displays the current oil
pressure and temperature status in the engine indication field on the
EICAS.
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OIL TEMPERATURE/PRESSURE INDICATION 79-31
Introduction
The oil temperature and pressure indications in the cockpit are
provided by the MOPT (Main Oil Pressure and Temperature) sensor
that incorporates the two functions. This sensor is mounted on the
AGB (Accessory Gearbox), downstream the FOHE (Fuel-Oil Heat
Exchanger).
General Description
The purpose of the MOPT sensor is to provide electrical outputs for
pressure and temperature values.
The pressure sensor principle of operation is based on SOI (Silicon
on Insulator) technology and the temperature sensor principle of
operation is based on RTD (Resistance Temperature Detector)
technology.
The sensor sends a signal to the cockpit that displays the current oil
pressure and temperature status in the engine indication field on the
EICAS (Engine Indication Crew Alert System).
For low pressure condition, warning messages are shown in the
CAS (Crew Alerting System) window on the PFD (Primary Flight
Display).
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Operation
The MOPT sensor is fed by an oil tapping on the AGB. The oil
pressure and temperature signals from the sensor are sent directly
to the airframe avionics system that supplies this data to the FADEC
(Full Authority Digital Engine Control). The FADEC is responsible for
monitoring and comparing the engine oil temperature and pressure
with the transient and steady state limits, commanding display color
changes in case of an exceedance occurrence.
The oil pressure is indicated in psig and the oil temperature in
Celsius degrees on the EICAS, both via a digital display.
In normal conditions, the oil temperature and oil pressure will be
displayed in green. When the oil pressure is out of the normal range
but within the steady state limit, the oil indication on EICAS will be
displayed in amber inverse video. If the oil pressure exceeds the
transient limit, the oil indication on EICAS will be displayed in red
inverse video.
The oil temperature indication works in the same way. For normal
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range within the steady state limit, the oil temperature indication will
be displayed in amber inverse video and if the oil temperature
exceeds the transient limit, the oil indication on EICAS will be
displayed in red inverse video.
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OIL FILTER BYPASS WARNING INDICATION 79-34
Introduction
The mechanical oil filter impending bypass indicator is installed into
the oil filter housing. It is activated by the excessive oil filter pressure
across the filtering element.
General Description
The oil filter impending bypass indicator is a mechanical device that
has a colored button that pops up to provide a visual indication that
the filter needs to be replaced.
When the filter becomes clogged, the differential pressure between
the filter inlet and the filter outlet starts to increase. When this
pressure reaches 22 ± 2 psid (151 ± 13 kPa), the button pops up.
After actuation, the indicator has to be manually reset.
When the differential pressure reaches 38 ± 2 psid (262 ± 13 kPa),
the oil bypass valve opens and the oil stops passing through the
filter.
The indicator incorporates a bimetallic strip that will shrink at oil
temperatures below 100 °F (38 °C), thus preventing inadvertent
actuation when the oil is cold and viscous. At oil temperatures equal
to or greater than 140 °F (60 °C), the bimetallic strip becomes large
enough to allow free movement of the indicator.
The maximum operational temperature limit for oil filter impending
by-pass indicator is 149 °C (300 °F).
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CHIP DETECTOR INDICATION 79-35
Introduction
The function of the electrical chip detector/collector is to attract and
trap magnetic particles that are suspended in the scavenge oil
because it may be an indication of an impending failure. This is
achieved with the use of a permanent magnet immersed in the
scavenge oil flowing from the AGB (Accessory Gearbox), before it
passes through the AGB scavenge pump. The chip
detector/collector can also function as a drain of the oil tank.
General Description
The chip detector/collector is located in the bottom of the AGB. It
can be easily removed for inspection or to drain the oil without any
other disassembly. A self-closing valve seals the scavenge return
line when the chip detector/collector is removed to prevent oil losses
and low oil pressure.
Operation
The basic operation of the electrical chip detector/collector is the
following:
the scavenge return oil is directed through the chip detector/collector
which has a powerful magnet that separates two electrical terminals.
This magnet attracts and holds ferrous metal pieces and keeps them
from going back to the oil system. When the metal pieces bridge 45
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PHENOM 100 FAMILIARIZATION MAINTENANCE TRAINING
the gap between the two terminals, an electrical circuit is closed
and a signal is sent to the CMC (Central Maintenance Computer),
alerting against impending distress of a metallic component in the
engine.
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END OF CHAPTER
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STARTING
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THIS PAGE WAS LEFT WHITE INTENTIONALLY
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CHAPTER 80 – STARTING
SECTION TITLE
80-00 STARTING
80-10 CRANKING
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STARTING 80-00
Introduction
The starting system function is to initiate the engine operation.
General Description
The STARTING includes this subsystem:
• CRANKING (AMM SDS 80-10-00/1)
The control system provides automatic control of fuel flow, ignition
and protection of the engine during the starting phase.
During engine starting phase, the starter drives the engine by
rotating the high pressure shaft up to 44% N2 (Core Rotor Speed).
At this point, the FADEC (Full Authority Digital Engine Control)
sends the cut-off signal to the GCU (Generator Control Unit), which
disconnects the starter from the AGB (Accessory Gearbox) and
connects the generator to the DC Bus.
There are four distinct starting modes: ground start, air start, wet
and dry motoring. The starting modes are based on the inputs from
the ENG START/STOP and ENG IGNITION switches. For normal
operation, the ENG IGNITION switch must be set to the AUTO
position for the FADEC to have control of the igniters. See the
various starting modes in the table below:
5
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FLAMEOUT DETECTION / AUTO RELIGHT
In a flameout situation, both igniters are automatically sequenced
ON by the FADEC when the N2 speed drops and the requested fuel
flow increases. If the engine does not relight, then the igniters and
fuel flow remain ON until the pilot sets the ENG START/STOP
switch to the STOP position.
WET and DRY MOTORING
Wet and dry motoring procedures required for maintenance and
purging purposes can be achieved by the correct selection of input
switches to the FADEC.
The wet motoring procedure is performed by setting the ENG
IGNITION switch to the AUTO/ON position while the ENG
START/STOP switch is at START and the Ignition Circuit Breakers is open. 6
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The dry motoring procedure is performed by setting the ENG
IGNITION switch to the OFF position, while the engine is in
shutdown state, and by engaging the starter. The motoring
procedure may be aborted at any time by setting the ENG
START/STOP switch to the OFF position.
The STARTING includes this (these) subsystem(s):
• CRANKING (AMM SDS 80-10-00/1)
Components
CRANKING (80-10)
Cranking is the system function utilized to perform the starting
operation, basically consisting of starter-generator, SC (Start
Contactor) and ENG START/STOP switch.
Operation
The starting cycle is initiated by setting the ENG START/STOP
switch to START on the ENG control panel, and is automatically
interrupted as the predetermined N2 value is reached.
During the starting, the starter-generator actuates as a starter motor
that drives the engine gas generator section.
7
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Training Information Points
It is very important, for the preservation of the start-generator
service life, that the specified operational limits not be exceeded.
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CRANKING 80-10
Introduction
Cranking is the system function utilized to perform the starting
operation, basically consisting of starter-generator, SC (Start
Contactor) and ENG START/STOP switch.
General Description
The engine starting is a semiautomatic process, referred to as
starting cycle, in which the starting and ignition systems (AMM SDS
74-00-00/1) are actuated simultaneously. The ENG START/STOP
switch has two positions as follows:
START
Starts the starting cycle that is interrupted when the N2 (Core Rotor
Speed) value is reachead.
STOP
This position allows the interruption of the starting cycle by cutting
off the electrical power supply to the starter-generator.
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Components
STARTER/GENERATOR (AMM SDS 24-00-00/1)
Operation
When the starting is commanded, the starter-generator actuates the
gas generator section, accelerating it so that it reaches the sufficient
rotation to produce the beginning of the air/fuel mixture burning in
the combustion chamber.
When the ENG START/STOP switch is selected to START, the
voltage is supplied to the GCU (Generator Control Unit) which
energizes the starting relays. The starting cycle is initiated when the
switch is set to the START position and it is finished when the N2
indication reaches 44%, a preset percent to function as a starter
motor. The starting cycle can also be interrupted when the switch is
set to the STOP position.
Information Training Points
The starter-generator must be visually checked whenever the
engine lower mid cowl is opened. It must be checked for general
condition, signs of oil leakage on its installation mount, security, and
condition of the cooling system.
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END OF CHAPTER
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