ERJ-145 FAMILIARIZATION

ENGINE

JUL2024
Omidreza Eghbali
 OBJECTIVES

At the end of this chapter you will be brief

overview of powerplant and will be able to provide
a simple description of the whole subject , using
common words and
examples, using typical terms and identify safety
precautions related to the powerplant.
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The Embraer 145 is a twin turbofan model aircraft with pylon-mounted engines at the rear
fuselage. The engines are controlled from the cockpit control stand , and power plant control
panel, through the Full Authority Digital Engine Control also called FADEC, which are installed
in the rear electronic bay.
The Rolls-Royce/Allison AE3007A series engine is a high bypass, two-spool, axial-flow,
turbofan engine.
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The power plant includes these subsystems:
• Cowling
• Engine mounts
• Engine fireseals
• Engine electrical harness
• Air intakes
• Engine drains
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Cowling

The nacelle cowling consists of an upper and a lower aluminium cowling-door, and a titanium
apron which completely surrounds the engine compartment area with its accessories, aircraft
system components, and lines.
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Engine Mounts
The main function of the engine mount system is to attach the engine to the nacelle pylons, and
absorb noise and vibration.
The engine has two mounting planes:
• The front mounts absorb vertical, lateral, and thrust loads.
• The rear mounts only absorb vertical and lateral loads.
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Engine Fireseal
The nacelle air inlet module rear wall, exhaust module front wall, and fireproof nacelle cowling
doors have fireseals that isolate the engine fire zone. It does not include the pylon firewall.
A metallic fire seal divides the engine compartment into three distinct sections:
. The air inlet section
. The engine and accessories section
. The exhaust section.
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Engine Electrical Harness
The powerplant electrical harness links the engine installed accessories and the aircraft systems.
To prevent electrostatic charges, lightning current, or electrical current return under wiring faulty
conditions, the engine compartment is bonded to the airframe structure.
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Engine Electrical Harness
Most of the powerplant electrical harnesses are designed for disconnection at the pylon firewall
by means of quick disconnection connectors with a visual locking advisory and do not require
safety-wiring.
The engine compartment has six bonding straps located as follows:
- 3 at the forward yoke.
- 3 at the rearward yoke.
All these bonding straps link the pylon firewall to the engine.
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Air Intake
The power plant air intake is of aluminium alloy construction and installed on the forward face
of the engine fan case.
The primary function of the air intake is to supply the engine with air at the correct pressure
and velocity to satisfy its operating requirements.
The air intake has four main sections:
• The primary assembly, which consist of the lip skin and forward bulkhead
• The outer skin
• The acoustic intake barrel
• The rear bulkhead.
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Drains
The drain lines collect fuel, oil, and water from some points of the powerplant and discharge
the fluids overboard. The engine air inlet, cowlings, and exhaust duct have drain holes in their
lowest areas. The engine also has independent drain lines from different points of the engine,
all of them connected to the drain mast. When there are sightglasses installed and located at the
nacelle cowling door lowest region , they permit easy leak detection in the drain line.
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The EMB145 family is generally powered by a pair of Rolls-Royce AE 3007 series turbofan
engines. Each engine has a bypass ratio of 5:1 and can generate up to 8,917 lbf of thrust.
The physical engines are the same (Rolls-Royce AE 3007), however, the FADEC (Full
Authority Digital Engine/Electronic Control) logic is what differs between the various models
in regards to total thrust capability. The extended range version, the ERJ 145ER, has AE 3007A
engines rated at 7,036 lbf thrust, with the option of more powerful AE 3007A1 engines. A, A1,
A1P (8,168 lbf) models are mechanically identical but differ in thrust due to variations in
FADEC software. The A1E engine, however, has not only new software, but significantly
upgraded mechanical components. The long-range ERJ 145LR aircraft is equipped with Rolls-
Royce AE 3007A1 engines which provide 15% more power. The engines are flat rated at
7,580 lbf thrust The extra-long-range ERJ 145XR aircraft is equipped with Rolls-Royce
AE 3007A1E engines , rated at 8895 lbf thrust The high performance engines provide lower
specific fuel consumption (SFC) and improved performance in hot and high conditions.
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The engine contains:
• a single-stage fan which is driven by a three-stage low-pressure turbine.
• a fourteen-stage axial flow high pressure compressor coupled to a two-stage high-
pressure turbine.
• The high-pressure compressor has variable geometry inlet guide vanes and 5
downstream variable-geometry stator stages, which are driven by a fuel-pressure
servo actuator.
• An accessory gearbox driven by the high pressure spool provides drive pads for
engine and aircraft accessories.
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• An annular combustion system
• Air bleed off connections at the 9th and 14th compressor stages, for the aircraft air
and pressurisation systems.
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Engine Modules
The AE3007A engine has 11 modules:
1. Fan rotor assembly
2. Fan case assembly
3. Front frame and fan support assembly
4. High-pressure compressor assembly
5. Combustion liner
6. High-pressure turbine assembly 1st stage vane and support assembly
7. High pressure turbine assembly
8. Low-pressure turbine assembly
9. Outer bypass duct and rear support assembly
10. Inner bypass duct assembly
11. Accessory drive gearbox
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Oil Sumps
The AE3007A has five oil sumps:
• The fan sump, located inside the fan bearing support housing
• The front sump, located in the hub of the fan frame
• The center sump, located within the compressor housing
• The aft sump, located within the low pressure turbine rear bearing support
• The accessory drive sump, located within the accessory drive gearbox
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Engine Rotors and Bearings
The two rotors, the low and the high pressure spool, are supported by the following main
bearings:
The low pressure spool, also called N1 is supported by the:
#0 roller bearing
#1 ball bearing
#5 roller bearing
The high-pressure spool, also called N2 is supported by the:
#3 roller bearing
#4 ball bearing
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Accessory Gearbox
The accessory drive gearbox has an aluminium housing and is mounted to the front frame
below the engine. The gearbox is driven by the high-pressure rotor from the radial drive
bevel-pinion gear shaft and the radial drive quill shaft which is splined into the gearbox input
shaft.
The gearbox provides mounting pads and drives for the:
. Engine lubrication and scavenge pump
. The fuel pump and metering unit
. The permanent magnet alternator
. The starter
. The hydraulic pump
. The two generators
All of the drive shafts have carbon seals to prevent oil leakage, except the permanent magnet
alternator drive shaft.
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Eng limitation:

N1 : Max 100%
N2 : Max 102.4%
ITT Start : 800 C
IT.O: 948 C
Oil Press Below N2 88% 34 Psi And Max 110 Psi
Oil Press Above N2 88% 50 Psi And Max 110 Psi
Oil Temp Max 126 C
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Engine Fuel and Control
The primary function of the engine fuel and control system is to supply filtered and metered
fuel to the sixteen fuel nozzles in the combustion chamber. As a secondary function, the
system cools the lubricating oil and operates the CVG actuator.
The ENGINE FUEL AND CONTROL includes these Subsystems:
. DISTRIBUTION
. CONTROLLING
. INDICATING
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Distribution
The fuel distribution system supplies filtered and metered fuel for combustion. The
pressurized fuel cools the lubrication oil and activates the Compressor Variable Geometry
(CVG) system, as a secondary function.
Filtered and metered fuel from the FPMU is pumped through the fuel flowmeter and onto a
split fuel supply manifold. The manifold halves give even fuel-flow distribution to the
sixteen fuel nozzles. Each supply manifold supplies eight fuel nozzles.
The fuel tubes send pressurized fuel from the FPMU:
. To the FCOC.
. To the CVG actuator.
. After the fuel flowmeter, through the service strut, to the fuel supply manifold.
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Distribution
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Distribution
Fuel Filtering
The fuel filtering includes a filter and a filter bypass valve. The main fuel filter is installed
upstream of the gear pump. It protects the pump, metering unit components, and fuel
nozzles from fuel contaminants.
A fuel flow bypass valve allows continued operation in the event of complete engine
blockage. Visual impending and actual bypass indicators (pop-up type) monitors the filter
cartridge condition. Reset of such indicators is possible only with the removal of the filter
bowl and filter element.
Electrical indication in the cockpit is provided through a microswitch in the impending
bypass indicator.
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Distribution
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Distribution
Fuel Cooled Oil Cooler
The FCOC is mounted to the outer bypass duct on the bottom of the engine. The purpose of
the FCOC is to cool the engine lubrication oil and warm the fuel upstream from the fuel
filter.
The FCOC contains a thermal/pressure bypass valve to sense fuel temperature and bypass
oil flow if necessary. A temperature and pressure sensor for the oil system is contained
inside the FCOC.
This sensor will send oil pressure messages to the flight crew.
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Distribution
Fuel Cooled Oil Cooler
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Distribution
Compressor Variable Geometry CVG/Control
The compressor variable geometry
actuator uses fuel pressure from the
fuel pump and metering unit
(FPMU) and is controlled by a dual-
coil torque motor, which is
connected to both engine FULL
AUTHORITY DIGITAL
ELECTRONIC CONTROLS.
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Distribution
Fuel Manifold Assembly
Both the left-hand (LH) and right-hand (RH) fuel manifold assemblies contain connections
for 8 fuel nozzles. The fuel manifold assemblies connect directly to each other at the top of
the engine and to a reducer tee fitting at the bottom.
The fuel manifold assemblies contain:
. LH fuel manifold
. RH fuel manifold
. Reducer tee fitting
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Distribution
Fuel Nozzle Assembly
16 fuel nozzles mount at an equal distance apart around the front of the compressor
diffuser.
Two types of fuel nozzles have been released for use on the AE3007A series engines:
. Piloted
. Pure air blast
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Controlling
The engine control system is based on a fully redundant dual FADEC system, with no
mechanical backup (power-by-wire architecture).
Each FADEC receives command signals from the thrust control stand and cockpit overhead
panel. The processed signals are command signals to the FPMU.

Components
FPMU
FADEC
CVG
PMA
Thrust control lever
Powerplant control panel
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Controlling

FPMU Assembly
The Fuel Pump and Metering Unit (FPMU) is an electromechanical device which gives an
interface between the Full Authority Digital Electronic Control (FADEC) system and the
engine fuel spray nozzles. The FPMU is driven by the engine accessory gearbox.
The FPMU is made from two assemblies, a fuel pump and a Fuel Metering Unit (FMU),
which together provide fuel control to engine.
The fuel is supplied to the fuel pump assembly through an inlet in the FMU body. In this
system the fuel is pressurized, filtered and warmed (through external FCOC) to correct
FMU operation. In the FMU fuel is metered and sent to fuel nozzles. FMU also sends
pressurize fuel to CVG control .
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Controlling
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Controlling

Fadec
Each engine has a fully dual-redundant electronic control system, with two identical single-
channel Full Authority Digital Electronic Controls (FADECs), a redundant set of engine
control sensors, power supplies, electrical harnesses, and redundant electrical interfaces on
all control actuators and feedback.
Each FADEC is separately housed and installed in the rear electronic compartment. The
FADECs are linked by an optically isolated cross-channel data link that permits the
FADECs to share engine control data and health status. While one controls the engine, the
other is in standby mode.
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Controlling
Fadec
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Indicating
The fuel indicating system includes the components related to the indication of the fuel
system.

Fuel mass flow sensor (fuel flowmeter)

Fuel temperature sensor
A fuel filter bypass indicator

The fuel filter impending bypass switch, visual impending bypass, and actual bypass
indicator are all part of the FPMU.

There is one fuel flowmeter, one fuel temperature sensor, and one set of fuel filter bypass
indicators on each engine.
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Indicating
Fuel Flowmeter
The fuel flowmeter monitors the rate of the fuel flow to the engine fuel manifold. It is
assembled to the rear bottom of the outer bypass duct.
The signal conditioning unit converts the voltage signal of the sensor into a flow rate value,
either pounds per hour or kilogram per hour.
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Indicating
Engine fuel Temperature Sensor

The fuel temperature sensor is a three wire resistance temperature device. It gives an
electrical signal to the EICAS, which will indicate a caution message if the temperature
drops below 5°C (41°F). The sensor has a range of -54°c to 176°C (-65 to 350°F). High
fuel temperature conditions >113°C are reported with a maintenance message on the MFD.
The temperature sensor is installed at the FCOC fuel outlet.

ENG1(2) FUEL HIGH TEMP

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Indicating
Engine Fuel Filter Blockage Indicators

The actual blockage indicator is set to operate from 14 to 18 psid.

The impending blockage indicator also has an electrical micro switch and a receptacle
connected through the electrical harness to the cockpit. If the differential pressure across
the fuel filter exceeds 8 to 10 psid, the switch opens and latches.
This will cause an advisory message ″E1/2 FUEL IMP BYP″ on the EICAS.
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Indicating
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Indicating

Fuel Low Pressure Switch

The engines are supplied with fuel from the fuel tanks by electrical pumps in the tanks. The
pressurized fuel is supplied to the inlet of each engine’s Fuel Pump and Metering Unit
(FPMU).
An airframe low-pressure switch is installed on the fuel supply line at each engine FPMU
inlet. If fuel pressure drops below 6.5 psi at this point, the switch activates additional fuel
pumps in the tanks. ‘E1 (2) FUEL LO PRESS’ shows on EICAS as a caution massage.
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Ignition
The engine has a dual-redundant and self-contained ignition system.

The IGNITION includes these subsystems:

• Electrical Power Supply
• Distribution
• Switching

The IGNITION system is controlled by the FADEC for automatic engine starting and
auto-relight. Continuous ignition can be manually set through a cockpit switch.
Each ignition exciter (A or B) is controlled by a separated FADEC (A or B) and powered by
a separate electrical winding of the PMA.

The ignition system is build with following components:

. 2 Ignition exciters
. 2 Ignition leads
. 2 Ignitors
. Switching
. Permanent Magnet Alternator (PMA)
. FADEC control
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Electrical Power Supply
Exciters
The exciters are on the outer surface of the outer bypass duct. The exciters change the PMA
power to a high-energy output for the igniters. The exciters also give data to the engine
indicating system (EICAS).
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Electrical Power Supply
PMA
The PMA is an electrical power supply for ignition. It attaches to the accessory gearbox.
Each PMA has two single-phase windings, one for each exciter.
When the engine is at or above 10% N2, the PMA supplies 20 to 40 V AC, single-phase
power to each exciter.
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Distribution

Igniter Leads
The high-tension igniter lead assemblies connect the exciters and the igniters. They are
installed between the exciter and the igniters.

Igniters
The igniters are installed on the top and the bottom of the diffuser, where they go into the
combustion liner.

The properties of the igniters are:

. High tension.
. Recessed-electrode (gap).
. Air-cooled insulator.
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Distribution
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Switching
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.

If the IGNITION switch is at the ON position:

• Both FADECs control ignition during start (that activates both ignition channels), as soon
as the PMA supplies sufficient electrical power.
• The ignition will not deactivate, after the starting cycle ends.
• Both FADEC’s activate their ignition channels, if the engine is already running.

If the ignition switch is at the AUTO position:

• Only the FADEC-in-control operates the ignition during ground start.
• The FADEC activates the ignition system from 12% to 54% N2 during the starting cycle.
• The FADEC deactivates the ignition system at the end of the starting cycle.
• When the FADEC detects a flameout and N2 is higher than 8,500 rpm, the FADEC
activates the AUTOIGNITION (or AUTO-RELIGHT).
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Switching
If the ignition switch is at the OFF position:
• If the engine is not running, the FADEC neither activates the ignition system nor actuates
the fuel latching shutoff valve from closed to open position.
• With the engine already running at least in IDLE thrust, the FADEC does not close the
fuel latching shutoff valve if the ignition switch is set to the OFF position.

The indication related to the ignition system operation is shown on the EICAS display, as
follows:

-IGN A: Channel A active.

-IGN B: Channel B active.
-IGN AB: Channels A and B active.
-IGN OFF: Channels A and B disabled.
-"BLANK": Ignition in AUTO mode and channels A and B deenergized.
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Switching
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ENGINE AIR
The engine air system supplies air to the aircraft pneumatic system and for engine
compressor control, cooling, and sealing.
. External engine bleed air is supplied to the airframe for ice protection, air conditioning,
pressurization and engine starting.
. Internal bleed air is used within the engine for cooling, pressurizing seals and venting of
oil sumps.
. Air pressure is used to control the acceleration bleed valve system on the high-pressure
(HP) compressor. These bleed valves prevent compressor stall/surge during engine start.
. The high-pressure (HP) compressor has a compressor variable geometry (CVG) actuation
assembly to vary vane angle as compressor RPM varies. This action provides stall free
engine operation over a wide speed range.
. Sensors which measure compressor inlet air pressure (P2.5) and compressor inlet air
temperature (T2.5) are used for engine control.
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ENGINE AIR
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ENGINE AIR
External engine bleed air is supplied to the airframe from the 9th or 14th stage of the HP
compressor.

9TH Stage air is used at high engine thrust conditions ,controlled by check valve.
14th Stage air is used at low engine thrust conditions or when the anti-ice system is turned
ON, or during cross starts ,controlled by shutoff valve.

Engine fan bypass air is bled as required to cool the hot compressor bleed air. It is supplied
to a precooler in the engine pylon through a fan air valve. The fan air-cools the bleed air to
limit it to a maximum of 299°C. A thermostat downstream of the precooler monitors the
bleed air temperature. The fan air is returned to atmosphere after flowing through the
precooler. 14th stage bleed air is also used for engine air inlet anti-icing.
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Engine Internal Airflow
To control engine internal air leakage and to direct turbine cooling airflow, the engine
incorporates 10 labyrinth seals.
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High Pressure Turbine Cooling
Engine internal cooling is performed by 14th stage compressor air, which flows from the
aft of the diffuser case to cool the first and second stage high-pressure turbine vanes.
The 14th stage air is also routed through a labyrinth seal and is used to cool the high
pressure turbine disks and blades

Low Pressure Turbine Cooling

Compressor 10th stage air is routed aft, to provide cooling to the low-pressure turbine
disks.

Combustion Liner Cooling

The combustion liner is cooled by effusion cooling.
Effusion cooling consists of 14th stage compressor air flowing through many tiny holes in
the combustion liner wall. This airflow transfers the heat away from the wall and creates
a protective film of cooling air.
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Sump Sealing

To seal the engine oil sumps, 10th stage compressor air is distributed within the engine for
seal pressurisation.
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Compressor control

The compressor control system uses a variable-vane actuating system to control the airflow
through the compressor section, through a large speed range.
It also includes an engine bleed valve system to protect the engine against compressor stall.
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Compressor control

CVG Scheduling and Control

The high-pressure compressor has variable geometry IGV’s and five downstream variable-
geometry stators driven by a fuel-pressure servo actuator.
The FADEC contains a schedule of CVG position vs. corrected gas generator speed (N2).
This configuration gives optimum compressor efficiency at steadystate conditions and stall
margins during transients.
The FADEC senses the CVG position through a linear variable displacement transducer
(LVDT) in the CVG actuator.
When the compressor inlet air temperature-T2.5, and inlet pressure-P2.5 changes, the
variable geometry vanes require repositioning.
When the actuator extends at lower engine speeds, the torque tube, turnbuckles, actuating
rings, and vanes move to the closed direction.
When the actuator retracts, the vanes move to the open direction.
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Compressor control

CVG Scheduling and Control

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Compressor control

CVG Scheduling and Control

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Compressor control

Compressor Acceleration Bleed Valves

The compressor acceleration bleed valves allow stall- /surge free acceleration from start to
idle RPM by bleeding off compressor air during start and shutdown

Compressor Acceleration Bleed Valves (PRE-MOD. S.B.

AE3007A-75-019)
Two identical compressor bleed valves (CABV) are installed on the 9th stage bleed air
manifold. The compressor bleed valves are controlled y the compressor acceleration bleed
control valve (CABCV).
During engine start and shutdown valve is open. During engine operation valve is closed.

Compressor Acceleration Bleed Valve (POST-MOD. S.B.

AE3007A-75-019)
A single compressor acceleration bleed valve (CABV) is installed on the 9th stage bleed air
manifold. The single CABV has its control actuation in the valve.
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Compressor control

Compressor Acceleration Bleed Valves

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Compressor control
T2.5 TEMPERATURE SENSOR
The engine air system includes a dual element T2.5 temperature sensor. The sensor is
mounted to the left or right side of the front frame inner hub depending on engine
installation position (at the left for a right engine, at the right for the left hand engine).
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Compressor control
T2.5 TEMPERATURE SENSOR
The engine air system includes a dual element T2.5 temperature sensor. The sensor is
mounted to the left or right side of the front frame inner hub depending on engine
installation position (at the left for a right engine, at the right for the left hand engine).
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Compressor control
P2.5 PRESSURE SENSORS
The engine air system includes two P2.5 air pressure sensors. The two sensors are mounted
at the top of the front frame. The P2.5 sensors measure the compressor air inlet pressure for
the FADECs of the engine control system.
The engine control “A” harness connects to the left sensor and the engine controls “B”²
harnesses to the right sensor.
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Indication
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ENGINE CONTROL
The engine control system controls the stable and transient operation of the engine through
its operating envelope.

The ENGINE CONTROLS includes these subsystems:

• THRUST CONTROL
• EMERGENCY SHUTDOWN

The thrust control system includes the items which control the fuel flow to the engine.
The emergency shutdown system provides control of the flow of fluids to and from the
engine during emergencies.

The thrust mechanical control system includes the thrust control quadrant, which has these
components:
. Thrust control lever.
. Gust lock lever.
. Friction knob.
. Flexible joint.
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ENGINE CONTROL
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The THRUST CONTROL includes this subsystem:
• ELECTRONIC CONTROL SYSTEM
The electronic control system includes these main components:
. Thrust lever resolver.
. Thrust rating switch module.
. Cockpit control switches.
The engine electronic control system has two identical FADECs. The FADEC provides
complete control of the engine without hydromechanical backup.
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Electronic Control System
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Electronic Control System
The two FADECs alternate in the powerplant control. While one is in control, the other one
is in the standby mode.
Control of the engine will be transferred from the controlling FADEC to the standby
FADEC if the controlling FADEC fails.
The FADECs have two sources of electrical power. The aircraft supplies 28 V DC, which is
used during the initial engine start or when the engines are not operating.
Once the engines are running, the engine Permanent Magnet Alternator (PMA) provides
power for the FADECs.
FADEC A and FADEC B communicate with each other through the cross channel data link.
This allows them to share engine sensor data.
The FADECs are identified in the system by jumpers in the connecting cables. These
jumpers identify each FADEC as A or B and a left or right engine.
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Electronic Control System
Each FADEC has a dedicated set of sensors for engine
operating data. These sensors provide:
. N1P: primary N1 RPM from primary fan speed sensor.
. N1S: secondary N1 RPM from secondary fan speed sensor.
. N2P: primary N2 RPM from HP rotor speed pickup on accessory gearbox.
. P2.5: compressor inlet pressure from pressure sensor on front frame.
. T2.5: compressor inlet temperature from sensor on front frame.
. ITT: interstage turbine temperature from LP turbine thermocouples.
. CVG feedback: variable vane position from LVDT in hydraulic actuator.
. P0 sensors (static pressure sensor): backup static pressure to the FADECs.
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Electronic Control System
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Electronic Control System
Two dual P0 sensors are installed in the aircraft tailcone.
The L/H dual P0 sensor is used by the L/H engine FADEC’s as one possible source of
ambient pressure.
The R/H dual P0 sensor is used by the R/H engine FADEC’s as one possible source of
ambient pressure.
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Electronic Control System
ENGINE AUTO-START/ Shutdown

With a start switch command, the engine start is automatically controlled by the FADEC, as
follows:
• The FADEC’s A and B alternate with each other as the FADEC-in-control every
subsequent start, if the ignition switch is at the AUTO position.
• The FADEC activates the ignition system and commands the FUEL ON solenoid valve to
open, at about 12% of N2, if the ignition switch is at the AUTO or ON position.

When the start cycle is completed, the FADEC:

• Deactivates the ignition system.
• Sends a discrete signal to close the Starter Control Valve (SCV).

The FADEC controls the normal shutdown through the STOP switch, which commands the
engine latching shutoff valve to close the fuel. TLA has to be at idle for normal shutdown.
A shutdown sequence is also executed whenever N2 is less than 8,500 rpm.
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Electronic Control System
ALTERNATE FADEC SELECTION

Automatic Selection
When the FADEC in control is unable to safely control the engine, it shows this inability to
the alternate FADEC, which automatically takes over the engine control. In addition, at
each engine ground start, the FADEC’s alternate the engine control

Manual Selection
The pilot may set the alternate FADEC manually to control the engine through the "ALTN
FADEC SEL" switch. Upon receiving the "ALTN FADEC SEL" switch input, the two
FADEC’s (of the same engine) do not alternate control if the alternate FADEC is not
capable of safely controlling the engine.
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Electronic Control System

FADEC RESET
When the FADEC receives a "FADEC RESET" switch input, it clears the recorded faults. If
any fault persists after the reset command, it is recorded again. Resetting does not mean
electrical power interruption to the FADEC.
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Electronic Control System
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Electronic Control System
The FADEC controls the engine at the
N1REQUEST.
The N1TARGET (corresponding to
the maximum available thrust) is
basically calculated based on
ambient/airspeed data, a/ice condition
and the thrust-rating mode.
There is a fixed THRUST SET
position on the control quadrant, at
which N1REQUEST is equal to
N1TARGET.
With the thrust lever at this position,
the engine will always be controlled
at the maximum available thrust for
each thrust rating mode.
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Electronic Control System
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Emergency Shutdown
Manual emergency shutdown is provided for those situations, which require the pilot’s
decision to shut down the engine, such as fire warning. The system includes the fire handle
and the related shutoff valves.

Fire Handle
The fire handle is a switch installed on the overhead
panel.

Manual emergency shutdown is done by pulling the fire handle, which provides power to
close the following valves:
. Hydraulic shutoff valve
. Fuel shutoff valve
. Engine bleed valve
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Emergency Shutdown
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ENGINE INDICATION
This aircraft has an Engine Indicating and Crew Alerting System (EICAS). This system
provides cockpit indications for the flight crew and aircraft, and engine operational data for
maintenance crews. The majority of equipment for the EICAS system is airframe furnished
and airframe mounted.
The engine indicating system comprises the following equipments:
. Engines FADECs: the engine FADEC provides engine controls system-operating data to
the EICAS through dedicated Data Acquisition Units (DAUs).
. An engine indicating harness for each engine.
This harness is connected to sensors on the engine which are for monitoring engine
operation only. The indicating sensor data is processed by two dedicated DAUs.
The power indicating system sends the values of engine power to the FADECs.
The temperature indicating system monitors the Interstage Turbine Temperature (ITT) and
sends the values to the FADECs.
The vibration indicating system collects and sends data to the EICAS and the CMC.
 CH-77
ENGINE INDICATION
 CH-77
ENGINE INDICATION
Power
The power indicating system includes:

N1
There are two N1 sensors on each engine. The other is installed at the 2 o’clock position, on
the right engine. On the left engine, it is installed at the 10 o’clock position. N1 is shown on
the EICAS display with analog scale and a digital readout.
 CH-77
ENGINE INDICATION
Power
 CH-77
ENGINE INDICATION
Power

N2

There are two N2 sensors on each engine. The sensors are installed at the bottom left side
of the accessory gearbox.
The upper N2 sensor is connected to FADEC A while the lower N2 sensor is connected to
FADEC B.
The upper N2 sensor is connected to FADEC A while the lower N2 sensor is connected to
FADEC B.
 CH-77
ENGINE INDICATION
 CH-77
ENGINE INDICATION
Temperature

ITT
The temperature indicating system monitors the InterstageTurbine Temperature (ITT) and
sends the values to the FADECs.
The 16 ITT thermocouples have bimetallic probes that extend into the hot gas as it flows
through holes into the 1st stage Low-Pressure (LP) vanes.
The output of eight thermocouples is averaged and sent to each FADEC.
An ITT variable redline is provided to T/O-l mode. For CON, CLB, and CRZ the ITT
redline is 868°C. Default value for ITT redline is 921°C. If the redline is exceeded, the
scale extends 20°C If the ITT redline is not received from the FADEC, the indication
defaults to a redline of 888°C.
 CH-77
ENGINE INDICATION
Temperature
 CH-77
ENGINE INDICATION
Integrated Engine Instrument Installation

The vibration indicating system collects and sends data to the EICAS and the CMC.
The engine vibration monitoring system includes two vibration sensors.
• One sensor is mounted on the top center of the front frame, and is used to indicate fan
rotor vibration.
• The second sensor is mounted on the bottom of the diffuser case, and indicates high
pressure rotor vibration.
During engine operation, signals from the vibration sensors are sent to the ENGINE
VIBRATION MONITOR UNIT, which monitors inputs and internal faults and then sends
this information on to the EICAS for vibration indication, to the central maintenance
computer and to the flight data computer.
The EVM is installed in the rear of the aircraft, in the rear electronic compartment.
An EVM Test Switch is located on the maintenance panel.
 CH-77
ENGINE INDICATION
Integrated Engine Instrument Installation
 CH-77
ENGINE INDICATION
Integrated Engine Instrument Installation

Indication
The Indication ranges from 0 to 2.5 inches per second (ips).
Low-pressure scale and pointer colors are as follows:
• Green from 0 to 1.8 ips
• Amber above 1.8 ips
High-pressure scale and pointer colors are as follows:
• Green from 0 to 1.1 ips
• Amber above 1.1 ips
 CH-78
Exhaust System
The exhaust system includes the components which direct the engine exhaust gases
overboard.
The exhaust system can have two different configurations. The standard configuration
includes the plain exhaust nozzle.
This nozzle is installed at the rear mounting of the engine. The optional configuration
includes the thrust reverser system. The thrust reverser is a hydraulically operated,
electrically controlled system.
 CH-78
Exhaust System
 CH-78
Thrust Reverser
The thrust reverser system function is to change the direction of the exhaust gases for the
purpose of getting a reverse thrust.
The thrust reverser system is fail-safe and has three isolated locking systems. There are four
locks for each door, with each of the two primary door locks holding two door corners.
Each of the locking systems can prevent accidental deployment of the pivot doors. There
are some safeties against accidental deployment from the engine and the
aircraft.
The thrust reverser operation is controlled through the thrust levers in the cockpit.
When the thrust levers are moved below the idle position, the micro switches installed in
the pedestal energize the T/R system.
The indication of the pivoting door position and system malfunction is shown on the
EICAS display.
Some failure signals also go the CMC and can be seen on the MFD.
 CH-78
Thrust Reverser
Thrust Reverser Actuation
The Thrust Reverser (T/R) actuation system is used to select the position of the two T/R
pivoting doors.
The system uses the aircraft hydraulic system to power the hydraulic actuators during
deployment and stowage of the doors.
The main components of the thrust reverser actuation system are:
• Isolation Control Unit (ICU).
• Sequencer.
• Directional Control Unit (DCU).
• Pivot door actuator.
• Primary door lock actuator.
• Tertiary door lock.
 CH-78
Thrust Reverser
Thrust Reverser Actuation
 CH-78
Thrust Reverser Actuation

Isolation Control Unit (ICU)

The isolation control unit stops the hydraulic power supply to the T/R system when the
aircraft is:
• In flight.
• On the ground and the engine thrust lever is out of the reverse range.
• The inhibition lever is at the "INHIBIT" position.
 CH-78
Thrust Reverser Actuation
Isolation Control Unit (ICU)
 CH-78
Thrust Reverser Actuation

Directional Control Unit (DCU)

The DCU permits pivoting doors deployment and stowing sequencing.
The DCU control is related to the built-in deploy solenoid valve condition and supply of
hydraulic pressure.
 CH-78
Thrust Reverser Actuation
Directional Control Unit (DCU)
 CH-78
Thrust Reverser Actuation

Sequencer
The sequencer is a Line Replaceable Unit (LRU) attached by two bolts. It is not installed in
the fire zone. It has a spring loaded piston and a directional-flow control restrictor in a
housing.
 CH-78
Thrust Reverser Actuation
Sequencer
 CH-78
Thrust Reverser Actuation

Primary Door Lock Actuator

The primary door lock actuators are installed dowstream of the DCU and are put in
sequence.
With the DCU solenoid valve not energized, the PDL actuators retract because of the spring
force to the locked position. Thus, it is possible to engage the T/R door hooks again.
 CH-78
Thrust Reverser Actuation
Primary Door Lock Actuator
 CH-78
Thrust Reverser Actuation

Pivot Door Actuator (PDA)

The PDA is a differential-area linear-hydraulic-piston jack, which moves the T/R door to
the stowed or deployed position. It is attached to the torsion box attachments (12 and
6 o'clock positions) through an eye-end bearing at the rear of the jackhead.

A time-lock assembly in the PDA holds the T/R door if a failure of the PDL occurs.
 CH-78
Thrust Reverser Actuation
Pivot Door Actuator (PDA)
 CH-78
Thrust Reverser Actuation

Tertiary Locks
The electrical tertiary lock is the hook type and is locked by a solenoid-operated plunger.
An integral position switch gives indication of the plunger position.

Manual release of the tertiary lock is possible through a screwdriver slot which, when
turned, disengages the hook lock. The release mechanism is spring-loaded and will
automatically engage again when released.
 CH-78
Thrust Reverser Actuation
Tertiary Locks
 CH-78
Thrust Reverser Control
The thrust reverser control system has two microswitches for each engine. They are
installed in the thrust lever microswitch assembly.
One of the switches operates the ICU and the other operates the DCU and the tertiary lock.

The thrust reverser system deploys the doors when the following logic is true:
• The nose proximity switch (WOW) is ON or the wheel speed is higher than 25 knots; and
• The "AIR/GROUND" position relays are switched to the ground position; and
• The engine thrust lever microswitches (#2 and #6) are closed in the "REVERSER"
position (TLA < IDLE); and
• The deploy microswitches are closed in the "NOT DEPLOYED" position; and
• The IDLE LOCK is unlocked.
 CH-78
Thrust Reverser Control
In flight, the system inhibits the deployment of the doors through the electrical inhibition of
the tertiary locks and through the hydraulic inhibition of the primary locks and doors
actuators.
The logic to deploy or stow the doors is only true if the ICU is not inhibited.
 CH-78
Thrust Reverser Control
 CH-78
Thrust Reverser Control
 CH-78
Thrust Reverser Indicating
The thrust reverser indicating system shows the position of each pivot door during all the
aircraft operation. It also monitors system failures.
The thrust reverser indicating system provides pivoting door position through the stow,
transit, and deploy switches.

The thrust reverser indicating system has these components:

• Stow switches.
• Transit switches.
• Deploy switches.
• Isolation pressure switch.
• Tertiary lock switch.
• Inhibit switch.
 CH-78
Thrust Reverser Indicating
 CH-78
Thrust Reverser Indicating
EICAS Messages
The messages related to the thrust reverser are shown on the EICAS:
REV (Green on Eng. Display)
Successful deployment command (upper and lower T/R doors fully open).
ENG 1 (2) REV FAIL CAUTION (Amber)
T/R door(s) not stowed and in transit with TLA > idle, or TLA selection below idle during
flight.
ENG 1 (2) REV DISAGREE CAUTION (Amber)
Unsuccessful deployment command (at least one T/R door not fully open), or T/R control
unit not isolated from aircraft hydraulic system with TLA > idle, or Door(s)
locking/position switches outputs not compatible with TLA > idle (ground
only).
ENG 1 (2) IDL STP FAIL ADVISORY (Blue)
Mispositioning of idle lock solenoid plunger: Plunger extended during ground operation
and N2 > 56% or Plunger retracted during ground operation and N2 < 56% or Plunger
retracted during flight.
 CH-78
Thrust Reverser Indicating
EICAS Messages
 CH-79
OIL
The oil system provides lubrication and cooling for the engine bearings, gears, seals, and
sumps.
The system includes oil storage, distribution, and indicating.
The storage system holds the oil for the engine. The oil distribution system supplies the
pressure-controlled oil to the engine for all-operational attitudes and conditions. The oil
indicating system gives an indication of impending filter bypass, oil tank level, oil
temperature, and pressure.
 CH-79
OIL
 CH-79
Storage
The storage system supplies the oil from the engine-mounted oil tank to the inlet of the oil
pump.
The oil tank holds a sufficient quantity of oil to lubricate the engine and the accessory
gearbox. With the engine installed on the aircraft, the oil tank holds 11.4 Ltr.
The oil tank has an oil level sensor. This sensor lets you continuously monitor the oil level
from the aircraft cockpit through the MFD.
The color of the indication changes from green to amber when there are. 4.7 Ltr., or less of
usable oil in the tank.
The tank also has a visual oil-level indicator (sight glass) which permits the measurement
of the oil level during maintenance.
 CH-79
Storage
 CH-79
Distribution
The oil distribution system is a self-contained, pressure controlled, recirculating dry-sump
system.

The main components of the oil distribution system are:

. The lube-and-scavenge pump.
. The pressure regulating valve.
. The oil filter unit.
. The air-cooled oil cooler (ACOC).
. The fuel-cooled oil cooler (FCOC).
. The air-oil separator.
. The chip collectors.
 CH-79
Distribution
Lube and Scavenge Pump
The pump contains one pressure pump element and five scavenge pump elements driven by
one drive shaft.

Four of the scavenge pump inlets have magnetic chip detectors and screens installed
The pump assembly also includes a pressure-regulating valve, which maintains a
differential pressure of 56 PSID between the center sump supply and the center sump
scavenge.
 CH-79
Distribution
 CH-79
Distribution
 CH-79
Distribution
Oil Filter Unit
The engine lubrication system has one oil filter.
The oil filter unit contains a three-micron thick filter element that can be replaced, an
electrical filter impending by-pass switch, an impending by-pass indicator and a visual
actual by-pass indicator.
A bypass valve allows the oil to go around the filter when the filter has contamination.
Bypass valve opens :30 ± 2 psid
Impending-bypass indicator (mechanical and electrical): 22 ± 3 psid
Mechanical actual-bypass indicator: 30 ± 2 psid
 CH-79
Distribution
Oil Filter Unit
 CH-79
Distribution
Air-Cooled Oil Cooler (ACOC)
The air-cooled oil cooler (ACOC) is inside the outer bypass duct, on the bottom. The
ACOC removes heat from the oil and gives the heat off into the air in the outer bypass duct.
The ACOC is a surface-type heat exchanger with a single plate-fin oil section.
 CH-79
Distribution
Air-Cooled Oil Cooler (ACOC)
 CH-79
Distribution
Fuel Cooled Oil Cooler (FCOC)
The fuel-cooled oil cooler (FCOC) is on the bottom of the outside of the outer bypass duct.
The FCOC is a heat exchanger. It decreases the temperature of the engine oil at the same
time that it increases of the temperature of the fuel upstream the FPMU filter.
 CH-79
Distribution
Fuel Cooled Oil Cooler (FCOC)
 CH-79
Distribution
Air-Oil
Separators
. The air-oil
separator is in the
oil tank.
. The gear air/oil
separator is in the
accessory
gearbox.
The air leaves the
static air/oil
separator through
the oil tank vent
to the accessory-
drive gearbox.
 CH-79
Indication
The oil indicating system gives an indication of impending filter bypass, oil tank level, oil
temperature and pressure and metal debris in the oil.
 CH-79
Indication
The oil indicating system gives an indication of impending filter bypass, oil tank level, oil
temperature and pressure and metal debris in the oil.
Electrical Impending-Bypass Indicator
22 ± 3 psid - the electrical impending-bypass sensor sends a signal to the CMC.
Mechanical Impending-Bypass Indicator
22 ± 3 psid - the red button of the mechanical impending bypass sensor moves out of the
body of the sensor
Mechanical Actual-Bypass Indicator
30 ± 2 psid - the red button of the mechanical actual-bypass sensor moves out of the body
of the sensor.
Oil Level Sensor
4.7 l (5 US qts) of oil remaining, the oil level sensor sends a signal to the CMC.
Low Oil Pressure Sensor
The low oil pressure sensor monitors the pressure of the oil that leaves the FCOC.
If the oil pressure is less than 32 psig (221 kPag), the low oil pressure sensor transmits a
signal to the EICAS.
The low oil pressure message stays on until the oil pressure increases to 40 psig.
 CH-79
Indication
 CH-79
Indication
EICAS MESSAGES
 CH-80
STARTING
The starting system has the function of supplying airflow for the engine pneumatic starting.
The engine starting system uses an engine mounted Air Turbine Starter (ATS) and air from
the aircraft pneumatic system. The air pneumatic system has three possible sources of
compressed air:
. Engine bleed air.
. The Auxiliary Power Unit (APU).
. An external ground source.

The pneumatic starting system has:

. An Air Turbine Starter (ATS).
. A Starting Control Valve (SCV).
 CH-80
STARTING
 CH-80
Air Turbine Starter (ATS)

The ATS is a single stage turbine with axial flow.

An ATS is installed on each engine to an accessory gearbox pad.
It changes pneumatic energy into driving torque for the engine gas generator spool
acceleration up to the selfsustained speed during the starting cycle.
The RH ATS has a lubrication system with a wet sump of the splashtype with a 440-cc
capacity. For the LH ATS, the capacity is 270-cc.
The ATS has a magnetic plug for preventive maintenance functions and a suitable filling
cap.
 CH-80
Starter Control Valve (SCV)
The SCV is a pressure-regulating shutoff valve. This valve closes because of its spring
action. It operates pneumatically and is controlled electrically.
This valve has a manual override and an external position indication switch.
The SCV controls its downstream pressure to 34 ± 2 psig when energized.
 CH-80
Engine starter limitation

The starter limits are:

. Dry motoring 5 minutes on, 20 min. off
. Starting cycle:
. First to fourth cycle 1 minute on, 1 minute of
. Fifth cycle 1 minute on, 20 minutes off
 CH-80
Abnormal Engine Start
Abort the engine start by selecting the START/RUN/STOP selector to STOP for any of the
following reasons:

. Hung start
. N2 and ITT do not rise in 20 seconds after START command
. ITT rises rapidly towards start limit (800°C)
. ITT approaches start limit
. ITT increases and N2 decreases or remains
. Oil pressure does not rise within 15 seconds of the initiation of N2 rotation
. Any unusual noise or vibration occurs
. Engine instruments indicate abnormal conditions
Abnormal smoke or flames coming out of the engine exhaust
pipe
 CH-80
EICAS Messages
E1 ATS SOV OPN Engine 1 ATS Shutoff Valve (SCV) remained open after 53%N2.
E2 ATS SOV OPN Engine 2 ATS Shutoff Valve (SCV) remained open after 53%N2.
1.13 Maintenance Messages
LT - ENG1 STOP SYS
LT - ENG2 STOP SYS
ND - ENG1 STOP SYS DIFF
ND - ENG2 STOP SYS DIFF