Book 3 Short Emb 190

190
ATA 38 Water and waste

190
Table of Content
38-00 Water and Waste system general

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Potable water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The vacuum waste system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
38-10 WWS potable water

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
WWS potable water options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Water and Waste System Controller (WWCS) . . . . . . . . . . . . . . . . 5
The water level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Failure messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
38-30 Waste disposal

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The vacuum waste system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Quantity and fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The flush control unit (FCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
38-40 Air supply

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
38-MEL (Example)
Issue: June06 FOR TRAINING ONLY

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Intentionally left blank

Revision: 00 Reproduction Prohibited Chapter 38-TOC Page II
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38-00 Water and Waste system general

General
The water and waste system installed in the aircraft supplies the spigots and
coffee makers in the galleys, lavatory sinks and toilets with water from a po-
table (drinkable) water tank.
The used water (so-called gray water) can be drained overboard. The waste
from the toilets will be collected in a waste tank and emptied on ground by a
service truck. The water system is pressurized by air.

Revision: 00 Reproduction Prohibited Chapter 38-00 Page 1
Figure 1: Water and waste system general
FWD GALLEY FWD LAVATORY AFT GALLEY AFT LAVATORY

SPIGOT FAUCET SPIGOT FAUCET
COFFEE SINK SINK SINK SINK

WATER COFFEE WATER
MAKER HEATER MAKER HEATER
AUTO DRAIN DRAIN
AUTO
WATER DRAIN DRAIN
VALVE ATA WATER VALVE ATA
FILTER
38-32 FILTER 38-32
MANUAL
SHUTOFF
AUTO VALVE AUTO
MANUAL MANUAL DRAIN
DRAIN
SHUTOFF SHUTOFF VALVE
VALVE CABIN FLOOR
VALVE VALVE
SUMP SUMP WING BOX SUMP SUMP
MANUAL
SHUTOFF
GRAY WATER
VALVE GRAY WATER HOLDING UNIT
HOLDING TANK
BLEED AIR
DRAIN
VALVE M DRAIN COMPRESSOR
M PRESSURE
GRAY WATER VALVE SWITCH
FWD DRAIN HOLDING TANK
VALVE
POTABLE LEVEL
GRAY WATER WATER OVERFLOW
M SENSOR
HOLDING UNIT TANK TUBE
FILL/DRAIN
VALVE
M
M AFT DRAIN
VALVE
DOOR SWITCH
FWD DRAIN AFT DRAIN FILL/DRAIN FILL/DRAIN INDICATION

MAST MAST NIPPLE SWITCH PANEL

190
Potable water system
The potable water system supplies pressurized potable water for food serv-
ice in the galleys and for washing in the lavatories. The potable water system
is pressurized by bleed air and an optional air compressor. The potable wa-
ter is stored in a central holding tank, whose useable capacity is 110 litres.
The water lines are installed inside the pressurized, temperature-controlled

environment of the fuselage. A filtration system is provided in the galleys to
improve water taste and quality.
The gray water system enables draining of the serviced water from galleys
and lavatory wash basins. Draining is performed by drain masts located in
the forward and aft sections of the fuselage.
A Water and Waste System Controller (WWSC) operates and monitors the
system components and evaluates failure status. The controller is designed
to include all the necessary software and hardware components to support
all possible standard and optional configurations.

Figure 2: Potable water system
TO TO
COFFEE SINK SINK COFFEE
MAKER MAKER SINK SINK
WTR TOILET WTR TOILET
WATER HEAT WATER HEAT
FILTER ASSEMBLY FILTER ASSEMBLY
AUTO AUTO
MAN MAN DRAIN V MAN MAN. DRAIN V
SOV SOV SOV SOV CABIN
FLOOR
SUMP SUMP SUMP SUMP VACUUM WASTE SYSTEM
WING BOX
AIR SUPPLY SYSTEM
VACUUM WASTE BLEED AIR
SYSTEM
PR
SW
LEV OVERFL
SENS TUBE COMPR.
POTABLE
WATER
FILL / DRAIN VALVE TANK
FWD
DRAIN
VALVE FILL / DRAIN IND DOOR FILL / DRAIN
NIPPLE PAN SW SW
FWD AFT
DRAIN MAST DRAIN MAST POTABLE WATER SERVICE PANEL
optional air
compressor
Central Holding Tank

capacity: 110 liters
Drain mast
Filtration System

190
The vacuum waste system
The vacuum waste system provides waste collection and storage from the
toilet assemblies located in the lavatories. It uses either a vacuum generator
at low altitudes or differential pressure between the cabin and ambient at
high altitudes to transport the waste from the toilets to an aft mounted waste
holding tank, whose usable capacity is 95 litres (25 gallons).
The titanium waste lines are installed inside the pressurized, temperature-
controlled environment of the fuselage and are routed from the toilets to the
waste holding tank. During a toilet flush cycle, the vacuum waste system
uses a small amount of pressurized water from the potable water system to
rinse the toilet bowl and aid in the evacuation of waste.
During ground servicing, the waste tank is drained through a drain valve,
drain line and service panel into a service truck. A rinse line routed from the
service panel to a rotating rinse nozzle within the waste tank is used to sup-
ply rinsing fluid to the tank.

Figure 3: The vacuum waste system
Waste tank capacity: 95 liters

(25 gallones)
WATER RESTRICTOR RINSE

SEPARATOR ORIFICE ASSY
Rotading Rinse Nozzle VACUUM
GENERATOR
FLOW
DIVERTER
FWD LAVATORY AFT LAVATORY CHECK

LIQUID VALVE
LEVEL
FLUSH FLUSH SENSORS
SWITCH SWITCH
ANTI SIPHON ANTI SIPHON
VALVE VALVE WASTE
TANK
RINSE RINSE
Titanium Waste Lines TOILET VALVE TOILET VALVE WASTE
DRAIN
BOWL BOWL BALL
FLUSH MANUAL FLUSH MANUAL VALVE OVERBOARD
VALVE SHUT-OFF AIRCRAFT VALVE SHUT-OFF VENT
VALVE FLOOR VALVE
POTABLE POTABLE
WATER WATER
WASTE LINE
RINSE
LINE
FWD LAVATORY HEATERS DRAIN
LINE
VACUUM WASTE
SERVICE PANEL
NORMAL DRAIN
1. INSTRUCTION 1. INSTRUCTION
CLOSED
OPEN
MAX FILLING
PRESSURE
SHALL BE
FILL
FULL
AFT LAVATORY
55 psi 1. INSTRUCTION 1. INSTRUCTION
3,8 hpa 1. INSTRUCTION 1. INSTRUCTION
DRAIN
Vacuum
Drain Valve Generator
Service Panel

190
38-10 WWS potable water

General
The potable water system supplies pressurized water to the water spigots
and coffee makers in the galleys and to the water heaters and faucets of the
lavatories. Water is also supplied to the lavatories for flushing of the vacuum
toilets.
The potable water is stored in a potable water tank located in the aft centre
fuselage III section of the aircraft under the floor behind the rear bulkhead of
the aft cargo compartment. Bleed air pressure is used as the primary pres-
sure source of the system. The bleed pressurization line is routed from the
main A/C bleed air duct up to the water tank inlet distribution air manifold.
The tap off point is placed in such a way as to provide bleed air either from
the engines or from APU. The bleed air is filtered and regulated to the sys-
tem operating pressure of 30 to 40 psig.
As an optional feature, an air compressor is used to pressurize the water

system, in case the aircraft is on the ground with the engines or APU not run-
ning, or if the bleed air pressure is below the optimal range during flight.

Figure 1: WWS potable water
SPIGOT FAUCET SPIGOT FAUCET
SINK SINK SINK SINK

COFFEE WATER COFFEE WATER
MAKER HEATER DRAIN MAKER HEATER DRAIN
WATER WATER
ATA ATA
FILTER FILTER
38-32 38-32
AUTO AUTO AUTO AUTO

DRAIN DRAIN DRAIN DRAIN
VALVE VALVE VALVE VALVE
MANUAL MANUAL
MANUAL SHUTOFF MANUAL SHUTOFF
SHUTOFF VALVE SHUTOFF VALVE
VALVE CABIN FLOOR VALVE
SUMP SUMP WING BOX SUMP SUMP
BLEED AIR
PRESSURE
SWITCH COMPRESSOR
FWD DRAIN LEVEL

VALVE POTABLE SENSOR OVERFLOW
WATER
TUBE
TANK
M
FILL/DRAIN
VALVE
M
M
AFT DRAIN
VALVE

190
WWS potable water options
The following optional items are available:
• In-flight drainage of the entire contents of the potable water tank and sup-
ply hoses;
• Lavatory water heater;
• Potable water filter for the lavatory faucets.

Figure 2: WWS potable water options
In-flight drainage of the entire contents of

the potable water tank and supply hoses
Lavatory Water Heater
Potable Water Filter

190
Water and Waste System Controller (WWCS)
A Water and Waste System Controller (WWSC) is mounted in the rear elec-
tronics bay behind the left lavatory, above the vacuum waste tank. The
WWSC monitors and controls the components of the water and waste sys-
tems, interacts with Flight Attendants Panels (FAP) and the cockpit drain
panel, and communicates with the Centralized Maintenance Computer
(CMC). Communication with CMC is through MAU3 via the ARINC 429 bus.
WWSC also receives flight and altitude information from the aircraft through
the MAU3 via the ARINC 429 bus.
• System fill process
• System drain process
• Water tank level monitoring
• In-flight draining of gray water
• In-flight draining of the potable water
• Valve opening/ closing Drain masts heating
• Compressor operation
• BIT of water system components
• Indication of water system status to cockpit, FAP and service panel
• Communication with the MAU for fault messages displayed in the CMC.

Figure 3: WWCS
The WWSC controls and performs the following functions:

TEMPERATURE SETTING TEMPERATURE SETTING
LOW LOW
System fill process

OFF HIGH C H ENABLED OFF HIGH C H ENABLED
D O O R Z O N E T E M P E R AT U R E CABIN TEMPERATURE D O O R Z O N E T E M P E R AT U R E CABIN TEMPERATURE
J1
CABIN LIGHTING GALLEY MASTER CABIN LIGHTING GALLEY MASTER
ON ON ON OFF ON ON ON ON OFF
System drain process

AFT FWD FWD GALLEY
CEILING SIDEWALL CEILING SIDEWALL
ENTRANCE PANEL LIGHTS ENTRANCE AREA PANEL LIGHTS
J2
BRIGHT BRIGHT BRIGHT BRIGHT BRIGHT BRIGHT BRIGHT
TEST TEST
DIM DIM DIM DIM DIM DIM DIM
EMERGENCY LIGHT COURTESY LIGHT EVAC HORN EMERGENCY LIGHT COURTESY LIGHT EVAC HORN
ON / RESET ON / RESET
ARMED
TEST OFF
ON
ARMED
TEST OFF
ON J3
Water tank level monitoring

AUTO AUTO
WASTE SYSTEM LAVATORY SMOKE TEST PSU
TANK SERVICE
FWD AFT FAULT FWD AFT TEST RESET
FULL TANK
LAVATORY FAULT
ATTND CALL WATER SYSTEM ATTND CALL

WATER QUANTITY
In-flight draining of gray water

RESET FAULT 1/4 1/2 3/4 RESET
WWSC
Flight Attendant Panels
In-flight draining of the potable water
Valve opening/closing
WATER CABIN LT TIMER
DUMP DUMP Drain masts heating
RESET
Compressor operation
BIT of water system components

Cockpit Drain Panel
Indication of water system status to
cockpit, Flight Attendant Panel and

CMC service panel
ARINC 429 BUS Communication with MAU for fault
messages displayed in the CMC
MAU #3

190
The water level sensor
The water level sensor measures the volumetric quantity of water stored in
the water tank. The level sensor is integrated into the top flange housing of
the tank. The sensor is a cylindrical tube capacitive type. The unit acts as an
electronic sensing probe, and provides continuous measurement of the wa-
ter level.
Input voltage is 28 VDC, provided by the WWSC. The output signal increas-
es if water level increases and vice versa. The signal processing electronics
are integrated into the sensor assembly. The output signals are transmitted
to the WWSC and then to the FAP. The aft FAP provides water quantity in-
dication and system FAULT indication to the cabin attendants. Water quan-
tity is provided at 0%, 25%, 50%, 75% and 100% tank volume levels.

Figure 4: The water level sensor
AIR MANIFOLD
SHUTTLE VALVE
BLEED AIR
PR RELIEF AIR
VALVE FILTER
CHECK
VALVE
PR PR REGULATOR
SWITCH
OVERFLOW
LEVEL TUBE
Water Level Sensor SENSOR
COMPRESSOR
The level sensor is integrated into

the top flange housing of the tank
WWSC
28 VDC
POTABLE WATER J1
TANK
J2
J3
Output
FAP
TEMPERATURE SETTING
LOW
OFF HIGH C H ENABLED

D O O R Z O N E T E M P E R AT U R E CABIN TEMPERATURE
CABIN LIGHTING GALLEY MASTER
ON ON ON OFF
Fault Indication CEILING
BRIGHT
SIDEWALL
BRIGHT
AFT
ENTRANCE
BRIGHT
PANEL LIGHTS
TEST
DIM DIM DIM
EMERGENCY LIGHT COURTESY LIGHT EVAC HORN
ON / RESET OFF
TEST ON
ARMED
AUTO
WASTE SYSTEM
TANK SERVICE
FWD AFT FAULT
FULL TANK
Quantity Indication LAVATORY FAULT
ATTND CALL WATER SYSTEM

WATER QUANTITY
RESET FAULT 1/4 1/2 3/4

190
Failure messages
The WWSC is able to monitor failures of components and send failure mes-
sages to the FAP and CMC. Failure messages are addressed to the FAP
only if they affect flight attendant duties or passenger comfort. Detailed fail-
ure information can always be reviewed by use of the CMC.

Figure 5: Failure messages
MAINTENANCE
MESSAGE MAINTENANCE MESSAGE NAME GO TO FIM TASK
FAULT CODE
38000218WWS WWSC/WRG FAULT 38-00-00-810-801-A
38000220WWS DRAIN MAST AFT/WWSC/WRG FAULT 30-71-00-810-802-A
38000221WWS DRAIN MAST FWD/WWSC/WRG FAULT 30-71-00-810-801-A Failure messages are addressed to the FAP only if they
38000222WWS GRAY WTR TNK VLV AFT/WWSC/WRG FAULT 38-31-00-810-802-A affect flight attendant duties or passenger comfort
38000223WWS GRAY WTR TNK VLV FWD/WWSC/WRG FAULT 38-31-00-810-801-A
38000318WWS WRG [PIN PROGRAMMING]/WWSC FAULT 38-00-00-810-803-A
38000319WWS MAU3 [GEN I/O]/WWSC/WRG FAULT 38-00-00-810-802-A
TEMPERATURE SETTING
38100224WWS WTR DRAIN VLV AFT/WWSC/WRG FAULT 38-11-00-810-804-A
38100225WWS WTR LVL SNSR/WWSC/WRG FAULT 38-13-00-810-801-A LOW
C H
38100226WWS WTR DRAIN VLV FWD/WWSC/WRG FAULT 38-11-00-810-803-A

OFF HIGH ENABLED
D O O R Z O N E T E M P E R AT U R E CABIN TEMPERATURE
38100227WWS WTR FILL DRAIN VLV/WWSC/WRG FAULT 38-11-00-810-802-A J1

38100228WWS WTR FILL DRAIN SW/WWSC/WRG FAULT 38-11-00-810-801-A

ON ON ON OFF
38300321WWS WASTE SERV PNL SW/WWSC/MAU3 FAULT 38-11-00-810-805-A J2 AFT
CEILING SIDEWALL
38300322WWS MSR/WWSC/WRG FAULT 38-32-00-810-807-A ENTRANCE PANEL LIGHTS
BRIGHT BRIGHT BRIGHT

TEST
38300323WWS WASTE LVL SNSR 100%/WWSC/WRG FAULT 38-32-00-810-806-A DIM DIM DIM
38300324WWS WASTE LVL SNSR 75%/WWSC/WRG FAULT 38-32-00-810-805-A J3 EMERGENCY LIGHT COURTESY LIGHT EVAC HORN
38300326WWS VAC GEN OVHT/MSR/WWSC/WRG FAULT 38-32-00-810-804-A ON /

ARMED
TEST
RESET OFF
AUTO
ON
38300327WWS TOILET AFT R/WWSC/WRG FAULT 38-32-00-810-803-A WASTE SYSTEM
38300328WWS TOILET AFT L/WWSC/WRG FAULT 38-32-00-810-802-A

WWSC FWD AFT
TANK
FULL
SERVICE
TANK
FAULT
38300329WWS TOILET FWD/WWSC/WRG FAULT 38-32-00-810-801-A LAVATORY FAULT

38320001WW1 FWD LAV VWS ASSY/SPDA1 LRM2/WRG 38-32-00-810-801-A WATER QUANTITY
RESET FAULT
38320007WW1 FWD LAV VWS ASSY/SPDA1 LRM4/WRG 38-32-00-810-801-A

1/4 1/2 3/4
38320007WW2 WW HTR[LICC K11]/AFT LAV/SPDA2 LRM7 38-32-00-810-802-A

38320008WW2 WW HTR[LICC K11]/AFT LAV/SPDA2 LRM2 38-32-00-810-802-A AFT FLIGHT ATTENDANT PANEL
38400219WWS COMPR/WTR TANK PR SW/WWSC/WRG FAULT 38-41-00-810-801-A
38410012WW1 WATER SYS COMPR/SPDA1 LRM16/WRG 38-41-00-810-801-A

190
38-30 Waste disposal

Introduction
Wastes from the lavatories is carried by a vacuum system to a remote waste

holding tank, and is later drained into a servicing cart. At low altitudes a vac-
uum generator, and at high altitudes, differential pressure between the cabin
and ambient is used to transport the waste from the toilets through the flush
valve to the aft mounted waste holding tank.
Titanium waste lines carry the waste to the holding tank. They are installed
inside the pressurized and temperature-controlled area of the fuselage. The
vacuum waste system makes use of pressurized water from the potable wa-
ter system to rinse the toilet bowl and aid in the evacuation of waste.
The waste tank can be drained through a drain valve, drain line and service
panel into a service truck. After the tank has been drained it will be cleaned
with water supplied through the service panel to a rotating rinse nozzle in the
waste tank.
The system is operated and monitored from the WWSC. One to three toilets
can be installed in the aircraft aft left, aft right, forward left and forward right.

Figure 1: Waste disposal
Rotating rinse nozzle WATER RESTRICTOR RINSE

VACUUM
FLOW GENERATOR
DIVERTER
CLOSED
LIQUID VALVE
LEVEL OPEN
FLUSH FLUSH SENSORS
SWITCH SWITCH
VALVE VALVE WASTE
TANK
RINSE RINSE
VALVE VALVE WASTE
TOILET
BOWL
TOILET
BOWL
DRAIN DRAIN VALVE
BALL
VALVE FLOOR VALVE
POTABLE MOTOR POTABLE

WATER STARTING WATER
RELAY WASTE LINE DRAIN LINE
RINSE
LINE
HEATERS DRAIN
LINE
VACUUM WASTE
SERVICE PANEL
Fwd lavatories
SERVICE TRUCK
Aft lavatories
SERVICE PANEL

190
The vacuum waste system
Conditions for normal use of the vacuum waste system are: Electrical power
is available; waste tank is not full; service panel door is closed and pressu-
rized water is available at the toilet rinse valve.
When the toilet flush switch inside the lavatory is momentarily pushed, the
toilet Flush Control Unit (FCU) mounted on the toilet times and sequences
the operation of the vacuum toilet. If altitude is below 18,000 feet, the vacu-
um generator is actuated through the Water and Waste System Controller
(WWSC) to evacuate the waste holding tank.
At higher altitudes the differential pressure between the cabin and ambient
is sufficient to transport the waste. Prior to opening the toilet flush valve, wa-
ter is introduced into the toilet bowl through the rinse valve to rinse the bowl
and aid in waste evacuation. When the rinse valve closes, the toilet flush
valve is opened and the waste is evacuated to the holding tank. Ten sec-
onds after the flush switch actuation at low altitudes, the vacuum generator
is disabled and the toilet is again ready for flushing.
Note: If the waste tank is full, the WWSC disables the toilets to prevent fur-
ther flushing and over-filling of the waste tank.

Figure 2: Vacuum waste system
Conditions for normal use of the vacuum waste system are:

At higher altitudes the differential pressure between the cabin
ECTRICAL POWER IS AVAILABLE and ambient is sufficient to transport the waste
ASTE TANK IS NOT FULL

If Altitude is below 18000 feet, the vacuum
generator is actuated through the WWSC.
VICE PANEL DOOR IS CLOSED
RIZED WATER IS AVAILABLE AT THE TOILET

SE VALVE SEPARATOR ORIFICE ASSY
VACUUM
FLOW GENERATOR
DIVERTER

LIQUID VALVE
LEVEL
FLUSH FLUSH SENSORS
SWITCH SWITCH
VALVE VALVE WASTE
TANK
RINSE RINSE
VALVE VALVE WASTE
TOILET TOILET DRAIN
BOWL BOWL BALL
VALVE FLOOR VALVE
POTABLE MOTOR POTABLE

WATER STARTING WATER
RELAY WASTE LINE
RINSE
LINE
HEATERS DRAIN
LINE
VACUUM WASTE
SERVICE PANEL
NOTE:
If the waste tank is full, the WWSC disables the toilets
to prevent further flushing and over-filling of the waste tank

190
Quantity and fault Indications
The aft aircraft Flight Attendant Panel (FAP) provides waste quantity indica-
tion and system FAULT indication. The WWSC monitors the waste tank lev-
el sensors and sends an output signal to the FAP to indicate the correct
quantity. At 75% the SERVICE TANK light illuminates, and at 100% the
TANK FULL light illuminates. FWD or AFT LAV FAULT indications are pro-
vided on the FAP by the WWSC when a signal from the respective toilet due
to a motor fault or switch fault, or if the FCU blower signal to the vacuum gen-
erator stays on for more then 5 minutes. The waste FAULT light will come
on if the vacuum generator is in an overheat condition, the 75% and 100%
level sensors have failed or if the WWSC is faulty. If both level sensors have
failed, the system will be deactivated and considered FULL. Further fault in-
formation can always be found on the CMC.

Figure 3: Quantity and fault indications
WASTE SYSTEM Signal from respective toilet:

- motor fault
TANK SERVICE
FWD AFT FAULT
FULL TANK - switch fault
LAVATORY FAULT Waste Quantity Indication
or if the FCU blower signal
ATTND CALL
100% WATER SYSTEM
WATER QUANTITY 75% to the vacuum generator
stays on for more then 5
minutes.
Aft Flight Attendant Panel

The waste FAULT light will come on if
the vacuum generator is in an overheat
SEPARATOR ORIFICE ASSY condition, the 75 % and 100 % level
VACUUM sensors have failed or if the WWSC
FLOW GENERATOR J1
DIVERTER is faulty
J2
CHECK
LIQUID VALVE
LEVEL
SENSORS J3
Map Pl an Sys t ems Fuel
WASTE
TANK
WASTE WWSC
DRAIN
BALL
VALVE OVERBOARD
VENT
WASTE LINE
RINSE
LINE TCAS WX Checkl i s t
DRAIN
LINE
Further fault information can
always be found on the CMC.
VACUUM WASTE
SERVICE PANEL

190
The flush control unit (FCU)
The toilet Flush Control Unit (FCU) mounted on the toilet, times and se-
quences the operation of the vacuum toilet in the following order after the toi-
let flush switch has been pressed:
If altitude is below 18,000 feet, the vacuum generator is actuated through the
WWSC and the motor starting relay to evacuate the waste holding tank.
• Approximately 210 ml of water is introduced into the toilet bowl through

the rinse valve to rinse the bowl and aid in waste evacuation.
• As the rinse valve closes, the toilet flush valve is opened for four seconds
and the waste is evacuated to the holding tank.
• Ten seconds after the flush switch is pressed, the vacuum generator is
disabled and the toilet is again ready for flushing.
At altitudes above 18,000 feet the differential pressure between the cabin
and ambient is sufficient to transport the waste and the vacuum generator
will not be powered. The airflow bypasses the vacuum generator through a
check valve to the overboard vent on the right hand side of the aircraft.
If the waste tank is full, the 100% level sensor in the waste tank notifies the
WWSC which then disables the toilets to prevent further flushing and over-
filling of the waste tank.

Figure 4: The flush control unit (FCU)
ALTITUDE ABOVE 18000 FT The differential pressure between the cabin and ambient is sufficient
to transport the waste and the vacuum generator will not be powered
ALTITUDE BELOW 18000 FT
J1
J2
J3
100 % LEVEL SENSOR
WWSC
VACUUM WATER RESTRICTOR RINSE
GENERATOR VACUUM
FLOW GENERATOR
DIVERTER
Disables after 10 sec AFT LAVATORY CHECK

LIQUID VALVE
LEVEL
FLUSH SENSORS
SWITCH
210 ml ANTI SIPHON
VALVE WASTE
TANK
RINSE
FCU TOILET VALVE WASTE
DRAIN
BOWL BALL
FLUSH MANUAL VALVE OVERBOARD
VALVE SHUT-OFF VENT AIRCRAFT
VALVE FLOOR
MOTOR POTABLE
STARTING WATER
RELAY WASTE LINE
RINSE
LINE
HEATERS DRAIN
LINE
VACUUM WASTE
SERVICE PANEL

190
38-40 Air supply

Introduction
The potable water system is pressurized by engine or APU bleed air and an
optional compressor. The bleed air is tapped off from the cross bleed duct in
centre fuselage II. The air is routed aft through the fuselage and connects to
the air manifold in centre fuselage III. Bleed air is introduced via an air man-
ifold into the water tank to provide regulated pressurized potable water. The
air manifold includes a shuttle valve, regulator, air filter, check valve and
pressure relief valve. The air manifold regulates the incoming air pressure to
the working pressure level, cleans the air, prevents water from entering the
air system and prevents over pressure in the water system.
The optional air compressor is provided to improve the pressure stability of

the system when bleed air pressure is insufficient. Air compressor cycling is
controlled by the WWSC based on the signal from a pressure switch that is
mounted to the water tank. The compressor is switched on if the bleed air
pressure is too low. The compressor supply line is connected to the second
port of the shuttle valve.

Figure 1: Air supply general
Potable water system AIR MANIFOLD

SHU
HUT
TTLE VA
V LV
L E
is pressurized by: BLEED AIR
AIR
FILT
L ER
CHECK
V LV
VAL E
PR
SWITCH
ENGINE
Optional air compressor: OVERFLOW

LEVEL
switched on if the bleed SENSOR
TUBE
COMPRESSOR
air pressure is too low.
POTABLE WATER
TANK
APU
J1
J2
J3
WWSC
AIR MANIFOLD
CENTER FUSELAGE 2
CENTER FUSELAGE 3

190
38-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
¦ U.S. DEPARTMENT OF TRANSPORTATION ¦ ¦ U.S. DEPARTMENT OF TRANSPORTATION ¦
¦ MASTER MINIMUM EQUIPMENT LIST ¦ ¦ MASTER MINIMUM EQUIPMENT LIST ¦

¦ FEDERAL AVIATION ADMINISTRATION ¦ ¦ FEDERAL AVIATION ADMINISTRATION ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦ ¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 38-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 38-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ 1. ¦ 2. NUMBER INSTALLED ¦ ¦ 1. ¦ 2. NUMBER INSTALLED ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ SEQUENCE ITEM ¦ ¦ 3. NUMBER REQUIRED FOR DISPATCH ¦ ¦ SEQUENCE ITEM ¦ ¦ 3. NUMBER REQUIRED FOR DISPATCH ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ ------------------------- ¦ ¦ ¦ 4. REMARKS OR EXCEPTIONS ¦ ¦ ------------------------- ¦ ¦ ¦ 4. REMARKS OR EXCEPTIONS ¦
¦ 38 WATER/WASTE ¦ ¦ ¦ ¦ ¦ 38 WATER/WASTE ¦ ¦ ¦ ¦
¦ 00-02 Water and Waste C ¦ 6 ¦ 0 ¦ (O)May be inoperative provided | ¦ ¦ 32-00 Vacuum Waste C ¦ - ¦ - ¦ (M)Individual components may be ¦
¦ System ¦ ¦ ¦ alternate procedures are | ¦ ¦ Systems ¦ ¦ ¦ inoperative provided: ¦
¦ Indications on ¦ ¦ ¦ established and used. | ¦ ¦ (Including ¦ ¦ ¦ a) Associated components are ¦
¦ Flight Attendant ¦ ¦ ¦ | ¦ ¦ Wheelchair ¦ ¦ ¦ deactivated or isolated, and ¦
¦ Panel ¦ ¦ ¦ | ¦ ¦ Accessible ¦ ¦ ¦ b) Associated components are ¦
¦ Lavatories) ¦ ¦ ¦ verified not to have leaks. ¦
¦ 10-00 Potable Water C ¦ - ¦ - ¦ (M)Individual components may be ¦
¦ Systems ¦ ¦ ¦ inoperative provided: ¦ ¦ ¦ ¦ ¦ NOTE: Any portion of the system ¦
¦ ¦ ¦ ¦ a) Associated components are ¦ ¦ ¦ ¦ ¦ which operates normally may ¦
¦ ¦ ¦ ¦ deactivated or isolated, and ¦ ¦ ¦ ¦ ¦ be used. ¦
¦ ¦ ¦ ¦ b) Associated components are ¦
¦ ¦ ¦ ¦ verified not to have leaks. ¦ ¦ C ¦ - ¦ - ¦ (M)Associated lavatory system(s) ¦
¦ ¦ ¦ ¦ may be inoperative provided: ¦
¦ ¦ ¦ ¦ NOTE: Any portion of the system ¦ ¦ ¦ ¦ ¦ a) Associated components are ¦
¦ ¦ ¦ ¦ which operates normally may ¦ ¦ ¦ ¦ ¦ deactivated or isolated to ¦
¦ ¦ ¦ ¦ be used. ¦ ¦ ¦ ¦ ¦ prevent leaks, ¦
¦ ¦ ¦ ¦ b) The Pilot-in-Command will ¦
¦ C ¦ - ¦ - ¦ (M)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ determine if flight duration ¦
¦ ¦ ¦ ¦ a) System is drained, and ¦ ¦ ¦ ¦ ¦ is acceptable with a FWD ¦
¦ ¦ ¦ ¦ b) Procedures are established ¦ ¦ ¦ ¦ ¦ lavatory unusable, and ¦
¦ ¦ ¦ ¦ to ensure that system is not ¦ ¦ ¦ ¦ ¦ c) Associated lavatory door(s) ¦
¦ ¦ ¦ ¦ serviced. ¦ ¦ ¦ ¦ ¦ is secured closed and ¦
¦ ¦ ¦ ¦ placarded, "INOPERATIVE - DO ¦
¦ ¦ ¦ ¦ NOT ENTER". ¦
¦ ¦ ¦ ¦ NOTE: These provisions are not ¦

¦ ¦ ¦ ¦ intended to prohibit ¦
¦ ¦ ¦ ¦ inspections by crewmembers. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

Revision: 00 Reproduction Prohibited Chapter 38-MEL Page 1
MEL (Example)
-------------------------------------------------------------------------------
¦ U.S. DEPARTMENT OF TRANSPORTATION ¦
¦ MASTER MINIMUM EQUIPMENT LIST ¦

¦ FEDERAL AVIATION ADMINISTRATION ¦
¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 38-3 ¦
¦ --------------------------------------------------------------------------- ¦
¦ 1. ¦ 2. NUMBER INSTALLED ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ SEQUENCE ITEM ¦ ¦ 3. NUMBER REQUIRED FOR DISPATCH ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ ------------------------- ¦ ¦ ¦ 4. REMARKS OR EXCEPTIONS ¦
¦ 38 WATER/WASTE ¦ ¦ ¦ ¦
¦ 32-09 Vacuum Generator A ¦ 1 ¦ 0 ¦ May be inoperative powered on ¦

¦ ¦ ¦ ¦ (running) continuously provided ¦
¦ ¦ ¦ ¦ repairs are made within one flight ¦
¦ ¦ ¦ ¦ day. ¦
¦ C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦

¦ ¦ ¦ ¦ a) Vacuum generator is ¦
¦ ¦ ¦ ¦ deactivated, ¦
¦ ¦ ¦ ¦ b) The Pilot-in-Command will ¦
¦ ¦ ¦ ¦ determine if flight duration ¦
¦ ¦ ¦ ¦ is acceptable with a FWD ¦
¦ ¦ ¦ ¦ lavatory unusable, and ¦
¦ ¦ ¦ ¦ c) Associated lavatory door(s) ¦
¦ ¦ ¦ ¦ is secured closed and ¦
¦ ¦ ¦ ¦ placarded, "INOPERATIVE - DO ¦
¦ ¦ ¦ ¦ NOT ENTER". ¦
¦ ¦ ¦ ¦ NOTE: These provisions are not ¦

¦ ¦ ¦ ¦ inspections by crewmembers. ¦

¦ ¦ ¦ ¦ a) Vacuum generator is ¦
¦ ¦ ¦ ¦ deactivated, and ¦
¦ ¦ ¦ ¦ b) Procedures are established ¦
¦ ¦ ¦ ¦ and used to only allow use ¦
¦ ¦ ¦ ¦ of the lavatory at or above ¦
¦ ¦ ¦ ¦ 18000 FT MSL. ¦
-------------------------------------------------------------------------------

190

190
ATA 35 Oxygen
190
Table of Content
35-10 The fixed crew oxygen system

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The Sweep- on full face stowage box . . . . . . . . . . . . . . . . . . . . . . . 3
The sweep- on full face oxygen mask . . . . . . . . . . . . . . . . . . . . . . . 3
Operation of the mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
35-20 Passenger oxygen system

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The oxygen dispensing units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The constant flow passenger mask . . . . . . . . . . . . . . . . . . . . . . . . . 5
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Abnormal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The passenger oxygen flight deck interface . . . . . . . . . . . . . . . . . . 7
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
35-30 Portable breathing equipment

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Portable oxygen unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
35-MEL (Example)

190

190
35-10 The fixed crew oxygen system

General
The fixed Crew Oxygen System comprises the Supply subsystem, the Dis-
tribution subsystem, and the Dispensing Equipment subsystem.
The supply system includes the following components:
• Oxygen cylinder with regulator,

• oxygen discharge line and indicator,
• fill port,
• transducer,
• temperature sensor and pressure gauge,
• high pressure hoses and exhaust orifice and flap valve.
The distribution system includes:
• low pressure hoses and lines and

• crew mask stowage box.
The dispensing system is comprised of:
• full face mask and

• regulator.

Figure 1: The fixed crew oxygen system
EICAS CMC The supply

MAU 1 MAU 2 subsystem
Oxygen cylinder
with regulator
ASCB BUS Fwd UIC Oxygen discharge
ARINC 429 ARINC 429 line and indicator
Fill port
Mid UIC LEFT AMS RIGHT AMS Transducer
Temperature sensor
VALVE, OXYGEN FILLER OXYGEN PRESSURE GAUGE and pressure gauge
RANGE 0 TO 2000 psi
INDICATOR, OXYGEN high pressure hoses,
OVERBOARD DISCHARGE
BLOW OUT PRESSURE 40 +/- 20 psi exhaust orifice and
ITEM 60-23 PRESSURE
TRANSDUCER
ITEM 60-6
flap valve
STOWAGE BOX
FWD E-BAY AREA ITEM 69 O2 ALTITUDE
PRESSURE SWITCH
T
The distribution
SAFETY VALVE subsystem
ITEM 60-6
RUPTURE DISC FLAP VALVE
STOWAGE BOX
LATECOERE Low pressure hoses
HIGH PRESSURE LINE
and lines
OXYGEN TANK mask stowage boxes
REGULATOR LOW PRESSURE LINE
ITEM 60-6
OXYGEN TANK STOWAGE BOX
ON/OFF KNOB
(Purge) OVERBOARD
ORIFICE The dispensing
LATECOERE equipment
subsystem
Full face mask
Full face masks and
regulators
Regulator

190
The Sweep- on full face stowage box
These purge valves allow oxygen to enter the face seal, purging smoke and
The Sweep-on Full face stowage box is designed for optimum safety and fumes. The purge valves automatically open when the regulator is in the
ease of use. The stowage box connects the masks directly into the aircraft`s emergency mode.
cockpit communications and oxygen system.
The mask comes with an optional automatic microphone cut-off which deac-
The container doors contain integral spring loaded hinges for full opened or tivates the user`s microphone during inhalation, providing clearer audio
fully closed positions. They also include a TEST/RESET button with a flow transmissions.
indication blinker used for mask regulator testing without removal from the
container. The flow indicator responds to oxygen flow when the TEST/RE-
SET button is pressed or during mask inhalation. The indicator shows a In emergencies, using only one hand the mask can be donned and function-
"bright" colour contrast upon sensing flow through the supply line. ing in less than five seconds. When the inflation button on the side of the reg-
ulator is pressed, the harness fully inflates allowing it to be placed over the
user`s head. Realising the button deflates the harness to the point that the
The container also provides an optional microphone ON/OFF switch. This mask is held in place on the head.
feature allows for the mask to be stowed in a non-pressurized state with the
microphone off. When the doors are opened or the TEST/RESET button is
depressed the regulator is pressurized and the microphone is activated.
Both the regulator and the microphone remain functional after the doors are
closed and until the TEST/RESET button is reset.
The sweep- on full face oxygen mask

The Sweep-on Full face oxygen mask with pneumatic harness contains a
mask mounted automatic diluter-demand regulator.The regulator has a
knob mode control with three positions:
• NORMAL
• 100%
• EMERGENCY
The mask is normally stowed with the control knob set in the 100% oxygen
position. The face seal can be easily removed for replacement or cleaning.
The face seal includes integral purge valve assemblies.

Figure 2: The sweep- on full face stowage box and oxygen mask
Flow Indicator TEST/RESET Button Spring loaded Hinges
TEST
100%
RESET
100%
Sweep-on full face stowage box Mask-mounted

automatic diluter-demand regulator
Face seal
Integral purge valve assemblies

Inflation button
Regulator pressurized
Microphone activated

190
Operation of the mask
The flight crew oxygen system is always ready to be used, and therefore an
oxygen pressure indication is provided on the status page to show the oxy-
gen cylinder pressure.
Each crew member must verify the operation of his mask, during the pre-
flight check or during flight crew change.
During normal operation the masks are stowed and the regulator is set in
100% position. This setting will provide 100% oxygen to the user upon inha-
lation regardless of cabin altitude.
If the regulator is set to NORM position it provides automatic oxygen dilution.

At lower cabin altitudes air is allowed to enter the regulator and mix with the
added oxygen. As the cabin altitude increasing the percentage of ambient
air entering the regulator is reduced until at a preset point 100% is inhaled
by the user.
The EMERG control setting, provides also 100% oxygen regardless of cabin
altitude. In addition, oxygen is supplied at a slight positive pressure. The
positive pressure purges smoke and toxic fumes from the face seal and
maintains protection.

Figure 3: Operation of the mask
Map Pla n Sys t e ms ECS Verify the operation of the mask

TEMP ° C CKPT OXY
OFV PRESS
OPEN RECI RC SET ACTUAL RECI RC
20 CKPT 20 TEST
CLOSED 20 FWD CAB 20

RESET
20 AFT CAB 20
1100
RAM AI R PSI
PACK 1 PACK 2
45 FCV 1 FCV 2 45
PSI XBLD PSI 100%
GND CART
FWD
CARGO
APU 20° C BAY
TC AS Weat her Checklist
This setting will provide 100% oxygen to the user

upon inhalation regardless of cabin altitude.
100%
Provides automatic oxygen dilution.
Provides also 100% oxygen regardless of cabin altitude.

In addition, oxygen is supplied at a slight positive presssure

190
35-20 Passenger oxygen system

Introduction
The passenger oxygen sub-system is composed of oxygen dispensing units

provided along the passenger cabin in the PSUs, in both lavatories, at each
flight attendant station and in the forward galley area.
The chemical oxygen dispensing units, supply the occupants with supple-
mental oxygen during an emergency descent in the event of cabin de-com-
pression for 12 minutes.
The Secondary Power Distribution Assembly 1 provides control of the sys-

tem if the passenger oxygen panel switch is set to the automatic mode. The
SPDA receives inputs from an altimetric switch and the cockpit control
switch and provides output to the dispensing unit latches and the cockpit in-
dicator light.

Figure 1: The passenger oxygen sub-system
The chemical oxygen dispensing units supply the occupants with supplemental oxygen
during an emergency descent in the event of cabin de-compression for 12 minutes.
PASSENGER OXYGEN SPDA

AUTO MASK
DEPLOYED
CLOSED DEPLOY
LATCHES

190
The oxygen dispensing units
The oxygen dispensing units are attached to the PSU assembly. There is
one PSU assembly and dispensing unit provided for each seat position. The
unit consists of two or three oxygen mask, determined by the location of the
unit.
The components are housed in an aluminium container and two hinged door
retains the masks and cover the entire cabin side of the dispensing unit. It
also includes one 12 minute chemical generator, covered thermal insulation
blanket to protect against heat during the chemical reaction and by heat-
shield for passenger safety on the cabin side of the generator.
The oxygen container also contains an electric door latch and a mechanical
test latch for testing mask deployment on the aircraft. The oxygen dispens-
ing units doors will deploy automatically during normal operation or can be
opened directly from the cabin using the manual release feature.
The oxygen dispensing unit contains a mechanical test latch to allow period-
ic checks of the door opening, without deployment of the masks. The test
latch holds the doors open approximately 5 degrees from the normal closed
position. The catch is coloured red on its edges to ensure that it is not acci-
dentally left in the ON position during normal operation

Figure 2: The oxygen dispensing unit
Oxygen masks
A placard indication provided for three mask locations within the cabin
Each oxygen generator

provides oxygen for 12 min.
Mechanical test latch

190
The constant flow passenger mask During abnormal operation when the AUTO mode has failed to deploy the
oxygen masks, an EICAS caution message "PAX OXY NOT DEPLOYED"
is presented to the flight crew. The flight crew then selects the cockpit rotary
The constant flow passenger masks feature phase dilution operation for ox- switch to DEPLOY position and the oxygen masks are deployed. After pos-
ygen utilization efficiency and operate by combining the required supple- itive indication that the passenger masks are deployed (through the white in-
mental oxygen for a scheduled altitude with the ambient air to provide the dicator light on the oxygen control panel) the pilot selects the rotary switch
required oxygen level for the users. to the CLOSED position.
The mask consists of a "one size fits all" molded bright yellow silicone rubber With the switch selected to the CLOSED position (to avoid mask deployment
face piece which provides instant identification in emergency. A single easily for landings at airports higher than 14,500 +/-500 ft), a PAX OXY NOT AUTO
adjustable headband, attached to the face-piece valve plate, secures the advisory message will be displayed on the EICAS as long as the airplane
mask to the user face. A vinyl reservoir bag is imprinted with pictorial quick barometric altitude is greater than 16,000 ft. An oxygen container may fail
donning instructions is attached to the face-piece at the plastic valve. individually if the doors of the dispensing unit do not open due to a problem
with the latch. In this case, the cabin attendant may use the manual release
tool to open the doors. The tool is inserted in a small diameter hole on the
The oxygen flows through a vinyl tube attached to the reservoir bag. The door, where it contacts a lever on the latch, which then releases the latch.
other end of the tube is connected to the chemical generator outlet and to The oxygen masks are then deployed normally, providing oxygen to the oc-
an in-line flow indicator and into the reservoir bag before entering the mask. cupants.
Normal operation
During normal operation, all the doors of the oxygen dispensing units are
latched closed and the control panel selector switch is set to AUTO mode.
In case of a sudden cabin decompression, the altitude switch will sense the
cabin altitude increase, and at a cabin altitude of 14,000 ft +/-500 ft or when
manually selected by the crew, a 28 VDC electric signal is provided to the
dispensing unit latches via the SPDA. The dispensing unit latches will be en-
ergized for six seconds, and the doors will open to deploy the masks to the
occupants. When the passenger pulls the mask to the face and places it
over the mouth, the chemical reaction starts and the oxygen flows to the
masks.
Abnormal operation

Figure 3: The constant flow passenger mask
One size fits all" molded bright

ellow silicone rubber face pice
A single easily adjustable headband
A yl reservoir bag
mprinted with pictorial quick-donning instructions
OXYGEN MASK
B/E PN 17 409-90 REV X
CUST.PN XXXXXXXX
TSO-C64a AS8025-05172231-40
MFG DATEMM-DD-YY
ELASTOMER CURE DATE XQYY
B/E AEROSPACE, INC.
LENEXA, KANSAS

190
The passenger oxygen flight deck interface
The passenger oxygen system flight deck interface provided by the passen-
ger oxygen control panel. The selector switch controls system automatic or
manual operation and an annunciator indicates when the masks are de-
ployed.
The selector switch has three positions, closed, auto and deploy. To avoid
human error, when "closed" to "Auto" or from "auto" to "deploy" is selected,
the switch shall be pulled out and then turned to the respective position as it
is indicated on then control panel.
In "CLOSED" mode, the passenger oxygen system is turned off and does
not function automatically or manually.
In "AUTO" mode, the system is controlled by the SPDA 1, which senses the
cabin altitude from the altimetric switch.
In the "DEPLOY" mode, the system is activated by a flight crew member.

The white annunciator light on the control panel provides indication of the
energization of the passenger oxygen system.
In addition, the "NO SMOKING", "FASTEN SEAT BELT" indicators on the

PSU will be illuminated automatically.

Figure 4: The passenger oxygen interface
PASSENGER OXYGEN
AUTO MASK
DEPLOYED
CLOSED DEPLOY The masks will deploy if cabin altitude exceeds
14,000 ft +/-500 ft and the switch
is in AUTO position
LATC ES
SPDA
Altitude

190
Normal operation
In normal operation, all the doors of the oxygen dispensing units are latched
closed and the control panel selector switch is set in the AUTO mode.
In case of a sudden cabin decompression, the altitude switch will sense the
cabin altitude increase and at cabin altitude at 14000ft-500ft or at the discre-
tion of the crew a 28vdc electric signal is provided to the dispensing unit
latches via the SPDA. The dispensing unit laches will be energized for
6seconds and the doors open to deploy the masks. All masks are automat-
ically deployed to the passengers.
When the passenger pulls the mask to the face and placed over the mouth
the chemical reaction starts and the oxygen flows to the masks.

Figure 5: Normal Operation
PASSENGER OXYGEN
AUTO MASK
DEPLOYED
CLOSED DEPLOY
LATCHES
SPDA 1
When the passenger pulls the the mask to the

face and placed over the mouth the chemical
reaction starts and the oxygen flows to the masks.

190
35-30 Portable breathing equipment

General
There are two portable oxygen cylinders installed in the Embraer 190 pas-
senger cabin near each cabin attendant station. They are intended to be
used by the cabin attendants for passenger first-aid therapeutic treatment
purposes or used by the flight attendant to assist passengers in case of sud-
den cabin decompression.
The Protective Breathing Equipment (PBE) is for emergency use by the

crew members or cabin attendants for respiratory and visual protection
against the effects of smoke and harm full gases while combating fires in the
aircraft or during a cabin smoke condition.
There are three PBE`s installed in the passenger cabin, one in the forward
section of the cabin and two in the aft section within three feet of the fire ex-
tinguishers.

Figure 1: Portable breathing equipment
The PBE is used for respiratory

and visual protection.
Protective Breathing Equipment (PBE)
OFF ON OFF ON
They are to be used for:

Passenger first-aid therapeutic treatment purposes
NO SMOKING WHILE IN USE NO SMOKING WHILE IN USE
To assist passengers in case of sudden cabin decompression
Portable oxygen cylinders

190
Portable oxygen unit
Each portable oxygen unit is provided with an 312 litre (11 cubic feet) oxy-
gen cylinder, an ON-OFF pressure reducer, pressure gauge, charging
valve, high pressure safety relief valve, two oxygen outlets, carrying strap
and two constant flow therapeutic masks.
The cylinder pressure for dispatch is 1200psi, this pressure was calculated
for the maximum utilization period of 30 minutes. The regulator on the cylin-
der is provided with a high pressure frangible safety disc with a rapture
range of 2700 to 3000psi. To obtain the specified flow, the mask is connect-
ed to one of the cylinder outlets and the handle is turned to the FULL ON
position. The operating and charging instructions are attached to each cyl-
inder.

Figure 2: Portable oxygen Unit
A 312 liter (11 cubicfeet) oxygen cylinder Cylinder pressure for dispatch: 1200psi
An ON-OFF pressure reducer
Charging valve
Pressure gauge
Two oxygen outlets
Carrying strap
Two constant flow therapeutic masks
High pressure safety relief valve
High pressure frangible safety disc

Rupture range: 2700 - 3000psi

190
35-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 35-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 35-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 35 OXYGEN ¦ ¦ ¦ ¦ ¦ 35 OXYGEN ¦ ¦ ¦ ¦
¦ 10-08 Crew Oxygen C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ 20-00 Passenger Oxygen B ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ Cylinder Panel ¦ ¦ ¦ a) There is no evidence of ¦ ¦ System ¦ ¦ ¦ a) Flight is not conducted over ¦
¦ Mounted Fill ¦ ¦ ¦ leakage, and ¦ ¦ ¦ ¦ ¦ an area where the Minimum ¦
¦ Valve ¦ ¦ ¦ b) Crew Oxygen Cylinder is ¦ ¦ ¦ ¦ ¦ Enroute Altitude is above ¦
¦ ¦ ¦ ¦ removed for refilling or is ¦ ¦ ¦ ¦ ¦ 14000 FT MSL. ¦
¦ ¦ ¦ ¦ replaced with a full one, if ¦ ¦ ¦ ¦ ¦ b) Both air conditioning packs ¦
¦ ¦ ¦ ¦ necessary. ¦ ¦ ¦ ¦ ¦ operate normally, ¦
¦ ¦ ¦ ¦ c) Pressurization system ¦
¦ 11-01 Crew Oxygen ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ operates normally, ¦
¦ Pressure ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ d) Flight is conducted at or ¦
¦ Indication ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ below FL 250, ¦
¦ ¦ ¦ ¦ e) Portable Oxygen Cylinders ¦
¦ 1) Crew Oxygen C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: | ¦ ¦ ¦ ¦ ¦ and Masks are provided for ¦
¦ Indication on ¦ ¦ ¦ a) Crew oxygen pressure is | ¦ ¦ ¦ ¦ ¦ all cabin crew members and ¦
¦ MFD ¦ ¦ ¦ checked before each flight, | ¦ ¦ ¦ ¦ ¦ for a 30 minute period for ¦
¦ ¦ ¦ ¦ b) Flight is not conducted over | ¦ ¦ ¦ ¦ ¦ 10 per cent of the ¦
¦ ¦ ¦ ¦ an area where the Minimum | ¦ ¦ ¦ ¦ ¦ passengers, and ¦
¦ ¦ ¦ ¦ Enroute Altitude is above | ¦ ¦ ¦ ¦ ¦ f) Passengers are appropriately ¦
¦ ¦ ¦ ¦ 10000 feet MSL, | ¦ ¦ ¦ ¦ ¦ briefed. ¦
¦ ¦ ¦ ¦ c) Both air conditioning packs | ¦
¦ ¦ ¦ ¦ operate normally, | ¦ ¦ 1) Automatic C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ d) Pressurization system | ¦ ¦ Deployment ¦ ¦ ¦ a) Manual deployment system ¦
¦ ¦ ¦ ¦ operates normally, and | ¦ ¦ System ¦ ¦ ¦ operates normally, and ¦
¦ ¦ ¦ ¦ e) Flight is conducted at or | ¦ ¦ ¦ ¦ ¦ b) Flight is conducted at or ¦
¦ ¦ ¦ ¦ below FL 250. | ¦ ¦ ¦ ¦ ¦ below FL 300. ¦
¦ 2) Crew Oxygen C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided Crew | ¦ ¦ 2) Passenger C ¦ - ¦ 0 ¦ (M)May be inoperative with no ¦
¦ Pressure ¦ ¦ ¦ Oxygen Pressure Indication on MFD | ¦ ¦ Oxygen ¦ ¦ ¦ flight altitude restriction ¦
¦ Indication on ¦ ¦ ¦ is checked before each departure. | ¦ ¦ Dispensing ¦ ¦ ¦ provided: ¦
¦ Pressure Gauge ¦ ¦ ¦ | ¦ ¦ Unit ¦ ¦ ¦ a) Affected seats are placarded ¦
¦ Outside ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ and blocked to prevent ¦
¦ Airplane ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ occupancy, and ¦
¦ ¦ ¦ ¦ b) Units operate normally at ¦
¦ 11-03 Oxygen Cylinder C ¦ 1 ¦ 0 ¦ ¦ ¦ ¦ ¦ ¦ all usable lavatory and ¦
¦ Pressure Relief ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ flight attendant locations. ¦
¦ Disc (Green Disc) ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦ ¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 35-3 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 35-4 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 35 OXYGEN ¦ ¦ ¦ ¦ ¦ 35 OXYGEN ¦ ¦ ¦ ¦
¦ 20-02 Passenger Oxygen C ¦ - ¦ 0 ¦ (M)(O)Automatic opening feature of ¦ ¦ 30-01 Portable Oxygen D ¦ - ¦ - ¦ (M)Any in excess of those required ¦
¦ Dispensing Unit ¦ ¦ ¦ the door latch(es) may be ¦ ¦ Cylinder and ¦ ¦ ¦ by FAR may be inoperative provided: ¦
¦ Door Electrical ¦ ¦ ¦ inoperative unlatched and kept ¦ ¦ Masks ¦ ¦ ¦ a) Required distribution of ¦
¦ Latches ¦ ¦ ¦ closed by an alternative means ¦ ¦ ¦ ¦ ¦ serviceable cylinders is ¦
¦ ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ maintained throughout ¦
¦ ¦ ¦ ¦ a) Associated Passenger Oxygen ¦ ¦ ¦ ¦ ¦ aircraft, and ¦
¦ ¦ ¦ ¦ Dispensing Unit operates ¦ ¦ ¦ ¦ ¦ b) Cylinders not properly ¦
¦ ¦ ¦ ¦ normally, ¦ ¦ ¦ ¦ ¦ serviced are replaced, ¦
¦ ¦ ¦ ¦ b) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ serviced or removed at the ¦
¦ ¦ ¦ ¦ below FL 300, and ¦ ¦ ¦ ¦ ¦ next available maintenance ¦
¦ ¦ ¦ ¦ c) Passenger(s) occupying the ¦ ¦ ¦ ¦ ¦ facility. ¦
¦ ¦ ¦ ¦ associated seat(s) is (are) ¦
¦ ¦ ¦ ¦ briefed on oxygen mask ¦ ¦ 30-03 Protective D ¦ - ¦ - ¦ Any in excess of those required by ¦
¦ ¦ ¦ ¦ procedure. ¦ ¦ Breathing ¦ ¦ ¦ FAR may be inoperative or missing. ¦
¦ Equipment (PBE) ¦ ¦ ¦ ¦
¦ 20-09 Lavatory Oxygen C ¦ - ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ System ¦ ¦ ¦ a) Lavatory door is locked ¦
¦ ¦ ¦ ¦ closed and placarded ¦
¦ ¦ ¦ ¦ "INOPERATIVE - DO NOT ¦
¦ ¦ ¦ ¦ ENTER", and ¦
¦ ¦ ¦ ¦ b) Lavatory is not used for any ¦
¦ ¦ ¦ ¦ purpose. ¦
¦ ¦ ¦ ¦ NOTE: These provisos are not ¦

¦ ¦ ¦ ¦ lavatory inspections by ¦
¦ ¦ ¦ ¦ crewmembers. ¦
¦ C ¦ - ¦ 0 ¦ (O)May be inoperative provided ¦

¦ ¦ ¦ ¦ procedures are established and used ¦
¦ ¦ ¦ ¦ to only allow use of the associated ¦
¦ ¦ ¦ ¦ lavatory at or below FL 250. ¦
¦ 21-04 Passenger Oxygen C ¦ 1 ¦ 0 ¦ ¦

¦ Masks Deployed ON ¦ ¦ ¦ ¦
¦ Indication Light ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190

190
ATA 36 Pneumatic
190
Table of Content 36-13 HP ground connection

HP ground connection check valve . . . . . . . . . . . . . . . . . . . . . . . . .1
0- Air Management System HP ground connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Air Management System (AMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Air Management System (AMS) Controller . . . . . . . . . . . . . . . . . . . 3
AMS Controller Communication Links . . . . . . . . . . . . . . . . . . . . . . . 5 36-15 Water tank pressurization
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Built In Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Disabling logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
36-00 Pneumatic system general
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 36-11 Engine pneumatic bleed system
The pneumatic system functions are: . . . . . . . . . . . . . . . . . . . . . . . 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Pneumatic system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Bleed ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Pneumatic system sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Fan Air Valve and Precooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Precooler Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Bleed indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Fan Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Pylon Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
36-10 Pneumatic Bleed Distribution Bleed Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 High-Stage Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Cross bleed management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Low-Stage Bleed Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Cross bleed valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Nacelle Pressure Regulating Shutoff Valve . . . . . . . . . . . . . . . . . .11
Cross bleed valve operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Torque Motor Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 36-TOC Page I
190
Bleed over pressure switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Bleed system Built-in Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Pressure regulating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Bleed Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 36-20 Indicating
Manifold Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
36-12 APU pneumatic bleed system 36-30 Ozone Converters

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The APU bleed request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
APU Bleed Valve Enable Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
APU bleed shut-off valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
36-MEL (Example)
APU bleed check valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
36-14 Pneumatic control system

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The NAPRSOV and HPSOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The NAPRSOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The HPSOV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The hot air leak detection system . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Heat detection loop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Response to Overheat Event . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Response to Overheat Event - continued . . . . . . . . . . . . . . . . . . . 11
Bleed duct failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 36-TOC Page II
190
0- Air Management System

Air Management System (AMS)
The AMS controller cards provide primary electronic control for :
• Pneumatic Bleed System
• Air Conditioning System
• Overheat Detection
• Crew Oxygen monitoring
• Slat Ice Protection

Revision: 00 Reproduction Prohibited Chapter 0- Page 1
Figure 1: AMS

190
Air Management System (AMS) Controller
The Air Management System Controller is a dual channel digital electronic

controller located inside the MID Secondary Power Distribution Assembly
(SPDA).
Each channel contains its own :
• processor,
• power conditioning circuits,
• Input and output cards, and,
• ARINC 429 interfaces
The AMS controller receives commands from the ECS control panel and
from the system sensors. It communicates with the MAUs and the SPDA via
the ARINC 429 bus to drive the torque motors which controls opening and
closing of the system valves.
The SPDA 2 provides the AMS controller cards with the sources of power
which are necessary for electronic control of AMS components.
The SPDA 2 incorporates a latching cover assembly which ensures effective
ventilation flow across the installed electronic cards.
The AMS controller cards are ESDS sensitive components.
A wrist strap must be worn when handling the controller cards. The SPDA 2
has a grounding receptacle on the front case for wrist strap connection.

Figure 2: AMS Controller

190
AMS Controller Communication Links The control and monitoring functions are partitioned among the various util-
ity system elements to ensure that adequate seperation exits between the
control and monitoring functions and the power sources to the individual
The AMS controller receives and transmits designated Inout/Output signals components to meet safety and system integrity requirements.
via the SPDA and the Modular Avionics Units. Communication between the Aircraft systems which are controlled and monitored by integrated utilities
SPDA and AMS controller is via ARINC 429. system include Air Management, Electrical Power, Fuel, Hydraulics, Anti -
Ice, Lightning, Oxygen, Engine Ignition & Starting, APU, Fire Ext. and water.
Scheduled maintenance of the SPDAs is not required.
The SPDA provides MAU data from the Avionics Standard Communication
Bus to the AMS controller via the ARINC 429 BUS.
AMS controller channel 1 connects to the MID SPDA 2 and channel 2 of the
AMS controller connects to the forward SPDA 1. This provides a redundant
connection between the AMS controller and the MAU.
AMS controller channels 1 and 2 communicate with each other by means of

the RS422 digital data bus.
AMS electronic components are powered by the SPDA, one of the Integrat-
ed Control Circuits (ICC‘s), or directly from aircraft power. The SPDA is
equipped with smart electronics circuit breakers. The ICC‘s are similarly
equipped with automatic protective devices. The remaining AMS electronics
that obtain power directly from the aircraft power system are routed through
circuit breakers. Circuits that are served by the AMS controller are protected
by the current limits inherent to the AMS controller.
Two SPDAs are provided in the EPGDS which interface with two MAU, four
Integrated Control Centers (ICC), and various control / display interfaces on
the flight deck. These SPDAs are an integral part of the aircraft utility man-
agement system to provide control and monitoring of several aircraft sys-
tems.
The SPDAs contain 2 Processor Modules, ASCB Communication Modules,

ARINC 429 Communication Modules, 2 Power Supply Modules, Discrete I/
O Modules, and AC/DC Power Modules for sourcing and controlling power
to aircraft systems and components.

Figure 3: AMS Controller Communication Links
Left Engine FADEC Right Engine FADEC

Ch A Ch B Ch A Ch B ARINC/ASCB COMMUNICATION INTERFACES
T R R R R T T RR RR T FOR THE AIR MANAGEMENT SYSTEM
X X X X X X X XX XX X
T R R R T R R R T R R T R R MAU 1/2 Functionality

X X X X X X X X X X X X X X
MAU 3 MAU 1 MAU 2

X
T
Ch A Ch B Ch A Ch B EICAS CMC Ch A Ch B
ASCB Interface ASCB Interface ADC FMS ASCB Interface

ASCB 2 ASCB 2 BU ASCB 1 ASCB 1 BU ASCB 1 ASCB 1 BU ASCB 2 ASCB 2 BU ASCB 2 ASCB 2 BU ASCB 1 ASCB 1 BU
ASCB 1 ASCB 2 BU ASCB 2 ASCB 2 ASCB 1 BU ASCB 1
ASCB Interface ASCB Interface
Ch A Ch B Ch A Ch B TX - Indicates an
ARINC 429 transmitter
TX
Mid SPDA RS 422 Forward SPDA
RX
RX - Indicates an
R T T R
X X X X ARINC 429 receiver
R R T
T R R R R T
X X X
X X X X X X
RS 422
APU FADEC AMS Controller 1 AMS Controller 2

190
Normal Operation
Each AMS controller channel is capable of providing all system control and
built in test functions through imbedded software control logic.
There are three channel control states Control, tracking,and disabled.

During any typical flight leg one channel of the AMS controller is in the Con-
trol state and is in active control of all Air Management System functions.
The opposite channel that is not in Control is in the Tracking state serving
as a redundant on-line spare channel.
Both the Control and Tracking channels will receive signals and calculate
values that are necessary for controlling the AMS system.
Only the control channel shall drive outputs.

Figure 4: Normal operation
On controller power up
the first channel to
successfully complete
Normal Operation PBIT will assume control
of the AMS system
CONTROL
AUTOMATIC TRANSFER OF
TRACKING CONTROL OCCURS 2
MINUTES AFTER LANDING
RS 422
CH 1 CH 2
AMS Controller

190
Built In Test Disabling logic
Immediately following system power up the AMS controller initiates a self When a controller channel fails the internal control logic will classify the
test program (power on test) to verify that both controller channels are capa- failed channel as either Tracking or Disabled.
ble of assuming electronic control of the air management system.
This classification is based on the severity of the failure and the failed chan-
Following the power on test the AMS controller conducts an initialization nels ability to control critical AMS functions. If the failure solely affects Pack,
check of pressure sensors, torque motors, DC motors and aircraft wiring to or Bleed, or Anti Ice functions (as opposed to all) then the failed channel will
detect electrical or range failures. be changed to the Tracking state.
During system operation the controller continuously monitors system pa- If the failure affects Pack and Bleed and Anti Ice functions then the failed
rameters such as pressures, temperatures, voltage ranges, and position channel will switch to the Disabled state.
switch indications.
If the AMS controller channel that is in Control fails, and the opposite chan-
This information is used to detect component failures and initiate backup nel is in the Tracking state, then the controller will decide which channel has
modes of operation where necessary. more functionality and that channel will assume (or retain) control of AMS
functions.
The Controller also initiates periodic tests for components that may not be
used during normal system operation. If the channel in Control becomes Disabled, and the opposite channel is Dis-
abled, then the AMS controller will be Disabled.

Figure 5: Disabling logic
Control Channel 1 Disabled ? Other Channel

or 2 Failed Disabled ? AMS CTRL FAIL
YES
YES
AMS CTRL FAIL

NO
YES
YES
Other Channel Remain in
Disabled ? Control State WOW=TRUE
NO NO
AMS CTRL FAULT

YES
Other channel > Transfer control
functionality ? and assume AMS CTRL FAULT
Tracking mode
NO
Remain in
Control AMS CTRL FAULT

190
36-00 Pneumatic system general

The pneumatic system functions are:
Introduction
• Electronically controlled engine bleed air system. It provides improved
The pneumatic system supplies controlled bleed air to the anti-ice and air control accuracy by electronic sensing and control. It reduces mechanical
conditioning systems. The pneumatic system control functions are integrat- complexity and improves built-in-testing.
ed with anti-ice and air conditioning functions through the Air Management
System (AMS).
• Engine bleed port selection
– The engine pneumatic bleed system provides bleed flow selection be-
The AMS controller has two channels - and in case of failure - one channel tween the HP (High Pressure) and LP (Low Pressure) engine bleed
is able to control the entire Air Management System including: ports. It also regulates and controls the bleed pressure and bleed tem-
perature prior to delivery it to the pneumatic system bleed air manifold.
• both ECS packs, The pneumatic system control functions are effectively integrated with
• bleed systems, anti-ice and air conditioning functions through the AMS (Air manage-
• both wing and engine anti-ice systems, ment System) controller.
• cabin and flight deck temperature controls, – The APU (Auxiliary Power Unit) bleed system uses and controls the
• cabin pressure control and the pneumatic power from the APU.
• entire bleed overhead detection system. The HP (High Pressure) ground connection of an external HP source to the
aircraft.

Figure 1: Pneumatic system
LEFT RIGHT
ENGINE ENGINE
LP HP HP LP
HIGH STAGE HIGH STAGE

BLEED VALVE BLEED VALVE
AIR COND/PNEUMATIC
NAPRSOV CONTROL PANEL EICAS NAPRSOV
FAN AIR FAN AIR
VALVE VALVE
APU BLEED VALVE
PRECOOLER PRECOOLER
APU
HP GROUND
CONNECTION
ENGINE ENGINE
STARTER STARTER
X BLEED
P T P P T P
RAM AIR RAM AIR
WING ANTI-ICE L/H ECS R/H ECS WING ANTI-ICE

PRSOV PACK PACK PRSOV
MIXER
LEGENDS:
P PRESSURE SENSOR
T TEMPERATURE SENSOR
P PRESSURE SWITCH FWD AFT

COCKPIT
CABIN CABIN
OVERHEAT DETECTION SYSTEM

Revision: 00 GE Capital Aviation Training. Chapter 36-00 Page 2
190
Pneumatic system functions
• Engine bleed air pressure and temperature control:

Precooler outlet air at 204 °C (400 °F) under normal operating conditions,
232 °C (450 °F) during anti-ice system operation.
If the manifold temperature exceeds 235 Deg C for 2 Minutes the AMS con-
troller will command the manifold pressure regulating valve closed and proc-
ess the BLEED FAIL EICAS MESSAGE through the MAU.
If the manifold temperature exceeds 260 Deg C for 3 seconds the AMS con-
troller will command the manifold pressure regulating valve closed and proc-
ess the BLEED FAIL EICAS MESSAGE through the MAU.
Electronic pressure sensors and resistive thermal devices temperature sen-

sors provide accurate analog signals.
• Backup slat ant-ice pressure control
• Distribution of engine, APU (Auxiliary Power unit) and HP (High Pres-

sure) ground cart bleed air.
• It provides cross bleed management (it includes cross bleed engine start-
ing capability) and operation of both ECS packs and slat anti-ice systems.
This management is made during either in-flight single operation or dur-
ing ground test operation with APU bleed air.
• Main engine start
• Bleed air manifold over temperature and over pressure protection.
• Bleed air leak detection

Continuous monitoring of the ODS (Overheat Detection System) with dual
element sensor.

Figure 2: Pneumatic block diagram
SIGNAL LEGEND
BLEEED LEAK OVERHEAD PANEL

DUCT
SIGNALS AIR COND/PNEUMATIC
PANEL
(SDS 36-14)
(MPP 31-17-04)
X BLEED
COWL ICE
COWL ICE
PROTECTION
PROTECTION
NAPRSOV CMD
BLEED
WIRED THRU BLEED 1 BLEED 2 GE
APU
BLEED 1 SWITCH SUPPLIED
GE
VALVE
SUPPLIED
VALVE
RIGHT
LEFT ENGINE
ENGINE
(SDS 72-00)
(SDS 72-00)
FWD AV COMPT FWD AV COMPT FWD AV COMPT MAIN INST PANEL FWD AV COMPT HP LP
LP HP th th
th th 10 STAGE 6 STAGE
6 STAGE 10 STAGE
LOW AFT AV-COMPT LOW
STAGE EICAS
SPDA 1 MAU 1 MAU 2 CMC STAGE
BLEED APU (SSM 31-61-80)
(SSM 24-61-80) (SSM 31-41-80) (SSM 31-41-80) (SSM 45-45-80) BLEED
CHECK HIGH FADEC HIGH CHECK
VALVE STAGE (SSM 49-60-80) STAGE VALVE
(SDS 36-11) BLEED BLEED
(SDS 36-11) (SDS 36-11) (SDS 36-11)
(MPP 36-11-02) VALVE VALVE
(MPP 36-11-01) (MPP 36-11-01) (MPP 36-11-02)
APU
TAIL CONE BLEED
NACELLE
SOV
NACELLE APU PRESSURE
PRESSURE ASCB REGULATING
REGULATING (SSM 49-00-80) SHUTOFF
(SDS 36-11) (SDS 36-11) VALVE
SHUTOFF NAPRSOV CMD WIRED THRU BLEED 2 SWITCH
(MPP 36-11-03) (MPP 36-11-03)
VALVE
ARINC 429
TORQUE TORQUE
HP VALVE CMD
MOTOR MOTOR
CONTROLLER APU LEAK CAN CONTROLLER
ENGINE ENGINE
FAN AIR STARTER LOOP #1 STARTER
INLET DOOR HP VALVE CMD
ARINC 429
(SDS 36-11) (SDS 36-11) MID (SDS 36-11)

(MPP 36-11-12) (MPP 36-11-06) AV COMPT (MPP 36-11-06)
LEFT AMS RS422 RIGTH AMS

SPDA 2
fan air valve PRECOOLER
(SSM 24-61-80)
PRECOOLER fan air valve
OR R OR R
E SS TO E 1 2 ESS TO E 1 2
LEAK OC MO RIV I/O I/O OC MO RIV I/O I/O
PR D PR D
LOOP #3
"LEFT WING LEAK LOOP #5
BLEED" PWR: DC ESS 1, DC BUS 2 PWR: DC ESS 2, Gnd SVC "LEFT WING BLEED"
BLEED BLEED HP GROUND

BLEED BLEED
BLEED TEMP PRESS CONNECT BLEED
PRESS WING ANTI-ICE
WING SLAT- P SENSOR T SENSOR TEMP T P SLAT-
SENSOR PRSOV
ANTI-ICE SUPPLY SENSOR SUPPLY
PRSOV TEMP TEMP
XBLEED SOV (SSM 30-11-81)
(SDS 36-14)
(SDS 36-14)
SENSOR SENSOR
(SDS 36-14)
(SDS 36-14)
(MPP 36-14-03)
(MPP 36-14-02)
(MPP 36-14-03)
(MPP 36-14-02)
(SSM 30-11-81)
RIGHT PACK
T T
(SDS 36-14)
LEFT PACK
(MPP 36-14-06)
(MPP 36-14-06)
LEAK LOOP #4
TO
TO
LEAK LOOP #2
(SDS 36-14)
"LEFT A/I "LEFT A/I

PROTECTION
PROTECTION
BLEED PACK" BLEED PACK"
(SDS 36-10)
TO ICE
TO ICE
(MPP 36-10-01)

190
Pneumatic system sources
The pneumatic system sources are:
• engine bleed air
• APU bleed air and
• high pressure external bleed air.
Engine bleed is controlled through bleed port selection, pressure regulation,

and temperature control. The system is protected against over temperature
and over pressure, and monitored through a manifold leak detection and
fault localization system.

Figure 3: Pneumatic system sources

190
Control panel
The overall control of the pneumatic bleed system is made through the
PNEUMATIC switches of the AIR COND/PNEUMATIC control panel.
The action of the switches are as follows:
• BLEED 1 - Left bleed system AUTO/OFF (the switch will be dark in the
AUTO mode, white striped bar illuminated if mode is OFF, amber strip bar
illuminates if leak is present). In the AUTO mode, bleed 1 system is ena-
bled and the left bleed system activation will be subjected to normal sys-
tem control laws. The OFF mode manually overrides the left bleed
system to continuously OFF. In other words, when you select the OFF
mode, the system drives the left high stage bleed valve and the left
NAPRSOV - nacelle pressure regulating shut off valve to the CLOSED
position.
• BLEED 2 - Right bleed system AUTO/OFF (the switch will be dark in the
AUTO mode, white striped bar illuminated if mode is OFF, amber strip bar
illuminates if leak is present). In the AUTO mode, bleed 2 system is ena-
bled and the right bleed system activation will be subjected to normal sys-
tem control laws. The OFF mode manually overrides the right bleed
system to continuously OFF. In other words, when you select the OFF
mode, the system drives the right high stage bleed valve and the right
NAPRSOV to the CLOSED position.
• XBLEED - Cross bleed valve AUTO/OFF (the switch will be dark in the
AUTO mode, white striped bar illuminated if mode is OFF, leak function
is not presented). In the AUTO mode, cross bleed valve activation will be
subject to normal system control laws. The OFF mode manually over-
rides the cross bleed system to continuously OFF. In other words, when
you select the OFF mode, the system drives the cross bleed valve to the
CLOSED position.
• BLEED APU - APU (Auxiliary Power Unit)- bleed valve AUTO/OFF (the
switch will be dark in the ON mode, white striped bar illuminated if mode
is OFF, amber strip bar illuminates if leak is present). In the AUTO mode,
APU bleed valve activation will be subjected to normal system control
laws. The OFF mode manually overrides the APU bleed system to con-
tinuously OFF. In other words, when you select the OFF mode, the sys-
tem drives the APU bleed valve to the CLOSED position.

Figure 4: Control panel

190
Bleed indication
The bleed system status indication has three main displays:
• the Central Maintenance Computer (CMC) indications

• Engine Indication and Crew Alerting System (EICAS) indications
• ECS Synoptic Page
The CMC indications are used by the maintenance personnel to determine

the faulty component. The EICAS indications are used by the crew for flight
safety. The ECS synoptic page provides the crew with an overview of sys-
tem status.
The synoptic pages cannot be used to generate crew actions or used in any
action generated by the EICAS.

Figure 5: Bleed indication
12.Map
0 NTO 50. 0Pl an CABI NSys
DOtOem
R sOPEN Map Pl an Sys t ems
ATTCS
A 23° A CKPT OXY CKPT OXY
OFV TEMP ° C PRESS OFV TEMP ° C PRESS
RECI RC SET ACTUAL OPEN RECI RC SET ACTUAL RECI RC
20 CKPT 20 CKPT 20
CLOSED 20 FWO CAB CLOSED 20 FWO CAB 20

93. 9 N1( %) 93.AFT9 1100 1100
20 PSI 20 AFT CAB 20 PSI
T RAM AI R T RAM AI R
R R
PACK 1 PACK 2
I GN
A B
1399°
45 I TT1
FCV 1399° I GN
A B
FCV 2 45 45 FCV 1 FCV 2 45
PSI XBLD PSI PSI XBLD PSI
90. 0 N2( %) 90. 0
STR 1000 FF( PPH) 1000 STR
FUEL GND CART GND CART
FWD FWD
900 FU LBS 3000 LOG GEAR
CARGO CARGO
900 FQ LBS
APU 3000 20° C UP
BAY DN APU 20° C BAY
3900 APU ELECTRI CAL
OI L VI B 100 % BATT1 24 V
1020 ° C BATT2 30 V
CABI N
ALT -5 FT
RATE -5 FPM
64° P 26. 6 PSI
PRES TEMP LP HP LFE 1200 FT
FL CONTROL TRI MS
SPDBRK ROLL PI TCH
0
15
25
20 50
YAW
TCAS 38
WX Checkl i s tDN TCAS WX Checkl i s t
FLAP 99° 45

190
36-10 Pneumatic Bleed Distribution

A high pressure ground connect check valve allows H.P. ground cart supply
Introduction to enter the bleed manifold, and is closed by engine bleed pressure when a
ground cart is not in use.
The electronically controlled bleed air system provides:

The pneumatic bleed lines running from the engine bleed ports and Ram Air
inlets through the pylon, enter to the wing leading edges, and running to-
• control, electronic sensing wards the packs. The ECS is installed at non-pressurized location under the
• internal logic and mid section of the fuselage under the wing to wing fairing. The pneumatic
• built-in test, achieving improved reliability and dispatch ability. bleed lines are installed in this area. Only conditioned air will enter to the
pressurized cabin.
The control components provide bleed flow selection between the high pres-
sure (HP) and low pressure (LP) engine bleed ports, and regulate the bleed The ozone converter is located upstream of the flow-sensing venturi.
pressure prior to delivery to the pneumatic system bleed air manifold.
Air exiting the bleed system passes through the ozone converter before en-
Torque motor controllers provide servo air control, electronic pressure sen- tering the air conditioning packs.
sors and temperature sensors provide accurate analog signals. A left and
right-hand system is provided, each controlled by its respective AMS chan- There are two ozone converters per aircraft in each side of the pneumatic
nel. system. The ozone converter contains a catalytic material which, through a
chemical reaction, converts ozone to oxygen. This reduces the amount of
The pneumatic system provides cross bleed management including: ozone in the air entering the air conditioning system.
• cross bleed engine starting capability,

• operation of both ECS packs and
• operation of slat anti-ice systems during either single engine or
APU operation.
An APU bleed valve and an APU check valve allows for APU bleed supply
to enter the bleed manifold, which is shut-off and closed by engine bleed
pressure when APU is not running.

Figure 1: Engine bleed air system
T T T
P TM
FAN BLEED
P
WING ANTI-ICE
F1
TM
FAV TM SAIV RAM AIR
P
LP BLEED OVBD.
NAPRSOV P P
HP BLEED PRECOOLER
P P
HPSOV OZONE
TO COWL CONVERTER
TO STARTER
ANTI-ICE
L.H.
TO WATER ECS
SUPPLY TO AIR CONDITIONING
PACK1
APU SYSTEM
P (FLIGHT DECK)
BLEED T
P TM F1
FIREWALL
CROSS FLOW
F1 M F1
BLEED TM
CONTROL
P
VALVE
RAM
HP GROUND AIR
LP GROUND
CONNECTION CONNECT
FIREWALL P T
P TM F1
TO COWL R.H.
TO STARTER FLOW TO AIR CONDITIONING
ANTI-ICE ECS SYSTEM
CONTROL
HPSOV PACK2
P P T
OZONE (CABIN)
CONVERTER
HP BLEED PRECOOLER
P
NAPRSOV P
LP BLEED
P
FAV TM
TM SAIV
F1
FAN BLEED
P TM
P WING ANTI-ICE
RAM AIR
T T T
OVBD.

190
Cross bleed management
The pneumatic system provides cross bleed management including:
• cross bleed engine starting capability

• operation of both ECS packs and
• operation of slat anti-ice systems during either single engine or
APU operation
An APU bleed valve and an APU check valve allows for APU bleed supply
to enter the bleed manifold, which is shut-off and closed by engine bleed
pressure when APU is not running.
A high pressure ground connect check valve allows HP, ground cart supply
to enter the bleed manifold, and is closed by engine bleed pressure when a
ground cart is not in use.

Figure 2: Cross bleed management
LEFT RIGHT
ENGINE ENGINE
LP HP HP LP

AIR COND/PNEUMATIC
FAN AIR FAN AIR
VALVE VALVE
APU BLEED VALVE
PRECOOLER PRECOOLER
APU
HP GROUND
CONNECTION
ENGINE ENGINE
STARTER STARTER
X BLEED
P T P P T P
RAM AIR RAM AIR

MIXER
LEGENDS:
P PRESSURE SENSOR

COCKPIT
CABIN CABIN

190
Cross bleed valve Cross bleed valve operation
The cross bleed isolation valve is driven by a pneumatic actuator, and con- The cross bleed valve will OPEN under the following conditions:
trolled by a servo pressure signal provided by the torque motor.
• Left supply enabled, right demand, no right hand source,
Duct pressure is ported directly to the piston of the actuator from either up- • or, left supply enabled, right engine at start,
stream or downstream of the butterfly disc, through a ball selector valve that • or, right supply enabled, left demand, no left source,
transmits the higher pressure, and through a filter to the torque motor.
• or, right supply enabled, left engine at start.
The supply pressure force, along with the actuator spring force, provides the
closing force for the butterfly disc. The opening force is provided by servo Left supply enabled, if:
pressure acting on the larger servo piston. With servo pressure low, the
valve is closed. As servo pressure increases, the valve opens. • bleed switch is in AUTO, and,
• left manifold pressure is more than 20 psi, and,
A closed valve position switch provides position indication for Built-In-Test • no leak on either side, and,
(BIT) purposes, indicating a fully closed or modulating valve. The cross
bleed valve is fail safe closed, but can be locked in open position. • right NAPRSOV mode “CLOSED”, and,
• right flow command is valid.
Right supply enabled, if:
• switch is in AUTO, and,

• right bleed available, and,
• left flow command valid, and,
• left NAPRSOV mode “CLOSED”, and,
• no leak on either side.

Figure 3: Cross bleed valve operation
Closed AUTO/ Open

AIRCOND / PNEUMATIC AIRCOND / PNEUMATIC
B
PAX PAX
CKPT RECIRC C ABIN CKPT RECIRC C ABIN
C H C H C H C H
ATTND ATTND
PACK 1 P ACK 2 PACK 1 P ACK 2
XBLEED XBLEED
WING 1 WING 2 WING 1 WING 2

START 1 GND START 2 START 1 GND START 2
CONN CONN
BLEED 1 APU BLEED BLEED 2 BLEED 1 APU BLEED BLEED 2
Torque motor
Spring force
Supply pressure Butterfly disc

190
Engine start
Left supply is enabled for right hand engine start, if:
• switch is AUTO and left engine bleed available, or

• left manifold pressure is higher than 45 psi, and
• right engine status at “START”, and
• right hand NAPRSOV mode “CLOSED”.
Right supply is enabled for left hand engine start, if:
• switch is in AUTO, and,

• right hand bleed is available, and,
• left engine status “START”,and,
• left NAPRSOV mode is “CLOSED”
Cross bleed valve opening inhibited, if:
• left HPSOV OPEN and right hand manifold pressure is higher than
left hand manifold pressure,or,
• right HPSOV OPEN and left hand manifold pressure is higher than
right hand manifold pressure.

Figure 4: Engine start
Left Engine Start Right Engine Start Left Engine Start Right Engine Start
Right Engine Running Left Engine Running APU APU
Engine Engine Engine Engine

Start Start Start Start
Close Flow Control Close Flow Control Close Flow Control Close Flow Control
Valves Valves Valves Valves
Close Left HPSOV Close Right HPSOV and Close Left HPSOV Close Right HPSOV and
Right NAPRSOV
and Left NAPRSOV and Left NAPRSOV Right NAPRSOV
Set APU bleed request Set APU bleed request Set APU bleed request Set APU bleed request
to FALSE and modulate to FALSE and modulate to TRUE to TRUE
right manifold pressure left manifold pressure to
to support engine start support engine start
Command Bleed
Command Bleed Isolation Valve open
Command Bleed
Isolation Valve open
Isolation Valve open

190
36-13 HP ground connection Operation
The HP check valve is normally closed. It only opens when the ground cart
The HP ground connection has an internal check valve which contains a nip- is connected to the HP ground connection and is activated.
ple type fitting which accepts the ground cart mating connection. The HP With the check valve open, the air from the HP ground cart enters into the
ground connection is located on the lower right of the fairing area of the air- bleed distribution line. When the HP ground cart is not in use, the check
craft. valve is closed preventing air in the distribution system from exiting through
The HP ground connection ducting conducts the external air supply to the the ground cart connection.
left and right bleed and distribution systems. The HP ground connection status, displayed on the ECS (Environmental
Control System) synoptic display screen, is indicated as follows:
HP ground connection check valve • The HP ground connection should be declared ACTIVE when ALL of the
following are true, else it should be declared INACTIVE:
– Right bleed source is not at ENGINE operation mode
The high-pressure ground connection check valve is a 3 in diameter dual – Left bleed source is not at APU operation mode
flapper-type check valve. Two check valve flappers are aligned on a single
hinge pin. The check valve inlet contains a disconnect flange which is used – Right manifold pressure indicates there is sufficient pressure to oper-
to connect high pressure bleed supply duct to the aircraft HP supply inlet. ate the packs.
HP ground connection
The HP ground connection is provided for the connection to a ground cart

air supply.

Figure 1: HP ground connection
ZONE
191
191 BL
B A
HP GROUND
CONNECTION NIPLE
B
HP GROUND
CART (PNEUMATIC
START UNIT)

190
36-15 Water tank pressurization Operation
Introduction Pressurization is accomplished automatically with air bled from the engines
or APU. The bleed air is filtered and regulated to the system operating pres-
sure of 36 to 41 psig.
The aircraft is equipped with a potable water tank that supplies water to wa- If the aircraft is on the ground and the engines or the APU are not in opera-
ter heaters and lavatory faucets, as well as to water spigots and coffee mak- tion, or if the bleed air pressure is below the optimal range during flight, the
ers in the galleys. pressure switch mounted on the potable water tank activates an air com-
pressor to achieve the required water system pressure.
General description
Pressurization of the potable water tank is accomplished by the bleed sys-

tem either using the APU (Auxiliary Power Unit) or the engine bleed source.
Essentially, the potable water system is of the non flow type, since it oper-
ates in transient regime and uses airflow only when water from the potable
water tank is in use.
A pressurization line, parallel to the APU bleed line, extends from the engine
bleed line to the air manifold, from where it reaches the potable water tank.
The air manifold regulates the internal pressure of the potable water tank.
The pressurization line has a 1.5 mm restrictor orifice that limits the airflow
in case of rupture at any point along its length. The pressurization line rout-
ing runs clear of critical equipment and wiring to prevent damage to these
components if a leak or a break in the line should occur.
Components
The pressurization line is made up of stainless steel tubing from the bleed
line to the vapour barrier. The stainless steel tubing has a wall thickness of
0.016 in. From the vapour barrier to the air manifold, the pressurization line
is made up of 6061 T6 aluminium tubing with a wall thickness of 0.035 in.

Figure 1: Water tank pressurization
ZONES C D
141/142
147/148
WING STUB (REF.)

B
B FITTING
A
ZONES FITTING
151 BONDING
152 JUMPER
FITTING
TUBE
TUBE BONDING
FITTING TUBE FITTING JUMPER
TUBE TUBE
FITTING
TUBE
TUBE TUBE
FITTING
FITTING BONDING
FITTING
JUMPER
BONDING
TUBE JUMPER
TUBE
AIR MANIFOLD TUBE
C (REF.) D
FITTING
J
BLEED DUCT (REF.) STRUCTURE (REF.)
WATER TANK PRESSURIZATION -

190
36-11 Engine pneumatic bleed system

Introduction
The engine bleed air control components provide bleed flow selection be-
tween the compressor 9th stage and compressor 5th stage engine bleed
ports.
The compressor 5th stage air pressure is insufficient at lower engine power
settings and compressor 9th stage air pressure is too high at higher engine
power settings.
The components installed into the engine bleed system are:

• high pressure shut-off valve,
• the nacelle pressure shut-off valve,
• the low stage bleed check valve,
• the torque motor controller,
• the precooler,
• the fan air valve
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 36-11 Page 1
Figure 1: Engine bleed air sytem - Block Diagram
T T T
P TM
FAN BLEED
P
WING ANTI-ICE
F1
TM
FAV TM SAIV RAM AIR
P
LP BLEED OVBD.
NAPRSOV P P
HP BLEED PRECOOLER
P P
HPSOV OZONE
TO COWL CONVERTER
TO STARTER
ANTI-ICE
L.H.
TO WATER ECS
SUPPLY TO AIR CONDITIONING
PACK1
APU SYSTEM
P (FLIGHT DECK)
BLEED T
P TM F1
FIREWALL
CROSS FLOW
F1 M F1
BLEED TM
CONTROL
P
VALVE
RAM
HP GROUND AIR
LP GROUND
CONNECTION CONNECT
FIREWALL P T
P TM F1
TO COWL R.H.
TO STARTER FLOW TO AIR CONDITIONING
ANTI-ICE ECS SYSTEM
CONTROL
HPSOV PACK2
P P T
OZONE (CABIN)
CONVERTER
HP BLEED PRECOOLER
P
NAPRSOV P
LP BLEED
P
FAV TM
TM SAIV
F1
FAN BLEED
P TM
P WING ANTI-ICE
RAM AIR
T T T
OVBD.
Issue: Sept FOR TRAINING ONLY - Reproduction Prohibited Chapter 36-11 Page 2
190
Bleed ducts
The bleed lines have anti-flailing devices at necessary points.They are used
The bleed air lines include the HP ducting which is necessary for distribution to prevent damage to other aircraft parts and systems in case of a duct burst
of engine and APU bleed air to the air conditioning packs and anti-ice sys- or a disconnection event.
tems.
An ODS (Overheat Detection System) is installed along the bleed lines to
detect bleed air leakage.
The bleed lines include :
• Engine bleed lines,
• APU bleed lines,
• Engine mounted ducting,
• HP ground connection ducting,
• Water-tank pressurization line
All bleed lines have protective devices that:
• Absorb the relative movement between the engine and airframe,

• Absorb vibrations loads,
• Allow for thermal and pressure expansions.
These devices are incorporated in the bleed lines and are of the following
types:
• Ball-joints,
• Structural supports, and
• Flexible joints.
All pneumatic lines are thermally insulated.The thermal insulation protects

sensitive parts of the aircraft (structure and electrical/electronic equipment)
downstream of the precooler.
The bleed lines have thermal insulation blankets to:

• Reduce heat transmissions through duct surface, and
• Reduce the duct surface touch temperature.
Figure 2: Bleed ducts
NAPRSOV
HPRSOV
LP CHECK
190
Fan Air Valve and Precooler Fan Air Valve
The Fan Air Valve on the Emb 190 is located in the nacelle, attached to the
Precooler Components front face of the precooler.The valve receives air from the fan air
scoop.There is no other source of cold air for the precooler, like on the Emb
170 (ram air inlet and check valve).
The precooler is an air to air heat exchanger that cools the bleed air from the
engine by transferring heat from the bleed air to the outside, cooler air from The FAV is a 4.5-inch diameter butterfly valve powered by a half-area pneu-
the engine fan circuit. matic actuator in order to modulate the cold side airflow across the primary
On the Emb 190, the precooler is installed in the nacelle, attached to the low- heat exchanger.It consists of machined 300 series stainless steel valve
er spar of the pylon.All inlet ducts to the precooler are connecting from the housing and a 17-7 butterfly disc.The disc is supported in a groove, ma-
engine core zone, unlike the outlet ducts from the precooler, all located in chined in the center of a 15-5 steel butterfly shaft and the actuator housing
the pylon. is made of aluminium alloy AMS4162.In addition, the harness and electrical
This new location also means engine bleed ducts, precooler inlet and outlet connector are longer compared to the valve used in the Emb 170-100 in or-
ducts have a different configuration, with better access to the related com- der to facilitate the installation and maintenance actions.
ponents.
On the Emb 170, the torque motor controller is located just in front of the pre-
cooler, on the 190, the torque motor controller position is more forward, the
unit is located in front of the starter ducting in the pylon.
The precooler is of plate and fin type construction, single pass cross flow de-
sign.It is made of Inconel 718 and 625 materials except that the cold side
fins are made from Nickel 201 and the hot layer fins are made from 18-2
stainless steel.
Figure 3: Fan Air Valve, Precooler
Cross-Bleed PRECOOLER PRECOOLER I/F
PYLON
PRSOV
FAV Precooler To Wing
FAN AIR A/I CHECK
TAIV INLET VALVE
Starter Muscle Line PRSOV HP VALVE
Valve
Check HPV
Press. STARTER INLET
Valve
Xducer TAI DUCT
5th
DUCT SUPPORT
Stage Port LINKS
9th Stage
Ports 9TH STAGE BLEED
TAIV
INLET BBS TAI DUCT OFFTAKE 5TH STAGE BLEED
Precooler
Fan Air Valve(FAV)
190
Pylon Seals
• Nacelle Firewall Seal

• Pylon Segregation Wall Seal
The nacelle upper seal and pylon segregation wall seal is a liquid and vapor
barrier seal made by silicone impregnated fiberglass with one fluor-silicone
ply in the internal surface.It is installed on the nacelle firewall and it is also
flexible to accommodate axial and radial offsets.
Figure 4: Pylon Seals
To Starter
Pylon Segregation Wall
Nacelle Firewall
To Wing
190
Bleed Pressure Control
The actuator assembly consists of a cast 15-5PH steel actuator housing and
The bleed pressure control is achieved using the components that follows: 15-5PH cast servo piston cover.A carbon piston ring and Vespel SP-21 rider
ring combination provides sealing and load bearing capability on both the
• High-stage bleed valve, supply valve and the servo side of the actuator.The supply side is smaller
• Low-stage bleed check valve, than the servo side.A connecting link translates the axial motion of the piston
into rotational motion of the butterfly shaft.
• NAPRSOV,
• Dual torque motor controller,
The high-stage bleed valve has an internal and removable 40 micron filter.
• Manifold pressure sensor.
The high-stage bleed valve is identical to, and interchangeable with , the
NAPRSOV.
High-Stage Bleed Valve
The high-stage bleed valve is a 3.0 in diameter butterfly valve, springloaded Low-Stage Bleed Check Valve
closed, powered by a third-area pneumatic actuator.
The low-stage bleed check valve is a 3.0 in diameter dual flapper, spring-
The high-stage bleed valve consists of two main assemblies: less, duct-mounted check valve.Frame and flappers are made from In-
conel.The flappers are hinged in the center of the check valve frame with a
• A butterfly valve assembly; and hinge pin.
• A third-area pneumatic actuator assembly.
The butterfly valve assembly consists of a 3.0 in diameter, cast Inconel 718
valve housing and a butterfly disc.A groove in the butterfly disc supports a
butterfly seal ring made from “S” Monel.The ring is dry film lubricated and
rides against a chrome carbide plasma sprayed valve housing bore to en-
sure long life, low friction operation.The disc is supported by a machined In-
conel 718 butterfly shaft.A pair of carbon bushings are used to support the
valve shaft.The disc and shaft are pinned together by a hardened, corrosion
resistant steel tapered pin to eliminate backlash.
Figure 5: Bleed pressure control
300
HP Pressure
(Typical)
250
PRSOV Regulating
Bleed Pressure (PSIG)

HPSOV Regulating
200 (HPSOV Closed)
Mix
(PRSOV Full Open) HPSOV High Power Close (FADEC)
150 LP Pressure
(Typical)
100
50
Regulated Manifold Pressure
The valve is fail-safe closed, and can be
mechanically locked in the open position. 0
GIDLE FIDLE NTO
MANUAL WRENCH MANUAL WRENCH

& LOCK ARM & LOCK ARM
TO FILTER FROM TO FILTER FROM

SERVO SERVO SERVO SERVO
CLOSE CLOSE
CONTROL CONTROL CONTROL CONTROL
P AMB P AMB
FLOW FLOW
3.0 DIA DUCT 3.0 DIA DUCT
190
Nacelle Pressure Regulating Shutoff Valve Torque Motor Controller
The NAPRSOV is a 3.0 in diameter butterfly valve, spring loaded to close, The torque motor controller is a dual torque motor-pneumatic servo valve
powered by a third-area pneumatic actuator. assembly.It is remotely mounted in pylon with pneumatic pressure lines rout-
ed to the high-stage bleed valve and NAPRSOV.
The NAPRSOV consists of two main assemblies:
The controller set consists of two torque motors assembled on a common
• A butterfly valve assembly; and housing, and with four pneumatic line connections, as follows:
• A third-area pneumatic actuator assembly.
• Supply pressure line from high-stage bleed valve,
• Supply pressure from NAPRSOV,
The butterfly valve assembly consists of a 3.0 in diameter, cast Inconel 718
valve housing and butterfly disc.A groove in the butterfly disc supports a but- • Servo pressure line to high-stage bleed valve,
terfly seal ring made from “S” Monel.The ring is dry film lubricated and rides • Servo pressure line to NAPRSOV.
against a chrome carbide plasma sprayed valve housing bore to ensure long
life, low friction operation.The disc is supported by a machined Inconel 718
butterfly shaft.A pair of carbon bushings are used to support the valve The controller set has a single electrical connector.
shaft.The disc and shaft are pinned together by a hardened, corrosion re-
sistant steel tapered pin to eliminate backlash. Thedual torque motor controller contains two separate removable supply fil-
ters which are an integral part of the fitting assembly.These filters are in-
stalled in the supply pressure lines.The filters assembly are different part
numbers, and have different fitting configurations to avoid incorrect assem-
bly of the servo lines.
Figure 6: Dual motor controller
A
ZONE
419
A
SUPPLY PRESSURE
ZONE LINE FROM HIGH-STAGE SERVO PRESSURE
429 BLEED VALVE LINE TO HIGH-STAGE
BLEED VALVE
A
SUPPLY PRESSURE
LINE FROM NAPRSOV
VENT
PORT
ELECTRICAL
CONNECTOR
SERVO PRESSURE
LINE TO NAPRSOV BASE
DUAL TORQUE MOTOR
190
Manifold Pressure Sensor
The manifold pressure sensor is used for condition monitoring and closed
loop control of regulating valves.The AMS controller receives electronic
feedback from the pressure sensor and modulates the bleed valves through
torque motor current.AMS controller has dual channel redundancy for left
and right AMS controllers.
The sensor is hermetically sealed and has a supply pressure port, an inter-
nal pressure transducer, and an electrical output connector.With a 28 V ex-
citation voltage (applied to pins 1 and 2), the sensor gives an output voltage
signal of 0-9 V linear over the 0-200 psia (0-1378 kPa) range.
Figure 7: Manifold Pressure Sensor
A
ZONE
515
B
A
ZONE
615
A
BLEED PRESSURE
SENSOR
190
Bleed over pressure switch
The bleed over pressure switch provides an electronic relay signal to close
the high stage bleed valve and NAPRSOV (Nacelle Pressure Regulating
Shut Off Valve) whenever manifold pressure exceeds 100 psig.
The switch senses pressure and provides a switching function at its set
point.It is actuated by completing an electrical circuit when the input pres-
sure increases to 100 psig.It is deactivated by breaking the electrical circuit
when the input pressure decreases to 93 psig.
The bleed over pressure switch is a single pole, double-throw pressure-ac-

tuated switch used to monitor bleed manifold duct pressures.
The switch is of the snap-action type and consists of an input pressure port,
an internal pressure transducer, and an electrical output connector.It pro-
vides pressure indication without drift of calibration under extreme shock, vi-
bration and other severe environmental conditions.
The over pressure switch is a rugged unit with corrosion resistant steel
welved body with a pressure sensing disk spring.It is the disk spring that pro-
vides the snap action.Hermetic sealing protects against the harmful effects
of moisture, sand and dirt.
Figure 8: Bleed overpressure switch
ZONE
191
A
B
BLEED
DUCT (REF.) A
BLEED OVERPRESSURE
SWITCH
DAMPER B
190
Pressure regulating
5 5
9 9
HP PRESSURE REGULATING LP PRESSURE REGULATING

LP PRESSURE < REFERENCE LP PRESSURE > REFERENCE
MANIFOLD PRSOV FULL OPEN H.P. BLEED VALVE FULL CLOSED
HP BLEED VALVE MODULATING MANIFOLD PRSOV MODULATING
Figure 9: Slat Anti-ice pressure and temperature regulating
5 5
9 9
SAI TEMP REGULATING HP LOW- PRESSURE REGULATING

LP PRESSURE > REFERENCE HP PRESSURE < REFERENCE
SLAT ANTI ICE SYSTEM ON H.P. BLEED VALVE FULL OPEN
L.P. TEMP BELOW 450 DEG F MANIFOLD PRSOV FULL OPEN
HP BLEED VALVE MIXING HP BLEED
WITH L.P. PRESSURE TO ACHIEVE SAI
TEMP
190
Bleed Temperature Control
The system components on the Emb 190 are the following:
• Bleed ducts
• Fan Air Valve
• Precooler
• Temperature sensor
• AMS Controller
Normal operation starts with the Fan Air Valve in the closed position, this is
ensured by the AMS controller and by the layout of the ducts, where any
pressure towards the starter will close the Fan Air Valve.Valve closed the
system will provide the highest possible temperatures toward the pneumatic
system providing the necessary thermal energy for system operation.As en-
gine bleed temperature is rising after start and after selecting high power,
the modulation of the Fan Air Valve will be required.Continuous temperature
sensing provided by the sensor installed in the ducts after the precooler
The sensor signal sent to the AMS controller, the controller will modulate the
Fan Air Valve torque motor current to change the valve position, according
to the pneumatic, air conditioning and anti-icing system requests.
In normal operation, the system provides precooler outlet air at 400°F
(204°C) under normal operating conditions, 450°F (232°C) during single en-
gine anti-ice, and 500°F (260°C) air for less than 2 minutes under failure
conditions.
Figure 10: Bleed Temperature Control
Bleed Temperature Control

Precooler is inconel air to
air heat exchanger which transfers
heat from the hot bleed air to fan air.
FAV is used to control the
flow of cold fan air across the precooler.
Manifold temperature sensor (item 6) provides electronic

feedback to the AMS controller for condition monitoring and
closed loop control of FAV (item 139).
AMS Controller receives electronic feedback from the

manifold temperature sensor and modulates the FAV
torque motor current.
190
Manifold Temperature Sensor
The manifold temperature sensor provides electronic feedback to the AMS

controller for condition monitoring and closed loop control of the fan air mod-
ulating valve.
The manifold temperature sensor is a dual element RTD (Resistance Tem-

perature Device) type sensor.It contains a platinum temperature sensing el-
ement which is housed in a steel probe shield.The electrical resistance of
this temperature sensor increases as temperature increases.The changes
in resistance results in voltage changes across the sensor.The AMS control-
ler determines the bleed manifold temperature by monitoring these voltage
changes.
Figure 11: Bleed sensors
A
ZONE
515 D
A C A
ZONE
615
AIR COND / PNEUMATIC
RECIRC PAX
CKPT CABIN
C H C H
ATTND
PACK 1 PACK 2
BLEED
PRESSURE BLEED
SENSOR TEMPERATURE
SENSOR XBLEED
WING 1 WING 2
START 1 GND START 2
CONN
BLEED 1 BLEED APU BLEED 2
D C
AIR COND/PNEUMATIC PANEL
190
Operation
to maintain downstream manifold pressure.When LP air rises above the de-
The engine bleed air control components provide bleed flow selection be- sired manifold pressure, the high-stage bleed valve will regulate closed and
tween the compressor 9th stage and the compressor 5th stage engine bleed the NAPRSOV begins to regulate LP air to maintain the desired manifold
ports and regulate the bleed pressure prior to delivery to the pneumatic sys- pressure of 45 psig.However, when wing anti-ice is active, the high-stage
tem bleed air manifold.Bleed pressures from the low-stage engine supply bleed valve will be regulated open as needed to maintain a minimum mani-
port (5th stage) is insufficient at lower engine power settings.Bleed pres- fold temperature of 231°C (448°F).In this switchover region where LP suppy
sures from the high-stage engine bleed port (9th stage) is too high at higer pressure is insufficient to meet the desired manifold pressure or additional
engine power settings.One function of the engine bleed system is to alter- temperature is required for anti-ice operation, bleed flow is supplied by a
nately select between low-pressure and high-pressure bleed supply sourc- mixture of HP and LP air sources.Note that the high-stage bleed valve is al-
es.This is necessary to maintain adequate and safe bleed supply pressure ways closed when the “HPSOV (High Pressure Shut-Off Valve) High Power
at all engine operating conditions. Close” signal is received from the FADEC (Full-Authority Digital Engine-
Control).
The pneumatic system control functions are effectively integrated with anti-
ice and air conditioning functions through the AMS controller. The high-stage bleed valve, in conjunction with the remotely-mounted
torque motor controller, regulates the high-stage air supply to the bleed sys-
The high-pressure bleed valve and NAPRSOV are installed in the engine tem.
nacelle and work in conjunction with a pneumatic torque motor controller po-
sitioned in the pylon.The LP check valve is also located in the nacelle and is When the high-stage bleed valve is selected, the regulation set point of the
mounted integrally on the LP ducting. NAPRSOV is set at, approximately, 5 psig higher to allow for “soft” switching
between the high and low stage bleed port.In either case, the valve position
The engine bleed system is supplied by a low-stage engine supply port (5th is controlled by a pneumatic servo signal received from the appropriate con-
stage) and a high-stage engine supply port (9th stage).The gage pressure troller.
sensor is located in the bleed ducting aft of the firewall.The bleed air pres-
sure is controlled to 45 psig under usual operating conditions.The AMS con-
troller continuously monitors engine bleed pressures and switches from low-
stage engine supply to engine high-stage supply when low-stage bleed sup-
ply pressures fall below 45 psig.
The HP and LP stage switching control is based on a “soft switching” logic

which uses the high-pressure bleed valve as a pressure regulator instead of
an ON/OFF valve.The control logic regulates HP air supply to a scheduled
45 psig manifold pressure required for the downstream users.As HP and LP
supply pressures rise, the high stage bleed valve regulates towards closed
Figure 12: Bleed system control schematic
AMS CONTROLLER
LEFT AMS RIGHT AMS
POWER DC ESS1 POWER DC ESS2
DUAL TORQUE
MOTOR CONTROLLER
TO RIGHT
TM AMS
TM
P TM TO SLAT LEGENDS:
ANTI-ICE
CHECK VALVE
FAN AIR
BUTTERFLY
FAN AIR
VALVE
VALVE
LOW-STAGE WING
TM T DUAL ELEMENT
TEMP SENSOR
BLEED VALVE ANTI-ICE P
PRSOV P PRESSURE
SENSOR
LP 5th STG
P
PRESSURE
SWITCH
PNEUMATIC
P
SUPPLY
MANIFOLD MANIFOLD
TO COWL PRESSURE PRESSURE PRECOOLER
ANTI-ICE
NAPRSOV P SENSOR P SWITCH
TORQUE
TO LEFT TM
HP 9th STG MOTOR
A/C PACK
HIGH-STAGE
P BLEED VALVE
P T
PRECOOLER
MANIFOLD
TEMPERATURE
TO SENSOR
STARTER
OVERBOARD
NOTE:
LEFT SYSTEM SHOWED. RIGHT SYSTEM IS IDENTICAL
190
The AMS controller receives electronic feedback from the manifold pressure The manifold temperature is controlled to 204°C (400°F) under usual oper-
sensor to determine actual pressures exiting the right and left engine bleed ating conditions and the manifold temperature is controlled to 231°C (448°F)
systems.The AMS will then send a torque motor current command to the when slat anti-ice flow is required.
electronic torque motor controller to modulate the bleed regulating valves to
obtain the desired bleed pressure.
The engine bleed air is cooled in the precooler using cold fan air to remove
the heat.During low ambient flow conditions such as ground operation, fan
air is used for precooler cooling air flow.
The temperature of the bleed air exiting precooler is controlled by adjusting

the amount of cold fan air flowing across the precooler using a modulating
valve.
The fan air modulating valve is a pneumatic actuator butterfly valve electron-
ically controlled by a torque motor.Increasing torque motor current will cause
the valve to close.The butterfly valve has a disc and shaft set installed in the
valve housing.The valve shaft is connected to the actuator by a crank and
linkage.The valve is springloaded closed.
For ECS (Environmental Control System) operation only, the manifold tem-
perature control uses the temperatures sensed at the manifold temperature
sensor as reference.When slat anti-ice operation is enabled with ECS oper-
ation, the holter temperature sensed at the manifold temperature sensor
provides the bleed temperature control.
The AMS controller receives electronic feedback from the temperature sen-
sor to determine actual temperature exiting the right and left engine bleed
systems.
The AMS controller will then send a torque motor current command to the
fan air modulating valve which regulates the flow of cold fan air across the
cold circuit precooler.
Figure 13: Diagram
ZONES
419 D
ZONE
191 515 C
B A F
B
A E
RECIRC PAX
CABIN
PRESSURE SENSOR
C H C H
ATTND
PACK 1 PACK 2
C
XBLEED
WING 1 WING 2
PRESSURE SWITCH DUAL TORQUE MOTOR TEMPERATURE SENSOR START 1 GND

CONN
START 2
BLEED 1 BLEED APU BLEED 2 FWD AVIONICS COMPT
F E D
SPDA 1
(SSM 24-61-80)
MID AVIONICS COMPT

SPDA 2
(SSM 24-61-80)
AMS CONTROLLER
WING-TO-FUSELAGE
LEFT PYLON LEFT WING LEFT WING LEFT PACK FAIRING
TORQUE MOTOR BLEED TEMP BLEED OVERPRESSURE CROSS BLEED
CONTROLLER SENSOR SWITCH VALVE
BLEED
PRESS SENSOR
NAPRSOV HPRSOV
(SDS 36-11) (SDS 36-11) (SDS 36-11) (SDS 36-14) (SDS 36-14) (SDS 36-14) (SDS 36-10)
(MPP 36-11-06) (MPP 36-11-03) (MPP 36-11-01) (MPP 36-14-02) (MPP 36-14-03) (MPP 36-14-01) (MPP 36-10-01)
190
36-12 APU pneumatic bleed system

Introduction
The APU supplies air to the aircraft pneumatic system, which is used for air
conditioning, cabin pressurization, and main engine starting.
The APU bleed air is connected to the left hand manifold, and can supply
both packs. The APU flow is controlled via the APU bleed valve and by the
two pack Flow Control Valves (FCVs).
The flow schedule is determined as a function of:
• ambient temperature,
• zone reference and
• actual zone temperature and pressure.
There is an override control loop in the AMS that responds to the APU Ex-
haust Gas Temperature (EGT) signal from the APU FADEC.
Figure 1: APU pneumatic bleed system
CLOSED/LEAK
AIRCOND / PNEUMATIC
PAX
CKPT RECIRC C ABIN
C H C H
ATTND
PACK 1 P ACK 2
XBLEED
WING 1 WING 2
A START 1 GND START 2
B CONN
BLEED 1 APU BLEED BLEED 2
OPEN
AFT AVIONICS COMPT
RECIRC PAX
A
CABIN
APU
C H C H
(AUXILIARY POWER UNIT)
ATTND AFT AVIONICS COMPT
PACK 1 PACK 2 (SSM 49-00-80)
A
APU FADEC
XBLEED
(SSM 49-61-80)
WING 1
START 1 GND
WING 2
START 2 APU COMPT
CONN
BLEED 1 BLEED APU BLEED 2

APU BLEED
SHUTOFF VALVE
(SDS 36-12) AUTO

(MPP 36-12-01)
B
AVIONICS COMPT MID AVIONICS COMPT AIRCOND / PNEUMATIC
PAX
CKPT RECIRC C ABIN
B SPDA 1 SPDA 2
(SSM 24-51-80) (SSM 24-51-80) C H C H
ATTND
PACK 1 P ACK 2
ASCB
XBLEED
WING 1 WING 2
START 1 GND START 2
CONN
190
The APU bleed request • No APU bleed duct leak

• Left bleed system NOT enabled
• A/I system NOT requested ON OR (A/I system requested ON AND
The APU Bleed Request is controlled by the AMS to command APU FADEC A/I system is failed)
to open the APU Bleed valve. The APU Bleed is commanded on if:
• APU NOT requested CLOSED for main engine start
• Control panel APU Switch is ON
• AND the APU Ready To Bleed (RTB) signal is TRUE
• AND No left bleed duct leak APU Bleed Request Transition Constraints: Transition of the APU Bleed Re-
quest from CLOSED to OPEN will be inhibited if any of the following condi-
• AND Left bleed system is NOT enabled tions are true:
• AND Left flow demand is true • APU bleed aie is being used for ECS and Altitude is greater than
• OR Right flow demand is true AND right bleed system is NOT ena- 15,000 feet.
bled • APU bleed air is being used for main engine start and Altitude is
• OR Right engine status is START greater than 26,000 feet.
• OR Left engine status is START
Transition of the APU Bleed Request from Closed to Open will be inhibited
if any of the following conditions are true:
• Left HPSOV is open

• OR Right HPSOV is open AND cross-bleed valve is open
APU Bleed Valve Enable Logic

The APU Bleed Request will be determined by the AMS controller then sent
via ARINC 429 to the SPDA which in turn will communicate with the APU
FADEC to command the APU Bleed valve.
The APU Bleed Request will be set to true if all of the following conditions
are true, subject to state transition constraints; else, the APU Bleed Request
will be set to false.
• Control Panel APU Switch is AUTO (if the ARINC input is invalid,
assume it is set to AUTO)
• The APU Ready To Load (RTL) signal is TRUE
• No left bleed duct leak
Figure 2: APU Bleed Request
NO LEFT BLEED DUCT LEAK
APU READY TO BLEED SIGNAL=TRUE
NO APU BLEED DUCT LEAK
LEFT ENGINE BLEED OFF
H.P. PRESSURE BELOW ENGINE OPEN APU

START REQUIREMENT S AND RIGHT GROUND OPS BLEED VALVE
ENGINE STATUS IS START
AUTO
H.P. PRESSURE BELOW ECS
GROUND OPS
REQUIREMENT S
APU FADEC
ALT ITUDE < 15,000 FTFOR ECS

ALL TRUE ALT ITUDE < 26,000 ENGINE START REQUEST APU
TOTAL APU FLOW < 200PPM
SPDA BLEED
APU BLEED REQUEST
190
APU bleed shut-off valve
The APU bleed system contains an APU bleed shut-off valve, and an APU
bleed check valve. The APU check valve allows APU bleed supply to enter
the bleed manifold and is closed by engine bleed pressure when the APU is
not running.
The ON/OFF bleed valve is a 4-inch diameter, pneumatically actuated, so-

lenoid operated, on/off butterfly valve. Positive indication of the valve in the
open position is provided to the crew through an EICAS message.
When bleed air is requested and upstream pneumatic pressure is available,

the solenoid is actuated which allows filtered high-pressure upstream air to
fill the actuator cavity. Force acting on the piston which is linked to the but-
terfly plate, moves the valve to the open position. When the valve is com-
manded closed, the solenoid is closed, allowing the piston cavity pressure
to vent to ambient and the spring-loaded piston moves the butterfly valve to
the closed position.
APU bleed check valve
The APU bleed check valve is a 3.5 inch diameter dual flapper check valve
which is mounted in the APU bleed supply duct. Two check valve flappers
are aligned on a single hinge pin. The valve is spring loaded closed by a wire
coil spring mounted on the outlet side of the valve.
Figure 3: APU bleed shut off valve and APU bleed check valve
APU BLEED CHECK-VALVE
190
Operation
To activate the APU pneumatic bleed system, the BLEED APU switch can
be set to AUTO or OFF.
When set to OFF - manual override mode:
• APU bleed system is continuously OFF.
• On the AIR COND/PNEUMATIC control panel, the BLEED APU switch is

illuminated (a white colored striped bar comes into view).
When set to AUTO - APU bleed system is enabled:
• APU bleed activation will be subjected to normal system control laws:
– The APU bleed request is determined by the AMS (Air Management

System) controller.
– The AMS controller communicates with the FADEC (Full-Authority

Digital Engine-Control) (through the SPDA (Secondary Power Distri-
bution Assembly)) to open the APU bleed valve when exists demand.
• On the AIR COND/PNEUMATIC control panel, the BLEED APU switch

will be dark.
Figure 4: Operation

RECIRC PAX
CKPT CABIN
C H C H B
ATTND AFT AVIONICS COMPT
PACK 1 PACK 2
C
XBLEED
APU
(AUXILIARY POWER UNIT)
WING 1
START 1 GND
CONN
WING 2
START 2 B (SSM 49-00-80)
BLEED 1 BLEED APU BLEED 2 C
AFT AVIONICS COMPT
APU FADEC
A (SSM 49-60-80)
OVERHEAD PANEL APU COMPT
AIR COND/PNEUM PANEL APU BLEED SOV (SDS 36-12)

(SDS 36-14) (MPP 36-12-01)
(MPP 31-17-04)
BLEED APU SOLENOID
WM 33-12-53
SW1
SW2
A C
FWD MID
AVIONICS COMPT AVIONICS COMPT
DC POWER
DISCRETE
MODULE
IN/OUT MODULE
(SLOT 5)
(SLOT 11)
DC ESS BUS 2
SPDA 1 REAR PLATE SPDA 2 REAR PLATE

(SSM 24-61-80) (SSM 24-61-80)
TO PACKS
ASCB
LEAK
DET EC TE DI LUMINAT ED OF F ILLUMINAT ED
(AMBE R) (WHIT E) O ND ARK
w-ssm1799
B LE E DAPU B LE E DAPU B LE E DAPU
B LE E DA P U C ONTR OL S WITC H B LE E DA P U C ONTR OL S WITC H B LE E DA P U C ONTR OL S WITC H
190
36-14 Pneumatic control system

Introduction
When a bleed system is enabled, the commands to the HPSOV and NAPR- And one of the following conditions is true:
SOV are based on the corresponding valve mode and control laws integrat-
ed in the AMS controller modules.When a bleed system is disabled, the • Right flow demand is true
HPSOV and NAPRSOV are commanded closed.
• Left flow demand is true, the left engine bleed source is not ena-
bled, the APU is not enabled and the left engine is not in start
The left bleed system is enabled if all of the following conditions are true: • Left engine status is START
• Left engine bleed is available

An engine bleed source (left or right) is available if all of the following condi-
• Left Bleed Switch is ON tions are true:
• Left bleed system has NOT detected an over temperature (internal
or external to the duct) or over pressure condition. • Corresponding control panel bleed switch ON
• Corresponding engine status is ready to bleed
Left manifold pressure sensor is valid and one of the following conditions is • No corresponding bleed duct leak
true:
• No corresponding over temperature fault
• No corresponding over pressure fault
• Left flow demand is true OR Right flow demand is true AND the
right engine bleed source is NOT enabled • No corresponding bleed shutdown fault
• OR Right engine status is START
The right bleed system is enabled if all of the following conditions are true:
• Right bleed switch is ON

• Right engine bleed is available
• Right bleed system has not detected an over temperature (internal
or external to the duct) or over pressure sensor is valid
Figure 1: Engine bleed source
An engine bleed source (left or right) is available if all the following conditions are true:
- Bleed switch is on
- engine status is ready to bleed
- no leak
- no overtemperature
- no overpressure
- no bleed fault
Right manifold
pressure sensor is valid LEFT RIGHT
ENGINE ENGINE
and one of the following
conditions is true:
LP HP HP LP The right bleed system is enabled
if all the following conditions are true:
-right flow demand is true -right bleed switch is on

-left flow demand is true HIGH STAGE
BLEED VALVE
HIGH STAGE
BLEED VALVE -right engine bleed is available
-no overtemperature
NAPRSOV NAPRSOV
-left engine bleed source FAN AIR
VALVE
FAN AIR
VALVE
is not enabled PRECOOLER

APU
APU BLEED VALVE
PRECOOLER -no overpressure
-APU is not enabled
HP GROUND
CONNECTION
-left engine status is start ENGINE

STARTER
X BLEED
ENGINE
STARTER
P T P P T P
RAM AIR RAM AIR

MIXER
LEGENDS:
P PRESSURE SENSOR

COCKPIT
CABIN CABIN
190
The NAPRSOV and HPSOV

The NAPRSOV is declared OPEN if all of the following are true:
The NAPRSOV control modes are:
• Corresponding engine is ready to bleed
• Fully Closed
• With the cross bleed valve closed
• Pressure Regulating
• Corresponding (left/right) manifold pressure indicates the NAPRS-
• Anti Ice Temperature Regulating OV is open
• Anti Ice Pressure Regulating • Corresponding (left/right) manifold temperature indicates the
NAPRSOV is OPEN
The left or right HPSOV has the following control modes: • On the left side only the APU bleed valve must be closed before
checking temperature or pressure in the manifold.
• Fully Closed
• Pressure Regulating
• Anti Ice Pressure Regulating The HPSOV
• Anti Ice Temperature Regulating
The HPSOV is declared CLOSED if all of the following is true:
The NAPRSOV • Corresponding NAPRSOV is OPEN

• Cross bleed valve is CLOSED
The NAPRSOV is declared CLOSED if all of the following are true: • Corresponding (left/right) manifold temperature < engine LP tem-
perature
• Corresponding engine is ready to bleed
• With the cross bleed valve closed The HPSOV is declared OPEN if all of the following is true:
• Corresponding (left/right) manifold temperature indicates the
NAPRSOV is CLOSED • Corresponding NAPRSOV is OPEN
• On the left side only the APU bleed valve must be closed before • Cross bleed valve is CLOSED
checking temperature or pressure in the manifold. • Corresponding (left/right) manifold temperature > engine LP tem-
perature with hysteresis
Figure 2: NAPRSOV
-left engine bleed is available
-left bleed switch is on

LEFT RIGHT
ENGINE
-no overtemperature
ENGINE
LP HP HP LP
-no overpressure
NAPRSOV NAPRSOV
FAN AIR FAN AIR
VALVE VALVE
APU BLEED VALVE
PRECOOLER PRECOOLER
APU
HP GROUND
CONNECTION
ENGINE ENGINE
STARTER STARTER
X BLEED
P T P P T P
RAM AIR RAM AIR

MIXER
LEGENDS:
P PRESSURE SENSOR

COCKPIT
CABIN CABIN
190
The hot air leak detection system
The hot air leak detection system is comprised of multiple overheat sensor
loops and electronic control. Together these components provide rapid and
reliable overheat and leak detection for the bleed air distribution manifold
and anti-ice supply ducting.
The Overheat Detection System includes six different loops in seven differ-
ent areas:
• APU duct detection loop,

• left bleed duct detection loop,
• left anti-ice duct detection loop,
• right duct detection loop,
• right anti-ice detection loop and an
• optional loop for second trim overheat detection.
The overheat signal is used for crew alerting, and to isolate the appropriate
duct sections- either automatically or by crew action. Each loop is duplicated
and runs parallel to the bleed ducts.
Figure 3: Hot air leak detection system
Multiple overheat
sensor loops
APU duct detection loop
Left anti-ice duct detection loop Right anti-ice detection loop
Loop Loop Name Zone Monitored Area

1 APU DUCT – REAR FUSELAGE
Optional loop for second
Left bleed duct detection loop Right duct detection loop 1 APU 2 APU DUCT – CF III
trim overheat detection
3 APU DUCT – CF II
2 LEFT ANTI-ICE 4 LEFT SLAT ANTI-ICE SUPPLY DUCTS
LEFT BLEED SYSTEM DUCTS
3 LEFT AIR SUPPLY 5
AND LEFT AIR CONDITIONING DUCTS
4 RIGHT ANTI-ICE 6 RIGHT SLAT ANTI-ICE SUPPLY DUCTS
RIGHT BLEED SYSTEM DUCTS
5 RIGHT AIR SUPPLY 7
AND RIGHT AIR CONDITIONING DUCTS
OPTIONAL TRIM 8 OPTIONAL TRIM HIGH PRESSURE DUCTS
6
SYSTEM 9 OPTIONAL TRIM LOW PRESSURE DUCTS
190
Heat detection loop system
The FENWAL sensor loops include outer and inner conductive materials
which are independent electrical circuits. The area between the outer and in-
ner walls of the loops are filled with salt.
If the temperature of the loops rises above 125°C/ 249°F the circuits devel-
op short. A signal is sent to the ODS cards installed in the AMS controller
module and the respective system will be shut down.
AMS can define the failure location within three inches. The system will reset
if the temperature drops below the set-point and the control switch is cycled.
If the left manifold or right manifold ODS loops indicate a failure in either the
left or right bleed duct system or the left or right air conditioning duct system,
then the respective bleed system is shut down. This action also shuts down
the slat anti-ice system, the ECS pack, and the cross bleed valve. A mes-
sage is sent to the EICAS.
If the left Manifold/Flight Deck Pack ODS loop indicates a failure in the left
manifold ducting system when the High Pressure Ground Connection is AC-
TIVE a message is sent to the EICAS to indicate the failure.
If the APU ODS loops indicate a failure of the APU duct system, then the
APU Bleed Request signal is set to FALSE and a message is sent to the EI-
CAS. In response to the EICAS message, the SPDA monitors the position
of the APU Bleed SOV.
If the APU SOV does not close within 5 seconds after the EICAS message
is received, the SPDA turns off the power to the APU FADEC. This has the
effect of shutting down the APU and thereby the hot bleed air source.
Figure 4: Heat detection loop system
LOOP LOOP NAME ZONE MONIT OR ED ARE A
1 APU DUC T R EAR F US ELAG E
3 5 1 APU 2 APU DUC T C F III
3 APU DUC T C F II
2 LEF T ANT II C E 4 LEF T S LAT ANT II C E S UP P LY DUC TS
P AC K 1
P AC K 2
2 4
LEF T B LE E DS YS TE M DUC TS
3 LEF T AIR S UP P LY 5
AND LEF T AIR C ONDITIONING DUC TS
4 R IG HT ANT II C E 6 R IG HT S LAT ANT II C E S UP P LY DUC TS
R IG HT B LE E DS YS TE M DUC TS
5 R IG HT AIR S UP P LY 7
AND R IG HT AIR C ONDITIONING DUC TS
OPT IONAL T RIM 8 OPT IONAL T RIM HIG H P RES S UR E DUC TS

6
F US ELAG E II
S YS TE M 9 OPT IONAL T RIM LOW P RES S UR E DUC TS

C ENTR AL
6
F US ELAG E III
C ENTR AL
F US ELAG E
R EAR
1
APU
190
Response to Overheat Event

If the APU ODS loop indicates a failure of the APU duct system then the APU
Bleed Request signal will be set to FALSE. The logic to define that the APU
will be shutdown initiated by the AMS controller and transmitted through the
SPDA. A message to indicate the failure will be sent to the EICAS (BLEED
APU LEAK message).
In response to the EICAS message the SPDA will monitor the position of the
APU Bleed SOV. If the APU bleed valve does not close within 5 seconds af-
ter the EICAS message is received, the SPDA will command OFF the power
to the APU FADEC. This has the effect of shutting down the APU and there-
by the hot bleed source.
If the left SAI ODS loops indicates a failure in the SAI duct system then
BOTH SAIVs will be commanded CLOSED. A message to indicate the fail-
ure will be sent to the EICAS. Details of the SAI System Enable logic and
messages are described in the “Slat Anti - Ice and ICe Detection System -
System Description” - 170IPD003.
If the left Manifold / Flight Deck Pack ODS loops indicates a failure in either
the left bleed duct system or the left air conditioning Pack1 duct system then
the left bleed system will be shutdown. This will also shutdown the SAI sys-
tem, the left ECS cooling pack, the APU bleed valve and the cross bleed
valve. A message to indicate the failure will be sent to the EICAS (BLEED 1
LEAK message).
If the right Manifold / Flight Deck Pack ODS loop indicates a failure in in the
right manifold ducting system when the High Pressure Ground Connection
is ACTIVE (Connected) then a message to the flight deck will be sent to the
EICAS (BLEED 2 LEAK message) to indicate the failure.
If the right SAI ODS loops indicate a failure in the Slat Anti - Ice duct system
then BOTH SAIVs will be commanded CLOSED. A message to indicate the
failure will be sent to the EICAS.
Figure 5: Indicating - block diagram
W IR ING DIA GR AM
B
B
C 36 21 50
B
D
A
D
A C B
APU BLEED L A/I BLEED R A/I BLEED TRIM BLEED
LOOP 1 LOOP2 LOOP 4 LOOP 6
BLEED LEAK BLEED LEAK BLEED LEAK BLEED LEAK BLEED LEAK BLEED LEAK
DETECTOR DETECTOR DETECTOR DETECTOR DETECTOR DETECTOR
(SDS 36-22)
(MPP 36-22-01 )
B (SDS 36-22)
(MPP 36-22-01 )
B (SDS 36-22)
(MPP 36-22-01 )
B (SDS 30-11 )
(MPP 30-11-08)
B (SDS 30-11 )
(MPP 30-11-08)
B (SDS 21-62)
(MPP 21-62-03)
B
MAIN INST PANEL
EICAS
(SSM 31-61-80)
MID AVIONICS COMPT
SPDA 2
ASCB
(SSM 24-61-80)
FWD AVIONICS COMPT

MAU 1 (SSM 31-41-80)
CMC
(SSM 45-45-80)
BLEED LEAK BLEED LEAK BLEED LEAK BLEED LEAK BLEED LEAK BLEED LEAK
DETECTOR DETECTOR DETECTOR DETECTOR DETECTOR DETECTOR
(SDS 36-22)
(MPP 36-22-01 )
B (SDS 36-22)
(MPP 36-22-01)
B (SDS 36-22)
(MPP 36-22-01)
B (SDS 30-11)
(MPP 30-11-08)
B (SDS 30-11 )
(MPP 30-11-08)
B (SDS 21-62)
(MPP 21-62-03)
B
LOOP 1 LOOP2 LOOP 4 LOOP 6
APU BLEED L A/I BLEED R A/I BLEED TRIM BLEED
190
Response to Overheat Event - continued
If the right Manifold / Passenger Cabin Pack ODS loops indicates a failure
in either the right bleed duct system or the right air conditioning Pack 2 duct
system then the right bleed system will be shutdown. This will also shutdown
the slat anti - ice system, the right pack, and the cross bleed valve. A mes-
sage to indicate the failure will be sent to the EICAS.
If the right Manifold / Passenger Cabin Pack ODS loops indicates a failure
in either the right bleed duct system or the right air conditioning Pack 2 duct
system then the right bleed system will be shutdown. This will also shutdown
the slat anti - ice system, the right pack, and the cross bleed valve. A mes-
sage to indicate the failure will be sent to the EICAS (BLEED 2 LEAK mes-
sage).
The trim air system ODS loop will be part of the optional two cabin zone con-
figuration. The trim air system loop will be seperated, by a zone isolation de-
vice (ZID), into two parts: a HP trim air duct and a LP trim air duct system.
If the ODS indicates an overheat of the LP duct trim air system, the left and
right trim air modulating valves will be commanded CLOSED and the supply
temperature reference for both zones will be set to the forward supply tem-
perature reference. Additionally the right ECS cooling pack supply tempera-
ture will be limited 158 F (70 C). An CMC message will be sent to indicate
the failure.
If the ODS indicates an overheat of the high pressure duct trim system, left
and right trim air modulating valves will be commanded OFF and the ECS
cooling pack will be shutdown. The PACK 2 LEAK EICAS message will be
sent to indicate the failure.
Figure 6: Indicating - block diagram
W IR ING DIA GR AM
A
36 21 50
B
LEFT ECS BLEED RIGHT ECS BLEED
LOOP 3 LOOP 5
BLEED LEAK
DETECTOR
BLEED LEAK
DETECTOR
BLEED LEAK
DETECTOR
BLEED LEAK
DETECTOR
A
(SDS 36-21 )
(MPP 36-21-02)
C (SDS 36-21)
(MPP 36-21-02)
C (SDS 36-21)
(MPP 36-21-02)
C (SDS 36-21)
(MPP 36-21-02)
C
MAIN INST PANEL
EICAS
(SSM 31-61-80)
C
MID AVIONICS COMPT
SPDA 2
ASCB
(SSM 24-61-80)
B
FWD AVIONICS COMPT

MAU 1 (SSM 31-41-80)
CMC
(SSM 45-45-80)
BLEED LEAK BLEED LEAK

BLEED LEAK BLEED LEAK
DETECTOR DETECTOR
DETECTOR DETECTOR
(SDS 36-21 ) C (SDS 36-21) C (SDS 36-21) C (SDS 36-21) C

(MPP 36-21-02) (MPP 36-21-02)
(MPP 36-21-02) (MPP 36-21-02) C
LOOP 3
LOOP 5
LEFT ECS BLEED
RIGHT ECS BLEED
190
Bleed duct failure
In the left manifold or right manifold ODS loops indicate a failure in either the
left or right bleed duct system or the left or right air conditioning duct system,
then the respective bleed system is shut down. This action also shuts down
the slat anti-ice system, the ECS pack, and the cross bleed valve. A mes-
sage is sent to the EICAS.
If the left Manifold/ Flight Deck Pack ODS loop indicates a failure in the left
manifold ducting system when the High Pressure Ground Connection is AC-
TIVE a message is sent to the EICAS to indicate a failure.
If the APU ODS loops indicate a failure of the APU duct system, then the
APU Bleed Request signal is sent to FALSE and a message is sent to the
EICAS. In response to the EICAS message, the SPDA monitors the position
of the APU Bleed SOV.
If the APU SOV does not close within 5 seconds after the EICAS message
is received, the SPDA turns off the power to the APU FADEC. This has the
effect of shutting down the APU and thereby the hot bleed air source.
Figure 7: Bleed duct failure
ODS card AIRCOND / PNEUMATIC

PAX
CKPT RECIRC C ABIN
C H C H
ATTND
PACK 1 P ACK 2
XBLEED
WING 1 WING 2
START 1 GND START 2
CONN
<125°
OPEN
Salt
190
Bleed system Built-in Test • APU bleed valve failed open

• APU bleed valve failed closed
• Cross bleed valve failed open
The pneumatic and ECS (Environmental Control System) BIT, continuously
monitors and controls system parameters to ensure safe operation. If a com- • Cross bleed valve failed closed
ponent fault is detected, the system will attempt to reconfigure it to maintain
proper operation. During the Built-in testing, the two redundant manifold temperature sensor
For all failure events, fault information is transmitted to the CMC (Central elements are continuously compared to ensure safe system operation. The
Maintenance Computer). Faults are reported down to the LRU (Line Re- two sensors are compared to detect anomalies between values sensed and
placeable Unit) level. Two minutes after landing, the left AMS controller expected values. The highest of the two sensors is used for control, over
channel commands the cross bleed valve open and closed. The right AMS temperature protection, and display.
controller then commands the cross bleed valve open and closed If both manifold temperature sensors are determined to be failed, with the
Whenever either side (left/right) bleed is disabled, a message is transmitted cross bleed valve closed, then the primary heat exchanger inlet temperature
to the EICAS (Engine Indicating and Crew Alerting System) to indicate that is used for control and overheat protection.
the airplane altitude must not exceed aircraft ceiling for mono-bleed condi-
tion.
The bleed system BIT logic detects the following fault conditions:
• Left high stage bleed valve failed open

• Left high stage bleed valve failed closed
• Left NAPRSOV - nacelle pressure regulating shut off valve failed
open.
• Left NAPRSOV - nacelle pressure regulating shut off valve failed
closed
• Right high stage bleed valve failed open
• Right high stage bleed valve failed closed
• Right NAPRSOV - nacelle pressure regulating shut off valve failed
open
• Right NAPRSOV - nacelle pressure regulating shut off valve failed
closed
• Left manifold over pressure
• Left manifold over temperature
• Right manifold over pressure
• Right manifold over temperature
Figure 8: Bleed system Built-in Test
LEFT RIGHT
ENGINE ENGINE
LP HP HP LP

AIR COND/PNEUMATIC
FAN AIR FAN AIR
VALVE VALVE
APU BLEED VALVE
PRECOOLER PRECOOLER
APU
HP GROUND
CONNECTION
ENGINE ENGINE
STARTER STARTER
X BLEED
P T P P T P
RAM AIR RAM AIR

MIXER
LEGENDS:
P PRESSURE SENSOR

COCKPIT
CABIN CABIN
190
Controller Continuous BIT

ARINC Communication
System Continuous BIT
RAM Read / Write test
System Health Monitoring
Periodic / Automated BIT RS 422 Communication
Flight Program Checks
Redundancy Boot / Bite checks
Torque Motor Driver AMS CTRL FAULT
Voltage Range checks
System Power ON BIT
Electrical Checks
Sensor Range checks
Pass
Torque Motor Voltage NO
Both Channels ?
Fail
Controller Power On BIT YES

ARINC Read / Write
RS 422 Communication
Watch dog timer test AMS CTRL FAIL
Power On Torque Motor Driver
AMS Controller Voltage range checks
190
36-20 Indicating
Introduction
The indicating subsystem provides all elements and components to provide

system status indication.
General description
The bleed system status indication has three main displays:

• The CMC (Central Maintenance Computer) indications
• The EICAS (Engine Indicating and Crew Alerting System) indications
• The ECS (Environmental Control System) and anti-ice synoptic pages
The CMC indications are used by the maintenance personnel to determine

the faulty component.
The EICAS indications are used by the crew for actions necessary in an ab-
normal condition.
The ECS and anti-ice synoptic pages provide the crew with an overview of
the status of the system. The synoptic pages may not be used as the sole
source to generate crew actions (or used in any action generated by the EI-
CAS) unless the aircraft is on the ground.
Figure 1: Bleed Indication
12.Map
0 NTO 50. 0Pl an CABI NSys
DOtOem
R sOPEN Map Pl an Sys t ems
ATTCS
A 23° A CKPT OXY CKPT OXY
OFV TEMP ° C PRESS OFV TEMP ° C PRESS
RECI RC SET ACTUAL OPEN RECI RC SET ACTUAL RECI RC
20 CKPT 20 CKPT 20
CLOSED 20 FWO CAB CLOSED 20 FWO CAB 20

93. 9 N1( %) 93.AFT9 1100 1100
20 PSI 20 AFT CAB 20 PSI
T RAM AI R T RAM AI R
R R
PACK 1 PACK 2
I GN
A B
1399°
45 I TT1
FCV 1399° I GN
A B
FCV 2 45 45 FCV 1 FCV 2 45
PSI XBLD PSI PSI XBLD PSI
90. 0 N2( %) 90. 0
STR 1000 FF( PPH) 1000 STR
FUEL GND CART GND CART
FWD FWD
900 FU LBS 3000 LOG GEAR
CARGO CARGO
900 FQ LBS
APU 3000 20° C UP
BAY DN APU 20° C BAY
3900 APU ELECTRI CAL
OI L VI B 100 % BATT1 24 V
1020 ° C BATT2 30 V
CABI N
ALT -5 FT
RATE -5 FPM
64° P 26. 6 PSI
FL CONTROL TRI MS
SPDBRK ROLL PI TCH
0
15
25
20 50
YAW
TCAS 38
WX Checkl i s tDN TCAS WX Checkl i s t
FLAP 99° 45
190
36-30 Ozone Converters

Introduction
The ozone converter is used to convert ozone from the engine bleed air to
oxygen during high altitude flight.
General Description
The ozone converter is installed upstream of the flow sensing venturi, in the
wing. There are two ozone converters installed on the aircraft:
one for the left bleed system and other for the right bleed system.
The ozone converter has these leading operating features:

• Aircraft maximum altitude: 12500 m (41000 ft).
• Maximum operating temperature: 399 °C (750 °F).
• Maximum operating pressure: 60 psig.
• Maximum flow rate: 150 lb/min.
• Maximum permissible pressure loss: 0.5 psig at 50 lb/min.
Operation
Air exiting the bleed system passes through the ozone converter before en-
tering the air conditioning packs. The ozone converter contains a catalytic
material, which, through a chemical reaction, converts ozone molecules to
oxygen molecules. This reduces the amount of ozone in the air entering the
air conditioning system.
Figure 1: Ozone converters - schematic and general view
ZONES
515
615
A F ROM LEF T
B LE E DS YS TE M
OZONE
TO C ONVE RT ER
W AT ER
S UP P LY
APU
C HE CK
V ALVE
APU
B LE E D F LOW
F IR E W ALL
S ENSING
V ENTURI
P
TO
LEF T
P TM F1 A/C P AC K
F LOW
C ONTR OL
F1
V ALVE
B
TM
P
C ROS S B LE E D
V ALVE
A HP G ROUND
C ONNEC TION
F LOW
S ENSING
V ENTURI
P
TO
R IG HT
P TM F1 F LOW A/C P AC K
C ONTR OL
V ALVE
OZONE
OZONE C ONVE RT ER F ROM R IG HT C ONVE RT ER
B LE E DS YS TE M
B
190
36-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 36-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 36-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 36 PNEUMATIC ¦ ¦ ¦ ¦ ¦ 36 PNEUMATIC ¦ ¦ ¦ ¦
¦ 00-00 Engine Bleed C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided: | ¦ ¦ 00-00 Engine Bleed ¦ ¦ ¦ ¦
¦ Systems ¦ ¦ ¦ a) Associated engine bleed ¦ ¦ Systems ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ remains selected off, ¦ ¦ (Cont'd) ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ b) Cross Bleed Valve operates ¦
¦ ¦ ¦ ¦ normally, ¦ ¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ c) Opposite Fan Air Valve ¦ ¦ ¦ ¦ ¦ a) Both engine bleeds remain ¦
¦ ¦ ¦ ¦ operates normally, and ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ d) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ b) Flight is conducted in an ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ ¦ ¦ ¦ unpressurized configuration, ¦
¦ ¦ ¦ ¦ and ¦
¦ C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided: | ¦ ¦ ¦ ¦ ¦ c) Airplane is not operated in ¦
¦ ¦ ¦ ¦ a) Associated engine bleed ¦ ¦ ¦ ¦ ¦ known or forecast icing ¦
¦ ¦ ¦ ¦ remains selected off, ¦ ¦ ¦ ¦ ¦ conditions. ¦
¦ ¦ ¦ ¦ b) Airplane is not operated in ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ 10-01 Cross Bleed Valve C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided ¦
¦ ¦ ¦ ¦ conditions, and ¦ ¦ ¦ ¦ ¦ Valve remains closed except for ¦
¦ ¦ ¦ ¦ c) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ engine starting. ¦
¦ ¦ ¦ ¦ below FL 310. ¦
¦ ¦ ¦ ¦ NOTE: See AFM for Windmilling ¦
¦ C ¦ 2 ¦ 0 ¦ May be inoperative provided: ¦ ¦ ¦ ¦ ¦ Engine Airstart (Engine ¦
¦ ¦ ¦ ¦ a) Both engine bleeds remain ¦ ¦ ¦ ¦ ¦ Airstart Envelope) ¦
¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ b) APU bleed is operating ¦
¦ ¦ ¦ ¦ normally and supplying bleed ¦
¦ ¦ ¦ ¦ air, ¦
¦ ¦ ¦ ¦ c) Flight is conducted at or ¦
¦ ¦ ¦ ¦ below 15,000 feet MSL, and ¦
¦ ¦ ¦ ¦ d) Airplane is not operated in ¦
¦ ¦ ¦ ¦ known or forecast icing ¦
¦ ¦ ¦ ¦ conditions. ¦
¦ ¦ ¦ ¦ (Continued) ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦ ¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 36-3 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 36-4 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 11-01 High Stage Bleed C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative | ¦ ¦ 11-01 High Stage Bleed ¦ ¦ ¦ ¦
¦ Valves ¦ ¦ ¦ provided: ¦ ¦ Valves ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ a) Affected High Stage Bleed ¦ ¦ (Cont'd) ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ Valve is secured closed, ¦
¦ ¦ ¦ ¦ b) Associated engine bleed ¦ ¦ C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided: ¦
¦ ¦ ¦ ¦ remains selected off, ¦ ¦ ¦ ¦ ¦ a) Both High Stage Bleed Valves ¦
¦ ¦ ¦ ¦ c) Cross Bleed Valve operates ¦ ¦ ¦ ¦ ¦ are secured closed, ¦
¦ ¦ ¦ ¦ normally, ¦ ¦ ¦ ¦ ¦ b) Both engine bleeds remain ¦
¦ ¦ ¦ ¦ d) Opposite Fan Air Valve ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ operates normally, and ¦ ¦ ¦ ¦ ¦ c) APU bleed is operating ¦
¦ ¦ ¦ ¦ e) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ normally and supplying bleed ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ ¦ ¦ ¦ air, ¦
¦ ¦ ¦ ¦ d) Flight is conducted at or ¦
¦ C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative | ¦ ¦ ¦ ¦ ¦ below 15,000 feet MSL, and ¦
¦ ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ e) Airplane is not operated in ¦
¦ ¦ ¦ ¦ a) Affected High Stage Bleed ¦ ¦ ¦ ¦ ¦ known or forecast icing ¦
¦ ¦ ¦ ¦ Valve is secured closed, ¦ ¦ ¦ ¦ ¦ conditions. ¦
¦ ¦ ¦ ¦ b) Associated engine bleed ¦
¦ ¦ ¦ ¦ remains selected off, ¦ ¦ C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ c) Airplane is not operated in ¦ ¦ ¦ ¦ ¦ a) Both High Stage Bleed Valves ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ ¦ ¦ ¦ are secured closed, ¦
¦ ¦ ¦ ¦ conditions, and ¦ ¦ ¦ ¦ ¦ b) Both engine bleeds remain ¦
¦ ¦ ¦ ¦ d) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ ¦ ¦ ¦ c) Flight is conducted in an ¦
¦ ¦ ¦ ¦ unpressurized configuration, ¦
¦ ¦ ¦ ¦ (Continued) ¦ ¦ ¦ ¦ ¦ and ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
-------------------------------------------------------------------------------
¦ U.S. DEPARTMENT OF TRANSPORTATION ¦ -------------------------------------------------------------------------------
¦ FEDERAL AVIATION ADMINISTRATION ¦ ¦ MASTER MINIMUM EQUIPMENT LIST ¦
¦ --------------------------------------------------------------------------- ¦ ¦ FEDERAL AVIATION ADMINISTRATION ¦
¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ¦ DATE: 08/26/2005 ¦ 36-5 ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ --------------------------------------------------------------------------- ¦ ¦ ¦ DATE: 12/16/2003 ¦ 36-6 ¦
¦ 1. ¦ 2. NUMBER INSTALLED ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ 1. ¦ 2. NUMBER INSTALLED ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 36 PNEUMATIC ¦ ¦ ¦ ¦
¦ 36 PNEUMATIC ¦ ¦ ¦ ¦
¦ 11-03 Engine Bleed C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative | ¦

¦ 11-03 Engine Bleed ¦ ¦ ¦ ¦
¦ Valves ¦ ¦ ¦ provided: ¦
¦ Valves ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ a) Affected Engine Bleed Valve ¦
¦ (Cont'd) ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ is secured closed, ¦
¦ ¦ ¦ ¦ b) Associated engine bleed ¦ ¦ C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided: ¦
¦ ¦ ¦ ¦ remains selected off, ¦ ¦ ¦ ¦ ¦ a) Both Engine Bleed Valves are ¦
¦ ¦ ¦ ¦ c) Cross Bleed Valve operates ¦ ¦ ¦ ¦ ¦ secured closed, ¦
¦ ¦ ¦ ¦ normally, ¦ ¦ ¦ ¦ ¦ b) Both engine bleeds remain ¦
¦ ¦ ¦ ¦ d) Opposite Fan Air Valve ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ operates normally, and ¦ ¦ ¦ ¦ ¦ c) APU bleed is operating ¦
¦ ¦ ¦ ¦ e) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ normally and supplying bleed ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ ¦ ¦ ¦ air, ¦
¦ ¦ ¦ ¦ d) Flight is conducted at or ¦
¦ C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative | ¦ ¦ ¦ ¦ ¦ below 15,000 feet MSL, and ¦
¦ ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ e) Airplane is not operated in ¦
¦ ¦ ¦ ¦ a) Affected Engine Bleed Valve ¦ ¦ ¦ ¦ ¦ known or forecast icing ¦
¦ ¦ ¦ ¦ is secured closed, ¦ ¦ ¦ ¦ ¦ conditions. ¦
¦ ¦ ¦ ¦ b) Associated engine bleed ¦
¦ ¦ ¦ ¦ remains selected off, ¦ ¦ C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ c) Airplane is not operated in ¦ ¦ ¦ ¦ ¦ a) Both Engine Bleed Valves are ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ ¦ ¦ ¦ secured closed, ¦
¦ ¦ ¦ ¦ conditions, and ¦ ¦ ¦ ¦ ¦ b) Both engine bleeds remain ¦
¦ ¦ ¦ ¦ d) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ ¦ ¦ ¦ c) Flight is conducted in an ¦
¦ ¦ ¦ ¦ unpressurized configuration, ¦
¦ ¦ ¦ ¦ (Continued) ¦ ¦ ¦ ¦ ¦ and ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 36-7 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 36-8 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 11-09 Fan Air Valves C ¦ 2 ¦ 1 ¦ (M)One may be inoperative provided ¦ ¦ 13-01 High Pressure B ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative open ¦
¦ ¦ ¦ ¦ affected valve is secured open. ¦ ¦ Ground Connection ¦ ¦ ¦ provided: ¦
¦ Check Valve ¦ ¦ ¦ a) Engine Bleed Valve 2 is ¦
¦ C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ secured closed, ¦
¦ ¦ ¦ ¦ a) Both valves are secured ¦ ¦ ¦ ¦ ¦ b) Engine bleed 2 remains ¦
¦ ¦ ¦ ¦ open, and ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ ¦ ¦ ¦ b) Airplane is not operated in ¦ ¦ ¦ ¦ ¦ c) Air Conditioning Pack 2 ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ ¦ ¦ ¦ remains selected off, ¦
¦ ¦ ¦ ¦ conditions. ¦ ¦ ¦ ¦ ¦ d) Cross Bleed Valve is secured ¦
¦ ¦ ¦ ¦ closed, ¦
¦ 11-12 Fan Air Inlet C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided ¦ ¦ ¦ ¦ ¦ e) Cross Bleed Valve remains ¦
¦ Doors ¦ ¦ ¦ affected door is secured open. ¦ ¦ ¦ ¦ ¦ selected off, ¦
¦ (ERJ-170) ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ f) Flight is conducted at or ¦
¦ ¦ ¦ ¦ below FL 310, and ¦
¦ 12-00 APU Pneumatic C ¦ 1 ¦ 0 ¦ May be inoperative provided APU ¦ ¦ ¦ ¦ ¦ g) Airplane is not operated in ¦
¦ Bleed System ¦ ¦ ¦ Bleed remains selected off. ¦ ¦ ¦ ¦ ¦ known or forecast icing ¦
¦ 12-01 APU Bleed Shutoff C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦
¦ Valve ¦ ¦ ¦ a) Valve is secured closed, and ¦ ¦ ¦ ¦ ¦ NOTE 1: See AOM for starting ¦
¦ ¦ ¦ ¦ b) APU Bleed remains selected ¦ ¦ ¦ ¦ ¦ engine 2 using ground ¦
¦ ¦ ¦ ¦ off. ¦ ¦ ¦ ¦ ¦ pneumatic source. ¦
¦ 12-02 APU Bleed Check C ¦ 1 ¦ 0 ¦ May be inoperative provided APU ¦ ¦ ¦ ¦ ¦ NOTE 2: See AFM for Windmilling ¦
¦ Valve ¦ ¦ ¦ Bleed remains selected off. ¦ ¦ ¦ ¦ ¦ Engine Airstart for ¦
¦ ¦ ¦ ¦ engine 2 (Engine Airstart ¦
¦ ¦ ¦ ¦ Envelope) ¦
¦ C ¦ 1 ¦ 0 ¦ May be inoperative closed. ¦
¦ 30-00 Ozone Converters C ¦ 2 ¦ 0 ¦ As required by FAR. ¦

¦ *** ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190

190
ATA 21 Air Conditioning

190
Table of Content Smoke detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

The ram air ventilation system . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
21-00 Air Conditioning general The emergency ram air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Air conditioning packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Valve actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Re circulation fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Emergency ram air check valve . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Gasper ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Ram air valve operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Trim air (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Smoke removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Electronic compartments ventilation . . . . . . . . . . . . . . . . . . . . . . . . 5
21-27 Forward cargo compartment
Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
21-20 Air conditioning distribution Forward cargo compartment fan . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Forward cargo compartment check valve . . . . . . . . . . . . . . . . . . . .3
Air supply to the flight deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Forward cargo compartment shut off valve . . . . . . . . . . . . . . . . . . .3
The Cabin air distribution system . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Forward cargo compartment ventilation ducts . . . . . . . . . . . . . . . . .3
The distribution duct system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Fuselage thermal acoustic insulation . . . . . . . . . . . . . . . . . . . . . . . . 7 ECS Built-in Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Fuselage drain valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
21-26 Avionics compartment
The Mixer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The gasper ventilation system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Forward avionics compartment fan . . . . . . . . . . . . . . . . . . . . . . . . .3
Cabin air recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Forward avionics compartment ventilation ducts . . . . . . . . . . . . . . .3
The recirculation fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Forward avionics compartment flow sensor . . . . . . . . . . . . . . . . . . .3
Recirculation fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Recirculation fan filter (HEPA-type) . . . . . . . . . . . . . . . . . . . . . . . . 17
190
The middle avionics bay fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The cabin pressure control system . . . . . . . . . . . . . . . . . . . . . . . . .3
Middle avionics compartment fan . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The pressurization control panel . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Middle avionics compartment fan (2-speed) . . . . . . . . . . . . . . . . . . 7 The cabin pressurization controller . . . . . . . . . . . . . . . . . . . . . . . . .7
Middle avionics compartment flow sensor . . . . . . . . . . . . . . . . . . . . 7 Positive Differential Pressure Limitation . . . . . . . . . . . . . . . . . . . . .7
Middle Avionics Compartment Fan Operation . . . . . . . . . . . . . . . . . 9 Auto pressure control loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
The Cabin Pressure Control System modes . . . . . . . . . . . . . . . . .11
21-28 Electronic Rack Ventilation System Climb and Cruise modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Descent and Abort modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Manual mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Airflow Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Built-in Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Outflow valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Ventilation ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The positive pressure relief valve . . . . . . . . . . . . . . . . . . . . . . . . .23
Shutoff valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Negative pressure relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Maintenance Test Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EICAS indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Monitoring Panel (LEDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 21-40 Heating
Fan Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Ground Shutoff Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Floor panel heaters operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Vent Shutoff Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 The floor panels heaters construction . . . . . . . . . . . . . . . . . . . . . . .5
Air Flow Switch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Maintenance Test Panel Operation . . . . . . . . . . . . . . . . . . . . . . . . 13 21-50 Cooling
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
21-30 Pressurization ECS pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The flow control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
190
The flow sensing venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Trim modulating valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Venturi Delta-P sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Automatic temperature control . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Air conditioning pack flow controls . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The dual heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 21-MEL (Example)
Fan bypass check valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The air cycle machine components . . . . . . . . . . . . . . . . . . . . . . . . 11
Air cycle machine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Condenser/Reheaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Water collectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Water spray nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
The bypass valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Add heat, and low limit bypass valve . . . . . . . . . . . . . . . . . . . . . . . 19
The low limit bypass valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Add heat valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
ECS Off Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Pack related messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
21-60 Temperature control

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Zone Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Cockpit zone control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Single cabin zone configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The two cabin zone configuration . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 21-TOC Page III
190
Issue: Sept06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 21-TOC Page IV
190
21-00 Air Conditioning general

Introduction
The Environmental Control System (ECS) provides air conditioning for the
flight deck and passenger cabin, filtered cabin air re circulation, conditioned
air supply for gaspers, fan air cooling for avionics and emergency ram air
ventilation for flight deck smoke clearance.
The ECS provides cargo bay ventilation. The cargo bay ventilation system
is optional.
• Two identical ECS packs which condition fresh bleed air for cabin and
flight deck heating and cooling
• Optional trim air system to provide two cabin zone temperature control
• Flow control valves to provide accurate modulation of pack air flow, and
all associated valves and sensors used for system built in test
• Avionic fan control and cargo compartment ventilation
• Cockpit smoke removal
• Provides environmental control system flow rate data used by the cabin
pressure control system to anticipate changes in cabin pressure.

Figure 1: The air conditioning system

190
Air conditioning packs Trim air (optional)
Two ECS packs are installed in the wing-to-fuselage fairing. The AMS con- The trim air system controls the amount of hot bleed air from the pack 2 into
troller controls the bleed airflow to each pack independently, through the re- the mixer for independent control of forward and aft cabin zones tempera-
spective pack flow control valve (FCV). Engine # 1 supplies bleed air to the tures. The trim air system is used for temperature control improvement.
pack # 1 while engine # 2 supplies bleed air to pack # 2. A single pack is
capable of keeping adequate cabin/cargo hold pressurization and tempera-
ture. Single engine bleed can supply both ECS packs using the cross bleed.
Re circulation fans
Re circulated air from the passenger cabin and cockpit is ducted to the mix-
ing manifold via two re circulation fans located in the pressurized section of
the airplane.
The re circulation fans draw air from the re circulation bays and impel the air
back into the flight deck and cabin distribution system.
The total flow entering the cockpit and the passenger cabin is made up of
approximately 52% fresh air and 48% of re circulating air.
The re circulation fans are commanded off when DUMP button is pressed or
smoke is detected in the re circulation bay.
Gasper ventilation
The gasper air distribution system provides air to each pilot and passenger
positions.Air flowing from the mixing manifold through the gasper ducts sup-
plies the gasper ventilation system.

Figure 2: Air conditioning block diagram
COMPARTMENT
RECIRCULATIOM
RECIRCULATION
FILTER
FAN FILTER
F
RECIRCULATION FAN FAN
F
FORWARD
FLIGHT DECK
E-BAY
F
LEFT T
FROM LEFT ECS T
F
BLEED SYS
PACK
F
T
F
FORWARD CABIN
E-BAY
MID
F
T
F
GROUND CONN.
MIXER F1
SAFETY
CABIN
P T
VALVES
MUFFLER
OUTFLOW
P T VALVES
MUFFLER T
FROM RIGHT
RIGHT
BLEED SYS ECS AFTCABIN
PACK
FROM RIGHT TO GASPERS
BLEED SYS
UNPRESSURIZED
RECIRCULATION FAN
PRESSURIZED
FAN
RECIRCULATION FILTER
FAN FILTER
COMPARTMENT
RECIRCULATIOM

190
Electronic compartments ventilation Emergency ram air ventilation
The pack 1 ram air ventilation consists of a ventilation valve installed in

Forward electronic bay (E-Bay) emergency ram ducting that connects the ram air duct to the pack 2 outlet
ducting. The emergency ram air valve is commanded open any time the air-
The forward e-bay comprises three fans, which provide forced cooling air for plane is in flight and both air conditioning packs are commanded OFF or
# 1 Secondary Power Distribution Assembly (SPDA 1), Emergency Integrat- failed OFF and the airplane’s flight altitude is less than 25000 ft.
ed Control Centre (EICC) and all other avionics located in this e-bay. The The pack 2 ram air ventilation consists of a check valve installed in the emer-
fans draw air from the cockpit and expel air toward the underfloor re circula- gency ram air ducting that connects the ram air duct to the pack 2 outlet
tion bay. A flow sensor is used for fan/flow health monitoring to ensure for- ducting. The emergency ram air check valve does not require electronic con-
ward e-bay flow requirements. trol. The emergency ram air check valve will be open whenever the pressure
in the ram air circuit is greater than cabin pressure.
Centre electronic bay (E-Bay)
The centre e-bay comprises three fans, which provide forced cooling air for
the centre e-bay electronics, Left Integrated Control Centre (LICC), Right In-
tegrated Control Centre (RICC) and SPDA 2. The fans draw air from the rear
cabin return and expel it toward the underfloor re circulation bay.
Flow sensors are used for fan/flow health monitoring.
Forward cargo bay ventilation (Optional)
The ECS provides ventilation for live animals in the forward cargo bay.
This optional system contains a fan on the side of the bay to provide under-
floor re circulation air into the bay. The system also contains a shutt off valve
at the outlet of the bay that closes in the event of fire and thus preventing
halon from leaving the bay. In addition, in the event of fire, forward cargo
compartment fans are commanded OFF to prevent halon from entering the
cabin.

Figure 3: Passenger-cabin zone temperature control block diagram
TEMPERATURE SETTING
LOW
SPDA 2
HIGH C H
OFF
SPDA 2 SPDA 2
ENABLED
DOOR ZONE TEMPERATURE CABIN TEMPERATURE
SPDA 1
AMS CONTROLLER AMS CONTROLLER AMS CONTROLLER

DISCRETE I / O MODULE
INPUT / OUTPUT MODULES
ON ON ON ON
MOTOR DRIVER MODULES PROCESSOR MODULES

(SDS 24-61)
FWD FWD GALLEY
CEILING SIDEWALL
ENTRANCE AREA
(SDS 21-61)
PANEL LIGHTS
BRIGHT
DIM
BRIGHT
DIM
BRIGHT
DIM
BRIGHT
DIM
TEST
(SDS 21-61) (SDS 21-61)
EMERGENCY LIGHT COURTESY LIGHT (MPP 24-61-05) (MPP 21-00-02) (MPP 21-00-01) (MPP 21-00-01) TEMPERATURE SETTING
(WM 21-61-50)
(WM 24-61-50) (WM 21-61-50) (WM 21-61-50)
ON/ RESET OFF
ARMED TEST
AUTO
RECIRC PAX
CKPT CABIN LOW
LAVATORY SMOKE TEST PSU
HIGH C H
OFF ENABLED
FWD AFT LH AFT RH TEST RESET DOOR ZONE TEMPERATURE CABIN TEMPERATURE
C H C H
ATTND CALL
ATTND CABIN LIGHTING GALLEY MASTER
RESET
PACK 1 PACK 2
ON ON ON ON
FWD FWD GALLEY

CEILING SIDEWALL
ENTRANCE AREA
PANEL LIGHTS
PACK OUTLET TEMP. SENSOR SIGNAL XBLEED BRIGHT BRIGHT BRIGHT BRIGHT
TEST
AFT ATTENDANT PANEL

DIM DIM DIM DIM
VALVE SIGNAL
WING 1 WING 2 EMERGENCY LIGHT COURTESY LIGHT
START 1 GND START 2

(MPP25-25-02) CONN
TRIM AIR
ON/ RESET OFF
ARMED TEST
BYPASS VALVE SIGNAL BLEED 1 BLEED APU BLEED 2

AUTO
TEMP SENSOR SIGNAL

FWD AFT LH AFT RH TEST RESET
COMPARTMENT
SENSOR SIGNAL
PAX CABIN DUCT
ATTND CALL
RECIRCULATION
ZONE TEMP
PAX CABIN
RESET

COCKPIT OVERHEAD PANEL FWD ATTENDANT PANEL
RECIRCULATION
FILTER (MPP31-17-04) (MPP25-25-01)
FAN FILTER
(MPP21-24-02)
F
(MPP21-24-01) F
FORWARD
M F1 FLIGHT DECK
E-BAY
F
LEFT ECS T T
SPDA 1
FROM LEFT PACK T
BLEED SYS F DISCRETE
(MPP
I / O MODULE
21-51-00)
F
T
FORWARD CABIN F
E-BAY
MID
F
T
F
GROUND CONN.
TRIM AIR MIXER
F1
VALVE (MPP21-20-03)
SAFETY
(MPP21-62-05) CABIN
VALVES (MPP21-32)
P T
MUFFLER
(MPP21-62-06) OUTFLOW
PT VALVE (MPP21-31-02)
MUFFLER T
RIGHT ECS
FROM RIGHT PACK
BLEED SYS CABIN DUCT
(MPP T AFTCABIN
21-51-00) TEMPERATURE SENSOR
M F1 M F1 TO GASPERS (MPP21-62-02)
RECIRCULATION FAN
UNPRESSURIZED
(MPP21-24-01) FAN
PRESSURIZED
RECIRCULATION
FILTER FAN FILTER
(MPP21-24-02)
COMPARTMENT
RECIRCULATION
CABIN ZONE
TEMPERATURE SENSOR
PACK BYPASS PACK OUTLET (MPP21-62-01)
VALVE TEMPERATURE SENSOR
(MPP21-51-10) (MPP21-51-18)

190
Distribution
The distribution system receives airflow from the re circulation fans, cooling
packs, ram air system and ground equipment and distributes this air to the
cockpit, passenger cabin, gaspers, avionics compartments and forward car-
go compartment.
Pressurization control
The aircraft operates at altitudes where the oxygen density is not sufficient
to sustain life. The pressurization control keeps the aircraft cabin interior at
a safe pressure altitude. This protects the passengers and crew from the ef-
fects of hypoxia (oxygen starvation).
Cooling
The cooling system receives hot bleed air from the APU (Auxiliary Power
Unit) or engines and supplies conditioned air to the distribution system.
Temperature control
The temperature control system provides independent closed loop temper-

ature control for the cockpit and one or two separate passenger cabin zones.

Figure 4: Passenger-cabin zone temperature control block diagram
TEMPERATURE SETTING
LOW
SPDA 2
HIGH C H
OFF
SPDA 2 SPDA 2
ENABLED
SPDA 1
AMS CONTROLLER AMS CONTROLLER AMS CONTROLLER

DISCRETE I / O MODULE
INPUT / OUTPUT MODULES
ON ON ON ON
MOTOR DRIVER MODULES PROCESSOR MODULES

(SDS 24-61)
FWD FWD GALLEY
CEILING SIDEWALL
ENTRANCE AREA
(SDS 21-61)
PANEL LIGHTS
BRIGHT
DIM
BRIGHT
DIM
BRIGHT
DIM
BRIGHT
DIM
TEST
(SDS 21-61) (SDS 21-61)
EMERGENCY LIGHT COURTESY LIGHT (MPP 24-61-05) (MPP 21-00-02) (MPP 21-00-01) (MPP 21-00-01) TEMPERATURE SETTING
(WM 21-61-50)
(WM 24-61-50) (WM 21-61-50) (WM 21-61-50)
ON/ RESET OFF
ARMED TEST
AUTO
RECIRC PAX
CKPT CABIN LOW
HIGH C H
OFF ENABLED
FWD AFT LH AFT RH TEST RESET DOOR ZONE TEMPERATURE CABIN TEMPERATURE
C H C H
ATTND CALL
ATTND CABIN LIGHTING GALLEY MASTER
RESET
PACK 1 PACK 2
ON ON ON ON
FWD FWD GALLEY

CEILING SIDEWALL
ENTRANCE AREA
PANEL LIGHTS
PACK OUTLET TEMP. SENSOR SIGNAL XBLEED BRIGHT BRIGHT BRIGHT BRIGHT
TEST
AFT ATTENDANT PANEL

DIM DIM DIM DIM
VALVE SIGNAL
WING 1 WING 2 EMERGENCY LIGHT COURTESY LIGHT
START 1 GND START 2

(MPP25-25-02) CONN
TRIM AIR
ON/ RESET OFF
ARMED TEST
BYPASS VALVE SIGNAL BLEED 1 BLEED APU BLEED 2

AUTO
TEMP SENSOR SIGNAL

FWD AFT LH AFT RH TEST RESET
COMPARTMENT
SENSOR SIGNAL
PAX CABIN DUCT
ATTND CALL
RECIRCULATION
ZONE TEMP
PAX CABIN
RESET

COCKPIT OVERHEAD PANEL FWD ATTENDANT PANEL
RECIRCULATION
FILTER (MPP31-17-04) (MPP25-25-01)
FAN FILTER
(MPP21-24-02)
F
(MPP21-24-01) F
FORWARD
M F1 FLIGHT DECK
E-BAY
F
LEFT ECS T T
SPDA 1
FROM LEFT PACK T
BLEED SYS F DISCRETE
(MPP
I / O MODULE
21-51-00)
F
T
FORWARD CABIN F
E-BAY
MID
F
T
F
GROUND CONN.
TRIM AIR MIXER
F1
VALVE (MPP21-20-03)
SAFETY
(MPP21-62-05) CABIN
VALVES (MPP21-32)
P T
MUFFLER
(MPP21-62-06) OUTFLOW
PT VALVE (MPP21-31-02)
MUFFLER T
RIGHT ECS
FROM RIGHT PACK
BLEED SYS CABIN DUCT
(MPP T AFTCABIN
21-51-00) TEMPERATURE SENSOR
M F1 M F1 TO GASPERS (MPP21-62-02)
RECIRCULATION FAN
UNPRESSURIZED
(MPP21-24-01) FAN
PRESSURIZED
RECIRCULATION
FILTER FAN FILTER
(MPP21-24-02)
COMPARTMENT
RECIRCULATION
CABIN ZONE
TEMPERATURE SENSOR
PACK BYPASS PACK OUTLET (MPP21-62-01)
VALVE TEMPERATURE SENSOR
(MPP21-51-10) (MPP21-51-18)

190
Controls Feet valves selector
The air conditioning controls and indications are: Purely mechanical control of the feet valves to direct more warm air to the
pilot feet.
Pressurization Control Panel
Controls the pressurization of the aircraft, in AUTO and MANUAL mode.

The mode selector switch facilitates auto, manual mode selection or landing
field elevation settings.
Manual selector enables direct control of the outflow valve.
Dump switch controls auto depressurization of the aircraft.
Air conditioning panel
PACK 1 switch controls the left Cooling Pack (AUTO-OFF)

CKPT knob - Controls the cockpit between 19 and 30 °C.
RECIRC switch - Controls the re circulation system (AUTO - OFF)
PAX CABIN knob - Controls the passenger cabin temperature between 19
and 30 °C.
PACK 2 switch - Controls the right Cooling Pack (AUTO - OFF)
Flight attendant panel
Zone temperature control selector enables attendant cabin temperature

control for zone 1, zone 2 when on the cockpit temperature selector knob the
ATT position is selected.
MCDU data set menu
Take off data set menu enables pilot selection of the ECS system for take
off, ON or OFF.

Figure 5: Indication panels

190
Indications
Four typed of indication are used to monitor Environmental Control System

operation:
• The EICAS provides indication of the pressurization system param-

eters
• The CAS field display shows warning, caution and advisory mes-
sages
• By selecting the MFD menu bar, the ECS synoptic page will provide
system status and indications concerning the environmental control
system
• CMC messages can be viewed on the co-pilot multi-function dis-
play by selecting maintenance on the menu bar.

Figure 6: Indications
70. 0 70. 0 CABIN DOOR OPEN

ATTCS
11. 1 N1 11. 1
T T
R R
IGN
655° I TT 655° IGN
A B 90. 0 N2 90. 0 A B
5 FF PPH 5
FUEL QTY
900 FU LBS 5 UP
900 FQ LBS 5
DN
APU
1
OI L VI B 100% 1020° C
CABI N
ALT -5 FT
RATE -5 FPM
P - 96. 7 PSI
64° OFV 5 DEG
FLIGHT CONTROL TRIMS
SPOILER ROLL PITCH
0 UP
15
25
20
YAW
13
38
FLAP 99° 45

190
21-20 Air conditioning distribution

Introduction
The air that is already pressure-regulated by the pneumatic system passes

through the two packs where duct flow and temperature are adjusted to the
required level.
At the packs outlet, temperature sensors monitor duct temperature. Before

the distribution ducts enter the pressurized area, there are ground and ram
air connections. Check valves make sure that there is no back-flow into the
packs.
Figure 1: Air conditioning schematic
190
Air supply to the flight deck
Air supplied to the flight deck is distributed through ducts which run along the
left-hand side of the cabin underfloor area. These ducts then form a loop to
supply the following outlets and areas:
• The raiser will direct air to the rear ceiling outlets,

• from the main and the cross feed supply, air is directed to the side
windows
• The front section of the distribution loop provides display ventilation
through the piccolo duct.
The pilot and first officer positions have handle-actuated butterfly valves that
provide air for foot warming or cooling.
Normally 60% of the mixed air from the left side ECU (Environmental Control
Unit) goes to the cockpit and 40% goes to the passenger cabin through the
mixing manifold (H-duct).
Air passages located in the cockpit floor, under the pilots seats, lateral con-
soles, and the control column opening let the air return to the re circulation
fans and to the aircraft outflow and pressure relief valves.
Figure 2: Air supply to the flight deck
Left hand side
TR
M
U
190
The Cabin air distribution system
The cabin air distribution system starts at the mixer duct. From this point the
conditioned air is distributed to the gasper system, and to the front and rear
passenger cabin sections. Ducts from the mixer duct direct air to the raisers
and to the upper plenums.
In the gasper system the air exits through the individual outlets above the
passenger seats. For the main distribution system, the air exits above and
below the overhead bins.
Return air passes to the underfloor areas through "DADO" panels located
just above the floor on the fuselage side panels.
Figure 3: Cabin air distribution system
COCKPIT
FWD CABIN
RAISERS
AFT CABIN
Mixer duct
GASPER SYSTEM
FRONT and REAR

PASSENGER CABIN sections
OUTLETS
above the passenger seats
190
The distribution duct system Bays). The lower part of electronic bays has a non-insulated area of 41.4ft2
for the mid E-Bay, 42.3ft2 for the forward E-Bay and 15ft2 for the aft E-Bay
where neither acoustic nor thermal requirements is needed for occupants.
The distribution duct system has the following main sections:
• mixer duct, Fuselage drain valve

• cockpit distribution ducts,
• cabin front zone distribution ducts and
The valve assembly consists of a Valve retainer that is fastened to the inner
• cabin rear distribution ducts. fuselage wall. A valve housing is inserted (or removed) through this hole
from the aircraft exterior. The valve housing consists of a pre-assembled
The ducts are made of composite material and are protected by adhesive valve, which is made of piston-like reciprocating cylinder, a helical compres-
tape to retain thermal energy. sion spring and an aperture-retaining cap.
The ducts are designed to handle temperatures from -40°C to +70°C. (8) When the valve is in the OPEN position, collected condensed water (or
whatever other fluid inside the fuselage) and air are free to flow overboard
through cutouts in the valve housing, and out the open valve (between the
Duct connections are elastomeric sleeves or metal clamps, with ports pro- upwardly biased valve member and valve seat on the inside surface of the
vided to drain condensation. bottom of the valve housing).
Fuselage thermal acoustic insulation
This material has the following functions:

• Reduce heat transmissions through fuselage for thermal comfort.
• Noise attenuation through fuselage.
It is made of fiberglass and non-hygroscopic blankets. The blankets are in-

volved by a thin, film for mechanical protection and better workmanship,
forming thus a bag. Each bag has a breather, always facing down, to allow
for pressure equalization during aircraft operation. Placement of breather in-
tends to prevent water penetration into the bags.
The pressurized zone is internally insulated with this material, except in the
zones where frame systems installations required differently and in some
case the insulation is not installed for specific purposes (for example E-
Figure 4: The distribution duct system
Ducts
ADHESIVE TAPE COCKPIT DISTRIBUTION
ducts
CABIN FRONT ZONE DISTRIBUTION

ducts
MIXER duct
CABIN REAR DISTRIBUTION
ducts
190
The Mixer
From the two ECS packs and the two re circulation fans, the air flow is di-
rected to the mix-manifold.
If the optional two-zone system is installed, additional hot air is supplied to

the mix-manifold via trim check valves and trim by-pass valves.
The total air flow entering the flight deck, the cabin compartments and the
gaspers is made up of approximately 50% fresh air and 50% re circulated
air.
Figure 5: Mixer
190
The gasper ventilation system
The gasper ventilation system is supplied by air flowing from the mix mani-
fold through the gasper check valve. The check valve allows air flow to the
front and rear gasper ducts, and through the gasper plenum to the gasper
outlets.
Figure 6: TThe gasper ventilation system
MIXER
TO GASPERS F
F
RECIRCULATON FAN FAN
FWD
FWD CABIN
RECIRCULATON FAN FILTER CARGO
FILTER
COMPARTMENT
RECIRCULATION Front gasper ducts
OUTLETS
above the passenger seats Gasper plen
AFT CABIN Rea r ducts
190
Cabin air recirculation
Re circulation of the cabin air is controlled by two re circulation fans. The

fans draw air from the re circulation bay through glass-fibre filter elements
and direct the air back to the mixer duct.
The re circulation fans are single-speed fans driven by three-phase 115/

200V AC motors. The motors contain internal thermal protection circuits to
shut down the fan in case of an over temperature condition.
Figure 7: Cabin air re circulation diagram
C W IR ING DIA GR AM
B
21 24 50
OVERHEAD PANEL
AIR COND/PNEUMATIC
PNL
(SDS 21-00)
(MPP 31-17-04
)
RECIRC
SWITCH
E
LEF T
A R EC IR CULATION
A D
F AN
OFF B D
5V
DIMMER ON GND
MIDDLE AVIONI
CS COMPARTMENT (SSM 33
-12-80) (ANNUNCIATOR
R EC IR CULATION MIDDLE AVIONIC
S COMPARTMENT
MIDDLE AVION
ICS COMPARTMENT
TEST RELAY DUC TS
SSM 33-12-80) RICC (SSM 24-6
1-80)
LICC (SSM 24-61-80)
T
SPDA 2 DC BUS 2 AC BUS 2

DC BUS 2 (SSM 24-61-80) AC BUS 1 DC BUS 1
COCKPI
FWD AVIONICS
COMPT
C
OUTPUT: 28V/OPEN
SPDA 1
INPUT: 28V/OPEN
C
(SSM 24-61-80
)
CBP
CMD STAT RIGHT

5
LEFT STAT CMD RLY BIT RECIRC
SMK DET
RECIRC BIT RLY PWR FEED1 FAN
RECIRC FAN
J11
(24-64-50)
FAN FEED1 PWR
RECIRC SW
J9
ARINC 429
CHASSI S
THERMAL
SW
CHASSI S
J7
J11
J5
J9
RLY STAT
RLY CMD
RLY STAT
RLY CMD
THERMAL SW
THERMAL SW
THERMAL
TEST INPUT
DC GROUND
CHASSIS GND
POWER INPUT
ALARM OUTPUT
SW
RIGHT RECIRC FAN

(SDS 21-24) E
(MPP 21-24-01 )
R IG HT
D
LEFT RE
CIRC FAN CENTRAL FUSEL
AGE II
(SDS 21-24) SPDA 2
R EC IR CULATION
SMOKE DETECTO
R
C S MOKE DET EC TOR (MPP 21-24-01) (SSM 24-61-80
) F AN
E
(SDS 26-10) CENTRAL FUSEL
AGE II MIDDLE AVIONIC
S COMPARTMENT
CENTRAL FUSEL
AGE II C
190
The recirculation fans
The re circulation fans will be commanded ON whenever the cockpit control

panel switch is in the AUTO position, with two exceptions:
• The fans will be commanded OFF if the Cabin Pressurization Con-

trol System dump switch is depressed, or
• if smoke is detected in the re circulation bay.
An EICAS caution message will illuminate in case:
• smoke is detected, or
• if the smoke detector fails.
On the ECS synoptic page the re circulation fans will be indicated in green
when they operate, and in red if they are switched off.
Figure 8: The re circulation fans
OFF
OFF
Both Fans OFF
DUMP SIGNA L FROM CPCS PANEL
SPDA OFF
RECIRC BA Y SM OKE SIGNA L OR
RECIRC SMOKE DETECTOR FAILED

AMS
ASSOCIATED PACK OFF

Left (or Right) Fan OFF
AND
PLA NE IN AIR (WOW FA LSE)
OFF
ASSOCIATED PACK OFF
OR
SPDA
OPPOSITE PACK ON
AND
GROUND OPS (WOW TRUE))
AMS
FAN OVERTEM P
190
Recirculation fans The unit consists of a cover assembly and a base plate assembly. The cover
assembly contains holes that permit air and smoke to pass to the internal
chamber of the detector.
The re circulation fan is a 7.25 in diameter single-speed mixed flow fan.
Each aircraft is provided with two re circulation fans. Smoke detection will command the Re-Circulation Fans and FWD Cargo
The fan has the following features: Bay fans off, and command the FWD Cargo Bay Shut Off valve closed.
• The fan wheel is contained in a cylindrical aluminium housing. If smoke in the recirculation bay is detected, a CAS message RECIRC SMK
• It incorporates a twin flapper check valve design to prevent flow in re- will be generated.
verse direction.
• It is driven by a three-phase 115/200 VAC, 400 Hz motor.
• It contains an internal thermal protection circuit which is used to shut
down the fan in the event of an over temperature condition.
Recirculation fan filter (HEPA-type)
The re circulation fan filter assembly consists of an 11.5 in diameter cylindri-

cal glass-fiber filter element which is encased in a protective aluminium grid.
The filter is mounted on a bracket in line with both the left and right circula-
tion fans (two per aircraft). The filters cannot be bypassed and become more
efficient with increased service life.
The fan filter has the following features:
• An upper-and-lower composite flange connects the filter element and
protective grid as one assembly.
• A rubber gasket is mounted on the lower flange to provide the sealing
mechanism for installation on the aircraft.
Smoke detector
There is one smoke detector attached below the passenger cabin floor
structure, in the re circulation area, between the re circulation filters.
The smoke detector is a photoelectric type sensor that operates on the prin-
ciple of light scattering by suspended smoke particles.
Figure 9: Smoke detector
(10 second Delay)

RECIR Smoke Detected
RECIRC SMOKE
Smoke Detector Fail

RECIRC SMK DET FAIL
190
The ram air ventilation system
The ram air ventilation system allows outside ambient air to enter the flight
deck and passenger compartment when the air conditioning packs are shut
down.
The system is normally not actuated when packs are operating, and ram air
is passing through the heat exchangers to provide duct cooling.
The ram air system includes a ram air valve installed in the left ram air inlet
duct, and ram air check valve installed in the right ram air duct. The ram air
ventilation valve is a butterfly valve powered by 28 VDC. Micro switches are
provided for position indication.
The manual override feature allows manual opening and closing of the
valve.
Figure 10: Ram air ventilation system
Emergency ram air ventilation valve
Micro switch
COMPARTMENT Manual override
RECIRCULATION
RECIRCULATION FAN FILTER
FILTER
RECIRCULATION FAN F
FAN
L.H. COCKPIT F
ECS T F
PACK 1 T
(FLIGHT F
F
T
F
T F
F
ambient air
MIXER CABIN F
SAFETY
VALVES
OUTFLOW
VALVE
ECS
PACK 2
(CABIN) TO GASPERS F
F
FWD
RECIRCULATION FAN FILTER CARGO
FILTER
COMPARTMENT
RECIRCULATION
Emergency ram air heck valve
190
The emergency ram air valve The emergency ram-air valve actuator moves the emergency ram-air valve
through a movable arm. When ram air flows to the heat exchanger, the flow
to the ram air duct closes, and vice-versa.
The AMS controller controls the emergency ram air valve. The electric actuator utilizes a 28 VDC motor which acts on a wormtype gear
and wheel assembly to rotate the valve shaft. The actuator contains two sets
of microswitches which are used for valve open/ close indication and actua-
The emergency ram air valve is commanded open whenever the ram air tor overtravel protection.
valve is commanded open whenever both packs are commanded off or
failed off, the aircraft is below 25000 ft and is weight off wheels. The linear actuator electrical travel is limited by two limit switches, one in the
retracted position and the other in the extended position.
During smoke removal both packs will be shut off, and therefore the ram air
valve and the ram air check valve will open. EICAS advisory and CMC mes-
sages are provided if one or more of the valves fail closed. Emergency ram air check valve
The synoptic page shows the ram air valve in green when the valve is open, The emergency ram-air ventilation system allows outside ambient air to en-
and in red when the ram air valve is closed. ter the cockpit and passenger cabin when the air conditioning pack is shut
down. The emergency ram-air check-valve is a five inch diameter twin petal
check valve which is located in the right pack ram air inlet ducting. The emer-
Valve gency ram-air check-valve does not require electronic control. It will be open
whenever the cabin ECS (Environmental Control System) cooling pack is off
and the pressure in the ram air circuit is greater than cabin pressure. The
The emergency ram-air valve is a 5-inch diameter electrically-actuated but- valve has:
terfly valve. The valve is opened and closed by a 28 VDC (Volt Direct Cur-
rent) electric actuator which rotates a splined butterfly shaft. This shutoff • Two aluminum check valve petals retained in the check valve hous-
valve also contains a manual actuation lever which can be used to manually ing by a common hinge pin;
position the valve in the event of actuator electrical failure. The valve and ac- • A wire retention spring used to hold the check valve petals in the
tuator require no lubrication or servicing.
closed position;
The emergency ram-air valve is tested each time the AMS (Air Management
System) controller is powered up. The AMS controller commands the valve • A mechanical bar type stop.
full open and then closed. This valve has position switch feedback for posi-
tion indication. The EICAS (Engine Indicating and Crew Alerting System)
message RAM AIR FAULT will be displayed if the valve has failed in the
closed position.
Valve actuator
Figure 11: Emergency ram air valve
Emergency Ram Air

Ventilation Valve
Emergency Ram
Check Valve
FWD
190
Ram air valve operation

The emergency ram-air valve is commanded open by the AMS controller
when both cooling packs are commanded or failed off and the aircraft alti-
tude is less than 25000 ft. When the emergency ram-air valve is command-
ed open, fresh air entering the left ram air inlet flows through the valve,
bypassing the air conditioning pack, to provide ventilation for the flight deck.
This provides additional fresh air ventilation. On the ground, the valve will be
closed if the aircraft speed is less than 50 kts. In order to avoid unnecessary
message, the emergency ram-air valve is also commanded closed when the
aircraft is in Ground Service Mode.
The ram-air ventilation system is also used for emergency cockpit smoke re-
moval. If there is evidence of smoke in the cockpit, the flight crew will latch
the cabin pressure-control-system dump-switch. Upon receipt of the dump
switch signal the AMS controller will command both the left and right pack
flow control valves closed. The left and right recirculation fans will be com-
manded off to eliminate recirculation of cockpit air flow. The forward elec-
tronics compartment backup ventilation fan will be commanded on to
increase ventilation flow through the cockpit area. The emergency ram-air
valve will be commanded open. These actions will permit the flow of fresh
air through the emergency ram-air valve to clear smoke in the cockpit area.
Fresh air will also flow through the emergency ram-air check-valve to equal-
ize pressure in the mixing duct and provide emergency ventilation for the
passenger cabin zones.
Figure 12: Ram air valve operation
Backup E-Bay Fans On

Open Ram Valve
Both Packs Failed Off

Ram Air Flow
ALT< 25K FT
OR
Both Packs Commanded Off
190
Smoke removal
The ram ventilation system is also used for cockpit smoke removal.
Flight crew will depress cockpit DUMP switch as an emergency procedure
for cockpit smoke removal. When the dump switch is depressed the CPCS
(Cabin Pressure Control-System) will depressurize the cabin at a rate of
2000 ft/min. The AMS (Air Management System) controller will then shut
down both air conditioning packs, turn off both re circulation fans and open
the emergency ram air check valve. This will allow fresh air to flow through
the cockpit.
Figure 13: Smoke removal
A/C Packs Off

Recirc Fans Off
Ebay Fan 3 On
Ram Valve Open
AMS Controller
Outflow Valve
open command
SPDA 1
CPCS Controller
190
21-27 Forward cargo compartment

Introduction
The forward cargo compartment ventilation system draws air from the cabin
underfloor area by means of a single fan, and exhaust the air through the
cargo compartment shut-off valve into the re circulation bay area to the out-
flow valve.
During normal operation the fan is operating, and the shut-off valve is open
and monitored by the AMS controller. In case of fire, the fan is turned off and
the valve is immediately closed.
A check valve ensures that there is no airflow toward the passenger com-
partment.
Note: This cargo compartment ventilation system is optional.

Figure 1: Forward cargo compartment
Fan
Cabin air
Animal Cargo Bay
Shut off valve
Outflow valve
AMS
Note:
This cargo compartment ventilation system is optional.

190
Forward cargo compartment fan
The forward cargo compartment fan is a 4.5 in diameter single-speed axial

flow fan. The fan is driven by a 3-phase 115/200 VAC 400 Hz motor. The
motor contains an internal thermal protection circuit which is used to shut
down the fan in the event of an over temperature condition. The fan wheel
is contained in a cylindrical aluminium housing.
Forward cargo compartment check valve
The forward cargo compartment check valve is a 3.5 in diameter dual-flap-

per check valve. The valve is mounted downstream of the forward cargo
ventilation fan in the forward cargo compartment supply duct.
Forward cargo compartment shut off valve
The forward cargo compartment shut off valve is a 3.5 in diameter pneumat-
ic actuated valve. The valve is mounted in the forward cargo ventilation sys-
tem outlet duct and utilizes a 28 VDC (Volt Direct Current) solenoid for open/
close function.
Forward cargo compartment ventilation ducts
Air is distributed to the forward cargo compartment by underfloor ducts, on

the LH side of the cargo compartment (upstream and downstream of the fan)
and one in the right aft bulkhead of the cargo compartment.

Figure 2: Fwd cargo compartment
Outlet Shutoff Valve

((Pneumatically
Actuated))
Air Entrances
Bleed/Fairing Duct
Inlet Fan

190
Indications
If the forward cargo fan fails, the EICAS message CARGO FWD FAN FAILS
will illuminate, or if the shut-off valve fails, the EICAS message CARGO
SHUT-OFF VLV FAIL will be displayed, either on ground or in the air.
Valve position failures are indicated on the CMC.
On the MFD Environmental Control System synoptic page the fan operation,
valve position and the cargo compartment temperature are displayed.

Load current monitoring is used to monitor ventilation fan

operation.
(60 second Delay)

Forw ard Cargo Bay Fan
Failed ON
CGO FWD FAN FAIL

AND
Forward Cargo
Bay Fire OR CGO FWD V ENT FAIL
AND
CGO FWD SOV FAIL
Forw ard Cargo Bay Valve

Failed OPEN
(60 second Delay)
MAU Logic
The Forward Cargo Shutoff Valve is tested each time the AMS controller is
powered up. The AMS controller commands the valve full open and then
closed. This valve has position switch feedback for position indication.
EICAS message CGO FWD VENT FAIL will be displayed if the valve has
failed in the open position.

190
ECS Built-in Test The forward cargo compartment shutoff valve is tested each time the AMS
controller is powered up. The AMS controller commands the valve full OPEN
E-Bay fans in the forward and mid E-Bays are continuously monitored by the and then CLOSED. This valve has position switch feedback for position in-
AMS controller using load current monitoring and overheat detection. E-Bay dication. EICAS message CRG FWD VENT FAIL will be displayed if the
flow sensors are also used to verify that there is adequate airflow in the E- valve has failed in the OPEN position.
Bay ventilation duct. In addition, the E-Bay fans in the forward and mid E-
Bays are checked for proper operation each time the AMS controller is pow-
ered up, and two minutes after each aircraft landing. This BIT is automatical-
ly initiated by the AMS controller to ensure that each fan is operational and
is capable of providing adequate airflow. This test will detect fan failures that
are not detected by continuous load current monitoring. During this power
up/ post landing fan operational test the AMS controller commands only one
E-Bay fan on in each E-Bay and uses the E-Bay flow sensor to verify that
the fan is operating. This test is performed on each fan. If all the fans in a
common electronics bay (forward or mid) do not meet the minimum flow re-
quirements of this test, the AMS controller will determine that the E-Bay flow
sensor in the associated bay has failed.
The recirculation bay smoke detector is tested by the AMS controller using
the recirculation bay smoke detectors automated BIT function. The BIT is
performed whenever the AMS controller is powered up (after shut down) and
two minutes after each aircraft landing. The AMS controller sends a test sig-
nal to the recirculation bay smoke detector that causes the recirculation bay
smoke detector to perform an internal BIT: The recirculation bay smoke de-
tector BIT sequence includes fan current monitoring and a test of the smoke
detecting and alarm capability. If the recirculation bay smoke detector does
not pass the BIT sequence the AMS controller will generate the EICAS mes-
sage RECIRC SMK DET FAIL to alert the flight crew that the recirculation
bay smoke detector is inoperative. In addition, continuous BIT monitors sets
the RECIRC SMK DET FAIL EICAS Message if the recirculation bay smoke
detector has been failed due to an electrical power supply lost (open circuit)
or Smoke Detected signal is not valid for 10 or more seconds.
The emergency ram air ventilation valve is tested each time the AMS con-
troller is powered up. The AMS controller commands the valve full OPEN
and then CLOSED. This valve has position switch feedback for position in-
dication. EICAS message RAM AIR FAULT will be displayed if the valve has
failed in the CLOSED position.

Figure 4: ECS Built in test
FWD AVIONICS COMPT MIDDLE AVIONICS COMPARTMENT
SPDA 1 SPDA 2
(SSM 24-61-80) (SSM 24-61-80)
DC GND SVC BUS

DC GND SVC BUS
PRESS 10R
PRESS 10L
PRESS 9R
PRESS 9L
ANALOG 1R
ANALOG 2R
ANALOG 1L
ANALOG 2L
DC BUS 2
DC BUS 1
A B
J19
J24
J21
J22
J3
J2
J3
J7
28VDC
28VDC
VENTILATION
DUCTS
FLOW
GROUND
GROUND
C SENSOR
MASS FLOW
MASS FLOW
+28 VDC
+28 VDC
TEMPERATURE
TEMPERATURE
FAN
AVIONICS COMPARTMENT FLOW SENSOR AVIONICS COMPARTMENT FLOW SENSOR

(SDS 21-26) C D (SDS 21-26)
(MPP 21-26-02) (MPP 21-26-05)
FORWARD AVIONICS COMPARTMENT MIDDLE AVIONICS COMPARTMENT
VENTILATION
DUCTS
VENTILATION
A VENTILATION
DUCTS
DUCTS
FAN
FLOW
SENSOR FORWARD AVIONICS MIDDLE AVIONICS
COMPARTMENT FLOW SENSOR COMPARTMENT FLOW SENSOR
B D
VENTILATION C D
DUCTS

190
21-26 Avionics compartment avionics-compartment area using the middle avionicscompartment fan as a
driven source. This duct improves the performance of the aft avionics-com-
partment ventilation and also the smoke containment in that area.
Introduction
The avionics compartment ventilation system incorporates forward and mid-

dle compartments.
The main function of the forward avionics compartment ventilation system is

to provide a reliable ventilation source that will maintain a safe temperature
in the forward avionics compartment. The forward avionics compartment
ventilation system utilizes three 4.5 in diameter single-speed fans to pull air
from the avionics compartment to the re circulation area.
The fans contain an integral check valve to prevent reverse flow when the
fan is not in use.
The fans are connected in parallel to a common supply duct. An electronic

flow sensor is mounted in the main ventilation supply duct and is used for
system health monitoring.
The main function of the middle avionics compartment ventilation system is

to provide a reliable ventilation source that will maintain a safe temperature
in the middle avionics compartment. The middle avionics compartment ven-
tilation system utilizes two 5.25 in diameter single-speed fans and one 5.25
in diameter, 2-speed fan to pull air from the middle avionics compartment to
the re circulation area.
The fans contain an integral check valve to prevent reverse flow when the
fan is not in use. The fans are connected in parallel to a common distribution
duct. An electronic flow sensor is mounted in the main ventilation duct and
is used for system health monitoring.
The aft avionics compartment does not have a dedicated fan. A duct is rout-
ed from the aft avionics compartment to the middle avionicscompartment in-
let duct. This duct draws air from the passenger cabin through the aft
Figure 1: Forward electronic bay
EICAS CMC
FWD EBAY FANS FAIL
EBAY MID FANS FAIL MAU 1 MAU 2
See 170ICD0156
CGO FWD SOV FAIL
CGO FWD FAN FAIL Power: DC battery Power: DC battery
Power: DC battery
SIGNAL LEGEND
ASCB bus
ASCB bus
NIC works to DC ESS
Air flow
1
Forward ARINC 429
FWD SPDA Signals
1
EICC Cooling SPDA
Duct
CAN
MID SPDA Signals
Power: DC ESS 2
1 Power: DC battery ICC Signals
TRU EICC
AC ESS Bus
T 1 Forward SPDA controls
forward ebay fans
2 ARINC 429
NC
1
RS422
T 1
LICC Mid SPDA controls mid
Mid SPDA LEFT AMS RIGHT AMS RICC
1 Relays default powered Relays default powered
ebay fans
e
3 on on
r
NC
so
so
riv
riv
1
1
2
2
es
es
rD
rD
1 2
I/O
I/O
IO
IO
oc
oc
oto
oto
Pr
Pr
M
M
6 Power: DC ESS Pwr: DC ESS 1,DC Bus 2,Gnd SVC Power: DC ESS 2, Gnd SVC
1
6
RLC 3 2 4 1
1 2
Stat 1
5
Relay On/Off 2
1
1
1
1 1
Equipment: 3 Item 128
See Equipment: 28V Item 128
Flow Sensor F 28V 3
170ICD0155 See F Flow Sensor
mounted on 1
Appendix B 170ICD0155 mounted on
High Speed
E-ICC duct Low Speed
3
Appendix C L-ICC duct
1
Load Current 1
3 1 3 Monitoring BIT Item 59-6 1
1 4 1 SOV
Therm SW
Therm SW
Therm SW
Therm SW
Therm SW
Therm SW
Therm SW
Item 47A Item 47A Item 47A Item 47B Item 47B
Fan 3 Fan 1 Item 59-2 Item 47D
Fan 2 Fan 3 Fan 1
Ducted Flow Ducted Flow Fan 2, Two speed
Cargo Bay Fan
EICC Power: AC 1 LICC
SPDA 1 RICC Power: Fan 1 = AC 1; Fan 2 = AC 2;
Power: Fan 1 = AC 1; Fan 2 = AC 2; Fan 3 = Ess AC SPDA 2 Fan 3 = Ess AC
Forward E-bay Forward Cargo Bay Mid E-bay Cargo Bay
190
Forward avionics compartment fan
The forward avionics compartment fan is a 4.5 in diameter single-speed ax-

ial flow fan, weighing 4.5 lb with an overall length of 6.5 in,and produces a
volumetric flow rate of 224 ft3/min. The fan wheel is contained in a cylindrical
aluminium housing which incorporates a twin flapper check valve design to
prevent flow in the reverse direction.
The fan is driven by a 3 - phase 115/200 VAC 400 Hz motor. The motor con-
tains an internal thermal protection circuit which is used to shut down the fan
in the event of an over temperature condition. Maintenance of the fan is on
condition.
Forward avionics compartment ventilation ducts
A common supply duct has three fans that are connected in parallel to it. An
electronic flow sensor is mounted in the main ventilation supply duct and is
used for system health monitoring. The ducts are made of composite mate-
rials.
Forward avionics compartment flow sensor
The forward avionics compartment flow sensor consists of CRH (Constant

Resistance Heating) element and a platinum RTD (Resistance Temperature
Device) mounted in a stainless steel probe. A constant voltage is applied to
heat the CRH element to a known value. The CRH elements temperature
and electrical resistance will change with variations in mass flow rate. The
RTD element measures the ambient air temperature in the duct. The AMS
(Air Management System) controller uses the CRH element resistance
changes, along with the ambient temperature from the RTD element to cal-
culate a local mass flow rate in the duct. If the local mass flow rate falls below
a certain level (indicating no duct flow) the AMS controller will alert the flight
crew of a low flow condition using the EICAS (Engine Indicating and Crew
Alerting System).
Figure 2: Fan failures
MODE FAN 1 FAN 2 FAN 3
NORMAL ON OFF OFF

(3) FORWARD ELECTRONICS
BAY FANS
FAN 1 FAIL FAIL ON OFF
O
FAN 2 FAIL ON FAIL OFF

O •Same Part Number(P/N 4101634A)
FAN 1 AND 2 FAIL FAIL FAIL ON
• 4.50 in Diameter
EMERGENCY RAM ON ON OFF
SMOKE REMOVAL ON ON ON
•224 CFM
GROUND SERVICE ON OFF OFF •Integral check valve
Center electronic bay fans
AC bus 1
ESS bu 3 Recirculation bay

(return air)
AC bus
190
Operation
The forward avionics compartment architecture consists of one flow sensor,

two fans for normal operation and one emergency backup fan.During normal
system operation, the left fan operates and the right and the emergency
backup fan (center) remain in standby mode.If there is a failure of the left fan,
the right fan is commanded on.If there are failures of both left and right fans,
the emergency fan (center) is commanded on.This also turns on, in low
speed mode, the emergency backup fan in the middle avionics compart-
ment.The system utilizes an electronic flow sensor, installed on the ventila-
tion duct, to detect a low flow condition.The low flow sensor switch set point
is adjusted for the flow of one fan in the forward avionics compartment.
Hot Day Ground Operation

For ground operation with the ambient temperature above 86 Deg F (30 Deg
C) both Fan 1 and Fan 2 will be turned on to meet a two fan flow threshold.
Fan 3 will be in standby mode and will be turned on only if Fan 1 or Fan 2
has failed.
The FWD E-BAY FANS FAIL messages shows on the EICAS if:
• the two fans for normal operation (left and right) are failed AND the air-
craft is on ground, OR;
• The emergency backup fan is failed AND the aircraft is on ground, OR;
• The flow sensor is failed AND the aircraft is on ground,OR;
• The flow sensor indicates that there is NOT at least one fan operating
(low-flow sensor reading),OR;
• All three fans are failed AND the aircraft is in flight.
A single fan failure results in only one CMC (Central Maintenance Compu-
ter) message.It is important to note that the forward avionics compartment
ventilation system can maintain adequate compartment cooling with one fan
operational.
Figure 3: Forward electronic fan operation
FLOW An electronic flow sensing device is also used to verify

THESHOL
D ALTITUD that there is adequate airflow in the ventilation duct.
E
Low Flow Sensor Reading Below 1 Fan Limit Valid
<
Flow Sensor Failed
WOW
Switch
FWD E-Bay Fan 1 Failed

OR
AND AND
FWD E-Bay Fan 2 Failed
(60 second Delay)
FWD E-Bay Fan 3 (Backup) Failed FWD E-BAY

OR
FAN FAIL
FWD E-Bay Fan 1 Overtemp
FWD E-Bay Fan 2 Overtemp Ventilation fans in the forward

AND and mid electronics bay are
FWD E-Bay Fan 3 Overtemp
continuously monitored by the
AMS controller using load
current monitoring.
190
The middle avionics bay fans tion circuit which is used to shut down the fan in the event of an over tem-
perature condition. Maintenance of the fan is on condition.
The centre avionics bay ventilation system contains fans that pull air from
the passenger cabin under floor areas through the centre avionics compart- Middle avionics compartment flow sensor
ment, and exhaust the air into the re circulation bay.
The two single-speed fans and one two-speed fan are connected in parallel The middle avionics compartment flow sensor consists of a CRH element
to a common distribution duct, and contain integral check valves in order to and a platinum RTD element collocated in a stainless steel probe. A con-
prevent reverse flow. A sensor mounted in the fan supply duct provides sys- stant voltage is applied to heat the CRH element to a known value. The CRH
tem health monitoring. elements temperature and electrical resistance will change with variations in
mass flow rate. The RTD element measures the ambient air temperature in
the duct. The AMS controller uses the CRH element resistance changes,
along with the ambient temperature from the RTD element to calculate a lo-
Middle avionics compartment fan cal mass flow rate in the duct. If the local mass flow rate falls below a certain
level (indicating no duct flow) the AMS controller will alert the flight crew of
a low flow condition using the EICAS
The middle avionics compartment fan is a 5.25 in diameter single-speed ax-
ial flow fan, weighing 6.1 lb with an overall length of 7.25 in, and produces a
volumetric flow rate of 547 ft3 /min. The fan wheel is contained in a cylindri-
cal aluminium housing which incorporates a twin flapper check valve design
to prevent flow in the reverse direction.
The fan is driven by a 3-phase 115/200 VAC 400 Hz motor. The motor con-
tains an internal thermal protection circuit which is used to shut down the fan
in the event of an over temperature condition. Maintenance of the fan is on
condition.
Middle avionics compartment fan (2-speed)
The 2-speed middle avionics compartment fan is a 5.25 in diameter axial

flow fan, weighing 6.7 lb with an overall length of 7.25 in, and produces a
volumetric flow rate of 370 ft3/min. under low speed operation and 547 ft3/
min. in the high speed mode of operation. The fan wheel is contained in a
cylindrical aluminium housing which incorporates a twin flapper check valve
design to prevent flow in the reverse direction. The fan is driven by a 3-phase
115/200 VAC 400 Hz motor. The motor contains an internal thermal protec
Figure 4: Fan failures
MID ELECTRONICS BAY FANS

MO DE FAN 1 FAN 2 FAN 3
NORMAL ON OFF
O OFF • (2) Single speed fans(P/N 410724A (2 SPD)
OFF
•5.25 Diameter
FAN 1 FAIL FAIL ON
•547 CFM
FAN 2 FAIL ON FAIL OFF
O
•Integral check valve
FAN 1 AND 2 FAIL FAIL FAIL ON
O
•(1) Two speed fan (P/N 410638A)
EMERGENCY RAM ON ON OFF
•5.25 Diameter
SMOKE REMOVAL ON ON ON
•547, 370 CFM
GROUND SERVICE ON OFF OFF
•Integral check valve
190
Middle Avionics Compartment Fan Operation
A single fan failure will result in only one CMC message.It is important to
The central electronics bay ventilation system consists of one flow sensor, note that the middle avionics compartment ventilation system can maintain
two single speed fans for normal operation and one two speed emergency adequate compartment cooling with one fan operational.
backup fan.
The central electronics bay fans are controlled by the Secondary Power Dis-
tribution Assembly. NOTE: When the RAT is deployed, the middle avionics compartment emer-
gency fan uses the low speed setting to minimize power consumption.
During normal system operation Fan 1 operates normally with Fan 2 and
Fan 3 in standby mode.
If there is a failure of Fan 1, Fan 2 will be automatically turned on.
If both Fan 1 and Fan 2 have failed, Fan 3 will be commanded on high
speed.
The low speed on the two speed fan is used during Ram Air Turbine
deployment to minimize power consumption.
Fan number 3 will be turned on low speed by default any time the
backup fan in the forward E-Bay is activated.
Hot Day Ground Operation

For ground operation with the ambient temperature above 86 Deg F
(30 Deg C) both Fan 1 and Fan 2 will be turned on to meet a two fan flow
threshold.
Fan 3 will be iln standby mode and will be turned on (high speed) only
if Fan 1 or Fan 2 has failed.
The CENTER E-BAY FANS FAIL message shows on the EICAS if:
• The two fans for normal operation (left and center) are failed AND the air-
craft is on ground, OR;
• The emergency backup fan (right) is failed AND the aircraft is on ground,
OR;
• The flow sensor is failed AND the aircraft is on ground, OR;
• The flow sensor indicates that there is NOT at least one fan operating
(low-flow sensor reading), OR;
• All three fans are failed, the aircraft is in flight AND the RAT (Ram Air Tur-
bine) is not deployed.
Figure 5: Centre electronic bay
FLOW
An electronic flow-sensing device is also used to verify that
THRESHOLD there is adequate airflow in the ventilation duct.
ALTITUD
E
Low Flow Sensor Reading
<
Flow Sensor Failed
WOW
Switch
Mid E-Bay Fan 1 Failed

OR
AND AND
Mid E-Bay Fan 2 Failed Mid E-Bay Fan 3

(Back-up) Failed
(60 second Delay)
Ventilation fans in the forward and mid

electronics bay are continuously monitored by CENTER E-
OR
the AMS controller using load current monitoring. BAY FAN
FAIL
WOW
NOT
Switch AND
RAT Deployed NOT
Switch
190
21-28 Electronic Rack Ventilation System

Introduction
The electronic-equipment-rack ventilation system provides airflow for cool-
ing of nonessential electronic equipment installed in a dedicated equipment
rack. In the event of smoke resulting from failure of electronic equipment, the
rack ventilation system provides means to discharge the smoke overboard.
The electronic-equipment-rack is installed in the lower compartment, behind

the aft partition of the aft cargo compartment.
The shelves of the rack contain the several units required for the proper
functioning of the in-flight entertainment system.Some of these units require
forced ventilation, supplied by a dedicated and independent ventilation sys-
tem, in order to minimize effects on air-conditioning distribution, pressuriza-
tion and smoke management.
The rack ventilation system comprises:
• One electric-motor-driven fan

• An overboard air-discharge port
• Two electric-motor-driven air shutoff valves
• One smoke detector
• One airflow switch
• Three airflow-limiting venturis
• Associated air collection and conveyance ducts
Figure 1: System layout
ZONE
250
OVERBOARD
A DISCHARGE
VENT SHUTOFF
VALVE
VENTILATION
DUCTS
GROUND SHUTOFF
FAN VALVE
SMOKE
DETECTOR
190
System description
Control function, fault indication, and testing of the electronic-equipment-
Plenums and ducts collect air from the rack and discharge it overboard rack ventilation system operation is accomplished by dedicated electrical
forced by a fan (on-ground) or by cabin differential pressure through a ven- circuits that are independent of other aircraft control circuits.
turi (in-flight).
The discharge duct system splits into three branches and later joins together Airflow Switch
to form a common exhaust duct.The branches are called: ground line, vent
line and bypass line.The ground line has an electric-motor-driven air shutoff
valve.The ground valve is always open on ground when the fan is ON.It clos- The airflow switch is a flow-sensing unit that uses thermal dispersion tech-
es in flight to prevent excessive flow leakage.The vent line is the main path nology where two platinum RTD (Resistance Temperature Detector) are lo-
for the ventilation flow in flight.It contains an electric-motor-driven air shutoff cated in the airflow element.It is a solid state unit powered by 28 VDC (Volt
valve and a flow limiting venturi.The vent valve is always open, except under Direct Current).
certain conditions when evacuation of smoke generated in other aircraft re-
gions could be affected.The bypass line is always open to ensure a mini- The airflow switch is installed in the rack exhaust-air discharge-line (up-
mum amount of cooling flow, whenever the vent valve is closed.It contains stream the smoke detector) and has the function of protecting the electronic
a flow-limiting device to prevent excessive flow leakage that could jeopard- equipment from an overheat condition due to lack of air cooling.It is only de-
ize the smoke containment in other areas of the airplane.An additional ven- activated (without shutting down the system) during an aircraft single pack
turi is installed in the common exhaust duct, downstream of the valves.Its operation.At this time, both shutoff valves are closed and the minimum re-
purpose is to minimize the impact on the cabin pressurization control sys- quired airflow to cool the rack is obtained through the bypass line.
tem.The venturi is sized to ensure that cabin pressure remains below the “HI
CABIN” indication set point, even in single-pack mode with the ground valve
failed open. Fan
A smoke detector is installed in the rack ventilation duct.In the event of
smoke resulting from failure of electronic equipment, the smoke detector The function of the fan (brushless type) is to provide ventilation to the elec-
generates an EICAS (Engine Indicating and Crew Alerting System) mes- tronic equipment rack when the aircraft is on the ground.The fan draws air
sage for the crew, and automatically shuts down the electronic equipment from the rack and discharges it overboard through the ground and vent shut-
rack.The pilot is also required to manually shut off the rack as an added pre- off valves.
caution. The ventilation fan is of the 4.5 in diameter, single speed and axial flow
type.It is driven by a 3-phase 115/200 VAC/ 400 Hz motor.The motor con-
There is also an airflow switch used to detect loss of cooling flow. tains an internal thermal protection circuit which is used to shut down the fan
in the event of an overtemperature condition.The fan wheel is installed in a
Exhaust air or smoke is captured from the upper part of the rack and dis- cylindrical aluminium housing.
charged overboard through a dedicated fuselage port located at the RH
(Right-Hand) side, aft part of the aircraft fuselage, opposite to the vacuum The fan is attached to a structure support and stays on aircraft during the
and waste fuselage port.The cooling air is enclosed and does not enter the rack removal.A rubber flexible sleeve makes the connection to the exhaust
cargo compartment.It is totally exhausted overboard on the ground and in duct of the rack and absorbs excessive vibration.
flight.
Figure 2: Components view
ZONE
250
FAN
A
AIRFLOW
DIRECTION
SMOKE
DETECTOR
AIRFLOW
SWITCH
190
Ventilation ducts
The air/smoke extracted from the electronic equipment rack passes the fan
and reaches the shutoff valves through a set of 4.5 in diameter aluminium
ducts.Then the air/smoke is directed to the atmosphere through a vent duct
and a fuselage port located at the right hand side of the fuselage, behind the
aft avionics compartment.
The 3 in diameter vent duct is also made of aluminium and runs from the
shutoff valves to a 2.5 in diameter vent port at the right side of the fuselage
skin.The vent duct has an upward loop to avoid de-icing fluids ingestion and
water ingression during ditching.A venturi in the overboard exhaust duct pre-
vents excess loss of cabin pressure in case of a duct failure.
A duct bypasses the ground shutoff valve and prevents excessive loss of
cabin pressure in case of duct failure.It also keeps a minimum required air-
flow for the rack cooling when the vent shutoff valve is closed due to smoke
detection in the air conditioning system (basically in the recirculation bay),
single pack operation or for dispatch ability when one pack is inoperative.
Shutoff valves
The ground and vent shutoff valves are identical.They are attached to the aft
floor panel (aft avionics compartment) close to the aft pressure bulkhead.
These valves are of the electric-motor-driven butterfly type and consists of

two major subassemblies: an actuator and a butterfly valve.The actuator as-
sembly controls the position of the valve.It comprises of an electric motor, a
gear train, position control/indication switches, an electrical connector, and
a housing.The actuator moves the valve to each of the two desired discrete
positions, fully closed and fully open, based on command from the air-
craft.The motor is a precision, aircraft-quality, brush-type 28 VDC perma-
nent magnet.
The valves contain limit switches that control the motor and provide valve
position indication.
Figure 3: Components view
ZONE
250
OVERBOARD
DISCHARGE
VENTILATION
DUCTS AIRFLOW
DIRECTION B
GROUND SHUTOFF GROUND/VENT

VALVE SHUTOFF VALVE
(SAME PART NUMBER)
B
C C
VENT SHUTOFF REDUCED
VALVE FLOW DUCT
190
Maintenance Test Panel
The maintenance test panel is installed in the aft electronics-compartment

rack on the right-hand side at the upper shelf.It provides a mean for testing
the smoke detector and also to verify the operation of the shutoff valves
(ground/vent).The panel also indicates failures of the smoke detector, vent
shutoff valve, ground shutoff valve and rack cooling system (fan and airflow
switch) through 4 LED (Light-Emetting Diode)s (amber color).These failure
indications are latched in order to enable the maintenance crew to evaluate
the problem on the ground.
Monitoring Panel (LEDS)
The ventilation system monitoring panel consists of 4 LEDs installed near

the G2 Galley, on the side panel, forward of the LH passenger entry-door:
• COOLING FAIL
• SMOKE DETECTOR FAIL
• GROUND VALVE FAIL
• VENT VALVE FAIL
Just like the maintenance test panel, these LEDs also indicate eventual fail-
ures of the rack ventilation system LRU (Line Replaceable Unit)s.The main
difference is that the monitoring panel has an easier access and is much
simpler (it does not have test functions, for instance).The monitoring panel
is used for maintenance purposes only (such as troubleshooting).
Figure 4: Maintenance Test Panel
ZONE
F WD R H
G 2 G ALLEY 252 B
A
IFE VENT/SMK DET

VENT VALVE
CLOSE
OPEN CLOSE FAIL
CLOSE
GROUND VALVE
SMK DET COOL
S MOKE
COOLING F AIL DET EC TOR F AIL
A
TEST PASS FAIL FAIL
VENT/SMK DET AMBER LEDS

DC POWER RESET TEST
G ND V ALVE F AIL V ENT V ALVE F AIL
5
MAINTENANCE/TEST PANEL
MAINT ENANCE P OR T LEDS P TT
E NT ER TAINME NT S YS TE M MAINT ENANCE / MONIT OR ING P ANEL

B
A
190
Operation
During ground operation, the fan draws the air from the underflow compart-
ment through the rack equipment and exhausts it to the outside.The ground
valve and vent valve are open.The airflow switch monitors the airflow rate to
ensure adequate cooling capacity for the electronic units.
During takeoff, when the TLA (Thrust Lever Angle) is moved above 60 de-
grees and the parking brake is released, the ventilation system is automati-
cally configured to the flight mode.During descent and landing, this
configuration will remain until 20 s after touchdown, when the system reverts
back to ground mode.
In the flight mode, the ground valve is closed and the fan is shut off.The vent
valve and the bypass line are open.The pressure difference between the
cabin and the outside air serves as the driver for cabin air to flow through the
rack ventilation system discharging the exhaust air to the outside.The airflow
switch monitors the airflow rate to ensure adequate cooling capacity for the
electronic units.Its signal is inhibited during flight under 17500 ft +/- 500 ft,
when the ventilation system has not reached its nominal capability.
Fan Operation
During normal ground operation, the fan is commanded ON and both shutoff
valves are commanded OPEN.After takeoff or in response to a smoke de-
tection on ground, the fan is commanded OFF and the ground shutoff valve
is commanded CLOSED.
The fan operates on the ground even when only the ground service power
bus is available, in order to ventilate the Wireless Aircraft Unit (WAU).
Figure 4: Operation
E LE CT RONIC R AC K
E QUIP ME NT
V ENT S HUTOFF
F LOW LIMIT ING V ALVE
NOZZLE
OVE RB OARD
DIS CHAR GE S MOKE
DET EC TOR
MRM MRM W AU V SU
X M R ADIO
AIR FLOW
S WITC H
R DA
MRM
COOLING V ENTILATION
DUC TS V MU
F AN (ON)
F LOW LIMIT ING G ROUND S HUTOFF
NOZZLE V ALVE
AIR CR AF T S KIN
"ON T HE G ROUND"
E LE CT RONIC R AC K
E QUIP ME NT
V ENT S HUTOFF
F LOW LIMIT ING V ALVE
NOZZLE
OVE RB OARD
DIS CHAR GE S MOKE
DET EC TOR
MRM MRM W AU V SU
X M R ADIO
AIR FLOW
S WITC H
R DA
MRM
COOLING V ENTILATION
DUC TS V MU
F AN (OF F )
F LOW LIMIT ING G ROUND S HUTOFF
NOZZLE V ALVE
AIR CR AF T S KIN
"IN F LIGHT"
190
Ground Shutoff Valve Operation Vent Shutoff Valve Operation
When the aircraft is on the ground, the normal rack ventilation system oper- The vent shutoff valve is normally in the OPEN position.In flight conditions,
ation uses the ambient air from the under-floor compartment.A dedicated the cabin differential pressure draws air from the rack and discharge it over-
electric fan draws this ambient air through the rack equipments and dis- board through the vent shutoff valve and the fuselage port.
charge it overboard through the ground shutoff valve.
The vent shutoff valve is commanded to the closed position after the follow-
The ground shutoff valve is commanded to the open position after the fol- ing conditions have been achieved:
lowing conditions have been achieved:
• single pack operation
• TLA < 60° • smoke detected in the recirculation bay
• Time delay after WOW (Weight-on-Wheels) - 20s
• Parking brake switch - ON
• Rack power - ON Air Flow Switch Operation
At the same time, the ground shutoff valve is commanded OPEN, the fan is
commanded ON. The airflow switch is a unit installed in the rack exhaust line, upstream of the
smoke detector.The function of the airflow switch is to protect the rack equip-
ments from an overheat due to a lack of air cooling.
The ground shutoff valve is commanded to the closed position after the fol- Upon detection, the signal from the switch is sent via relays to the SPDA,
lowing conditions have been achieved: which then automatically removes the electrical power to the rack to protect
the LRUs.The airflow switch signal is inhibited during flight under 17500 ft +/
• TLA > 60° - 500ft, when the ventilation system has not reached its nominal capability.
• Parking brake switch - OFF
At this time, the electrical power is removed from the fan.
A bypass line around the ground shutoff valve allows a minimum airflow re-
quired for the rack equipment cooling when the aircraft is dispatched with
single pack operation and the vent shutoff valve is in the closed position.
Figure 5: Operation
ELECTRONIC RACK
EQUIPMENT
VENT SHUTOFF
FLOW LIMITING VALVE
NOZZLE
OVERBOARD
DISCHARGE SMOKE
DETECTOR
MRM MRM WAU VSU
XM RADIO
AIRFLOW
SWITCH
RDA
MRM
COOLING VENTILATION
DUCTS VMU
FAN
FLOW LIMITING GROUND SHUTOFF
NOZZLE VALVE
AIRCRAFT SKIN
TAB LE - OPT IONAL-EQUIPMENT V ENTILATION SY ST EM - E LE CT RONIC-EQUIPMENT R AC K V ENTILATION SY ST EM / S YS TE M

S CHEMAT IC (NOR MAL OPE RATION)
S YS TE M OPE RATION CONDIT ION A IR CR AF T OPE RATION CONDIT ION L OG IC DE SC RIPT ION
On the ground, E XC EP T takeoff run and during landing • F an commanded to ON

run
[1]
• G round valve commanded to OPE N
• Vent valve remains OPE N
[1]
• F an commanded to OFF
In flight, INCLUDING takeoff run and landing run
• G round valve commanded to C LOSE
• IFE (In Flight E ntertainment) power remains ON

On the ground EXCE PT takeoff run and during landing • F an commanded to ON
run
[1]
: ground valve failed clos ed • Maintenance Test Panel and monitoring panel indicate G ND
VALVE FAIL
NOT E: Los s of cooling condition may occur.
In flight INC LUDING takeoff run and landing run

[1]
: • IFE power remains ON
S ys tem abnormal operation

ground valve failed clos ed • Maintenance Test Panel and monitoring panel indicate G ND
VALVE FAIL
[1]
On the ground EXCE PT takeoff run and landing run : • IFE power commanded to OFF
los s of cooling • F an commanded to OFF
NOT E: Los s of cooling signal is inhibited in flight, take-

• G round Valve remains OPE N
off run and landing run • Maintenance Test Panel and monitoring panel indicate
COOLING FAIL
Any condition: vent valve failed clos ed

• IFE power remains ON
• Maintenance Test Panel and monitoring panel indicate
V ENT VALVE FAIL
[1] Takeoff run (T LA 60° and parking brake releas ed); Landing run (until 20 s after WOW)
190
Maintenance Test Panel Operation

The circuit breaker is installed to permit maintenance on the applicable LRU
The single 3-position momentary toggle switch (with normal central position powered by 28 VDC such as: smoke detector, airflow switch, SOVs, relays
lever-lock) provides a mean for operationally checking the vent shutoff valve and LEDs.
and the ground shutoff valve.When the aircraft is on the ground, in normal
operation condition, both SOV (Shutoff Valve)s must be in the OPEN posi-
tion, confirmed by the LED “OPEN” indication illuminated in green color. The LED RESET 2-position momentary toggle switch (with normal position
lever-lock) allows the LED “FAIL” indication (amber color) to be cleared after
the cause of the fault indication has been fixed.
The operational checks are achieved by lifting the toggle switch and moving
it UP (to test the vent valve) and DOWN (to test the ground valve).At this
time the LED “OPEN” indication will turn OFF and after a few seconds (5-8 The LED TEST 2-position momentary toggle switch (with normal position le-
s) the LED “CLOSED” indication will turn ON indicating full traveling of the ver-lock), when activated, will send a ground and indicate that all LEDs (am-
applicable shutoff valve.When you release the toggle switch and locks it in ber) are operational.The other five LEDs (green) can be tested during the
the central position, that will open the applicable shutoff valve and the LED ground and vent valve operational checks and the smoke detector test.
“CLOSED” indication will turn OFF.Consequently, the LED “OPEN” indica-
tion will turn ON.
The smoke detector test switch allows complete testing of the smoke detec-
tion and indication system for the electronic equipment rack.When the test
switch is momentarily pressed, it illuminates in white color indicating that the
test has initiated.When the test is successfully completed, the LED “PASS”
indication will illuminate in green color and the “IFE RACK SMOKE” caution
message is displayed on the EICAS.At the same time, an aural warning ac-
tivated in the cockpit.
When the test switch is held pressed longer than 10 s, the auto shutdown
function is checked.In this case, the power is removed from rack compo-
nents and the IFE RACK SMOKE message is displayed on EICAS.At the
same time, an aural warning is activated in the cockpit.
There are four failure LEDs (amber color) on the maintenance test panel:
vent valve, ground valve, smoke detector (auto test) and rack cooling sys-
tem (ducting, fan or airflow switch).They are intended to help the ground
crew to determine which LRU needs troubleshooting.These failure indica-
tions are latched once they occur.
Figure 7: Maintenance Test Panel Operation
TAB LE - OPT IONAL-EQUIPMENT V ENTILATION SY ST EM - E LE CT RONIC-EQUIPMENT R AC K V ENTILATION SY ST EM / MAINT ENANCE

T ES T PANEL
S YS TE M OPE RATION CONDIT ION A IR CR AF T OPE RATION CONDIT ION L OG IC DE SC RIPT ION
• IFE power commanded to OFF
On the ground EXCE PT takeoff run and landing run

[1]
: • F an remains ON
IFE VENT/SMK DET s moke detector failed • G round Valve remains OPE N
VENT VALVE • Vent Valve remains OPE N
•
CLOSE
Maintenance Test Panel and monitoring panel indicate
OPEN CLOSE FAIL S MOKE DE TE CTOR FAIL
CLOSE
GROUND VALVE
[1] • IFE power commanded to OFF
SMK DET COOL In flight INC LUDING takeoff run and landing run : • Vent Valve remains OPE N
s moke detector failed
• Maintenance Test Panel and monitoring panel indicate
S MOKE DE TE CTOR FAIL
S ys tem abnormal operation
TEST PASS FAIL FAIL
: •
VENT/SMK DET AMBER LEDS
DC POWER RESET TEST On the ground EXCE PT takeoff run and landing run
[1] F an remains ON
s moke detected in the rack • G round valve remains OPE N
5 • Vent valve remains OPE N
• E IC AS mes s age ²IFE RACK SMOK E² and aural mes s age
In flight INC LUDING takeoff run and landing run
[1]
: • F an remains OFF
s moke detected in the rack • G round valve remains C LOSE D
• E IC AS mes s age ²IFE RACK SMOK E² and aural mes s age
In flight and:
• IFE power remains ON
• S ingle pack operation and; • F an remains OFF
• R ecirculation-bay smoke detector failed or; s moke de- • G round valve remains C LOSE D
tected in the recirculation-bay • Vent valve commanded to C LOSE D
In flight and:
• S ingle pack operation and; • F an remains OFF
• R ecirculation-bay smoke detector failed or; s moke de- • G round valve remains C LOSE D
tected in the recirculation-bay • Vent valve remains OPE N
• S moke detected in the rack • E IC AS mes s age ²IFE RACK SMOK E² and aural mes s age
[1] Takeoff run (T LA 60° and parking brake releas ed); Landing run (until 20 s after WOW)
190
21-30 Pressurization
Introduction
The Cabin Pressure Control System is designed for completely automatic

operation. The pressurization controller has two fully independent channels,
which alternate after each flight (70 seconds after touchdown). Both chan-
nels provide a manual back up function. The system utilizes digital electron-
ics to communicate with the other aircraft systems via ARINC 429 buses and
discrete signals.
The Cabin Pressure Control System, in automatic mode, will control the
pressurization in the cabin to a maximum cabin altitude of 8,000ft. The sys-
tem will also control the maximum differential pressure of 8.32 psi up to
41,000ft aircraft altitude with a comfortable rate of change in climb and de-
scent modes. These limits are achieved by modulating the airflow through
the outflow valve. Separate mechanical positive and negative relief valves
satisfy the safety relief functions.
Figure 1: The Cabin Pressure Control System
Safety
Valve
MAU 3 MAU 2 MAU 1 Static Port
Heater
Neg
Relief
Valve
Channel 1
Auto/
Manual
Forward SPDA SPDA RS422
LEFT AMS RIGHT AMS Channel 2 OFV

Auto/
Manual
CPCS Controller
PRESSURIZATION
OUTFLOW MODE
STOP AUTO
O2 DOWN UP MAN LFE
CTRL
Altitude
Switch
DUMP
STOP
DOWN UP
190
The cabin pressure control system
The Cabin Pressure Control System includes the following components:
• The pressurization controller,

• the cabin outflow valve,
• the negative pressure relief valve and
• safety valve.
The flight deck interface contains the pressurization control panel, including
an auto and manual selector rotary switch, the EICAS display with Cabin
Pressure Control System related messages, and the EICAS display lower
section where cabin altitude, rate of change, maximum differential pressure
and landing field elevation are displayed.
The system also includes the multi-function display, for viewing CMC mes-
sages, and the Multi function Display ECS synoptic page to monitor the out-
flow valve position.
Figure 2: The cabin pressure control system components
ARINC
INPUTS
PRESSURE
PRESSURE SCHEDULES
SCHEDULES SELECTOR MAXIMUN
MODE RATER P REF PRESSURE SPEED
DELTA-P MOTOR DC MOTOR 1
LOGIC LIMITER LIMITER SERVO
LIMITER COMMAND INTERFACE
RATE RATE
SCHEDULES SCHEDULES
SELECTOR
CABIN
PRESSURE BITE
POTENTIOMETER 1
INDICATION
CPCS CONTROLLER
CHANNEL 1
(SDS 21-31)
(MPP 21-31-01)
(WM 21-31-50)
DISCRETE
INPUTS
OUTFLOW
VALVE
(SDS 21-31)
(MPP 21-31-02)
ARINC (WM 21-31-50)
INPUTS
PRESSURE
PRESSURE SCHEDULES
SCHEDULES SELECTOR MAXIMUN
MODE RATER P REF PRESSURE SPEED
DELTA-P MOTOR DC MOTOR 2
LOGIC LIMITER LIMITER SERVO
LIMITER COMMAND INTERFACE
RATE RATE
SCHEDULES SCHEDULES
SELECTOR
CABIN
PRESSURE BITE
POTENTIOMETER 2
INDICATION
CPCS CONTROLLER
CHANNEL 2
(SDS 21-31)
(MPP 21-31-01)
(WM 21-31-50)
DISCRETE
INPUTS
190
The pressurization control panel

The LFE switch is spring-loaded to the STOP position. When it is turned to
The PRESSURIZATION control panel is installed on the right hand side of the UP position, the LFE is increased. When it is turned to the DOWN posi-
the overhead panel in the cockpit. It has these switches: tion, the LFE is decreased. The LFE increases by 50 ft every 0.5 s.
• A rotary MODE selector switch After 2 s, the LFE increases by 500 ft every 0.5 s.
• A rotary spring-loaded LFE (Landing Field Elevation) switch
• A rotary spring-loaded CABIN ALT switch The DUMP switch is used to depressurize the cabin in the event of emer-
• A guarded DUMP push-button switch gency evacuation, smoke evacuation or to rapidly equalize differential pres-
sure. The cabin is depressurized at a rate of 2000 SL ft/min. up to 12400 ft
+/- 50 ft cabin altitude.
The MODE selector switch has three position:
• AUTO for automatic operation
• LFE CTRL for manual selection of LFE Positive Differential Pressure Limitation
• MAN for manual operation Whenever the differential pressure exceeds the nominal differential pres-
sure by +4 hPa (+.06 PSID) the control logic will automatically open the out-
When the MODE switch is set to AUTO, the CPCS operates fully automati- flow valve to limit differential pressure (available only in AUTO mode).
cally without any crew attention during flight. The CPCS takes the LFE value
from the FMS.
An additional Independent control function will open the outflow valve if the
When the MODE switch is set to LFE CTRL, the CPCS is still in automatic nominal differential pressure +20 hPa (+.29 PSID) is reached. This function
operation, but the LFE values are selected manually via the LFE switch. The is available in both Auto and Manual modes.
LFE CTRL is used together with the LFE switch to select LFE. The LFE rang-
es from -2000 ft to 14000 ft.
When the MODE switch is set to MAN, the CPCS operates in manual mode. A pneumatically actuated safety valve is also used to limit differential posi-
The MAN switch is used together with the CABIN ALT switch to manually tive pressure to +597 hPa (+8.66 PSID ).
control the position of outflow valve.
The CABIN ALT switch controls the position of the outflow valve in the man-
ual mode of operation. It only functions when the MODE selector switch is
set to MAN. It has these positions:
• UP
• DOWN
• STOP
The OUTFLOW switch is spring-loaded to the STOP position. When it is
turned to the UP position, the outflow valve is driven to the open position.
When it is turned to the DOWN position, the outflow valve is driven to the
closed position. The outflow valve is driven at a rate of 2 degrees per sec-
ond.
Figure 3: The pressurization control panel
PRESSURIZATION
OUTFLOW
A/C Packs Off STOP AUTO
Recirc Fans Off CLOSE OPEN MAN LFE
CTRL
Ebay Fan 3 On
Ram Valve Open
DUMP
LFE
- +
AMS Controller
Outflow Valve
Command
Forward SPDA
CPCS Controller
190
The cabin pressurization controller Positive Differential Pressure Limitation
The CPCS controller provides automatic cabin pressure control, failure Whenever the differential pressure exceeds the nominal differential pres-
monitoring and recording and communication with other aircraft systems. sure by +4 hPa (+.06 PSID) the control logic will automatically open the out-
The CPCS controller has two separate, but identical, fully independent con- flow valve to limit differential pressure (available only in AUTO mode).
trol channels. Each control channel includes:
• Two cabin pressure sensors An additional Independent control function will open the outflow valve if the
• Cabin pressure control circuit nominal differential pressure +20 hPa (+.29 PSID) is reached. This function
• BITE (Built-in Test Equipment) control circuit is available in both Auto and Manual modes.
• Motor driver circuit
• ARINC (Aeronautical Radio Incorporated) 429 I/O Interface A pneumatically actuated safety valve is also used to limit differential posi-
• Discrete I/O interface tive pressure to +597 hPa (+8.66 PSID )
• Serial Interface for software down load and shop interrogation pur-
poses
• EMI (ElectroMagnetic Interference) protection circuits on separate Auto pressure control loop
board
• Non-volatile fault and flight data storage
The CPCS controller controls the cabin pressure by generating a speed
The control channels communicate with each other via internal communica- command for the outflow valve. The outflow valve maintains a safe cabin
tion buses. Each control channel is supplied by two separate aircraft power pressure by modulating the rate at which the air flows out of the cabin.
supply sources for redundancy. The CPCS controller calculates a cabin reference from the ambient pressure
In automatic mode, only one control channel controls the outflow valve at (PA) and inputs from the FMS.
any time, the other is in hot stand-by. The CPCS controller switches active The difference between the reference pressure (PC REF) and the actual
control from one control channel to the other after each flight or when an cabin pressure (PC ACT), named DELTA PC, produces a speed and direc-
auto failure occurs. This gives the CPCS a dual redundant architecture. tion command for the motor interface. The motor interface directly controls
The manual mode of operation overrides and bypasses the CPCS. The crew its associated motor of the outflow valve.
controls the cabin pressure by manual control of the outflow valve. This For BITE purposes and cockpit indication on EICAS, the position of the out-
gives the CPCS a triple redundant architecture. flow valve is taken from one channel of a dual potentiometer. Speed control
The CPCS provides positive pressure relief to avoid damage to the aircraft is achieved via a motor revolution counter fed by signals from the three hall
due to positive over pressure. When the differential pressure exceeds the sensors in the motor.
maximum differential pressure of 597.08 hPa (8.66 psi), the CPCS software
control logic opens the outflow valve. This function is only available in the
automatic mode of operation.
Figure 4: The cabin pressurization controller
CH 1 (OR 2) ARINC OUTPUTS TO MAU 1 & MAU 3

ARINC INPUTS FROM MAU 1 & MAU 3 -Airfield altitude
-Baro correction -BIT fault matrix (EICAS,CMC)
-Cruise flight Level -Cabin diff pressure, pressure rate
-WOW, engine , door discretes -Cabin altitude
-Gross weight -Channel status word
-Landing field elevation -Landing field elevation
-Ambient pressure -Outflow valve position
DISCRETE OUTPUTS TO MAU 1 & MAU 2

DISCRETE INPUTS FROM FD PANEL -Automatic mode fail
-Dump switch -Manual mode fail
-Ditch switch (If installed) -Safety valve status
-Manual command
-Mode selector
-LFE selection DISCRETE OUTPUT TO FD PANEL
-28VDC Power (for ditch,dump,manual)
ANALOG INPUT FROM OUTFLOW VALVE

ANALOG OUTPUT TO OUTFLOW VALVE
-Potentiometer feedback
-Motor power signals
-Motor hall sensor signals -Potentiometer power supply
-Hall sensor power supply
OFV Position Feedback
190
The CPCS controller provides automatic cabin pressure control. It also per- In the stand-by state, the control channel switches off drive power to the out-
forms BITE power-up, continuous and initiated tests. The CPCS controller is flow valve and some system performance monitoring tests are disabled. If
installed in the forward avionics compartment. It has four built-in pressure no faults are detected and manual mode is not selected, the pressure control
sensor ports, two for each control channel. loop and the position control loop are held initialized to actual values. This
One sensor of the control channel is used for the control loop and indica- achieves a smooth transfer to the operational state in respect to cabin pres-
tions, the other is used as a backup for safety functions and indications. Four sure rates.
electrical connectors, two on each end of the unit, provide interconnection to In the fail state, the control channel switches off drive power to the outflow
other aircraft systems. valve because faults have been detected. All outputs to other aircraft sys-
The independent control channels communicate via an internal CAN (Con- tems are flagged invalid except ARINC information about the status of the
troller Area Network) bus and internal discrete signals. Each control channel system.
is powered by two separate aircraft power supply sources for redundancy.
Channel one is powered by the 28 VDC (Volt Direct Current) essential buses
1 and 2. Channel two is powered by the 28 VDC essential buses 1 and 3.
The CPCS controller is part of a dual redundant system. It is active when the
system operates in the automatic mode. Only one control channel operates
the outflow valve at any given time. The other control channel is in hot stand-
by. Pressure sensor signals are transmitted via ARINC 429 to the control cir-
cuits and are used for cabin pressure control logic. The control channel
calculates a reference value for cabin pressure from external aircraft inputs
and internal logic.The reference value is compared with the actual cabin
pressure and when a difference exists, an error signal is output.This error
signal is fed to one of the motors in the actuator to drive the outflow valve to
the desired position.
• Fail state
The initialization state performs these tasks:
• Power-up BIT (Built-in Test)
• Initialization of software
• Initialization of hardware
• Control channel determination for flight
• Resets all flight indications
• Initialization of pressure control loop
• Synchronisation to the other control channel
• Start normal control function
In the operational state, if the control channel detects no faults and all BIT
functions are enabled, the pressure control is activated.
Figure 5: Fwd E-Bay compartment access
Forward E-Bay Compartment Access
190
The Cabin Pressure Control System modes
During ground and flight operation the CPCS determines the current flight
mode depending on ARINC information. The system operates with the fol-
lowing flight modes:
• Ground (GN)
• Takeoff (TO)
• Climb (CI, CE)
• Cruise (CR)
• Descent (DI)
• Abort (AB)
The mode logic uses the following information from the MAU (Modular Avi-
onics Unit) to determine the current flight mode:
• Landing gear status and validity (generated by FADEC (Full-Authority
Digital Engine-Control)
• Engine takeoff power status and validity (generated by FADEC)
• Ambient pressure (generated by ADC)
• Cruise Flight Level (CRFL) and validity (generated by FMS)
The flight mode transitions for a normal flight are as follows:
• Ground Mode - The ground mode is active when the landing gear status
shows that the landing gears are compressed and the engines takeoff
power signals are not set.
• Ground to Taxi Mode - The taxi mode becomes active as soon as the
doors signal indicates the doors are closed and both engines rotation
(N2) are higher than 60%. This mode is only possible to be activated from
the ground mode.
• Climb Mode to Abort - If the aircraft stops climbing and begins an imme-
diate descent, the CPCS interprets this as a flight abortion.The abort is
only possible if the cruise mode has not been entered and either the air-
craft is below 10000 ft absolute or is less than 5000 ft above the takeoff
field.
Figure 6: Ground and takeoff modes
MODE TRANSITION INDICATOR TARGET CABIN PRESSURE RATE
GROUND •WOW SIGNAL PRESENT 0.7 hPA LOWER THAN SENSED CABIN PRESSURE +500 SLFPM INCREASING
•NO ENGINE POWER SIGNAL (OUTFLOW VALVE COMMANDED FULL OPEN)
-300 SLFPM DECREASING

TAXI •WOW SIGNAL PRESENT =AMBIENT PRESSURE + 7.5 hPA +300 SLFPM INCREASING
•DOORS CLOSED (OUTFLOW VALVE CLOSES CPCS -300 SLFPM DECREASING
•N2 > 60% TAKES CONTROL)
Cruise
Ground Taxi Climb Descent

Takeoff
CPCS Flight Mode Logic
190
Climb and Cruise modes
• Climb external is used when a valid CRFL is received from the FMS.
Climb internal is used if the CRFL is invalid or the FMS fails.
• Climb Mode to Abort - If the aircraft stops climbing and begins an imme-
diate descent, the CPCS interprets this as a flight abort. The abort is only
possible if the cruise mode has not been entered and either the aircraft is
below 10000 ft absolute or is less than 5000 ft above takeoff field.
• Climb Mode to Cruise - In the climb external mode, the mode logic switch-
es from climb to cruise when the aircraft reaches the planned CRFL. In
the climb internal mode, the mode logic switches from climb to cruise
when the aircraft stops climbing.
• Cruise Mode to Descent - The descent mode becomes active when the
aircraft starts descending after the cruise.
• Descent to Ground - The ground mode is active when the landing gear
status indicates that the aircraft is on the ground.
Figure 7: Climb and cruise modes
MODE TRANSITION TARGET CABIN PRESSURE RATE

INDICATOR
CLIMB INTERNAL •WOW SIGNAL CALCULATED VALUE BASED ON +750 SLFPM INCREASING
(NO CRFL AVAILABLE) NOT PRESENT AMBIENT PRESSURE -500 SLFPM DECREASING
CLIMB EXTERNAL CALCULATED VALUE BASED ON INCREASE RATE BASED ON AIRCRAFT
(VALID CRFL AVAILABLE) CRFL, NOMINAL ∆P*, AND GROSS WEIGHT AND AMBIENT PRESSURE
SELECTED LFE. AT TAKEOFF FIELD ALTITUDE
*NOM ∆P 535.99 Hpa FOR CRFL<37k
*NOM ∆P 535.99 Hpa FOR CRFL>37k -500 SLFPM DECREASING
Cruise

Takeoff
190
Descent and Abort modes
The CPCS will transition to DESCENT mode by selecting the landing field
altitude before the aircraft leaves the cruise flight level. The target pressure
will be set to landing field altitude plus 0.12 psi to ensure landing with the
CPCS in control. Cabin rate of change depends on cabin pressure, landing
field pressure and ambient pressure within 200 and 750 fpm.
If the aircraft stops climbing and begins immediate descent, the CPCS tran-
sits to ABORT mode. This transition is only possible from climb mode when
the aircraft altitude is below 10000 ft absolute or 5000 above the takeoff
field. In this mode, cabin pressure will be scheduled back to the take-off al-
titude, with a 5000 fpm rate of change.
Figure 8: Descent and abort modes
DESCENT •START OF AIRCRAFT •BASED ON SELECTED LFE BASED ON CABIN PRESSURE, LANDING FIELD
DESCENT BASED ON PRESSURE AND AMBIENT PRESSURE
ALTITUDE CHANGE

CRUISE •AIRCRAFT REACHES CRFL •CLIMB EXT ⇒ CRUISE +500 SLFPM INCREASING
(CLIMB EXT MODE) PRESSURE CALCULATED IN -300 SLFPM DECREASING
•AIRCRAFT STOPS CLIMBING SAME WAY AS CLIMB EXT
(CLIMB INT MODE) BASED MODE
ON ALTITUDE •CLIMB INT ⇒ CRUISE
PRESSURE BASED ON
AMBIENT PRESSURE AND ∆P
AT TIME OF CLIMB/CRUISE
MODE CHANGE..
Cruise

Takeoff
190
Manual mode
The manual mode of operation gives the flight crew manual control of the
cabin pressure.
When the MODE selector switch on the pressurization control panel is in the
MAN position, it configures the CPCS for manual operation. Both automatic
channels revert to the stand-by state. The manual operation is performed by
one control channel which is selected automatically. The crew has direct
manual control of the outflow valve via the CABIN ALT switch on the pres-
surization control panel.
The CPCS detects any failure in the manual mode and provides fault mes-
sages to the EICAS and CMC (Central Maintenance Computer).
The EICAS shows the message “PRESN MAN FAIL” if the manual function
of both channels has failed.
Failures detected during flight which do not require crew action are dis-
played on the CMCM (Central Maintenance Computer Module) after land-
ing.
Figure 9: Manual mode
AUTO CHANNELS
REVERT TO STANDBY
MANUAL MODE
Max Delta-P Limitation (+29
PSID above nominal) provided
by independent logic
Max Delta-P limitation Only

No Altitude limit
No Automatic Ground Depressurization
190
Built-in Test
The CPCS controller has BIT logic to detect failures within each control
channel or in the CPCS functions. If the BIT logic detects a fault in the active
control channel, the control channel goes into automatic fail. The CPCS
switches automatically to the other control channel without any workload to
the crew. A channel Fail message is displayed on the CMC display.
All detected faults are stored in NVM (Non-Volatile Memory) and can be
down loaded for maintenance purposes off-wing. All faults are continuously
transmitted to EICAS and CMCM via the ARINC 429 output bus.
The CPCS checks internal parameters and functionality. The internal fault
detection logic detects and isolates single LRU (Line Replaceable Unit) and
interconnection failures that cause loss of functionality or redundancy.
The CPCS performs these tests:

• Power-up test
• Continuous hardware and software tests
• Continuous function tests
The power-up test is done after a cold start, a reset or a power supply inter-
rupt. During the power-up test internal devices initialize and check the hard-
ware and software of the CPCS. When the test has passed, the main page
is shown on the EICAS display. When the power-up test fail, the PRSN
AUTO FAULT message is displayed on the EICAS.
Figure 10: Built-in Test
PRESN AUTO FAULT

Continuous Communication
MAU ,ADS,FMS ARINC Comm
ICDL test
PRESN AUTO FAIL
Discrete Info word test
Landing gear input
NO
Continuous Function BIT
Position Loop Closure YES
Both AUTO
Cabin Pressure rate
Channels ?
OFV Position/Drive direction
Low power Input voltage
Pass
Press Sensor Comparison
NO
Manual Channel
Continuous Hardware BIT Fail
Analog digital converter checks
ARINC power supply checks YES
ROM CRC/ RAM tests Controller Power On BIT NO
Pressure sensor signal/check sum ARINC Read / Write Both Channel s
OFV Potentiometer tests NVM Data Range test
Watchdog timer LRU P/N Compare test YES
Watch hardware test
Power On Pressure Sensor Calibration PRESN MAN FAIL
Current/high side checks
190
Outflow valve
The outflow valve controls the air flow out of the aircraft fuselage. It is in-
stalled on the forward fairing bulkhead.
The outflow valve consists of a valve body and a rotary actuator. The valve
body comprises a 8.5 in diameter butterfly valve, a two-piece butterfly valve
flap, a splined shaft and an actuator housing.
The valve body, valve flap and actuator housing are made of anodized alu-
minium alloy. The valve flap is bolted around the splined shaft and moves to
the closed if loss of mechanical actuation occurs.
The rotary actuator consists of two brush less DC (Direct Current) motors, a
gear train and a dual channel potentiometer.
Each DC motor is controlled and monitored by a separate channel of the

CPCS controller. Only one DC motor drives the outflow valve at any time.
Both DC motors use the same actuator mechanism.
The gear train consists of two irreversible worm screws, a differential gear
stage and two stages of spur gears. The worm screws are linked directly to
the output shafts on the DC motors. The spiral angle of the worm screw pre-
vents back driving of the motors.
The dual potentiometer sends a position signal to each control channel of

the CPCS controller. This provides position feedback of the outflow valve in
automatic and manual modes of operation.
The CPCS has a fail-safe software logic to close the outflow valve if the cab-
in pressure altitude reaches 14500 ft. This function overrides the normal au-
tomatic operation only, it does not effect the manual operation of the outflow
valve.
Figure 11: Outflow valve
Looking Aft from Forward Cargo Compartment Cabin Outflow Valve located on forward
fairing bulkhead
45 DEG
CONTROL
14,500 FT
12,700 FT
Control features are independent of normal pressure control logic

Not available in manual mode
190
The positive pressure relief valve
The positive pressure relief valve is a pneumatically actuated gate valve, lo-
cated on the rear pressure bulkhead, normally held in the closed position by
a pre-loaded spring.
Valve operation is independent of the Cabin Pressure Control System con-

troller. The relief valve provides both positive and negative pressure relief. It
contains a pilot valve that compares cabin pressure to ambient pressure.
If the pressure difference exceeds 8.66 psid, the pilot valve will open and the
differential pressure will act on the diaphragm to open the valve.
A micro switch is mounted on the valve to provide input to the Modular Avi-
onics Unit for status reporting. The static port connects the positive pressure
relief valve to ambient pressure.
The port is located at the rear fuselage section and has an integral heater
powered by 28 VDC to eliminate ice blockage.
Figure 12: Positive pressure relief valve
POSITIVE PRESSURE
RELIEF VALVE
28 VDC
I
HEATER
STATIC
PORT
190
Negative pressure relief
Under normal flight conditions, the valve is in the closed position. The valve
is mechanically actuated using the self-balanced spring forces at the valve
gate and the ambient-to-cabin differential pressure. If the ambient pressure
exceeds the aircraft cabin pressure, the valve gate opens and limits the neg-
ative pressure. The springs set the cap to open at a differential pressure of
-10 hPa (-0.15 psi). The valve is fully open at -35 hPa (-0.51 psi).
The safety valve has also a negative relief function. If the ambient pressure
acting on the underside of the gate valve exceeds the cabin pressure, the
gate valve opens allowing air from ambient to flow into the cabin.
Figure 13: Negative pressure relief
NEGATIVE PRESSURE
RELIEF VALVE
limits maximum negative pressure differential to 0.5psi
190
EICAS indications
In case of a Cabin Pressure System fault, EICAS messages are displayed:
• If one controller channel fails, the EICAS advisory message

PRESN AUTO FAULT will be displayed
• If both controller channels fail, the EICAS caution message PRESN
AUTO FAIL will be shown
• When both channels are unable to operate in manual mode, the
caution message PRESN MAN FAIL will be displayed
• If cabin altitude exceeds 9700 ft, a warning message HI CABIN ALT
will illuminate, and an aural warning, CABIN, will sound.
The EICAS Display also provides a continuous status of cabin altitude, cabin
rate, differential pressure, and landing field elevation.
Display color indicates current status of displayed value.
Green - Normal range

Amber - Advisory range
Red - Warning
Figure 14: EICAS indications
(2 second Delay)
CPCS Controller AUTO FAIL Channel 1
AND PRES N AUTO FAIL

(2 second Delay)
OR PRES N AUTO FAULT

(2 second Delay)
CPCS Controller MANUAL FAIL Channel 1
AND PRES N MAN FAIL

CPCS Controller MANUAL FAIL Channel 2
190
AMBIENT
PRESSURE FROM
MAU1 MAU2 MAU3
Cabin Differential Pressure >8.5 psid

Cabin Differential Pressure <-0.3
psid OR CABIN DIFF PRESS
FAIL
CABIN
PRESSURE
Cabin Altitude 14,500 +250/-500 Feet
OR CABIN ALTITUDE HI
Cabin Altitude >9,700 Feet For Airfield
Operations <9,400 Feet
Or
Airfield Altitude +500 Feet For Airfield
Operations >9,400 Feet
Aural
Warning
“CABIN”
Figure 15: EICAS indications
LFE: 3000 CTRL 2700 ------- ------
Green- FMS Cyan (CTRL) Green Dash Cyan Dash

Manual Man Mode Invalid Data
93. 8 T 0- 1
T/ 94. 0 HI CABIN
PRESN MAN FAIL
PRESN AUTO FAIL
OFF OFF PRESN AUTO FAULT
0. 0 N1 0. 0
26° I TT
T 28°
0. 0 N2 0. 0 PRESSURIZATION
0. 0 FF PPH0. 0 11 12 1 OUTFLOW MODE
LANDI NG GEAR
LA
FU
UEL QTY STOP AUTO
5510
FQ LB
L
5520 DN CLOSE OPEN MAN LFE
CTRL
11030
DN DN
OI L VP APU
OFF
ALT 9800 FT DUMP

LFE
RATE 200 FPM
- +
1 45° 48° P 8. 32 PSI
PRE
RESS T MP
TE L
LP HP LFE 2915 FT
SLA
LAT/ FLA
LAP/ SPD
DBRK TRI MS
TR
SPD
DBRK PI TC
TCH
S F ROLL
RO
FU
ULL
0
S F
S/
190
21-40 Heating
Introduction
The door sill heaters are electric heating pads located in the forward and aft
doorway entrances, attached to the floor panels. These pads provide heat-
ing during cold weather icing conditions, to prevent snow accumulation at
the door entry. The unit includes:
• a panel shaped to fit the mounting holes,

• an internal heating element and
• a temperature control sensor.

Figure 1: The door sill heaters
Heating element
temperature control sensor

190
Floor panel heaters operation
The floor panel heaters operate when the aircraft is on the ground with the
doors open, and an outside air temperature below 40°F/4.4°C.
The power source to the heater is 115v single phase AC.
If the ambient temperature increases above 45°F/7.2°C or if the door is

closed, the power to the heater will be disconnected. When the heating ele-
ment is powered, the internal thermostat will regulate the temperature.
If internal temperature rises above 68°F/20°C, the thermostat will open and
disconnect heating. If the temperature drops below 59°F/15°C, the thermo-
stat will close the circuit and heating will begin.
An over temperature protection switch is included in the circuit. The switch

will disable heating on rising temperature of 149°F/65°C, and it will reset if
panel temperature drops below 104°F/40°C. In case of heater failure, a mes-
sage is generated on the CMC.

Figure 2: Floor heating operation
The floor heaters operate if:

An outside air temperature below 40°F/4
The aircraft is on ground
With the doors open
115 V single phase AC

190
The floor panels heaters construction
The heating panel is a Kapton foil heater bonded to an aluminium cover and
skin. This construction provides a thin flexible heating element. Epoxy adhe-
sive is used to bond the Kapton foil to the metal element, to prevent moisture
penetration.
The foil heater is rated for continuous use at 302°F/150°C, which is well
above the normal operating temperature of the mat.
The heated floor panels have an electrical lead of sufficient length to allow
easy removal and installation.

Figure 3: The floor panel heaters construction

190
21-50 Cooling
Introduction
The air conditioning system utilizes two identical cooling packs that provide
condition bleed air for cabin heating and cooling.
The packs provide condition bleed air for cabin heating and cooling, and in-
clude the following components:
• Dual heat exchanger,

• Air cycle machine,
• Condenser-reheater,
• Water collector,
• Add heat bypass valve and
• temperature sensors.
There are also two external components:
• The Pack bypass valve, and a

• Pack flow control valve which together control pack operation.
During normal operation, each cooling pack provides half of the total fresh
airflow; however, a single pack is capable of providing 67% of the total flow
and ensuring safe aircraft ventilation and temperature control capability.

Figure 1: The air conditioning system
Low Limit Valve Air Cycle Machine
Condenser / Reheater Fan Inlet Diffuser Housing
Water Collector Add Heat Valve

Spray Nozzle
Ram Inlet Duct Pack Outlert Duct

Dual Heat Exchanger

190
ECS pack
The air conditioning system utilizes two identical air cooling packs, right and
left, to condition bleed air for cabin heating and cooling. Each air cooling The high air exchange rate is necessary to control temperature gradients,
pack consists of a dual heat exchanger, air cycle machine, condenser/re- prevent stagnant cold areas, and maintain air quality.
heater, water collector, valves and temperature sensors. The primary func-
tion of the air cooling pack is to supply conditioned air to the cabin
distribution system for environmental control. The air cooling pack also con-
tains an internal condensing water collection system which removes mois-
ture from the cooling pack air flow. Hot air from the engine bleed system is
precooled in the dual heat exchanger using cold ram (outside) air to remove
the heat. An air cycle machine within the pack contains two cooling turbines
which generate cold air, through expansion, for cooling cabin.
The cooling pack system conditions hot bleed air for cabin air conditioning.
There are two identical cooling packs (right and left) per aircraft and they are
located in the ECS (Environmental Control System) pack bay in the forward
fairing of the aircraft.
The cooling pack is an air cycle refrigeration system that uses air passing
through and into the airplane as the refrigerant. The cooling pack system au-
tomatically controls the temperature and decreases the humidity of the cock-
pit and cabin air. The two cooling packs, which are installed in the forward
part of the wing-to-fuselage fairing, provide dry, sterile, and dust free, condi-
tioned air to the flight deck and passenger cabin at the proper temperature,
flow rate, and pressure to satisfy pressurization and temperature control re-
quirements.
An equal quantity of filtered, re circulated air is mixed with air from the cool-
ing packs.
A flow control valve regulates flow of bleed air into the air conditioning packs.
The refrigeration pack is out fitted with sensors and valves for temperature
and operational control, and heat exchangers that use outside ram air for ex-
cess heat dissipation.
An equal quantity of filtered re circulated air is mixed with air from the air con-
ditioning packs. The high quantity of supply air results in a complete cabin
air exchange about every 2.5 to 3.5 minutes (based on aircraft configuration
and altitude), or about 18 to 25 times an hour.

Figure 2: ECS pack
GROUND
CONNECTION
Ovb d
P rim a ry
He a t
Exc h a n g e r Em e rg
Ra m
RAM air S e c o n d a ry
Co n d e n s e r
He a t
Exc h a n g e r Re h e a te r
RAM AIR INLET

190
The flow control valve
The pack flow control valve is located upstream of the left and right air cool-
ing packs.
The valve is torque motor controlled and modulated by the AMS controller,
but has a pneumatically actuated butterfly valve. It incorporates a closed po-
sition switch to provide position feedback to the AMS controller. A filter re-
moves air supply contaminants.
A locking screw installed in the actuator housing can be used to lock the
valve in a closed position.
The valve operates as follows:
• the flow sensing venturi differential pressure signal is sent to the

AMS controller for calculation. For internal calculation, the AMS
also uses the manifold bleed pressure and the pack inlet tempera-
ture to determine air flow to the packs. The controller millivolt signal
is sent to the flow control valve to define the valve position that will
modulate the air flow.

Figure 3: The flow control valve
Torque motor
Spring force
Supply pressure Butterfly disc

190
The flow sensing venturi
The flow sensing venturi is a steel duct. The venturi contains pressure-sens-
ing ports on the upstream and downstream side of the duct orifice. Airflow
across this duct is measured by a differential pressure sensor mounted on
the venturi and is used by the AMS Controller to calculate the air flow.
The sensor provides a zero to 10 volt DC electronic signal to the AMS con-
troller. The sensor is hermetically sealed and has two input pressure ports,
an internal pressure transducer and an electric connector.
Venturi Delta-P sensors
The differential pressure sensor is mounted on the flow sensing venturi duct
directly upstream of the pack flow control valve. The sensor provides a 0 to
10 VDC (Volt Direct Current) electronic signal to the AMS controller, which
is used to calculate the air flow that goes into the environmental control sys-
tem. The sensor is hermetically sealed and consists of two input pressure
ports, and internal pressure transducer, and an electrical connector. There
are two differential pressure sensors per aircraft (one per cooling pack).
Air conditioning pack flow controls
The flow of air to the air conditioning packs is measured using a differential
pressure sensor which is mounted on a venturi duct. The differential pres-
sure sensor sends an electronic signal to the AMS controller. The AMS con-
troller uses the differential pressure, the bleed manifold pressure, and the
pack inlet temperature to calculate airflow going to the air conditioning pack.
The AMS controller then supplies a torque motor current command to mod-
ulate the pack flow control valve to obtain the desired pack airflow rate.

Figure 4: The flow sensing venturi

190
The dual heat exchanger ceeds the ACM fan outlet pressure. This fan bypass function is necessary to
prevent ACM damage caused by excessive fan surge margins. There are
two fan bypass check valves per aircraft (one per cooling pack).
A dual heat exchanger and a fan inlet diffuser housing assembly are in-
stalled into each ECS pack.
The heat exchanger has three different circuits:
• The primary circuit removes heat from bleed air before entering the
compressor section. The primary section is a single-pass cross flow
configuration.
• The secondary circuit removes heat from the compressor outlet air
before it goes towards the reheater. The secondary section is a
two-pass cross-counter flow configuration.
• Both bleed circuits are cooled by ram air in series - first the second-
ary then through the primary heat exchanger sections.
Ram air exiting the heat exchangers enters the fan inlet diffuser housing and
is either pulled through to ambient by the fan or passes through the fan by-
pass check valve.
The heat exchanger contains access windows for inspection and cleaning of
the heat exchanger ram air circuit.
Fan bypass check valve
The fan bypass check valve is a 12 in diameter hinged, petal-type check

valve which has six petals that cover six orifice windows in a single valve
seat. The valve allows airflow through the orifice windows in one direction.
Flow in the opposite direction (reverse flow) is prevented by the petals clos-
ing on the aluminium check valve frame.
The fan bypass check valve is installed in the cooling pack between the fan
inlet diffuser housing and the ram air outlet duct, and allows ram air to by-
pass the air cycle machine fan whenever pressure in the ram air circuit ex-

Figure 5: The dual heat exchanger
ECS PACK
Bypass check valve
Primary
Secondary Condenser
Reheater

190
The air cycle machine components
The air cycle machine provides the source for pack cooling. The external
structure consists of a fan and compressor housing, a first stage turbine
housing, and a second stage turbine housing. Each housing is made of cast
aluminium.
The ACM internal structure has two turbine rotors which drive a compressor
rotor and a cooling fan rotor.
The four rotors and two shaft segments turn as one assembly locked togeth-
er by a tie rod.
The assembly rotates in a pair of hydrodynamic, foil-type journal bearings.
Axial movement is limited by a pair of hydrodynamic thrust bearings. These
hydrodynamic foil-type bearings use no oil and require no scheduled main-
tenance.
The fan rotor is attached to one end of the assembly and is positioned adja-
cent to the fan shaft segment followed by the compressor rotor, first turbine
rotor, turbine shaft segment, and second turbine rotor. The turbine shaft seg-
ment includes both a journal bearing surface and the thrust disk on which
the two bearings act.
A tie-rod goes through the centre of the shaft and rotor segments and holds
the assembly together axially. The tie-rod is assembled with a high preload
which permits all components of the assembly to operate as a one shaft sys-
tem.

Figure 6: The air cycle machine components
2 turbine stages
Fan and compressor housing
First stage turbine housing
2 compressor stages
Second stage turbine housing

190
Air cycle machine operation
Air is cooled in the primary section of the dual heat exchanger using ram air
to remove the heat. The air is then compressed by the compressor portion
of the dual turbine ACM. The heat generated by compression is removed by
the secondary portion of the dual heat exchanger, using ram air. The air is
then passed through the condenser/reheater where it is sub-cooled within
the condenser using the cold exhaust air from the first stage turbine. This
cooling process condenses water from the air to permit it to be collected by
the water collector. The collected water is moved to the spray nozzle, which
is located in the secondary ram inlet header of the dual heat exchanger.
The water is sprayed on the ram air face of the core to increase the heat ex-
changer performance through evaporative cooling. After exiting the water
collector, the air flows through the re-heater portion where it is preheated to
increase first stage turbine performance.
After expansion through the first stage turbine portion of the ACM, the air
passes through the cold side condenser portion of the condenser/ reheater
where it removes the heat for condensation. After exiting the cold side of the
condenser, the air enters the second stage turbine of the ACM where it is
expanded to provide the cold air source for cabin cooling.
The condenser inlet temperature is continuously monitored by the AMS con-

troller using electronic feedback from the condenser inlet temperature sen-
sor. The condenser inlet temperature is controlled by adding warm
compressor outlet air to the condenser inlet airflow. This is achieved by mod-
ulation of the low limit valve and/or the opening and closing of the add heat
valve. The condenser inlet temperature is controlled to 34 °F/ 1.1°C under
most pack operating conditions to prevent water from freezing in the con-
denser. In certain low humidity conditions the condenser inlet may be con-
trolled to 50 °F/ 10 °C. Pack outlet temperatures are continuously monitored
by the AMS controller using electronic feedback from the pack outlet tem-
perature sensor. The pack outlet temperature is controlled by adding hot
pack inlet air to the pack outlet airflow. This is accomplished by modulation
of the pack bypass valves. The AMS controller reads actual pack outlet tem-
peratures and sends a torque motor current command to modulate the pack
bypass valves to obtain the desired pack outlet temperatures.

Figure 7: Air cycle machine operation
B K W IR ING DIA GR AMS

G
A 21 51 50
F M
L 21 51 51
E
N
H
F AN C OMP
E T R1
T R2
J
G
D F
D B N
A C PACK BYPASS
VALVE
(SDS 21-51 )
(MPP 21-51-10) COOLING PAC AIR C YC LE MAC HINE
(SDS 21-51)
K
G
(MPP 21-51-00)
V ENTURI DP S ENSOR E GROUND
F LOW S ENSING V ENTURI P T
CONNECTION
(SDS 21-29) CONDITIONED AIR
D (MPP 21-29-00) CHECK-VALVE
(SDS 21-20)
FAN BYPASS (MPP 21-20-02)
CHECK-VALVE
(SDS 21-51)
(MPP 21-51-09)
PACK FLOW F
N
CONTROL VALV A COMP TR1 TR2
OVBD
(SDS 21-51)
N
(MPP 21-51-01)
C
T2
J S
T5
P T M
PRIMARY HEAT
EXCHANGER K EMERG
F AN B Y P AS S
P AC K F LOW (SDS 21-51) RAM
C ONTR OL V ALVE FROM (MPP 21-51-04) T3 AIR C HE CK V ALVE
P BLEED T1 WATER COLLECTOR (SDS 21-25)
T4
CONDENSER (SDS 21-51) (MPP 21-25-00)
C
SYSTEM
F REHEATER
(SDS 21-51 )
(MPP 21-51-07)
N
(MPP 21-51-06)
FLOW SENSING SECONDARY HEAT L
UNPRESSURIZED
VENTURI EXCHANGER
PRESSURIZED
(SDS 21-51)
(MPP 21-51-02)
(SDS 21-51)
(MPP 21-51-04) H
WATER SPRAY NOZZLE
D (SDS 21-51)
(MPP 21-51-08)
RAM AIR INLET
DUAL HEAT
E XC HANG ER C ONDE NS E RR/ EHEATE R W AT ER S PR AY NOZZLE W AT ER C OLLEC TOR LOW LIMIT V ALVE ADD HEAT V ALVE P AC K B Y P AS S V ALVE
F H M L K J E

190
Condenser/Reheaters
The condenser/re-heater is an aluminium dual-heat exchanger consisting of

headers and mounts welded to a core. Both core sections are single pass,
cross flow, plate-and-fin designs. The condenser cold circuit is situated be-
tween the two turbine stages of the air cycle machine and is never subjected
to sub-freezing air temperatures, therefore, it does not require complicated
features for the prevention of ice buildup, which other systems using the
conventional chilled re circulation cycle demand.
Water collectors
The water collector is a brazed and welded assembly. The collector body is
constructed of two aluminium-brazed sub assemblies welded together at the
outside diameter. Each section of the sub assembly is made of spun and hy-
dro-formed sheet metal parts.
The water collector removes water from the condenser/reheater heat ex-
changer and sends the dry air to the air cycle machine. A swirl vane at the
water collector inlet sends the water to the duct walls. A clearance between
the diffuser section and the air return diffuser section catches most of the
water from the airflow. A drain boss located at the lowest section of the col-
lector lets water drain by gravity and air pressure. An overflow drain boss lo-
cated slightly above the lowest point lets water drain if the primary port is
clogged.
Water spray nozzles
The water spray nozzle is mounted in the ram air inlet ducting directly up-
stream of the dual heat exchanger. Water, which is collected in the water
collector, is routed through drain line to the water spray nozzle. The water
spray nozzle sprays the water on the ram inlet face of the secondary heat
exchanger. This cools the air that goes into the secondary heat exchanger
and improves heat exchanger performance.

Figure 8: The condenser
T1 T2
T
Primary Water collector

Condenser
Reheater
Secondary
RAM AIR INLET

190
The bypass valve
The pack bypass valve is installed parallel to the air conditioning packs. It is
a butterfly valve powered by a pneumatic actuator.
The valve maintains the required hot air flow to the pack outlet, as directed
by the downstream duct supply temperature sensor output, which directs the
pack controller to modulate current to the valve's torque motor.
The valve position is controlled by the pneumatic servo pressure generated

by the torque motor. The valve can be locked in the closed position by re-
moving the lock bolt.

Figure 9: The bypass valve
ECS PACK
BYPASS VALVE

190
Add heat, and low limit bypass valve
Bleed air passing by the pack inlet temperature sensor and through the pri-
mary heat exchanger enters the air cycle machine compressor. A linear actuator is used to rotate a piston that meters the amount of warm
air bypass flow, in order to control condenser inlet duct temperature. The
downstream duct temperature is used as feedback for positioning of the
Compressor inlet and outlet temperature is sensed by temperature sensors valve.
and forwarded to the AMS controller.
The AMS control logic is based on BUMP/STOP/CHECK, and the signal is
The main flow from the compressor goes through the secondary heat ex- sent to the actuator to extend or retract in steps. A knob on the linear actu-
changer and on to the condenser/reheater. Some hot air is tapped and di- ator housing permits manual valve position adjustments.
rected to the Add Heat Valve to maintain turbine second stage inlet
temperature.
Add heat valve
Air from the condenser/reheater is directed to the first stage turbine, where
the temperature will drop.
Each air conditioning pack incorporates an ON/OFF Add Heat Valve which
The Low Limit Bypass Valve is installed parallel to the first stage turbine. The supplies warm air from the compressor outlet to the condenser inlet. This is
valve provides additional warm air to maintain condenser inlet temperature. used to maintain a minimum turbine inlet temperature of 15.5 +C/60 °F.
Air flows through the condenser and enters the second stage turbine for a
further temperature reduction. The Add Heat Valve is controlled by the AMS controller as a function of am-
bient temperature and altitude, and is opened and closed using a solenoid.
Turbine outlet cold air is mixed with pack bypass air to achieve the request-
ed duct temperature.
The low limit bypass valve
The Low Limit Bypass Valve is an electrically-actuated valve installed on the

air cycle machine turbine housing.
The valve limits condenser inlet temperature to a minimum of 1.1 °C/34 °F

up to 25000 ft, or to 10 °C/50 °F above 25000 ft.

Figure 10: The low limit bypass valve, Add heat valve and ECS pack bypass valve
ECS pack bypass valve
Low limit bypass valve

Add heat valve
GROUND
CONNECTION
Ovb d
P rim a ry
He a t
Exc h a n g e r Em e rg
Ra m
S e c o n d a ry
Co n d e n s e r
He a t
Exc h a n g e r Re h e a te r
RAM AIR INLET

190
Temperature sensors
The air conditioning pack temperature control has five temperature sensors,
which supply data to the AMS controller.
The sensors are:
• Pack inlet temperature sensor,

• Compressor inlet temperature sensor,
• Compressor outlet temperature sensor,
• Condenser inlet temperature sensor and
• Pack outlet temperature sensor.
All of these sensors are dual element sensors (except the pack inlet temper-
ature sensor, which has a single element) in order to improve system relia-
bility. The AMS controller monitors all sensor voltages in order to control
pack operation or determine pack failure.

Figure 11: Temperature sensors
Test Inhibits
Invalid temp sensor signals
Minimum Pack Flow
PBV position limit
Compressor Outlet Temp exceeds

Compressor Inlet temp by 30 Deg
F Min for 2 Minutes, and Aircraft
In Air
OR
Condenser Inlet temp greater than 180

Deg F and Pack Outlet Temp greater
than 120 Deg F 10 seconds, and CONDENSER
INLET TEMP
Aircraft on Ground
COMPRESSOR
INLET TEMP PACK
OUTLET TEMP
ACM FAIL COMPRESSOR
OUTLET TEMP

190
ECS Off Request
The FADEC may send an ECS OFF signal to the AMS controller, requesting
that no bleed air be extracted from the engine for the air-conditioning sys-
tem. The FADEC sets this signal depending on the TDS input (REF ECS
OFF), pressure altitude, flight phase and engine failure detection.
If the ECS is bleeding air from the engine and the FADEC ECS OFF request
is true and Altitude is below 15 000 ft, both ECS packs will be commanded
OFF. The ECS cooling packs will be shut down at -30 ppm/ sec after receiv-
ing the ECS OFF signal from the FADEC. The APU can be used as a valid
bleed air source when the ECS OFF signal is set to true and Anti-ice is not
required.
In response to the ECS OFF signal the AMS controller has the following re-
quirements:
If the FADEC transitions the ECS OFF signal from true to false, the both
ECS cooling pack FCV’s will be automatically opened without any pilot ac-
tion. The AMS will disregard the FADEC ECS OFF signal if aircraft altitude
is above 15,000 ft.
In general, the AMS controller will use the ECS OFF signal from the in-con-
trol FADEC channel. If the AMS controller loses communication from one
SPDA then AMS controller will use the other SPDA as a backup source of
information for the ECS OFF and channel in control signals.
The time from the ECS OFF signal being received in the AMS controller to
ECS cooling pack FCV’s closing will be less than 5 seconds when com-
manded ON again by the AMS controller.

Figure 12: ECS OFF LOGIC
ECS OFF
(X-eng signal)
PALT < 500ft ATOA
OEI
(local engine)
TO mode
ECS OFF
at Thrust Set
signal
TLA > TO/GA

REF ECS
OFF
TLA > MAX
TO mode
at Thrust Set
PALT < PALT ENV
GA mode
at Thrust Set
OEI
(either engine)
PALT < 9700ft If TOPALT < 8000ft, then PALT ENV = 9700ft
else PALT ENV = 15000ft

190
Pack related messages
The Pack-related EICAS messages are:
• PACK FAIL CAUTION if any pack component develops a fault,

• PACK OFF advisory message if the pack is switched off, or
• PACK LEAK caution message when an overheat is detected in the
pack high pressure bleed duct.
CMC messages will be provided to determine failed pack components if the

PACK FAIL message is present.
The pack will be disabled in the following conditions:
• bleed source not available,

• pack switch is OFF,
• left or right engine start with weight on wheels,
duct leak or if the AMS built-in-test detects failure.

Figure 13: Pack related messages
The pack will be disabled in the following conditions:
Bleed source not available

POWERPLANT
START/STOP
AMS built-in-test fail
Pack switch is OFF STOP
RUN
START STOP
RUN
START
1 2
eft or right engine start with weight on wheels AUTO

IGNITION
AUTO
OFF ON OFF ON
Duct leak or if the AMS built-in-test detects failure 1 2
AIRCOND / PNEUMATIC AIRCOND / PNEUMATIC

PAX PAX
CKPT RECIRC CABIN CKPT RECIRC CABIN
C H C H C H C H
ATTND ATTND
PACK 1 PACK 2 PACK 1 PACK 2
XBLEED XBLEED
WING 1 WING 2 WING 1 WING 2

START 1 GND START 2 START 1 GND START 2
CONN CONN
BLEED 1 APU BLEED BLEED 2 BLEED 1 APU BLEED BLEED 2
LEAK LEAK LEAK LEAK

190
Figure 14: Pack1 off


190
21-60 Temperature control

Introduction
The temperature control system provides closed loop control for the flight
deck and passenger cabin. The cabin two-zone configuration is an aircraft-
selectable option.
The flight deck and passenger cabin temperatures are electronically control-
led by the AMS controller between 19°C and 30°C. The AMS controller com-
pares the actual temperature provided by the temperature sensors to the
selected temperature. If a difference exists, the AMS controller will adjust the
target duct temperature by modulating the pack bypass valve position until
the selected temperature is achieved. In case of ambient sensor failure, the
system defaults to the duct temperature sensor, and if the selector fails, the
system defaults to a 75°F/ 24°C zone temperature.
Zone Temperature Control
Cabin Zone Temperature Sensor locations.
• Cabin Zone Temperature Sensor also uses ejector to draw ambient

air across sensor element.
• Ambient air is drawn from space between overhead bins.

Figure 1: The AMS temperature controller
AMS
Map Pl an Sys t ems ECS
CKPT 15
FWO CAB
AFT CAB
CKPT 15
FWD CAB
AFT CAB
TCAS Weat her Checkl i s t
Cabin
The AMS provides temperature light deck
control between 19° to 30°

190
Cockpit zone control
The cockpit zone receives airflow from the left air conditioning pack. Condi-
tioned air from the left pack is mixed with the re circulated air from the left re
circulation fan. Cockpit zone control is achieved by changing the left air con-
ditioning pack outlet temperature.
The cockpit temperature control system includes two dual temperature sen-
sors. One sensor is located in the cockpit under the ceiling panel and the
other is in the cockpit zone duct downstream of the mixer duct. Each sensor
contains two independent sensing elements to provide signals for AMS
channels 1 and 2.

Figure 2: Cockpit zone control
Temperature sensor Temperature sensor
Channel 2
SPDA 2 Channel 1
F
F
(FLIGHT F
DECK) F
T
F
F
F
MIXER CABIN F
SAFETY
VALVES
R.H. OUTFLOW
VALVE
ECS
PACK 2
(CABIN) TO GASPERS F
F
FWD
RECIRCULATION FAN FILTER CARGO
FILTER
COMPARTMENT
RECIRCULATION

190
Single cabin zone configuration
The passenger cabin receives air from the left and right air conditioning
packs, routed through the mixer duct, where it is blended with re circulated
air from the fans. Air is then routed to the front and aft passenger cabin dis-
tribution ducts. In the single cabin zone configuration, the passenger cabin
temperature is controlled by changing the right air conditioning pack outlet
temperature.
The single configuration includes two dual sensors, one ambient tempera-
ture sensor located in a Duct by the overhead bins, and the other cabin duct
temperature sensor downstream of the mixer.
Cabin Zone Temperature Sensor locations.
Cabin Zone Temperature Sensor uses ejector to draw ambient air across
sensor element.
Ambient air is drawn from space between overhead bins.

Figure 3: Single cabin zone configuration

190
The two cabin zone configuration
The two cabin zone configuration uses a separate trim system for independ-
ent control of forward and aft cabin zones. for both the forward and aft cabin zone ducts. The AMS controller will then
modulate the right pack bypass valve, via the torque motor command, to
meet the coldest cabin duct target temperature. The trim bypass valve for
Hot air is tapped from the right air conditioning pack for zone temperature the coldest zone will be sent a signal to close. The AMS controller will then
control. modulate the opposite zone trim modulating valve to meet the warmest cab-
in duct target temperature.
The system includes: The trim air system utilizes two trim air modulating valves, two hot air ejec-
tors, and associated ducting to independently control the air temperature en-
tering the forward and aft passenger cabin distribution ducts. This is
• two trim modulating valves, accomplished by mixing hot air from the ejectors directly into the forward and
• two ejectors and aft distribution duct openings within the mixing duct. The amount of hot air
• three dual temperature sensors. flowing to the ejectors is controlled electronically by the AMS controller
through modulation of two trim air modulating valves.
The AMS will compare the actual temperature to the selected temperature
and calculate a target zone temperature for the forward and aft cabin zones.
The controller then modulate the right pack bypass valve to meet the select-
ed coldest cabin zone duct target temperature. The cold zone trim modulat-
ing valve closes. The controller modulates the opposite trim valve to meet
the selected warmest cabin zone duct temperature.
The passenger cabin temperature is selected by the flight crew using the
PAX CABIN selector. The forward and aft passenger cabin zone tempera-
tures can be selected by the flight attendant using CABIN TEMPERATURE
selectors located on the attendant control panels.
The passenger cabin zone requiring the coldest air is controlled by modula-
tion of the right pack bypass valve. The opposite zone (warmest zone) tem-
perature is controlled by modulation of the trim air modulating valve related
to that zone.
Temperature sensors located in the forward and aft cabin zone and in the
forward and aft cabin ducts provide actual temperature via electronic signals
to the AMS controller.
The AMS controller compares the selected zone temperatures to actual
zone temperatures. The difference between the selected temperature and
the actual zone temperature is used to calculate a target duct temperature

Figure 4: The two cabin zone configuration

190
Trim modulating valves
The zone trim valves regulate hot bleed flow to the trim ejectors, which are
installed in the mixer duct.
The valves are electronically controlled and pneumatically operated butterfly

valves.
The valves are fail-safe closed and can be manually locked in the closed po-
sition. The trim ejectors directionally inject hot bleed air into the forward and
aft cabin outlet ducts.

Figure 5: Trim modulating valves
Compartment
recirculation
FILTER
Trim modulating valves
FAN
F
T
T F
E-bay
Mid
Forward Cabin F
F
Mixer
F
Muffler
Aft Cabin
Muffler T Outflow
Valve
FAN
FILTER
Compartment
recirculation

190
Automatic temperature control
Note that the temperature control system operates only in AUTOMATIC

mode, where:
• dual temperature sensors provide increased reliability, and

• each AMS channel is capable of controlling the entire temperature
control system.
• A CMC message is provided in case of ambient, duct sensor or trim
valve failure.
The ECS synoptic page provides monitoring of actual cockpit and passenger
cabin zone temperatures.

Figure 6: Automatic temperature control
ZONE ZONE
131 223
A D
C D
F
A
E
C
COCKPIT DUCT F
TEMPERATURE SENSOR
B COCKPIT ZONE
TEMPERATURE SENSOR

190
21-MEL (Example)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
¦ U.S. DEPARTMENT OF TRANSPORTATION ¦ ¦ MASTER MINIMUM EQUIPMENT LIST ¦
¦ MASTER MINIMUM EQUIPMENT LIST ¦ ¦ --------------------------------------------------------------------------- ¦
¦ FEDERAL AVIATION ADMINISTRATION ¦ ¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦
¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ AIRCRAFT: ¦ REVISION NO: 3 ¦ PAGE: ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-2 ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ --------------------------------------------------------------------------- ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-1 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 21 AIR CONDITIONING ¦ ¦ ¦ ¦
¦ 21 AIR CONDITIONING ¦ ¦ ¦ ¦
¦ 24-04 Recirculation B ¦ 1 ¦ 0 ¦ (O)May be inoperative or missing | ¦
¦ System Smoke ¦ ¦ ¦ provided: | ¦
¦ 00-01 Air Management C ¦ 2 ¦ 1 ¦ One may be inoperative provided ¦
¦ Detector ¦ ¦ ¦ a) Recirculation Fans (RECIRC) | ¦
¦ System (AMS) ¦ ¦ ¦ flight is conducted at or below ¦
¦ ¦ ¦ ¦ remain selected off, | ¦
¦ Channels ¦ ¦ ¦ FL 310. ¦
¦ ¦ ¦ ¦ b) Both air conditioning packs | ¦
¦ 21-04 Pilots Feet C ¦ 2 ¦ 0 ¦ ¦ ¦ ¦ ¦ ¦ are operating normally, and | ¦
¦ Outlet Shutoff ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ c) Live animals are not carried | ¦
¦ Valves ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ in the forward cargo | ¦
¦ ¦ ¦ ¦ compartment. | ¦
¦ 23-00 Gasper System C ¦ 1 ¦ 0 ¦ ¦
¦ B ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative or missing | ¦
¦ 24-01 Recirculation C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided ¦ ¦ ¦ ¦ ¦ provided: | ¦
¦ Fans ¦ ¦ ¦ affected fan is deactivated. ¦ ¦ ¦ ¦ ¦ a) Recirculation Fans (RECIRC) | ¦
¦ ¦ ¦ ¦ remain selected off, | ¦
¦ 1) Recirculation C ¦ 2 ¦ 0 ¦ (M)May be inoperative closed ¦ ¦ ¦ ¦ ¦ b) One air conditioning pack is | ¦
¦ Fan Check ¦ ¦ ¦ provided associated fan is ¦ ¦ ¦ ¦ ¦ operating normally, | ¦
¦ Valves ¦ ¦ ¦ deactivated. ¦ ¦ ¦ ¦ ¦ c) Live animals are not carried | ¦
¦ ¦ ¦ ¦ in the forward cargo | ¦
¦ 24-02 Recirculation Air C ¦ 2 ¦ 0 ¦ May be inoperative or missing ¦ ¦ ¦ ¦ ¦ compartment, and | ¦
¦ Filters ¦ ¦ ¦ provided Recirculation Fans ¦ ¦ ¦ ¦ ¦ d) Both engine ITT margins are | ¦
¦ ¦ ¦ ¦ (RECIRC) remain selected off. ¦ ¦ ¦ ¦ ¦ verified to be within | ¦
¦ ¦ ¦ ¦ limits. | ¦
¦ C ¦ 2 ¦ 0 ¦ (M)May be inoperative or missing ¦
¦ ¦ ¦ ¦ provided associated Recirculation ¦ ¦ 25-01 Emergency Ram Air C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: | ¦
¦ ¦ ¦ ¦ Fan is deactivated. ¦ ¦ Valve ¦ ¦ ¦ a) Air Conditioning Pack 01 ¦
¦ ¦ ¦ ¦ remains selected off, ¦
¦ ¦ ¦ ¦ b) Valve is secured open, and ¦
¦ ¦ ¦ ¦ below FL 310. ¦
¦ 25-03 Emergency Ram Air C ¦ 1 ¦ 0 ¦ (O)May be inoperative open | ¦

¦ Check Valve ¦ ¦ ¦ provided: ¦
¦ ¦ ¦ ¦ a) Air Conditioning Pack 02 ¦
¦ ¦ ¦ ¦ remains selected off, and ¦
¦ ¦ ¦ ¦ b) Flight is conducted at or ¦
¦ ¦ ¦ ¦ below FL 310. ¦
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-3 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 21-4 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 21 AIR CONDITIONING ¦ ¦ ¦ ¦ ¦ 21 AIR CONDITIONING ¦ ¦ ¦ ¦
¦ 27-01 Forward Cargo C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ 27-04 Forward Cargo C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦
¦ *** Compartment Fan ¦ ¦ ¦ a) Fan is deactivated, and ¦ ¦ *** Compartment ¦ ¦ ¦ a) Valve is secured closed, ¦
¦ ¦ ¦ ¦ b) Live animals are not carried ¦ ¦ Shutoff Valve ¦ ¦ ¦ b) Fan is deactivated, and ¦
¦ ¦ ¦ ¦ in the cargo compartment. ¦ ¦ ¦ ¦ ¦ c) Live animals are not carried ¦
¦ ¦ ¦ ¦ in the cargo compartment. ¦
¦ 27-03 Forward Cargo C ¦ 1 ¦ 0 ¦ (M)May be inoperative closed ¦
¦ *** Compartment Check ¦ ¦ ¦ provided: ¦ ¦ C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided ¦
¦ Valve ¦ ¦ ¦ a) Fan is deactivated, and ¦ ¦ ¦ ¦ ¦ procedures are established and used ¦
¦ ¦ ¦ ¦ b) Live animals are not carried ¦ ¦ ¦ ¦ ¦ to ensure the associated ¦
¦ ¦ ¦ ¦ in the cargo compartment. ¦ ¦ ¦ ¦ ¦ compartment remains empty, or is ¦
¦ ¦ ¦ ¦ verified to contain only empty ¦
¦ C ¦ 1 ¦ 0 ¦ (O)May be inoperative open provided ¦ ¦ ¦ ¦ ¦ cargo handling equipment, ballast, ¦
¦ ¦ ¦ ¦ procedures are established and used ¦ ¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦
¦ ¦ ¦ ¦ to ensure the associated ¦ ¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦
¦ ¦ ¦ ¦ compartment remains empty, or is ¦
¦ ¦ ¦ ¦ verified to contain only empty ¦ ¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦
¦ ¦ ¦ ¦ cargo handling equipment, ballast, ¦ ¦ ¦ ¦ ¦ which items are approved for ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦ ¦ ¦ ¦ ¦ inclusion in the Fly Away ¦
¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦ ¦ ¦ ¦ ¦ Kits, and which materials ¦
¦ ¦ ¦ ¦ can be used as ballast. ¦
¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦
¦ ¦ ¦ ¦ which items are approved for ¦ ¦ 28-02 In-Flight ¦ ¦ ¦ | ¦
¦ ¦ ¦ ¦ inclusion in the Fly Away ¦ ¦ *** Entertainment ¦ ¦ ¦ | ¦
¦ ¦ ¦ ¦ Kits, and which materials ¦ ¦ (IFE) System ¦ ¦ ¦ | ¦
¦ 1) Ventilation D ¦ 1 ¦ 0 ¦ (O)May be inoperative provided IFE | ¦
¦ Fan ¦ ¦ ¦ is used in-flight only. | ¦
¦ 2) Airflow Switch D ¦ 1 ¦ 0 ¦ (O)May be inoperative provided IFE | ¦

¦ ¦ ¦ ¦ is used in-flight only. | ¦
¦ 28-03 In-Flight D ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: | ¦

¦ *** Entertainment ¦ ¦ ¦ a) Affected valve is secured | ¦
¦ System (IFE) ¦ ¦ ¦ closed, and | ¦
¦ Ground-Shutoff- ¦ ¦ ¦ b) IFE is used in-flight only. | ¦
¦ Valve ¦ ¦ ¦ | ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-5 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 21-6 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 28-04 In-Flight D ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: | ¦ ¦ 31-01 Cabin Pressure ¦ ¦ ¦ ¦

¦ *** Entertainment ¦ ¦ ¦ a) Affected valve is secured | ¦ ¦ Control System ¦ ¦ ¦ ¦
¦ System (IFE) ¦ ¦ ¦ closed, and | ¦ ¦ (CPCS) Controller ¦ ¦ ¦ ¦
¦ Vent-Shutoff- ¦ ¦ ¦ b) IFE is deactivated. | ¦ ¦ Channels ¦ ¦ ¦ ¦
¦ Valve ¦ ¦ ¦ | ¦
¦ 1) Automatic Mode C ¦ 2 ¦ 1 ¦ One may be inoperative provided ¦
¦ 29-02 Low Pressure C ¦ 2 ¦ 1 ¦ (O)One may be inoperative open | ¦ ¦ ¦ ¦ ¦ PRESN MAN FAIL Caution message is | ¦
¦ Ground Connection ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ not displayed on EICAS. | ¦
¦ Check Valves ¦ ¦ ¦ a) Associated Air Conditioning ¦
¦ ¦ ¦ ¦ Pack remains selected off, ¦ ¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ and ¦ ¦ ¦ ¦ ¦ a) Outflow Valve is positioned ¦
¦ ¦ ¦ ¦ b) Flight is conducted at or ¦ ¦ ¦ ¦ ¦ open, | ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦
¦ ¦ ¦ ¦ prohibited, and | ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative open ¦ ¦ ¦ ¦ ¦ c) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ ¦ ¦ ¦ a) Both Air Conditioning Packs ¦
¦ ¦ ¦ ¦ remain selected off, ¦ ¦ ¦ ¦ ¦ (Continued) ¦
¦ ¦ ¦ ¦ b) Flight is conducted in an ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ C ¦ 2 ¦ 0 ¦ May be inoperative closed provided ¦

¦ ¦ ¦ ¦ Low Pressure Ground Connection is ¦
¦ ¦ ¦ ¦ not used. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-7 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 21-8 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 31-01 Cabin Pressure ¦ ¦ ¦ ¦ ¦ 31-02 Outflow Valve C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦

¦ Control System ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ a) Outflow Valve Indication on ¦
¦ (CPCS) Controller ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ MFD operates normally, ¦
¦ Channels ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ b) Outflow Valve is verified ¦
¦ (Cont'd) ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ open, | ¦
¦ ¦ ¦ ¦ c) Extended overwater flight is | ¦
¦ 2) Manual Mode C ¦ 2 ¦ 0 ¦ May be inoperative provided: | ¦ ¦ ¦ ¦ ¦ prohibited, and | ¦
¦ ¦ ¦ ¦ a) Automatic Mode on both | ¦ ¦ ¦ ¦ ¦ d) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ channels operates normally, | ¦ ¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ ¦ ¦ ¦ and | ¦
¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦ ¦ C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ prohibited. | ¦ ¦ ¦ ¦ ¦ a) Outflow Valve is removed, ¦
¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ prohibited, and | ¦
¦ ¦ ¦ ¦ a) Outflow Valve Indication on ¦ ¦ ¦ ¦ ¦ c) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ MFD operates normally, ¦ ¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ ¦ ¦ ¦ b) Outflow Valve is verified ¦
¦ ¦ ¦ ¦ open, | ¦ ¦ 31-05 Outflow Valve C ¦ 2 ¦ 0 ¦ ¦
¦ ¦ ¦ ¦ c) Extended overwater flight is | ¦ ¦ Indications on ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ prohibited, and | ¦ ¦ MFD ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ d) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ 31-07 Cabin Rate of C ¦ 1 ¦ 0 ¦ May be inoperative provided ¦
¦ Climb Indication ¦ ¦ ¦ Automatic Mode operates normally on ¦
¦ C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦ ¦ on EICAS ¦ ¦ ¦ both channels. ¦
¦ ¦ ¦ ¦ a) Outflow Valve is removed, ¦
¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦ ¦ 31-09 Cabin C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ prohibited, and | ¦ ¦ Differential ¦ ¦ ¦ a) Cabin Altitude Indication ¦
¦ ¦ ¦ ¦ c) Flight is conducted in an | ¦ ¦ Pressure ¦ ¦ ¦ operates normally, and ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ Indication on ¦ ¦ ¦ b) A table is available to ¦
¦ EICAS ¦ ¦ ¦ convert Cabin Altitude to ¦
¦ ¦ ¦ ¦ Cabin Differential Pressure. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-7 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 21-8 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 31-01 Cabin Pressure ¦ ¦ ¦ ¦ ¦ 31-02 Outflow Valve C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦

¦ Control System ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ a) Outflow Valve Indication on ¦
¦ (CPCS) Controller ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ MFD operates normally, ¦
¦ Channels ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ b) Outflow Valve is verified ¦
¦ (Cont'd) ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ open, | ¦
¦ ¦ ¦ ¦ c) Extended overwater flight is | ¦
¦ 2) Manual Mode C ¦ 2 ¦ 0 ¦ May be inoperative provided: | ¦ ¦ ¦ ¦ ¦ prohibited, and | ¦
¦ ¦ ¦ ¦ a) Automatic Mode on both | ¦ ¦ ¦ ¦ ¦ d) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ channels operates normally, | ¦ ¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ ¦ ¦ ¦ and | ¦
¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦ ¦ C ¦ 1 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ prohibited. | ¦ ¦ ¦ ¦ ¦ a) Outflow Valve is removed, ¦
¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ prohibited, and | ¦
¦ ¦ ¦ ¦ a) Outflow Valve Indication on ¦ ¦ ¦ ¦ ¦ c) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ MFD operates normally, ¦ ¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ ¦ ¦ ¦ b) Outflow Valve is verified ¦
¦ ¦ ¦ ¦ open, | ¦ ¦ 31-05 Outflow Valve C ¦ 2 ¦ 0 ¦ ¦
¦ ¦ ¦ ¦ c) Extended overwater flight is | ¦ ¦ Indications on ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ prohibited, and | ¦ ¦ MFD ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ d) Flight is conducted in an | ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ 31-07 Cabin Rate of C ¦ 1 ¦ 0 ¦ May be inoperative provided ¦
¦ Climb Indication ¦ ¦ ¦ Automatic Mode operates normally on ¦
¦ C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦ ¦ on EICAS ¦ ¦ ¦ both channels. ¦
¦ ¦ ¦ ¦ a) Outflow Valve is removed, ¦
¦ ¦ ¦ ¦ b) Extended overwater flight is | ¦ ¦ 31-09 Cabin C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ prohibited, and | ¦ ¦ Differential ¦ ¦ ¦ a) Cabin Altitude Indication ¦
¦ ¦ ¦ ¦ c) Flight is conducted in an | ¦ ¦ Pressure ¦ ¦ ¦ operates normally, and ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ Indication on ¦ ¦ ¦ b) A table is available to ¦
¦ EICAS ¦ ¦ ¦ convert Cabin Altitude to ¦
¦ ¦ ¦ ¦ Cabin Differential Pressure. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-9 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 21-10 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 31-11 Cabin Altitude C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦ ¦ 51-01 Pack Flow Control C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative | ¦
¦ Indication on ¦ ¦ ¦ a) Cabin Differential ¦ ¦ Valves ¦ ¦ ¦ provided: ¦
¦ EICAS ¦ ¦ ¦ Pressure Indication ¦ ¦ ¦ ¦ ¦ a) Affected valve is secured ¦
¦ ¦ ¦ ¦ operates normally, and ¦ ¦ ¦ ¦ ¦ closed, ¦
¦ ¦ ¦ ¦ b) A table is available to ¦ ¦ ¦ ¦ ¦ b) Associated Air Conditioning ¦
¦ ¦ ¦ ¦ convert Cabin Differential ¦ ¦ ¦ ¦ ¦ Pack remains selected off, ¦
¦ ¦ ¦ ¦ Pressure to Cabin Altitude. ¦ ¦ ¦ ¦ ¦ and ¦
¦ 32-01 Positive Pressure C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ below FL 310. ¦
¦ Relief Valve ¦ ¦ ¦ a) Outflow Valve is positioned ¦
¦ (Including Static ¦ ¦ ¦ OPEN, and ¦ ¦ C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ Port and Tubing) ¦ ¦ ¦ b) Flight is conducted in an ¦ ¦ ¦ ¦ ¦ a) Affected valves are secured ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ ¦ ¦ ¦ closed, ¦
¦ ¦ ¦ ¦ b) Both Air Conditioning Packs ¦
¦ 32-04 Negative Pressure C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided: ¦ ¦ ¦ ¦ ¦ remain selected off, ¦
¦ Relief Valve ¦ ¦ ¦ a) Outflow Valve is positioned ¦ ¦ ¦ ¦ ¦ c) Flight is conducted in an ¦
¦ ¦ ¦ ¦ OPEN, and ¦ ¦ ¦ ¦ ¦ unpressurized configuration. ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ 51-02 Flow Sensing C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided: | ¦
¦ Venturis ¦ ¦ ¦ a) Associated Air Conditioning ¦
¦ 32-14 Positive Pressure C ¦ 2 ¦ 0 ¦ ¦ ¦ ¦ ¦ ¦ Pack remains selected off, ¦
¦ Relief Valve ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ and ¦
¦ Indication on MFD ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ b) Flight is conducted at or ¦
¦ ¦ ¦ ¦ below FL 310. ¦
¦ 51-00 Air Conditioning C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided: | ¦
¦ Packs ¦ ¦ ¦ a) Associated Air Conditioning ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦
¦ ¦ ¦ ¦ Pack remains selected off, ¦
¦ ¦ ¦ ¦ and ¦
¦ ¦ ¦ ¦ remain selected off, ¦
¦ ¦ ¦ ¦ b) Flight is conducted at or ¦
¦ ¦ ¦ ¦ below FL 310. ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

190
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 21-11 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 21-12 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 51-08 Water Spray C ¦ 2 ¦ 1 ¦ (O)One may be inoperative provided: | ¦ ¦ 62-00 Passenger Cabin ¦ ¦ ¦ ¦
¦ Nozzles ¦ ¦ ¦ a) Associated Air Conditioning ¦ ¦ Zone Temperature ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ Pack remains selected off, ¦ ¦ Control ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ and ¦
¦ ¦ ¦ ¦ b) Flight is conducted at or ¦ ¦ 1) On Air C ¦ 1 ¦ 0 ¦ ¦
¦ ¦ ¦ ¦ below FL 310. ¦ ¦ Conditioning/ ¦ ¦ ¦ ¦
¦ Pneumatic ¦ ¦ ¦ ¦
¦ C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided ¦ ¦ Panel ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ affected Spray Nozzle is removed. ¦
¦ 2) On Flight C ¦ - ¦ 0 ¦ ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided: ¦ ¦ Attendant ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ a) Both Air Conditioning Packs ¦ ¦ Panel ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ b) Flight is conducted in an ¦ ¦ 62-01 Passenger Cabin C ¦ - ¦ 0 ¦ ¦
¦ ¦ ¦ ¦ unpressurized configuration. ¦ ¦ Zone Temperature ¦ ¦ ¦ ¦
¦ Sensors ¦ ¦ ¦ ¦
¦ 61-00 Cockpit Zone C ¦ 1 ¦ 0 ¦ ¦
¦ Temperature ¦ ¦ ¦ ¦ ¦ 62-04 Passenger Cabin C ¦ 8 ¦ 0 ¦ ¦
¦ Control on Air ¦ ¦ ¦ ¦ ¦ Zone Temperature ¦ ¦ ¦ ¦
¦ Conditioning/ ¦ ¦ ¦ ¦ ¦ Indication on MFD ¦ ¦ ¦ ¦
¦ Pneumatic Panel ¦ ¦ ¦ ¦ ¦ (SET or ACTUAL) ¦ ¦ ¦ ¦
¦ 61-01 Cockpit Zone C ¦ 1 ¦ 0 ¦ ¦ ¦ 62-05 Trim Air C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided ¦

¦ Temperature ¦ ¦ ¦ ¦ ¦ *** Modulating Valves ¦ ¦ ¦ affected valve is secured closed. ¦
¦ Sensor ¦ ¦ ¦ ¦
¦ 61-05 Cockpit Zone C ¦ 4 ¦ 0 ¦ ¦

¦ Temperature ¦ ¦ ¦ ¦
¦ Indication on MFD ¦ ¦ ¦ ¦
¦ (SET or ACTUAL) ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
ATA 30 Ice and Rain Protection

190
Table of Content System status, advisory or caution messages . . . . . . . . . . . . . . . .17

Wing anti-icing status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
30-00 Ice and Rain Protection General Slat anti-ice test logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Built-in-test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Slat anti- ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Initiated Built-in-test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Aerodynamic Fence system description . . . . . . . . . . . . . . . . . . . . . 5 Once A Day Built-In Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Nacelle Anti-Icing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Aerodynamic Fence system description . . . . . . . . . . . . . . . . . . . .23
Smart probes and TAT probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
30-20 Engine Anti- ice
Windshield Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . 11
Nacelle Anti-Icing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Water System Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Nacelle anti icing valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Ice Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Anti-Ice Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Ice Protection Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Nacelle anti-icing ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Ice and Rain Protection status indication . . . . . . . . . . . . . . . . . . . . 19
Forward Bulkhead and Swirl Nozzle Opening . . . . . . . . . . . . . . . . .7
30-11 Wing Thermal Anti-Icing System Swirl nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Inlet Lip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Wing Anti-Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Overboard Exhaust Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Wing Anti- Ice Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . 5 Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Wing anti-ice pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Wing Anti-Ice Telescoping Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Wing Anti-Ice Piccolo Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Anti-Ice Leak Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
30-30 Pitot-Static Ice Protection
Wing Thermal Anti-ice System (WTAIS) Operation Modes . . . . . . 13
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
190
Probe heat controlling and monitoring . . . . . . . . . . . . . . . . . . . . . . . 3 30-70 Water System Ice Protection
Integrated pitot/Static/AOA Sensor . . . . . . . . . . . . . . . . . . . . . . . . . 5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Water-tank blanket heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Static port heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Water supply line heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Fill /drain nipple heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
TAT sensor heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 The Drain Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
TAT heater controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Fill/drain Valve Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 VWS Rinse Nipple Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Built-in Test, indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
The Water Waste System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
30-40 Windshield Wiper System
The Motor Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 30-80 Ice Detection
Wiper arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Wiper blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The Ice Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Ice Detection System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Windshield Wiper Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Failure Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
30-41 Windshield Ice and Rain Protection 30-MEL (Example)

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Windshield Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Windshield Heating Control Unit (WHCU) . . . . . . . . . . . . . . . . . . . . 5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Failure indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
190
30-00 Ice and Rain Protection General

Introduction
The ICE AND RAIN PROTECTION includes these subsystems:
• AIRFOIL
• AIR INTAKES
• PITOT AND STATIC
• WINDOWS, WINDSHIELDS AND DOORS
• WATER LINES
• DETECTION
The ice and rain protection system is used to prevent ice formation on these
parts of the aircraft:
• Wing - The leading edges of the wing slats 2, 3, and 4 are protected
against the formation of ice through the engine bleed air, which
heats their surfaces. Ice protection is not provided for the slat area
inboard of the engine.
• Engine - The engine intake cowls are protected against the forma-
tion of ice through the engine bleed air, which heats the inlet lip.
• Windshields and Doors - The windshields, windows and doors are
electrically heated.
• Pitot and Static - The TAT (Total Air Temperature) sensors and in-
tegrated pitot/static/ AOA (Angle of Attack) sensors are electrically
heated.
• Water lines - The water lines are electrically heated.
• Ice Detector - An ice detector system provides EICAS (Engine In-
dicating and Crew Alerting System) indication of ice accumulation.
The ice detectors are electrically heated.
Issue: June06 FOR TRAINING ONLY - Reproduction Prohibited Chapter 30-00 Page 1
Figure 1: Ice and Rain Protection
E LE CT RICALLY HEATE D
P RES S UR IZAT ION
S TATIC P OR T
B LE E DAIR HEATE D
E LE CT RICALLY C ONTR OLLED T HE LEADING E DG E OF
B LE E DAIR HEATE D
W INDS HIELD W IP ER S T HE W ING S LATS 2, 3 AND 4
E NG INE AIR INLET
E LE CT RICALLY HEATE D
W INDS HIELD
190
Slat anti- ice System
The Slat anti-ice system provides wing anti-ice flow and temperature control
to meet all aircraft operating requirements.
The system controls the flow of hot bleed air from the engines to the left and
right wing slat piccolo tubes. The left and right systems are identical. Skin
temperature sensors and a pressure sensor provide signals to the Air Man-
agement System controller for system monitoring, and to modulate the slat
anti-ice valves.
The system interfaces directly with the ice detection system to provide fully
automatic system activation when an icing condition is detected.
Figure 2: Slat anti-ice System
Left Right
Engine
Engine
LP LP
HP HP
Fan Air Piccolo tubes Fan Air
Valve Valve
HP HP
NAPR SOV SOV NAPR
SOV SOV
Engine Engine
Starter Starter
Slat Anit Ice Valve
AMBIENT Fan Air Mod. Valve Fan Air Mod. Valve AMBIENT
FLOW FLOW
WING ANTI-ICE WING ANTI-ICE

PRSOV PRSOV
SPDA 2
Skin temperature sensor Pressure sensor Pressure sensor Skin temperature sensor
190
Aerodynamic Fence system description
The Emb 190 has an aerodynamic fence installed on the leading edge of the
main wing body and is located span wise at the interface between the Slat
1 and the fixed wing.
The fence ice protection system is a thermal anti-ice system that utilizes hot
bleed air from each engine to provide thermal energy.It protects the fence
external surface, which is exposed to free stream flow, against ice accretion,
in order to preserve its aerodynamic function.Hot engine bleed air is tapped
from a duct downstream of the Wing Anti-Ice Valve (WAIV), routed through
the fixed leading edge “D” bay until the fence location at interface between
the Slat 1 and wing main body.
Once the hot air reaches the fence inlet, it flows internally through a channel
(heated passage) and leaves the fence at the lower side, thus ensuring ap-
propriate heat flux distribution on the fence leading egde.
Since the engine hot air used in the fence ice protections system is tapped
from ducting downstream of the WAIV, the fence is anti iced any time the
Wing Anti-Ice System is activated (ice detector detects ice or manual activa-
tion).
Figure 3: Aerodynamic Fence anti-icing
Heated Passage
- Material – Al 2219 -T851
Bolts
Air Entrance
Non -Heated Areas
Rivets
Fence Lid
Fence body Hot Air Vent
Fence
Fence Supply Ducting
Hot Air Tapping

Aerodynamic Fence
190
Nacelle Anti-Icing system
The engine anti-ice system supplies hot air from the engine to its inlet cowl
to prevent the hazardous formation of ice on the inlet lipskin.
The EAI system consists of the supply ducting from the 5th stage bleed duct,
an EAI valve (an ON/OFF shut off valve with an integral open position
switch), an EAI line pressure transducer, a dedicated muscle line for the EAI
valve from the starter duct, a swirl nozzle distribution system, and an ex-
haust vent in the inlet “D” duct.The EAI system’s primary control is by the
AMS system.
Signals are provided to the aircraft’s monitoring and maintenance system.
Hot air is extracted from the engine’s high pressure compressor (HPC) at the
low pressure, 5th stage bleed port.The air for the EAI system is tapped from
the 5th stage bleed duct of the air management system (AMS).The EAI port
of the duct is upstream of the AMS check-valve assuring that an air supply
is always available to the EAI system when the engine is running.
Figure 4: Nacelle Anti-Icing system
Nacelle Anti-icing system
PYLON
FAN AIR EXIT
To Wing A/I
FAV Pre-Cooler
FAN AIR INLET
Cross-Bleed
Dedicated Muscle Line
Starter PRSOV
Valve
INLET Check
HPRSOV
STARTER Valve
Pressure
Transducer 5th Stage 9th Stage
HPC Port HPC Ports
BBS
EAIV with Integral

Position Switch
190
Smart probes and TAT probes
Each of the Smart probes and Total Air Temperature probes include resis-
tive elements to ensure de-icing and anti-icing sensor accuracy in an icing
environment.
Power is distributed to the probes when the aircraft is in the air or when at
least one engine is running.
Figure 5: Smart probes and TAT probes
TAT probes
Smart probes
190
Windshield Ice and Rain Protection
Windshield Ice and Rain Protection consist of two subsystems:
• the Windshield Heating System and the

• Windshield Wiper System
The Windshield Heating system regulates the windshield temperature in or-

der to prevent ice formation on the exterior of the windshield and fog forma-
tion on the interior surface.System control is provided by the Ice Protection
control panel Windshield switches 1 and 2.
Figure 6: Windshield Ice and Rain Protection
Windshield heating system
Windshield Wiper System
WINDSHIELD HEATING
1 2
ICE PROTECTION
ENGINE 1 WING ENGINE 2
MODE TEST
AUTO OFF
ON ENG WING
190
Water System Ice Protection
The water system ice protection includes forward and aft drain mast heating
to prevent hazardous ice formation during draining of water.Water fill/drain
nipple heating is provided to prevent clogging of the fill and drain lines, which
could cause freezing of residual water.
The system ON/OFF selection is controlled by the water waste system con-
troller, depending on the outside air temperature.The water distribution lines
are routed through the pressurized cabin, where temperature is maintained
above freezing.
System components are also designed to withstand repeated freezing and

warning cycles without damage.
Figure 7: Water System Ice Protection
Water waste system controller
Drain mast Service anel Water fill/drain nipple
NORMAL
FULL
DRAIN
190
Ice Detection System
The Ice detection system provides fully automatic air foil and engine anti-ice
system primary activation.The system includes two ice detectors, which are
mounted forward and below the windshield.The main purpose of the detec-
tors is to detect icing condition before the critical surfaces are affected.
Figure 8: Ice Detection System
Ice detectors
190
Ice Protection Control Panel
The Ice Protection system flight deck interface is provided via the ice protec-
tion control panel.Control switches for engine and air foil anti-ice permit se-
lection of engine anti-ice 1-2 and wing anti-ice ON or OFF.When the switch
is selected OFF the strip bar is shown in the switch, and when selected ON
the switch is dark, according to the dark cockpit philosophy.When actual
anti-ice is operational, an EICAS message is provided for the respective sys-
tem.
Engine or wing anti-ice operation also depends on the position of the Mode
switch.In AUTO position engine and wing anti-ice will be activated by an ice
detector signal.In Override position engine and wing anti-ice will be activated
by a weight off wheel signal.
The test selector switch has three positions: ENG, OFF, WING.During
ground test the switch will activate the respective system if engine and wing
anti-ice is selected ON.
A flight deck interface for selecting windshield anti-ice is also provided on the
ice protection panel.
Switch selection for these systems will connect electrical power to wind-
shield 1-2.
Windshield heating will be operational when the engine is running or the air-
carft is weight off wheels.
Figure 9: Ice Protection Control Panel
WINDSHIELD HEATING
1 2
ICE PROTECTION
MODE TEST
AUTO OFF
ON ENG WING
190
Ice and Rain Protection status indication
The Ice and Rain Protection system status indication has three parts:
• The central maintenance computer (CMC) messages, selectable

from the MFD system menu to provide faults code, fault storage
and a review function to assist in trouble shooting.
• The engine indication and crew alerting system (EICAS) advisory,
caution or warning indications.
• and the anti-ice synoptic page selectable from the MFD system
menu, which indicates system temperatures, pressure and valve
positions.
Figure 10: Ice and Rain Protection status indication
93. 8 T 0- 1
T/ 94. 0 Map Plan Systems AntiIce
OFF OFF
HP HP
0. 0 N1 0. 0 LP LP
2 2
3 3
4 400 400 4
25 °C °C 25
PSI PSI
45 XBLD 45
PSI PSI
26° I TT
T 28°
0. 0 N2 0. 0
11 12 1
GND CART
ICE CONDITION
0. 0 FF PPH0. 0
LAND NG GEAR
LA
APU
FU
UEL QTY
5510
FQ LB
L
5520 DN
11030
DN DN
OL VP APU
OFF
CABI N
ALT 19000 FT
F
RATE 0 FPM
1 45° 48° P 0. 0 PSI
PR
RESS TEMP
TE L
LP HP L E
LF 2915 F
FT
SLA
LAT/ FLA
LAP/ SPD
DBRK TRI MS
TR
SPD
DBRK PI TC
TCH
S F ROLL
FU
ULL
0
S F
S/ TCAS Weather Checklist
190
30-11 Wing Thermal Anti-Icing System

Introduction
The slat anti-ice system utilizes hot bleed air from the engine to supply ther-
mal energy through the slat anti-ice valve via the telescoping duct to the slat
2,3 and 4 piccolo tubes. Holes in the piccolo tubes cause the hot air to im-
pinge on the inner surface of the slat, creating the heat needed to prevent
ice build-up on the slat. The AMS controller receives signals from the pres-
sure transducers and from the slat skin temperature sensors, to modulate
the slat anti-ice valve.
System automatic operation is activated by the ice detection system, how-

ever in flight the pilot can override the ice detection system and actuate the
slat anti-ice manually. A selector switch is provided on the cockpit control
panel for ground tests.
Figure 1: Slat anti- ice valve
ICE S IG NAL ARINC 429

MAU2
T OR QUE MOT OR C UR R ENT C OMMAND

ICE DET EC TOR 2
ICE S IG NAL
W INDS HIELD HEATING
1 2
ICE S IG NAL
ICE P ROTE CT ION
ARINC 429 E NG INE 1 W ING E NG INE 2 W AI V ALVE

ICE DET EC TOR 2
ARINC 429 AMS C ONTR OLLER
(SP DA2)
MODE T ES T
AUT O OFF
ON E NG W ING
ICE S IG NAL MAU1 ARINC 429 MAU 3

(CUST OM I/O MOD 13/14) (CUST OM I/O MOD 7/8)
AMS C TR L C HANNELS (SP DA2) AMS C TR L C HANNELS (SP DA2)
CH1 CH2 CH1 CH2

(IN/OUT S LOT 21) (IN/OUT S LOT 22) (IN/OUT S LOT 19) (IN/OUT S LOT 24)
T EMPE RATURE T EMPE RATURE

S ENSOR S ENSOR
2 2
T EMPE RATURE P RES S UR E P RES S UR E T EMPE RATURE
S ENSOR S ENSOR S ENSOR S ENSOR
T EMPE RATURE 3 3 T EMPE RATURE

S ENSOR S ENSOR
4 4
190
Wing Anti-Ice Valve
The wing anti-ice valve is located in the pylons, and is a butterfly valve pow-
ered by a pneumatic servo actuator. The wing anti-ice valve is normally in
the closed position and is pneumatically actuated and electronically control-
led. When electrical current is applied to the torque motor, the valve moves
towards the open position. With no electrical current applied to the torque
motor, the valve will remain closed. A position switch mounted on the valve
is used to provide open/closed indication for system monitoring and cockpit
display. The valve contains a manual locking mechanism which can be used
to lock the valve in the closed position for certain dispatch guidelines. The
valve uses a wire mesh cylindrical filter to filter contaminants from the air
supply source. The AMS controller controls the modulation of the WAIV
(Wing Anti- Ice Valve) and increases or decreases torque motor current to
the valve, which causes the valve to open or close. The flow of hot air into
the right and left wing anti-ice ducts is controlled by modulation of the pres-
sure WAIV.
The anti-ice flow is based on altitude, ambient temperature, mach number,

and slat position. The micro switch installed on the valve indicates a closed
position or valve modulation. The signal is also used for BIT purposes.
Figure 2: Slat anti- ice valve
AMS CONTROLLER
Micro Switch
Torque Motor
Pneumatic Servo Actuator
Anti ice flow is based on:

Slat Anti-Ice Valve
Altitude
Ambient Temperature
Mach Number
Slat Position
190
Wing Anti- Ice Temperature Sensor
The wing anti-ice temperature sensor is a dual-element platinum resistance

temperature sensor which is used to detect the slat skin temperature. Three
sensors are mounted on each wing. During normal operation the middle
sensor on slat 4 is used for calculation of proper anti-icing air flow. They
monitor the skin temperatures at three slat locations:
• Slat #2 outboard
• Slat #4 inboard
• Slat #4 outboard
The temperature sensors are mounted on the rear panel of the wing Slat
cavity and can be accessed by extending the slat. The feedback from the
temperature sensors is used to calculate proper anti-ice airflow require-
ments and for system monitoring.
The remaining two sensors are used for health monitoring to ensure that hot
air covers the entire area where ice protection is required.
Figure 3: Slat anti- ice Temperature Sensor
Slat Temperature Slat Temperature Sensor

Sensor Bolt and Washer
A/C Electrical
Connector
P-Clamp Bolt
and Washer
52 52 52
2.0"
Ram T T T
Air
P 13 Wing Anti-Ice
140 F1
TM SAIV
M P
TM 12
Fan Bleed
2 86
PRSOV
LP Bleed 5
3 138
P
HP Bleed Precooler
Fire Wall
P P T
GE Engine 1 6
Starter
P TM
139
To
To
Cowl
4.0" Ovbd.
Anti-Ice 3.0"
190
Wing anti-ice pressure sensor
A pressure sensor is mounted in the left and right anti-ice duct downstream
of the WAIV, which is used by the AMS controller to determine actual duct
pressures. The wing anti-ice pressure sensor is a 0-100 psia which is used
to monitor duct pressures downstream of the wing anti-ice valve. The sensor
provides an electronic signal to the AMS controller which is used for system
control and monitoring.
The sensor is hermetically sealed and consists of a supply pressure port, an

internal pressure transducer, and an electrical output connector.
With a 28 VDC (Volt Direct Current) excitation voltage, the sensor will pro-
vide an output voltage signal of 0-9 VDC, linear over the 0-100 psia range.
Figure 4: Wing anti-ice pressure sensor
Slat Anti-Ice Pressure Sensor
Electrical Connector
Slat Anti-Ice Valves
Pressure Transducer 28 V DC
Pressure Port
SPDA 2
AMS Controller
190
Wing Anti-Ice Telescoping Tubes
The slat anti-ice system contains a telescoping duct on each wing to connect
the piccolo tube with the anti-ice pressure supply duct. The telescoping sec-
tion of the duct is Teflon-coated stainless steel which rides on two bearings.
The telescoping duct extends and retracts with the wing slat and allows un-
interrupted flow during wing slat actuation.
Wing Anti-Ice Piccolo Tubes
The slat anti-ice system contains steel piccolo tubes that run through the
wing slat. Regulated bleed air flows through the telescoping duct and pres-
surizes the piccolo tube. The piccolo tube contains holes that allow hot air to
flow out into the wing's slat chamber for heating the slat skin. The piccolo
tube consists of three separate duct sections. When assembled into the air-
craft, these duct sections are connected in between slats by flexible sleeves
to allow movement.
Bleed air exhausts through the piccolo tube holes and circulates within the
front (nose) cavity. This air then passes through the slat top slots and into
the aft cavity. Finally, the air exits the slat via the air exit holes in the back-
wall of the slats.
In the retracted position, the air exits underneath the fixed wing, as there is
an aerodynamic seal between the slat an fixed leading edge.
Figure 5: Slat anti- ice System
Piccolo Tube
Telescoping Duct
on-coated
nless steel
Anti-Ice Pressure Supply Duct
190
Anti-Ice Leak Detectors
The anti-icing leak detectors sensors consist of eutectic salt-filled, continu-

ous coaxial inconel shrouded cable assembles. The ends of the dual-loop
sensors are out fitted with opposite polarity male/female (pin/socket) con-
nectors that are attached to the aircraft wiring through mating connectors.
There are six anti-icing leak detector sensors that belong to ODS (Overheat
Detection System) to sense leak detection and overheat.
The ODS consists of dual-loop anti-icing leak detector sensors installed in
both LH and RH (Right-Hand) wing anti-icing areas.
A overheat condition is indicated only when the two redundant sensors (both
loops) indicate an overheat condition. When the sensors feel 124 ° (255 °F),
an overheat condition occurs and they send a signal to the AMS controller
over ARINC (Aeronautical Radio Incorporated) 429 Bus.
Figure 6: Anti-icing leak detectors
ZONES
516
616
ZONES
A 516
616
ANTI-ICING LEAK
ANTI-ICING LEAK
DETECTOR
DETECTOR
D C
C
B
C D
TYPICAL TYPICAL
190
Wing Thermal Anti-ice System (WTAIS) Operation The TEST switch has two positions:
Modes
• • WING - Initiates the built-in test of the WTAIS.
The WTAIS provides anti-ice airflow and temperature control that is opti- • • ENG - Initiates the test of the engine anti-icing system.
mized to meet the overall aircraft requirements. The system interfaces di-
rectly with the primary ice detection system. The ICE PROTECTION control
panel, located on the overhead panel in the cockpit, contains three switches:
• MODE - Allows for manual override of the WTAIS.

• WING - Allows for OFF/AUTO selection of the WTAIS.
• TEST - Allows for initiated built-in test of wing and engine ice protection sys-
tems.
The MODE switch has two positions:
• AUTO position - It enables the AMS to be activated only when icing is de-
tected by the ice detectors. Then, the system starts operating automati-
cally by at least one ice detector when icing condition is detected. This
allows for the conservation of bleed airflow when ice protection is not re-
quired.
• ON position - The WTAIS and EAIS (Engine Anti-Icing System) will be
continuously activated.
The WING pushbutton can be set to OFF or AUTO:
• OFF - Manual override mode. The WTAIS is OFF and the light of the
pushbutton is illuminated (white).
• AUTO - WTAIS is enabled. The WTAIS is activated when an icing condi-
tion is detected by one of the ice detectors. The light of push button is off.
• LEAK - When a leak is detected by the WTAIS, the word LEAK appears
on the pushbutton.
Figure 7: Slat anti-ice System Operation Mode
Two different modes: WINDSHIELD HEATING

1 2
-AUTO
ICE PROTECTION
-OVERRIDE (ALL) Manually selected in the air
MODE TEST
AUTO OFF
ON ENG WING
AMS Controller Desired skintemperature is

calculated as a function of:
t Position
emperature
ch
de
71 °C/160 °F to 121 °C/250 °F
190
Operation
The flow of hot air into the right and the left wing anti-ice ducts is controlled
by modulation of WAIV pressure. The redundant loops of anti-ice leak detectors are mounted alongside the
slat anti-ice feeder ducting, the WAIV and telescoping tube, thus providing
During normal operation the middle sensor, located on slat 4 inboard is used rapid response to a duct leak. An overheat condition is indicated by the anti-
for calculation of proper anti-ice flow. The remaining two sensors are used ice leak detectors only when the two redundant sensors (both loops) indicate
for system monitoring to ensure that hot air covers the entire area for which an overheat condition.
ice protection is required.
When the sensors feel 124 °C (255 °F) a overheat condition occurs and they
Hot air from the HP 9th stage and LP 5th stage of the left and right engine send a signal to AMS Controller over ARINC 429. If one of the loops is fails,
bleed systems is supplied to the left and right slat anti-ice systems through the overheat condition is monitored by the loop that is still operational (single
the WAIVs. loop operation).
The WAIVs are modulated by the AMS controller to meet a desired temper-
ature as sensed by a middle wing anti-ice temperature sensor. The desired
skin temperature is calculated as a function of slat position, ambient temper-
ature, Mach and altitude. The AMS controller calculates the desired skin
temperature and then uses this value to calculate a duct reference pressure
for both the left and right slat anti-ice ducts. The AMS controller then com-
pares the calculated duct reference pressure to the actual duct pressure
measured by the slat anti-ice pressure sensors. The AMS controller will then
modulate the WAIVs (by increasing or reducing torque motor current) so that
the actual duct pressure is equal to the calculated duct reference pressure.
Ice detectors are directly connected to the MAU, which sends the signals
across the ASCB to the SPDA. The SPDA sends signals to the AMS control-
ler. This allows the AMS controller to automatically activate hot air flow for
wing-ice protection by controlling the WAIV.
A steel anti-ice piccolo tube runs through the wing slat. Regulated bleed air
flows through the telescoping tube and pressurizes the anti-ice piccolo tube.
The piccolo tube contains a series of holes that allow the hot air to flow out
into the wing slat chamber providing the hot air source for heating of the slat
skin. The piccolo tube is made up of three separate duct sections. When as-
sembled into the aircraft these duct sections are connected between slats
by flexible sleeves to allow movement.
Figure 8: Operation
OVRD PANEL COCKPIT

W INDS HIELD HEATING
1 2 W IR ING DIA GR AMS
ICE PROTECTION
(SDS 30-00)
(MPP 30-00-01)
E 30 11 50
MODE TEST E NG INE 1
ICE P ROTE CT ION
W ING E NG INE 2
30 21 50
AUTO OFF
ON ENGINE WING
OVERHEAD PANEL MODE T ES T

SPDA 1
F AUT O
G
WING
OFF
OFF
ENGINE
FWD AVIONICS COMPT ON E NG W ING
ICE PROTECTION
F G
(SDS 30-00)
(MPP 30-00-01 ) (SLOT 4)
COWL ICE PROT
ENG 1 PB/ANN
POS
9
WING POS
ENGINE POS
SLOT 11
FLT OVRD
SLOT
5VDC
LH CBP COCKPIT
E DC BUS 1
A
MODE
SWITCH
TEST
SWITCH
ENG1 A-I
5A
PRESS IND
(SSM 24-61-80) SPDA 1 FWD AVIONICS COMPT
(SSM 31-41-80) (SDS 30-21)

MAU 1 ENGINE 1 LEFT NACELLE
FWD AVIONICS COMPT F AN C OW L
INLET A/I PRESS XDCR (RE F.)
(GENERIC I/O-MDL 12)
E1 NAI VLV CTRL SW

28V
RTN C
C D
SIG + P RES S UR E
VERSATILE IN
T RANS DUCE R E AI V ALVE W IT H
(MPP 30-21-02)
SIG -
P OR T INT EG RAL P OS IT ION
S WITC H
COWL A/I VALVE (GE)
CUSTOM I/O-MDL 14 VALVE CLOSED
ENG 1 A/I
PRESSURE SW
P RES S UR E
VALVE OPEN T RANS DUCE R B
INS ULAT ED E AI
S UP P LY DUC T
D
A
(MPP 30-21-01)
190
System status, advisory or caution messages
The following slat anti-ice system status, advisory or caution messages can
be indicated on the EICAS:
• Status message ANTI-ICE WING VLV OPEN from the valve position
switch
• Advisory message ANTI-ICE SW NOT AUTO, if the mode selector is not

in auto mode
• Advisory message ICE CONDITION, when ice is detected in flight
• Advisory message NO ICE ANTI-ICE ON, if no ice is detected but the slat
anti-ice valve is open or pressure is present downstream of the valve
• Caution message ANTI-ICE LO CAPACITY if air is commanded on, and

the system is not failed but the pressure or temperature is low for slat anti-
ice
• Caution ANTI-ICE WING LEAK if the detection loop signals that internal
temperature of the slat exceeds 130 °C/266 °F for 30 seconds, or internal
temperature exceeds 150 °C/302 °F for 2 seconds
• Caution message ANTI-ICE WING FAIL when valve fails, or due to asym-
metric operation, over temperature, over pressure or piccolo burst
If the LH or RH ODS loops indicate a failure in the anti-ice duct,both WAIVs

of the system are commanded to close. In this case, the following CAS
(Crew Alert System Message) appears on the EICAS (Engine Indicating and
Crew Alerting System), as applicable:
• A-I WING 1 LEAK for LH failure

• A-I WING 2 LEAK for RH failure
Figure 9: EICAS Messages
Messages on the EICAS:
VALVE POSITION SWITCH
Status message: ANTI-ICE WING VLV OPEN

WINDSHIELD HEATING
1 2
Advisory message: ANTI-ICE SW NOT AUTO

ICE PROTECTION
MODE TEST Advisory message: ICE CONDITION

AUTO OFF
ON ENG WING
190
Wing anti-icing status
The anti-ice synoptic display screen can be accessed through the MFD
(Multi-Function Display) for checking the operating status of the anti-ice sys-
tem:
• Anti-ice valve position is displayed

• Anti-ice duct pressure is displayed
• Bleed supply pressure and temperatures are displayed
Slat anti-ice test logic
The slat anti-ice system contains test logic that monitors the performance of
the system components. Any component or sensor failure will be indicated
through the Aircraft Diagnostic and Maintenance System or via the EICAS.
The anti-ice synoptic page also indicates the system temperature, pressure
and valve positions. In addition to the BIT, it is possible to test the system by
using the control panel test switch.
When bleed source is available, the engine or APU, and the wing anti-ice
switch are ON, then selecting the test switch to the wing position will activate
the slat anti-ice system.
Figure 10: Slat anti-ice test logic
SPDA 2
Skin Temperature Sensor
AMS Controller
EICAS
190
Built-in-test Built-in after take-off
The AMS controller conducts automated built-in tests for components that
The AMS controller continuously monitors temperatures and pressures with- may not be used during normal system operating modes. The slat anti-ice
in the system for monitoring and fault detection: valves are automatically tested after take-off and the valves are commanded
open by the AMS controller, according to one of the conditions described be-
• Sensed duct pressures are compared between each wing. Signifi- low:
cant differences between values are an indication of duct leakage
or restrictions. The temperature sensor located at the end of the • Aircraft is 10,000 ft above landing altitude; or
piccolo tube must be used to ensure that hot air covers the entire • Ten minutes after take-off; or
surface for which anti-icing system is required. • Pilot selects wing using the test switch on the ice protection panel.
• The temperature sensor located at the end of the piccolo tube must
Because of this situation, the A-I WING VLV OPEN CAS message
be used to ensure that hot air covers the entire surface for which
anti-icing is required. Significant differences between values are an comes into view and remains displayed for few seconds.
indication of duct
• leakage or restrictions. Initiated Built-in-test
• Sensed skin temperature values are compared between each side
and from wing to wing in order to detect pinched or ruptured ducts. • The wing anti-ice valve test can be initiated by selecting the wing mode
• Symmetric wing slat anti-ice flow. It is necessary to maintain sym- on the cockpit selector panel test selector knob.
metrical anti-ice flow between the left and right wings to prevent • Position switch feedback and downstream pressures are used to verify
asymmetrical ice buildup. If a fault disables anti-ice flow on one proper valve operation.
wing slat, the AMS controller will respond by commanding the op-
posite wing pressure regulating valve closed.
Once A Day Built-In Test
It is necessary to maintain symmetrical anti-ice flow between the left and
right wings to prevent asymmetrical ice buildup.
The Slat Anti Ice Valve is also tested every flight 10 minutes after takeoff or
If a fault disables anti-ice flow on one wing slat, the AMS controller will re- 10,000 ft above landing field elevation.
spond by commanding the opposite wing pressure regulating
valve closed.
Figure 11: Built-in-test
Slat Anti Ice Valves

Pressure / Temperature sensors
Torque motor wiring checks
Torque Motor current checks Range Checks
Position switch signals Wire Checks
Downstream pressure Zero pressure checks
Downstream temperatures Comparison checks
AMS Controller
ARINC Communication
RS 422 Communication
Flight Program Cyclic Redundancy
Boot / Bite checks
Torque Motor Driver
Voltage range checks
AMS Controller
190
Aerodynamic Fence system description
The Emb 190 has an aerodynamic fence installed on the leading edge of the
main wing body and is located span wise at the interface between the Slat
1 and the fixed wing.
The fence ice protection system is a thermal anti-ice system that utilizes hot
bleed air from each engine to provide thermal energy.It protects the fence
external surface, which is exposed to free stream flow, against ice accretion,
in order to preserve its aerodynamic function.Hot engine bleed air is tapped
from a duct downstream of the Wing Anti-Ice Valve (WAIV), routed through
the fixed leading edge “D” bay until the fence location at interface between
the Slat 1 and wing main body.
Once the hot air reaches the fence inlet, it flows internally through a channel
(heated passage) and leaves the fence at the lower side, thus ensuring ap-
propriate heat flux distribution on the fence leading edge.
Since the engine hot air used in the fence ice protection system is tapped
from ducting downstream of the WAIV, the fence is anti iced any time the
Wing Anti-Ice System is activated (ice detector detects ice or manual activa-
tion).
Figure 12: Aerodynamic Fence anti-icing
Heated Passage
- Material – Al 2219 -T851
Bolts
Air Entrance
Non -Heated Areas
Rivets
Fence Lid
Fence body Hot Air Vent
Fence
Fence Supply Ducting
Hot Air Tapping

Aerodynamic Fence
190
30-20 Engine Anti- ice

Nacelle Anti-Icing system
The engine anti-ice system supplies hot air from the engine to its inlet cowlto
prevent the hazardous formation of ice on the inlet lipskin.
The EAI system consists of the supply ducting from the 5th stage bleed duct,
an EAI valve (an ON/OFF shut off valve with an integral open position
switch), an EAI line pressure transducer, a dedicated muscle line for the EAI
valve from the starter duct, a swirl nozzle distribution system, and an ex-
haust vent in the inlet “D” duct.The EAI system’s primary control iy by the
AMS system.
Signals are provided to the aircraft monitoring and maintenance systems.
Hot air is extracted from the engine’s high pressure compressor (HPC) at the
low pressure., 5th stage bleed port.The air for the EAI system is tapped from
the 5th stage bleed duct of the air management system (AMS).The EAI port
of the duct is upstream of the AMS check-valve assuring that an air supply
is always available to the EAI system when the engine is running.

Figure 1: Nacelle anti-ice system
Nacelle Anti-icing system
PYLON
FAN AIR EXIT
To Wing A/I
FAV Pre-Cooler
FAN AIR INLET
Cross-Bleed
Dedicated Muscle Line
Starter PRSOV
Valve
INLET Check
HPRSOV
STARTER Valve
Pressure
Transducer 5th Stage 9th Stage
HPC Port HPC Ports
BBS
EAIV with Integral

Position Switch

190
Nacelle anti icing valve
The EAI valve is an ON/OFF shut-off valve and is located in the system sup-
ply ducting in the fan compartment.The EAI valve controls the bleed airflow
from the AMS supply duct into the anti-ice system.The EAI valve is an elec-
trically controlled, pneumatically operated valve that is spring loaded to the
open position.The valve may be locked in either the open or closed posi-
tion.The aircraft may be dispatched with the valve locked in the open or
closed position in accordance with MEL.
The valve contains an integral valve position switch to indicate when the
valve is in the open position.The switch contacts are closed when the valve
is open.The switch and the solenoid share a single electrical connector.
Anti-Ice Pressure Transducer
The anti-ice pressure transducer is mounted to the aft bulkhead of the inlet
cowl on the compartment side.The transducer is connected to the anti-ice air
supply duct immediately aft of the aft bulkhead.The pressure transducer
monitors the anti-ice system pressure and sends a signal to the MAU to in-
dicate pressure in the anti-ice system downstream of the EAI valve.

Figure 2: Nacelle anti-icing valve, pressure transducer
PRESSURE
TRANSDUC ER
PORT
DEDICATED
MUSCLE LINE
Px = EAI transducer pressure P s3 = Engine HP C exit pressure
Px Value Comments
1.8 PSIG If Px reads 1.8 PSIG or less in flight, the valve is considered to be
closed. This value takes into account the tolerances in the transducer
EAI VALVE WITH INT EGRAL and MAU and the max pressure in D duct in flight.
POSITION SWITCH
7 PSIG Minimum Px
Pxpressure needed to provide anti
- icing function
(Px_min)
35 PSIG Maximum Px in the linear range of the transducer (Px_max)

190
Nacelle anti-icing ducts
From the inlet aft bulkhead connection, the anti-ice air continues forward
through a single-walled duct located between the inner and outer barrels of
the inlet cowl.This anti-ice duct spans the space between the aft and forward
inlet bulkheads.
At the inlet forward bulkhead connection, the air passes into the swirl nozzle
mounted inside the “D” duct formed by the inlet lip skin and the forward bulk-
head.The anti-ice air exits the swirler tube and circulates inside the “D” duct
heating the lipskin to prevent hazardous ice formation on the outer surface.
The EAI air circulates around the circumference of the “D” duct after exiting
the swirler tube to the bottom if the inlet where it exits the “D” duct through
six slots in the lipskin.The slots are sized to optimize the swirl system’s per-
formance.
The anti-ice duct system carries the air from the EAI port on the 5th stage
bleed duct in the core compartment to the inlet side of the EAI valve mount-
ed in the fan compartment.A short duct carries the air from the outlet side of
the EAI valve into the anti-ice connection on the inlet cowl’s aft bulkhead.
The anti-ice ducts are single walled except for the duct that passes through
the 9 o’clock strut of the fan frame.This short section is double walled with
the inter-wall cavity vented into the fan compartment.The purpose of this
double walled section is to prevent a burst duct from exposing the fan frame
to high temperature and high pressure air.
The duct inside the core compartment is not insulated but the ducts inside
the fan compartment are covered with insulation blankets.

Figure 3: Nacelle anti-icing ducts
Rohr-Swirl
Nozzle
LIP
INLET
Pressure Transducer FAN ZONE
EAI Valve With

Integral Position
Switch CORE
EAI Supply Duct
5th Stage AMS Duct

To AMS
System

190
Forward Bulkhead and Swirl Nozzle Opening Accessibility
The forward bulkhead and the inlet lip form a “D” duct spanning the circum- The anti-ice duct pressure transducer and EAI valve are accessible when
ference of the inlet leading edge.The forward bulkhead has an opening the fan cowls are open.The portions of the anti-ice duct in the fan or core
where the swirl nozzle is installed into the “D” duct.The anti-ice duct inside compartment are accessible when the relevant compartment is open.
the inlet is coupled to the swirl nozzle. A panel in the inlet cowl’s outer barrel permits access to the anti-ice duct be-
tween the inlet bulkheads.The mounting point on the inlet forward buklhead
for the swirl nozzle is also accessed through this opening.The forward bulk-
Swirl nozzle head of the inlet cowl has no panels to permit access to and inspection of
the “D” duct.
The swirl nozzle is located inside the “D” duct at the 7 o’clock position (clock-
wise, aft-looking-forward).It is attached to the forward bulkhead with four
bolzs and is connected to the supply duct with a sleeve fitting and various
seals.The purpose of the nozzle is to deliver EAI air to the interior of the “D”
duct, which heats the inner surface and prevents ice accumulation on the ex-
terior surface of the lipskin.The nozzle delivers hot air through three elliptical
discharge openings with an effective diameter of 1.14 inches.These open-
ings are sized such that the flow is choked during normal and valve locked
open operation.
Inlet Lip
The inlet lip is made from a single piece of aluminium alloy.It is attached to
the top and bottom of the forward bulkhead.The inlet lip and the forward
bulkhead form the “D” duct.
Overboard Exhaust Vent
The EAI air exits the “D” duct through six slots located at 6 o’clock on the
lipskin close to the intersection between the lip skin and the bulkhead.The
slots are sized to optimize the performance of the swirl system.

Figure 4: Engine anti-icing ducts and components
INLET (INCLUDING DUCT

AND SWIRL NOZZLE
P/N 341-1010-501
Fan Mounted Supply Duct
PRESSURE TRANSDUC ER P/N 341-5194-501

P/N 341D8026-501
CORE MOUNT ED SUPPLY

DUCT
Valve-to-Inlet Supply Duct
P/N 341-5267-501
P/N 341-5193-501
ENGINE ANTI IC E VALVE WITH

INTEGRAL POSITION SWITCH
P/N 341D8003-503

190
Normal Operation
The engine anti-ice system heats the lipskin of the inlet cowl using 5th stage
bleed air to prevent potentially harmful ice accumulation.The primary control
of the EAI system is by an aircraft-mounted AMS controlled automatic ice
detection system.A manual override to the automatic ice detection system is
available to the flight crew.
The system is activated via a solenoid controlled, pneumatically actuated,
ON/OFF shut-off valve (the engine anti-ice valve).The valve may be manu-
ally locked in either the fully open or fully closed position.The valve contains
an integral position switch to indicate when the valve is in the open position.
An EAI pressure transducer is also provided to monitor duct pressure down-
stream of the EAI valve and thus confirm proper operation of the EAI system.
The EAI system for each engine is completely independent of the other en-
gine and EAI bleed cannot be shared between engines.In the case of single
bleed operation (one engine supplies all bleed to aircraft), the AMS control-
ler drives the cross bleed valve open so that pressure to the dedicated mus-
cle lines for both EAI valves is ensured.
The logic used for controlling the EAI valves is shown in Figure .The EAI
valve actuating solenoid must be energized in order to drive the valve
closed.AMS controllers process ice detector signals, cockpit switches in-
puts, altitude, settings in the takeoff data set (TDS) menu and a permissive
from the FADEC in order to determine whether the engine’s EAI solenoid
valve may be energized.The EAI system is normally activated by any of the
ice detectors and manually activate the system by rotating the rotary switch
to the ON position.

Figure 5: Engine anti-icing valve logic
Left Engine OK to Bleed

(E1A/B-AC, Label272,
Label Bit 15)
TEST_ENG 1 to 0: 30 sec.
REF_WAI_ON (L271-19) Persistence
ENG1_NAI_CLOSE
REF_EAI_ON (L271-20)
Left Engine
NAI PRSOV
Alt > 1700 ft ATOA
Solenoid
WOW = F for 2 minutes
28
LH_ID_1 VDC
NAI_ON_LT_Command
LH_ID_2 0 to 1: 10 sec. MAU1
LH_ID_3 Persistence
&
OVERRIDE MAU2
1 to 0: 5 min. SPDA1
&
LH_ID_FAIL Persistence
AMS 1 SPDA2
LH_ID_TEST &
ICE_DETECTED
AMS 2
(L241-11 & L241-12)
RH_ID_1
RH_ID_2 0 to 1: 10 sec.
RH_ID_3 Persistence
Right Engine
ENG2_NAI_CLOSE
NAI PRSOV
1 to 0: 5 min.
RH_ID_FAIL Persistence Solenoid
RH_ID_TEST
28
VDC
NAI_ON_RT_Command
Right Engine OK to Bleed

(E2A/B-AC, Label 272, Bit 15)

190
Abnormal Operation
The system, including the inlet, has been designed to permit dispatch of the
aircraft, with the EAI valve locked fully open, across the entire operating en- ENG2_NAI_CLOSE:
velope of the engine and aircraft in accordance with MEL. Overhead Panel Engine 1 Pushbutton released
OVERRIDE:
WOW: Weight on Wheels Signal Overhead panel Mode Switch in the OVRD position
LH_ID_1, LH_ID_2, and LH_ID_3: NAI_ON_LT_Command:
Left ice detector outputs to indicate icing condition Command to open the Left EAI valve
RH_ID_1, RH_ID_2, and RH_ID_3: NAI_ON_RT_Command:
Right ice detector outputs to indicate icing condition Command to open the Right EAI valve
LH_ID_FAIL:
Right ice detector output indicating that this sensor is failed
LH_ID_TEST:
Signal indicating that Overhead Panel Momentary Test Switch is in ENG or
WING position
RH_ID_TEST:
Signal indicating that Overhead Panel Momentary Test Switch is in ENG or
WING position
Left Engine OK to Bleed:
FADEC output indicating that bleed air can be extracted from the engine
Right engine OK to Bleed:
FADEC output indicating that bleed air can be extracted from the engine
TEST_ENG:
Overhead Panel Momentary Test Switch in the ENG position
REF_WAI_ON:
FADEC output indicating that Ref ALL A-I was set in the TDS (further expla-
nation can be found in the report 190IPD003)
REF_EAI_ON:
FADEC output indicating that Ref EAI was set in the TDS (further explana-
tion can be found in the report 190IPD003)
ENG1_NAI_CLOSE:
Overhead Panel Engine 1 Pushbutton released

Figure 6: Engine anti-icing valve logic
Left Engine OK to Bleed

(E1A/B-AC, Label272,
Label Bit 15)
TEST_ENG 1 to 0: 30 sec.
REF_WAI_ON (L271-19) Persistence
ENG1_NAI_CLOSE
REF_EAI_ON (L271-20)
Left Engine
NAI PRSOV
Alt > 1700 ft ATOA
Solenoid
WOW = F for 2 minutes
28
LH_ID_1 VDC
NAI_ON_LT_Command
LH_ID_2 0 to 1: 10 sec. MAU1
LH_ID_3 Persistence
&
OVERRIDE MAU2
1 to 0: 5 min. SPDA1
&
LH_ID_FAIL Persistence
AMS 1 SPDA2
LH_ID_TEST &
ICE_DETECTED
AMS 2
(L241-11 & L241-12)
RH_ID_1
RH_ID_2 0 to 1: 10 sec.
RH_ID_3 Persistence
Right Engine
ENG2_NAI_CLOSE
NAI PRSOV
1 to 0: 5 min.
RH_ID_FAIL Persistence Solenoid
RH_ID_TEST
28
VDC
NAI_ON_RT_Command
Right Engine OK to Bleed

(E2A/B-AC, Label 272, Bit 15)

190
EICAS Messages
The following engine anti-ice system status, advisory or caution messages

can be indicated on the EICAS:
• The Status message A-I E1/2 VLV OPEN indicates that the NAI valve is
open
• The Advisory message NO ICE A-I ON indicates that the NAI valves are
open but no ice is detected
• The Caution message A-I E1/2 FAIL indicates that the NAI valve is closed
after an open command, or that an NAI duct failure is detected
• Caution message ICE CONDITION A-I FAIL indicates NAI valve is closed
after an open command in flight, or that duct failure is detected.

Figure 7: EICAS Messages
93 8 T/ 0- 1 94 0
I CE CON D A-I FAI L

A-I
OFF ENG 2OFF FAI L
A-I
0 0
ENG
N1 1 0 FAI
0
L
NO I CE A-I ON
A-I ENG 2 VLV OP EN
A-I ENG 1 VLV OP EN
26°
° TT 28°
°
0 0 N2 0 0
0 0 FF PPH 0 0 11 12 1
LAND NG GEAR
FU
UEL QTY
5 51 0
FQ LB
5 52 0 DN
1 10 3 0
DN DN
O L V P APU
OFF
CAB N
ALT 80 00 FT
RATE - 3 00 FPM
1 4 5° 4 8° P 7 77 PS
PR
RESS TEM
P LP HP LFE 75 0 FT
SL
LAT/ FL
LAP/ SPD
DBRK TR M
S
SPD
DBRK P TCH
S F ROLL
FU
ULL
0
S/ F

190
30-30 Pitot-Static Ice Protection

Introduction
The Pitot/Static sensor heating system provides electrical power to heat the
Air Data Smart Probe 1,2,3,4 and TAT 1,2 probes to maintain their accuracy.
Self resistive elements are installed in each ADSP and TAT probes.
Heating is controlled by the Air Data Computers which are part of the Air
Data Smart Probes.
Additionally ADC1 controls the heating of TAT1 and ADC4 controls the heat-
ing of TAT2. The ADC monitors the probe current to detect any failures and
actively controls the heater temperature.
Figure 1: The Pitot/Static sensor heating system
EICAS
ASCB 8O.O MTO 8O.O

ATTCS
2O.7 N1 2O.7
REV
MAU 1 (SSM 31-41-80) MAU 3 (SSM 31-41-80)

IGN ° ° IGN
A
463 ITT 463 A
BACKPLANE BACKPLANE 9O.O N2 9O.O
COCKPIT RH CBP 1OOO FF PPH 1OOO
SPDA 2 LANDING GEAR
FUEL QTY
UP
(SSM 24-61-80) DC ESS BUS 3
9OO FQ LBS 3OOO
1
VIB APU
1OO % 1O2O ° C
CABIN
ALT -5 FT
DISCRETE I/O CUSTOM I/O ADS CUSTOM I/O RATE -5 FPM

NIC/PROC NIC/PROC 12 81 11° 1O6 ° P -64.6 PSI
SLOT 11 MOD 11 PROBE 3 25 MOD 7 PRESS TEMP LP HP LFE 12OO FT
TRIMS
SPDBRK ROLL PITCH
HEATER S F
UP
22
2 YAW
S/F
COMMAND
POWER
RELAY STATUS
COMMAND
COMMAND
POWER 3 HEATER (SSM 31-53-80)

FWD AVIONICS
COMP
POWER
LICC RICC ENGINE1 (RUNNING)
(SSM 21-61-80) (SSM 21-61-80) ENGINE2 (RUNNING) HEATER POWER ON
WOW FALSE
PROBE 3A 5 POWER
POWER
DC ESS BUS 3
POWER
POWER
RH CBP COCKPIT
B
INTEGRATED
A PITOT/STATIC/
AOA SENSOR 3
INTEGRATED
PITOT/STATIC/
C D B A AOA SENSOR 4
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL
D C
HEATER HEATER HEATER HEATER HEATER HEATER HEATER HEATER
INTEGRATED
INTEGRATED PITOT/STATIC/
ADS-PROBE 1 ADS-PROBE 2 ADS-PROBE 3 ADS-PROBE 4 PITOT/STATIC/ AOA SENSOR 1
(SDS 30-31) (SDS 30-31) (SDS 30-31) (SDS 30-31) AOA SENSOR 2
(MPP 34-13-01) (MPP 34-13-01) (MPP 34-13-01) (MPP 34-13-01)
190
Probe heat controlling and monitoring
The integrated pitot/static/AOA sensors are located on the nose of the air-
craft. The integrated pitot/static/AOA sensors 1 and 2 are symmetrically lo-
cated further forward and lower on the nose than the symmetrically located
integrated pitot/static/AOA sensors 3 and 4.
Each of the integrated pitot/static/AOA sensors includes resistive heating el-
ements to protect them against ice formation, thus providing a safe opera-
tion of the sensor under icing environments.
The integrated pitot/static/AOA comprises an MFP (Multi-Function Probe)

and an ADC (Air Data Computer).
The MFP utilizes a single heater element to ensure that the probe strut and
head remain ice-free. The ADC monitors the TAT (Total Air Temperature)
and MFP current to detect heater failures and actively controls the heater
temperature.
The probe heat control functionality significantly increases the life of the
MFP by providing the necessary power required to keep the probe free from
ice.
Figure 2: Probe heat controlling and monitoring
E IC AS
W IR ING DIAGR AM
ASC B
24 61 50
8O.O MTO
AT T CS
8O.O
30 31 50
34 13 50
34 13 51
MAU 1 MAU 3 2O.7 N1 2O.7
C OC KP IT R H C BP
R EV
B AC KP LANE B AC KP LANE
S PDA 2 DC ES S B US 3
IGN ° ° IGN
A
463 ITT 463 A
9O.O N2 9O.O
DIS CR ET E I/O ADS
C US TOM I/O C US TOM I/O 1OOO F F P P H 1OOO
LANDING G EAR
S LOT 11 NIC /P ROC P ROBE 3 25 NIC /P ROC UP

MOD 11 MOD 7
F UE L QTY
9OO F Q LBS 3OOO
HEATE R 1
V IB APU
1OO % 1O2O ° C
C OMMAND
C AB IN
P OW ER
ALT 5 FT
R AT E 5 F PM
12 81 11° 1O6 ° P 64.6 P SI
P RE SS T EMP LP HP LFE 12OO FT
R ELAY S TATUS
T RIMS
S PDBR K R OLL P IT CH
S
C OMMAND
F
C OMMAND
UP
P OW ER 3 HEATE R
22
F WD AVIONIC S
2 Y AW
S /F
C OMP
Honeywell
P OW ER
LIC C R IC C
P ROBE 3A
P OW ER
5
P OW ER
P OW ER
P OW ER
DC ES S B US 3
R H C BP C OC KP IT
C HANNEL B
C HANNEL B
C HANNEL B
C HANNEL B
C HANNEL A
C HANNEL A
C HANNEL A
C HANNEL A
C ONTR OL C ONTR OL C ONTR OL C ONTR OL C ONTR OL C ONTR OL C ONTR OL C ONTR OL
HEATE R HEATE R HEATE R HEATE R HEATE R HEATE R HEATE R HEATE R
ADS P ROBE 1 ADS P ROBE 2 ADS P ROBE 3 ADS P ROBE 4
190
Integrated pitot/Static/AOA Sensor
The integrated pitot/static/AOA sensors are commercially known as air data

smart probes.
The integrated pitot/static/AOAs have a dual channel. They combine pitot,

static, angle of attack, and specific air data computer functions into one LRU
(Line Replaceable Unit). The integrated pitot/static/AOA system consists of
an ADC physically attached to a MFP.
The MFP utilizes a single heating element with redundant heater control cir-
cuitry in the ADC that increases the heater system availability. With the heat-
er element, the MFP ensures that the probe strut remains free from ice
formation.
The ADC monitors the MFP current to detect heater failures and actively
controls the heater temperature. Each channel in the ADC has independent
current sensors to detect heater failure conditions. The life of the MFP is
greatly improved by controlling the heater temperature.
Figure 3: Integrated pitot/static/AOA sensors
TO MICRO
LOW SIDE FROM MICRO

28 VDC TAT HEATER TAT CURRENT MONITOR
TAT HEATER SUPPLY VOLTAGE TO MICRO

TAT HEATER SWITCH
TAT VOLTAGE MONITOR

TAT HEATER RETURN
MAIN CONNECTOR
TO MICRO
FROM MICRO
PROBE HEATER SUPPLY VOLTAGE
28 VDC PROBE CURRENT MONITOR
PROBE HEATER SWITCH

TO MICRO
PROBE HEATER
PROBE VOLTAGE MONITOR
PROBE HEATER RETURN
190
Operation
When the integrated pitot/static/AOA sensors are functioning during aircraft • Current monitors have failed
ground operations, minimal heat is required and applied to the probes as op-
posed to conventional probes which will continue to have maximum power • Primary and secondary voltage monitors are out of tolerance
applied. However the MFP is provided with the additional power necessary • Under voltage supply to the integrated pitot/static/AOA sensor
to maintain ice-free operation in cold temperature environments. The heater
control methodology for the integrated pitot/static/AOAs is based on the re-
lationship between the power needed to keep the probe free from ice and
the resistance of the heater (the temperature of the heater is proportional to
the resistance of the heater wire).
The integrated pitot/static/AOA system is commanded ON/OFF by automat-

ic systems based on MAU (Modular Avionics Unit) 1, MAU 3 and SPDA
(Secondary Power Distribution Assembly) 2. After receiving power from the
28 VDC (Volt Direct Current) heater input lines, the integrated pitot/static/
AOAs operates in normal mode. The monitoring and control functions of the
probe determine the amount of power that has to be applied to the MFP.
Each integrated pitot/static/AOA sensor is capable of monitoring and con-
trolling the power applied to its own MFP. To control the temperature of the
integrated pitot/static/AOA sensor, the controlling logic measures the volt-
age supplied to each of the heaters and the current through each of them.
From this information, the power that is being instantaneously dissipated in

the probe is calculated by the integrated pitot/static/AOA sensors. The logic
then adjusts the duty cycle, in 10% increments from 10% to 100%, to supply
more or less average power depending on the instantaneous current level.
In normal operation, the integrated pitot/static/AOA sensor does not, at any
time, provide a duty cycle lower than 10%. The power is set to full in flight
condition (airspeed higher than 60 kts). See the block diagram for the func-
tional operation of the heater control during normal operation.
The heater control functions are monitored to detect abnormal operation

during the power-up and continuous BIT (Built-in Test) operations of the in-
tegrated pitot/static/AOA sensors. In general, if an abnormal condition is
identified, the heater control function forces the heater control duty cycle to
100% (full power). The conditions that would result in full power heater to the
integrated pitot/static/AOA sensors are:
Figure 4: Operation
(SSM 31-41-80)
(SSM 31-41-80)
MAU 3
(SSM 24-61-80) MAU 1
FWD AVIONICS COMPT
SPDA 2 FWD AVIONICS COMPT
FORWARD AVIONICS COMPT
PROBE 4 HEATER CMD

PROBE 3 HEATER CMD
(CUSTOM I/O MOD 7)

(GENERIC I/O MOD 11)
PROBE 1-2 HEATER CMD
COCKPIT RH CBP
RLY STAT
(SLOT 11)
DC ESS BUS 3
ADS-PROBE 3
(SSM 21-61-80)
HEATER 25
RICC
MID AVIONICS COMPT
(SSM 24-61-80) DC BUS 2

LICC
MID AVIONICS COMPT
FWD AVIONICS COMP

DC BUS 1
PROBE 3 HEATER
ADS-PROBE 4
HEATER 25
ADS-PROBE 1 ADS-PROBE 2
PITOT/STATIC/AOA 1/2 HEATER PWR
HEATER 25 HEATER 25
PITOT/STATIC/AOA 4
HEATER PWR
PROBE 3A 5
DC ESS BUS 3
RH CBP COCKPIT
B
INTEGRATED
A PITOT/STATIC/
AOA SENSOR 3
INTEGRATED
PITOT/STATIC/
AOA SENSOR 4
D C
INTEGRATED
INTEGRATED PITOT/STATIC/
C D B A PITOT/STATIC/
AOA SENSOR 2
AOA SENSOR 1
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
CHANNEL A
CHANNEL B
CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL
HEATER HEATER HEATER HEATER HEATER HEATER HEATER HEATER
ADS-PROBE 1 COCKPIT ADS-PROBE 2 COCKPIT ADS-PROBE 3 COCKPIT ADS-PROBE 4 COCKPIT

(SDS 30-31) (SDS 30-31) (SDS 30-31) (SDS 30-31)
(MPP 34-13-01) (MPP 34-13-01) (MPP 34-13-01) (MPP 34-13-01)
190
Static port heating system
Introduction
The static port heating system permits safe operation in icing conditions.
The static pressure port is installed in the rear left side of the aircraft fuse-
lage. It belongs to cabin pressure relief. The static port heating system per-
mits safe operation in icing conditions.
The static port provides ambient pressure through the sensing orifices and
transmits it to the safety valve through the static port line in order to allow the
over pressure relief work.
The static pressure port is made of nickel-plated brass. It has an inlet screen
that prevents foreign objects from blocking the inlet and an integral heater
that prevents blockage by condensation and ice. The heater is supplied from
the aircraft 28 VDC (Volt Direct Current) essential bus 1.
Figure 5: Stating port heating system
ZONE
151
STATIC PORT
190
Operation
The static port is electrically heated in order to prevent an obstruction of the

sensing orifices due to freezing.
The electrical power is provided by DC (Direct Current) bus 1 to the static

port whenever the aircraft is in flight.
The air/ground signal is provided by the main landing gear switches through
totally hard wiring electrical circuit.
According to the logic of the static port heating system PSEM (Proximity
Sensor Electronic Module) 1 MOD 4 - MAU (Modular Avionics Unit) 1 ener-
gize/deenergize the WOW (Weight-on-Wheels) RLY 1 and PSEM MOD 14
-MAU 3 energize/deenergize the WOW RLY 2 to turn on/off the static port
heating system.
Figure 6: Operation
(SDS 30-32)
(MPP 21-31-01)
STATIC PORT HEATER CBP COCKPIT
DC BUS 1
LOGIC
STATIC 5
PORT
WOW (FLIGHT CONDITION)
STATIC PORT HEATER
SPDA 2
28VDC
(SSM 24-61-80)
AMS- IN/OUT
(SLOT 19/24)
28VDC
RH CB PANEL
LH CB PANEL
DC ESS BUS 2
DC ESS BUS 1
LG SYS 2 5
SPDA 2 PWR 2
(SSM 24-61-80) STATUS
LG SYS 1 5
RELAY
PWR1
STATUS RELAY
AMS- IN/OUT
(SLOT 22/21)
28VDC 28VDC
WOW RELAY 1 WOW RELAY 2

(POWER INPUT)
(POWER INPUT)
(R MLG WOW)
LH RLY SPRT LH RLY SPRT

(L MLG WOW)
GROUND
GROUND
FWD AVIONICS MIDDLE AVIONICS

28VDC
28VDC
COMPT COMPT
MAU 1 MAU 3
(SSM 31-41-80) (SSM 31-41-80)
PSEM 1 MOD 4 PSEM 2 MOD 14
(SSM 32-62-80) (SSM 32-62-80)

(SSM 32-33-80) (SSM 32-33-80)
190
TAT sensor heating system
Introduction
The TAT (Total Air Temperature) heating system of the anti-icing system
permits safe operation in icing conditions.
The TAT sensor heating system comprises two TAT sensors located on the
nose of the aircraft. The temperature of the heating element of the TAT sen-
sor is controlled and monitored by the integrated pitot/static/AOA heating
system through the ADC (Air Data Computer).
The ADC monitors the TAT current to detect heater failures and actively con-
trols the heater temperature.
Each channel in the ADC has independent current sensors to detect heater
failure conditions. By controlling the heater temperature, the life of the TAT
sensor is greatly improved.
TAT heater controller
The ADC controller logic measures the voltage supplied to the heaters and
the current to each heaters. The logic then adjusts the duty cycle, in 10% in-
crements from 10% to 100% to supply more or less average power depend-
ing on the current level.
If abnormal condition is identified, such as current monitor failure, voltage

monitor out of tolerance or under voltage, the heater control function will
force the heater to control 100% duty cycle, full power. In auto mode, the air-
craft systems will apply power to the MFP and TAT heater if the aircraft is
airborne or any engine is running.
Figure 7: TAT sensor heating system
WINDSHIELD HEATING
1 2
AICRAFT SYSTEM APPLIES POWER
IF THE AIRCRAFT IS AIRBORNE OR
ANY ENGINE IS RUNNING
ICE PROTECTION
MODE TEST
AUTO OFF
ON ENG WING
TO MADC
LOW SIDE
TAT HEATER 25 TAT CURRENT MONITOR FROM MADC
28 VDC
TAT HEATER SUPPLY VOLTAGE TO MADC
48 TAT HEATER SWITCH
TAT VOLTAGE MONITOR
TAT HEATER RETURN
40
TO MADC
PROBE HEATER SUPPLY VOLTAGE 30 FROM MADC

PROBE CURRENT MONITOR
28 VDC
PROBE HEATER SWITCH
TO MADC
PROBE HEATER
PROBE VOLTAGE MONITOR
PROBE HEATER RETURN 35
190
Operation
Each of the TAT sensors has resistive heater elements to accomplish de - • Current monitors have failed
icing and anti-icing capabilities of the probes for continued sensor accuracy
in icing environments. The ADC monitors the TAT current to detect heater • Primary and secondary voltage monitors are out of tolerance
failures and actively controls the heater temperature. • Under voltage supply to the integrated pitot/static/AOA
The TAT heating system works during aircraft ground operations with mini-
mal heat required and applied to the probes. However, the TAT sensor will
be provided with the additional power necessary to maintain ice-free opera-
tion in cold temperature environments. The heater control methodology for
the TAT sensors is based on the relationship that the power needed to keep
the probe free from ice is proportional to the resistance of the heater (the
temperature of the heater is proportional to the resistance of the heater
wire).
The TAT heating system will be commanded ON/OFF by automatic systems
based on SPDA 1.
After receiving power from the 28 VDC input lines, the TAT sensors will op-
erate in the normal mode. The monitoring and control functions of the probe
determine the amount of power that will be applied to the MFP (Multi-Func-
tion Probe).
The controlling logic measures the voltage supplied to each of the heaters
and the current through each of the heaters. From this information, the pow-
er that is being instantaneously dissipated in the probe is calculated by the
integrated pitot/static/AOA sensors. The logic then adjusts the duty cycle, in
10% increments from 10% to 100%, to supply more or less average power
depending on the instantaneous current level. In normal operation, the inte-
grated pitot/static/AOA sensor will not, at any time, provide a duty cycle low-
er than 10%. The power will be set to full on flight condition (airspeed higher
than 60 kts). See the block diagram for functional operation of the heater
control during normal operation.
The heater control functions are monitored to detect abnormal operation
during the power-up and continuous BIT operations of the integrated pitot/
static/AOA sensors.
In general, if any abnormal condition is identified, the heater control function
will force the heater control duty cycle to 100% (full power). The conditions
that would result in full power heater to the integrated pitot/static/AOA sen-
sors are:
Figure 8: Operation
W IR ING DIA GR AM
30 31 50
(SDS 30-33 ) (SDS 30-33 )

(SDS 30-31) (MPP 34-15-02) (MPP 34-15-02) (SDS 30-31)
(MPP 34-13-01) TAT 1 TAT 2 (MPP 34-13-01)
ADS - PROBE 1A FWD AVIONICS COMP T FWD AVIONICS COMP T ADS - PROBE 4A
E NG INE1 (RUNNING)
CONTROL CONTROL
E NG INE2 (RUNNING) HEATE R P OW ER ON HEATING HEATIN G
W O W F ALSE
SENSING
SENSING
A B
TAT 1 HEATER
TAT 2 HEATER
(SSM 24-61-80 ) SPDA 1
T AT S ENSOR 2 FORWARD AVIONICS COMPARTMEN T
T AT S ENSOR 1
A
B
T AT
(TY PICAL)
190
Built-in Test, indication
The continuous BIT is automatically done during every software cycle of 25

ms to check the performance of the integrated pitot/static/AOA sensor. In or-
der to avoid nuisance warnings and false failure indications, a “FAULT AN-
NUNCIATION DELAY COUNT” is used for each BIT test.
The following continuous BITs are performed on the integrated pitot/static/
AOA sensors and TAT sensors.
MFP tests:
• Heater element failed (open)
• Heater element failed (short)
The following continuous BITs are performed for the TAT:
• Heater element failed (open)

• Heater element failed (short)
• Sensing element failed (open)
• Sensing element (short)
Smart Probes and TAT probe heating related failure messages are dis-
played on the EICAS and on the CMC.
The sensor heating related EICAS messages are:

• Caution message ADS x HEAT FAIL, if heater element in the MFP fails.
• Caution message TAT x HEAT FAIL, if TAT heat element failed.
• Status? message ADS x HEAT OFF and TAT x HEAT OFF.
• Caution message ADS x FAIL, if the ADC portion of the ADSP fails.
Figure 9: Built-in Test, indication
THE SMART PROBE AND TAT PROBE HEATING

RELATED FAILURE MESSAGES ARE DISPLAYED
EICAS CMC

ADS x HEAT FAIL
TAT x HEAT FAIL ADS x HEAT FAIL
BUILT IN CONTINOUS TEST ADS x HEAT OFF TAT x HEAT FAIL
TAT x HEAT OFF ADS x HEAT OFF
ADS x FAIL TAT x HEAT OFF
ADS x FAIL
TCAS WX Checkl i s t
THE TEST WILL CHECK HEATING AND SENSING

ELEMENTS FOR OPEN OR SHORTED CIRCUITS
190
30-40 Windshield Wiper System
The Windshield Wiper System consists of two mechanically and electrically-

independent subsystems - one for each windshield. The subsystems include
Windshield Wiper Motor Converter, wiper arm, wiper blade, and control
switch.
The motor converter assembly decodes signals from the wiper control
switch and provides power and speed control to the motor. The WWS is op-
erated from the two wiper control switches located in the cockpit. All mainte-
nance of the converters, arms and blades can be accomplished from the
exterior of the airplane.
Figure 1: Windshield Wiper System
WINDSHIELD WIPER
OFF OFF
TIMER LOW TIMER LOW
OV E R HE A D P A NE L HI HI OV E R HE A D P A NE L
1 2
WI NDS HI E LD WI NDS HI E LD
WI PE R C ON T R OL WI PE R C ON T R OL
(C OP I LOT C ON T R OL SWI TC H) (P I
L OT C ONT ROL S WIT C H)
(S DS 30 - 4 1
) (S DS 30 - 4 1
)
(MPP 30 - 4 1
- 0 6) (MPP 30 - 4 1
- 0 6)
T I MER / T I MER /
OF F / OF F /
L OW / L OW /
HI GH HI GH
MOTOR CONVERTER
F WD F US E LA GE S Y NC HR ONIZ A T I ON B US F WD F US E LA GE
A
T A CH
MOT OR C ON V E RT E R GND (R
T N) MOT OR C ON V E RT E R
(C O- P IL OT) (P I
L OT)
P A RK SWI TC H (E DS )
(S DS 30 - 4 1
) (S DS 30 - 4 1
)
(MPP 30 - 4 1
- 0 1) (MPP 30 - 4 1
- 0 1)
I NT ER MIT T E NT T( I MER )
BLADE
B B
DC P OW E R A C P OW E R DC P OW E R A C P OW E R B
MOTOR CONVERTER
ARM
WS H L D WS H L D
WI PE R 2 5 7 .5 WI PE R 1 5 7 .5
WI PE R 2 WI PE R 1
A
DC B US 2 A C B US 2 DC B US 1 A C B US 1
LH C BP RH C BP
190
The Motor Converter
The motor converter, located in the nose section in front of the windshields,
converts the rotary input from the motor into oscillating motion needed to
sweep the blades across the windshield. The WWMC unit convert high-
speed rotary motion of its electric motor to usable low speed and high torque
oscillatory motion of the output shaft.
Power input to the controller is 28VDC from bus 2 and bus 3, while rectifica-
tion input to the motor is 115VAC. When both pilot and co-pilot wiper control
switches are set to the same position, the pilot motor control assembly acts
as a master and will synchronize the blade sweep.
Wiper arm
The windshield wiper arm is attached to the motor converter serrated shaft.
A bolt and washer holds the arm on the shaft. The arms provide the connec-
tion between the motor converter shaft and the wiper blades.
Wiper blade
The windshield wiper blade is attached to the windshield wiper arm by a nut
and bolt. The blades contact and sweep the windshield of the aircraft. The
blade applies a force of 10 +/- 1 lbf on the windshield.
Figure 2: Motor converter
Master
MOTOR CONVERTER
WINDSHIELD WIPER
OFF OFF
TIMER LOW TIMER LOW OUTPUT SHAFT
HI HI
1 2
ELECTRIC MOTOR
CONTROLLER
TIMER
OFF
1
WINDSHIELD WIPER
LOW
HI
TIMER
OFF
1
W
HI
28V DC BUS 2
BUS 3
CONVERTS THE ROTARY INPUT FROM

THE MOTOR INTO OSCILLATING MOTION
190
Control panel
The windshield wiper system is operated from the cockpit control panel. The
panel includes two selector switches, and each of the switches has four dif-
ferent positions. In OFF position, the associated wiper blade travels to the
windshield inboard position, parking out of the pilot vision.
When the selector switch is in LOW position, the wiper operates at 80 cycles
per minute. When in HI mode the wiper operates at 125 cycles per minute.
TIMER mode provides an intermittent high speed operation of the associat-
ed windshield wiper in single cycles (two strokes) with a 7 seconds time in-
terval between the cycles.
Figure 3: Control panel
WINDSHIELD WIPER
OFF OFF Single cycle with time intervall of 7 sec
TIMER LOW TIMER LOW
Blades in inboard position
HI HI
1 2 80 cycles per minute
125 cycles per minute
WINDSHIELD WIPER
OFF OFF
WINDSHIELD WIPER
TIMER LOW TIMER LOW
OFF OF
FF
TIMER
T LOW TIMER
ER LOW
HI HI
HI HI
1 1 2
2
190
Windshield Wiper Operation
Operation of the wipers can be independent in low, high speed and timer
mode, or synchronized when both selector switch are selected to the same
position. Synchronization occurs within eight strokes for low and high
speeds, and after one stroke for timer mode.
When the switch is selected OFF, the controller reverses the motor and
moves the blade to the off-screen parked position. In the stationary condi-
tion, the controller will employ an electro-mechanical brake for position hold-
ing.
Dry windshield operation leads the motor converter to a stalled condition due
to high friction. The controller senses the motor converter current surge and
drives the arm directly to the parked position. The system remains inopera-
tive until the selector is set to OFF and a new operation mode is selected.
Figure 4: Windshield wiper operation
PILOT TACH
MAINTENACE TACH OUT IN TACH MAINTENACE
GND
SIGNAL RTN SIGNAL RTN
PILOT PILOT PARKSW CO-PILOT

EOS OUT EOS IN
MOTOR MOTOR
CONVERTER CONVERTER
PILOT INTERMITTENT
TIMER OUT TIMER IN
ANALOG INPUT ANALOG INPUT
PILOT CO-PILOT
28 RTN 28 RTN
SWITCH RETURN SWITCH: SWITCH: SWITCH RETURN
TIMER TIMER
OFF OFF
LOW LOW
SWITCH POWER HIGH HIGH SWITCH POWER
28V
28V
28 VOLT 28 VOLT
BREAKER VIRTUAL
+ + BREAKER
DC DC BUS 1 DC BUS 2
- -
ALL WIRING IS SHIELDED
190
30-41 Windshield Ice and Rain Protection

General
The windshield is electrically heated and constructed of laminated glass.
The outboard ply is coated with an anti-static film to provide a discharge
mechanism for static build up, which helps to prevent damage to the heating
system.
The windshiled heater is a film located on the inboard surface of the outer
glass ply, which provides anti-ice capability. There are three sensing ele-
ments, two connected to the Windshield Heater Control Unit (WHCU) and
one that is considered auxiliary.
Electrical connections are provided by a terminal block with 8 lugs - two con-
nected to the power supply units, and the other six for the three temperature
sensors.
Figure 1: Windshield Ice and Rain Protection
WINDSHIELD HEATER
To provide anti- ice capability
3 sensors
WHCU OUTBOARD PLY
TERMINAL BLOCK
S6 S5 S4 S3 S2 S1
AUXILIARY
TEMPERATURE SENSORS
POWER SUPPLY UNITS
190
Windshield Heating System
The windshield heating system consists of: left and right windshields, left
and right control units, left and right switches on the ice protection control
panel, and components of the Left Integrated Control Centre, Right Integrat-
ed Control Centre and SPDA 1.
Each Windshield Heater Control Unit independently regulates the tempera-

ture of a windshield using two sensors and one heater element that are in-
tegrated into the windshield.
One sensor is used for control and the second is an overheat monitor. In ad-
dition to regulating windshield temperature, each Windshield Heater Control
Unit monitors system integrity using continuous and power-up built in test.
Figure 2: Windshield Heater System
HEATED AREA
A WINDSHIELD HEATING
1 2
WHC U 1 DC P WR FE E D WHC U 2 DC P WR FE E D
ICE PROTECTION

R I CC L I CC
(S S M 2 4- 6 1- 8 0) (S S M 2 4- 6 1- 8 0)
S T AT US ON/ OFF S T AT US ON/ OFF
(WHC U 1 MODU L E F E E D C ONT AC T OR ) (WHC U 2 MODU L E F E E D C ONT AC T OR )
MODE TEST
AUTO
1 ON ENG
OFF
WING
1
MODU L E F E E D C ONT AC T OR )
MODU L E F E E D C ONT AC T OR )
B B
FE E D (A C)
FE E D (A C)
ON/ OFF
ON/ OFF
2 2
1 MODUL E
2 MODUL E
S T AT US
S T AT US
WI NDS HI E LD WI P ER 1 ON WI NDS HI E LD WI P ER 2 ON
WHC U
WHC U
(WHC U 1
(WHC U 2
WINDSHIELD HEATER
CONTROL UNIT
S P DA 1 S P DA 1
(S S M 2 4- 6 1- 8 0) (S S M 2 4- 6 1- 8 0)
WI NDS HI E LD 4 - BI T AFUL T CODE 4 - BI T AFUL T CODE WI NDS HI E LD
HE AT E R C ONT ROL R E SE T C MD R E SE T C MD HE AT E R C ONT ROL
UNIT 1 A R INC 4 2 9 UNIT 2
B I T C MD DI SC R ET E DI SC R ET E B I T C MD
(S DS 30 - 4 2 ) 28 VDC I / O - LSOT 19 I / O - LSOT 11 28 VDC (S DS 30 - 4 2 )
(MPP 30 - 4 2 - 0)1 (S S M 3 1
- 4 1- 8 0) (S S M 3 1
- 4 1- 8 0) (MPP 30 - 4 2 - 0)1
B B
F WD F US E LA GE F WD F US E LA GE
S E NS OR S - T ER MINA L B LOC K
HEATED AREA HEATED AREA
1 S I GNA L = 8
2 VDC = ON
2 S I GNA L = N
GD = ON
A A
190
Windshield Heating Control Unit (WHCU)
Each WHCU independently regulates the temperature of a single windshield

with the aid of two of the three temperature sensors and the heated element
that are integrated into the windshield, and in addition to controlling the wind-
shield temperature, each WHCU monitors the system integrality with a con-
tinuous bit and a power-up BIT (Built-in Test). The WHCU uses 28 VDC (Volt
Direct Current) power controlled by a switch on the windshield heated panel
on the overhead panel.
The WHCU functions to keep the windshield temperature in the present
range of 33.9 to 36.67 °C (93 to 98 °F).
Each WHCU has six discrete lines to SPDA 1:

• two lines facilitate initiated BIT and fault reset commands, including those
originating from SPDA 1, and those originating from the CMC and sent to
SPDA 1 via ASCB link
• four lines enable fault code information for sensor failure, heater failure,
contactor failure, WHCU failure, and overheats to be sent from each
WHCU to SPDA 1, which disseminates data via the ASCB to the CMCM
and EICAS.
The table below defines the 4-bit fault code from each WHCU to SPDA 1,
using 28V/0V logic (“1” is 28 VDC, “0” is 0 VDC), compatible with SPDA 1
28V/open logic.
Figure 3: Windshield Heating control unit
SPDA 1
LEFT AND RIGHT CONTROL UNITS
PRIOR-
BIT 3 BIT 2 BIT 1 BIT 0 CODE STATE
ITY
ASCB
0 0 0 0 0 NO POWER
INVALID
0 0 0 1 1
CODE
INVALID
0 0 1 0 2
CODE
0 0 1 1 3 10 NORMAL Map Pl an Sys t ems Fuel
OVERHEAT
0 1 0 0 4 9 SENSOR
FAILED
MAIN SEN-
0 1 0 1 5 8
SOR FAILED
CONTACTOR
0 1 1 0 6 7
SHORT
BOTH SEN-
0 1 1 1 7 6 SORS CMC EICAS
FAILED
HEATER
1 0 0 0 8 5
FAILED
CONTACTOR
1 0 0 1 9 4
OPEN
OUTPUT
1 0 1 0 10 3
SHORTED
CONTROL-
1 0 1 1 11 2
LER FAILED
1 1 0 0 12 1 OVERHEAT
INVALID
1 1 0 1 13
CODE
INVALID
1 1 1 0 14
CODE
190
Operation The continuous BIT is used to check:
• both sensors for an open or sorted condition

Initiated BIT is another type of abnormal operation and it occurs whenever • for load current when the heater power is commanded on
commanded by SPDA 1. By design, SPDA 1 issues the Bit command to the
WHCUs upon power-up as means of testing its interfaces. The CMC can al- • for the absence of load current when the heater power is command-
sosend a command via SPDA1 to perform initiated BIT. In all cases, SPDA1 ed off
sends an initiated BIT command to the WHCU by momentarily grounding the • the voltage across the control switches to make sure that there are
WHCU‘s normally open input. In response to the command, the WHCU no half-wave outputs at any time
sends the four-bit fault code for an overheat, regardless of any other detect- • for shorted load conditions
ed faults, via its four annunciator output lines to SPDA1.
• for open load conditions
• for an overheat condition accompanied by load current. In abnor-
The fault code for the overheat is such that all four annunciator output driv-
ers are in the opposite state relative to their normal state when no faults are mal condition, faults are detected and the WHCU sends the fault
detected. Also, in response to the overheat condition, the WHCU removes code to SPDA 1. There is unique fault code for each fault.
the drive from the power contactor coil to disconnect the ac bus and power
from the heater. The WHCU is designed to latch detected faults so that ter-
minating the BIT signal does not restore normal operation by itself. Normal
operation is restored when SPDA1 momentarily grounds the normally open
fault reset input to the WHCU.
The power-up BIT is always performed when the WHCU receives a reset
signal. In the normal operation, the WHCU starts by executing its power-up
BIT routine.
After the power-up BIT is completed, the WHCU starts automatically the
ramp warm-up mode to prevent thermal shock to the windshield when the
system starts to run. The ramp warm-up increases in uniform steps during 3
to 4 minutes and when this mode is completed the normal control mode
starts immediately.
In the normal control mode, the WHCU keeps the windshield temperature in
the range of 33.9 to 36.67 °C (93 to 98 °F). When the temperature sent by
the control sensor is below 33.9 °C (93 °F), the WHCU heater is energized
power on, and when the temperature is above 36.67 °C (98 °F), the WHCU
heater is deenergized. In normal condition, no faults are detected and the
WHCU sends the fault code for “normal” to SPDA 1.
Figure 4: Operation
HEATED AREA
A WINDSHIELD HEATING
1 2
ICE PROTECTION
MODE TEST
AUTO OFF
ON ENG WING HEATED AREA
ICE PROTECTION CONTROL PANEL

B B HEATED AREA
(SDS 30-00)
(MPP 30-00-01) OVERHEAD PANEL ICE PROTECTION PANEL
TERMINAL BLOCK
(SDS 30-42) 5VDC 5VDC (SDS 30-42)
(SDS 24-61) (SDS 24-61)
(MPP 56-11-00) (MPP 56-11-00)
WINDSHIELD HEATING LEFT WINDSHIELD LICC MIDDLE AVIONICS COMPT WINDSHIELD HEATING WINDSHIELD
RICC MIDDLE AVIONICS COMPT
WINDSHIELD 1 PB/ANN WINDSHIELD 2 PB/ANN
AC BUS 2 DC BUS 2 DC BUS 1 AC BUS 1
TERMINAL BLOCK
A
24-61-54
WHCU2
24-61-54
WHCU2
WHCU1 WHCU1
5 DC PWR MODULE 20 20
MODULE 20 20 DC PWR 5
FEED FEED
C
FEED FEED
C
OFF OFF
ON ON
OFF
PWR
S1
PWR
GND
S1
GND
S3
S6
S2
S5
S6
S3
S4
S5
S2
S4
ON
WINDSHIELD HEATER
CONTROL UNIT
B
(SLOT 11)
CHASSIS
RESET CMD
RESET CMD
BIT CMD
BIT CMD
DC RTN
(SLOT 19)
BIT1 STAT
BIT1 STAT
CHASSIS
CNTOR CONT
DC RTN
RLY STAT
RLY STAT
RESET CMD
28 VDC
BIT CMD
CNTOR CONT
BIT1 STAT
RESET CMD
28 VDC
BIT CMD
BIT3 STAT
BIT3 STAT
BIT1 STAT
BIT0 STAT
BIT2 STAT
BIT2 STAT
BIT0 STAT
BIT3 STAT
BIT0 STAT
115 VAC (PHA) OUT
115 VAC (PHB) OUT

BIT2 STAT
115 VAC (PHC) IN

BIT3 STAT
115 VAC (PHB) IN

BIT2 STAT
BIT0 STAT
115 VAC (PHA) OUT
115 VAC (PHB) OUT
115 VAC (PHC) IN

115 VAC (PHB) IN
OVHT SNSR
MAIN SNSR
OVHT SNSR
MAIN SNRS
B B
(SDS 30-42) FORWARD FUSELAGE WINDSHIELD HEATER CONTROL UNIT 1 (SSM 24-61-80) SPDA 1 FORWARD AVIONICS COMPARTMENT (SDS 30-42) FORWARD FUSELAGE WINDSHIELD HEATER CONTROL UNIT 2
(MPP 30-42-01)
190
Failure indications
The windshield heating system will provide CMC or EICAS indication if a

sensor fails, a contactor fails, in case of short circuit or if the system detects
an overheat condition. The respective system EICAS caution messages
Windshield Heater Control Unit 1, or Windshield Heater Control Unit 2 will
appear on the display.
In case of windshield wiper system failure the associated message will be

shown on the CMC.
Figure 5: Failure indications
WINDSHIELD HEATER CONTROL UNIT 1

WINDSHIELD HEATER CONTROL UNIT 2
Windshield Heating System
RICC OR LICC Map Pl an Sys t ems Fuel
IN CASE OF SHORT CIRCUIT OR IF THE SYSTEM

DETECTS AN OVERHEAT CONDITION
190
30-70 Water System Ice Protection

General
The water lines ice protection system includes fill/ drain nipple heating and
forward and rear drain mast heating. Fill/ drain nipple heating power is 115
VAC and is applied via the left integrated control cabinet contactor from the
AC service bus.
Actual heating is selected ON and OFF, depending on the temperature at

the control thermostat. The heating element is a cuff installed around the fill/
drain nipple. Drain mast heating power of 115 VAC is supplied by the AC
ground service bus through the Water Waste System Controller (WWSC)
and the SPDA. The drain mast contains a safety thermostat and a tempera-
ture sensor for external temperature control. The WWSC temperature con-
trol circuit enables or disables the SPDA to provide power to the drain mast
heater.
Figure 1: Water System Ice Protection
Heating element
LICC
Water fill/drain nipple Service panel
11 5 V AC NORMAL
AC SERVICE BUS
FULL
DRAIN
SPDA 1 Water waste system controller

Drain mast
11 5 V AC
AC GROUND SERVICE BUS
190
Water-tank blanket heater
The water-tank blanket heater provides a thermal insulation to the potable

water tank. It constitutes an extra protection for the water tank, that prevents
the potable water from freezing and a clog at the potable water system. The
water tank blanket heater is attached to the water tank by means of a cord
that pass through the holes in the water tank blanket.
The insulation blankets minimize the heat losses to the surrounding ambi-
ent.
The insulation blankets are wrapped up on top of the electric heaters as well,
thus, providing increased thermal efficiency for the heaters. The water tank
blanket is covered by an insulation finishing attached with adhesive tape.
The potable water tank support is also covered with paper boards to improve
and give more insulation to the low temperature from the aircraft structure
that can freeze the water inside the potable water tank.
Three external electric heated silicone blankets with inbuilt electromechani-

cal thermostats are assembled on the bottom of the potable water tank to
provide heating on the area of contact between the tank and its supporting
cradle and the tank surfaces located closer to the fuselage skin. The heated
blankets require 115VAC electrical power.
The thermostats close on temperature drop below 7.2 °C (45 °F), and open
on temperature rise above 15.6 °C (60 °F).
Figure 2: Water tank blanket heater
ZONES
151
152
WATER-TANK
BLANKET HEATER
190
Water supply line heater
The water supply line heaters are provided to prevent the ice formation at
critical points of the potable water hoses. The hoses are made of a Teflon
inner liner and the outer liner constituted of silicone. The heater is imbedded
in the outer wall of the hose and operates on 115VAC.
The hoses are resistant to repeated freezing and thawing cycles without rup-
ture or permanent damages. To improve the thermal insulation and the heat-
er efficiency, the hoses are fixed on the aircraft structure by aluminium
clamps with an insulating rubber sleeve.
Figure 3: Water supply line heater
D
ZONES
151
152
B A
C
ZONES
131
132
A
G RAY
W AT ER HOS E B
G RAY
W AT ER HOS E
E T F IT ING
G RAY
W AT ER HOS E
F DRAIN MAS T
HEATE R
W AT ER S UP P LY
LINE HEATE R
E
D
E
E
E C T YP IC AL F
190
Fill /drain nipple heater
The fill/drain nipple has a self-regulating cuff heater installed on it to prevent

clogging of line and ice formation. The water freezing may occur due to re-
sidual water in the fill line that drains down against the fill nipple cap. The
heater is an electro-thermal device made of a silicone elastomer and oper-
ates on 115 VAC, single phase at 40 W. A self-regulating, snap-acting ther-
mostat within the heater maintains the temperature above 38 °C (100.4 °F).
The silicone material of heater has self-extinguishing properties that do not
let the heater burn in case of malfunction.
Figure 4: Fill/drain nipple heater
Water fill/drain nipple Cuff heater

5 V AC single phase 40 W
mperature between 38°C/ 100°F and 49°C/ 120°F
e-phase 7,5 A circuit breaker
ZONES F ILL/DRAIN
151 NIP P LE HEATE R
152
190
The Drain Mast
The drain mast is made of fiberglass epoxy and corrosion resistant steel.
The drain mast contains a heater with overheat protection, a safety thermo-
stat, and a thermistor temperature sensor for external temperature regula-
tion. The Water Waste System Controller temperature control circuit selects
heating ON/OFF to maintain the drain mast temperature of 71 °C/160 °F at
the sensor.
A safety thermostat is included in the mast to protect against draining

through the forward drain valve in case of a drain mast heater failure. The
safety thermostat is set to open, drain valve closed, when the drain mast
temperature falls below 5 °C/41 °F.
Figure 5: Drain Mast
TEMPERATURE SETTING
LOW
Water waste system controller OFF HIGH

D O O R Z O N E T E M P E R AT U R E
C
CABIN TEMPERATURE
H ENABLED
Ma p Pl a n Sys t e ms Fue l
FWD DRAIN MAST FAULT

AFT DRAIN MAST FAULT ON ON ON OFF
AFT
CEILING SIDEWALL
ENTRANCE PANEL LIGHTS

TEST
DIM DIM DIM
ON / RESET OFF
TEST ON
ARMED
AUTO
WASTE SYSTEM
TANK SERVICE
FWD AFT FAULT
FULL TANK
LAVATORY FAULT

TCAS WX Che c kl i s t WATER QUANTITY
IN FLIGHT DRAIN
FAULT
INHIBITED
Indicated temperature of FWD
Drain Mast is continously
less then 35°C for 5 minutes
Indicated temperature of either

Drain Mast is continously greater
than 70°C for 2 minutes
190
Fill/drain Valve Heater

A self-regulating heater is installed on the fill/drain valve to prevent the valve
from freezing because of residual water inside the valve.
The heater is an electro-thermal device made of a silicone elastomer and
operates on 115 VAC, single phase at 80W. A self-regulating, snap-acting
thermostat within the heater maintains the temperature above 7 °C (45 °F),
and opens at 18 °C (65°F). The heater contains an over-temperature ther-
mal cutoff that opens at 93 °C (199 °F).
The silicone material of heater has self-extinguishing properties that do not
let the heater burn in case of a malfunction.
Figure 6: Potabile ater heating system - fill/drain valve heater
A
ZONE
151
B
A
F ILL/DRAIN
V ALVE HEATE R
B
F ILL/DRAIN
V ALVE
190
VWS Rinse Nipple Heater
The VWS rinse nipple heater is a flat panel heater installed between the
waste service panel and the VWS rinse nipple. The heater prevents waste
fluid from freezing in the rinse line. The heater is made of a resistive material
(electro-thermal silicone elastomer) and operates on 115 VAC single phase,
at 21 W. In case of failure or malfunction, a circuit breaker protects the VWS
service-panel drain-valve heater.
The heater has a thermostat that maintains the temperature in a safe range
for incidental touch in the exposed areas.
For the VWS service-panel drain-valve, there is a heater installed between
the waste service panel and the drain-valve.
The heater is an electro-thermal resistive device made of a silicone elas-
tomer and operates on 115 VAC at a temperature of 60 °C (33.8 °F), that is
considered safe for an incidental touch of the drain-valve. In case of failure
or malfunction of the heater, a circuit breaker interrupts the power supply to
the heater.
For the VWS rinse nipple, there is a heater installed between the waste serv-
ice panel and the rinse nipple. The heater is an electro thermal resistive de-
vice made of a silicone elastomer and operates on 115 VAC at a
temperature range from 13 to 18 °C (55 to 65 °F), controlled by a thermo-
stats. In case of failure or malfunction, a circuit breaker protects the VWS
rinse nipple heater.
Figure 7: Rinse nipple heater schematic
C
B
A
A
B
C D
MIDDLE AVIONICS COMPARTMENT
LICC VACUUM WASTE SVC PNL CENTER FUS III
WATER RINSE NIPPLE HEATER

WASTE HEATER
AO
AC GND SVC BUS

BO
CO
7.5 (SDS 30-74)
(MPP 30-74-02)
C
LICC WATER
WASTE HEATER
RELAY
MIDDLE AVIONICS COMPARTMENT (SSM 24-51-80)
SPDA 2
DC POWER SLOT 7
(SSM 24-61-80) SLOT 2
VACUUM WASTE SVC PNL CENTER FUS III

REAR PLATE
VALVE HEATER
DISCRETE IN/OUT SLOT 11
(SSM 24-61-80)
DC POWER SLOT 2
(SSM 24-61-80)
(SDS 30-74)
(MPP 30-74-01)
D
(SSM 24-61-80)
190
Operation
The potable water heating system is comprised of heaters installed on criti-

cal points that are susceptible and sensitive to temperature variations. The
major function of the heaters is to ensure that the temperature does not
reach a range to clog the hoses due to freeze and ice formation. Each com-
ponent has its specifical range of temperature and protective mechanisms
to prevent electrical overload, burns and malfunction.
Both drain masts are controlled by the WWSC (Water and Waste System
Controller). The drain mast heating is switched on if the temperature sensor
in the drain mast signals low temperature and switched off if the temperature
is high.
The fill/drain nipple heater contains an internal thermostat for temperature

control and long reliability. The heaters primary function is to prevent the
freezing of water in the area of the fill/drain nipple. This allows immediate fill-
ing/draining of the potable water system after a flight or after long periods of
storage in extremely cold temperatures.
The aircraft monitors a sensor mounted in the copper base of the drain mast
and maintains the temperature of the sensor at 71 +/- 4 °C (160 +/- 7 °F).
When the surface temperature of the copper bas of the Heated Drain Mast
falls below 5 °C (41 +/- 5 °F), a safety signal thermostat opens to annunciate
the temperature drop as a fault.
In the event of power controller failure, a thermal cut-off fuse opens when
the temperature of the copper base of the Heated Mast drain reaches 184
+/- 5 °C (363 +/- 7.2 °F) to protect against overheat.
The fill/drain nipple heater is a 115 VAC 400 Hz single powered and control-
led by an internal heater element and thermostat. Power consumption is 40
VA. The internal thermostat opens at 49 °C (120 °F) and closes at 32 °C (90
°F). This creates an on-off cycle for added reliability and component longev-
ity.
Figure 8: Operation
W IR ING DIA GR AMS

D
30 70 50
C 38 32 50
A 24 61 55
C
B
A
C
C
F
MIDDLE AVIONICS COMPARTMENT
B
LICC
AC GND SVC BUS 1 C
T YP IC AL
SPDA 2
WATER (SSM 24-61-80)
WASTE
HEATER
DC GND SVC
DC POWER (SLOT 7, SLOT 2)
WATER
WASTE
E
HTR RLY
COMMAND
DISCRETE IN/OUT (SLOT 11 )
STATUS
DC POWER (SLOT 2)
F
(SSM 24-51-80)
VALVE HTR WATER SUPPLY WATER TANK WATER SUPPLY WATER SUPPLY WATER SUPPLY T-FITTING HTR WATER TANK WATER TANK WATER SUPPLY
LINE HEATER BLANKET HTR 2 LINE HEATER LINE HEATER LINE HEATER BLANKET HTR BLANKET HTR 1 LINE HEATER 3
(SDS 30-10)
(MPP 38-11-01)
(SDS 30-71)
(MPP 38-11-03)
C (SDS 30-71)
(MPP 30-71-03)
D (SDS 30-71)
(MPP 38-11-03)
C (SDS 30-71)
(MPP 38-11-03)
C (SDS 30-71 )
(MPP 38-11-03)
C (SDS 30-71)
(MPP 30-71-03)
F (SDS 30-71 )
(MPP 30-71-03)
D (SDS 30-71 )
(MPP 30-71-03)
D (SDS 30-71 )
(MPP 38-11-03)
C
CENTRAL FUSELAGE III FWD CARGO COMPARTMENT AFT CARGO COMPARTMENT AFT CARGO COMPARTMENT AFT CARGO COMPARTMENT AFT CARGO COMPARTMENT CENTRAL FUSELAGE III AFT CARGO COMPARTMENT AFT CARGO COMPARTMENT AFT CARGO COMPARTMENT
190
A E
C D
B
F
FWD CARGO COMPARTMENT
FWD DRAIN MAST

(SDS 30-71)
(MPP 38-31-03)
C
(SSM 38-10-80) E AFT AVIONICS COMPARTMENT
WATER WASTE SYSTEM CONTROLLER

(WWSC)
(SDS 38-70)
A B (MPP 38-00-01)
DRIVE OPEN
FWD AVIONICS COMPARTMENT TEMPERATURE FWD
SPDA 1
(SSM 24-61-80)
FWD DRAIN MAST TEMPERATURE AFT
AC POWER
(SLOT 16) AFT DRAIN MAST
FWD DRAIN MAST ON
AFT DRAIN MAST ON

(SSM 24-61-80)
F
AFT DRAIN MAST
(SDS 30-71)
(MPP 38-31-03)
D
AFT CARGO COMPARTMENT
Figure 9: Operation
MIDDLE AVIONIC S C OMPART ME NT W IR ING DIAGR AM

C ENTE R F US ELAG E III
LIC C
W AT ER T ANK 30 70 50
W AT ER W AS TE HTR B LANK ET HEATE R
38 32 50
øA
AC G ND S VC B US
øB W AT ER S UP P LY
LINE HEATE RS
øC
7.5

F ILL/DRAIN NIP P LE HEATE R

F ILL/DRAIN V ALVE HEATE R
DC G ND S VG
F WD F US ELAG E
C OMMAND
S TATUS
W AT ER S UP P LY LINE HEATE R
S PDA 2
(S S M24 61 80)
DC P OW ER (SLOT 2)
DIS CR ET E IN/OUT (SLOT11)
DC P OW ER (SLOT 7, S LOT 2)
190
The Water Waste System
The Water Waste System Controller is able to monitor system and compo-
nent failures, and addresses messages to the CMC or to the flight attendant
panel.
The flight attendant WATER SYSTEM fault LED indicator is ON, if the indi-
cated temperature of the forward drain mast is continuously less than 35 °C
for 5 minutes, or if the indicated temperature of either drain mast is continu-
ously greater than 70 °C for 2 minutes. CMC provides two kinds of messag-
es: FWD DRAIN MAST FAULT or AFT DRAIN MAST FAULT. Both failures
will inhibit the in-flight drain system.
Figure 10: Water Waste System
TEMPERATURE SETTING
LOW
Water waste system controller OFF HIGH

D O O R Z O N E T E M P E R AT U R E
C
CABIN TEMPERATURE
H ENABLED
Ma p Pl a n Sys t e ms Fue l
FWD DRAIN MAST FAULT

AFT DRAIN MAST FAULT ON ON ON OFF
AFT
CEILING SIDEWALL
ENTRANCE PANEL LIGHTS

TEST
DIM DIM DIM
ON / RESET OFF
TEST ON
ARMED
AUTO
WASTE SYSTEM
TANK SERVICE
FWD AFT FAULT
FULL TANK
LAVATORY FAULT

TCAS WX Che c kl i s t WATER QUANTITY
IN FLIGHT DRAIN
FAULT
INHIBITED
Indicated temperature of FWD
Drain Mast is continously
less then 35°C for 5 minutes
Indicated temperature of either

Drain Mast is continously greater
than 70°C for 2 minutes
190
30-80 Ice Detection

General
The Ice Detection System includes two ice detectors, directly connected to
the Modular Avionic Units, that send signals across the Avionic Standard
Communication Bus to the Air Management Controller located in the Sec-
ondary Power Distribution Assembly. The AMS has two channels to provide
Ice Detection System monitoring and control.
The Ice Detection System provides test capability by the overhead ice pro-
tection panel test switch, and failure messages for CMC or EICAS display.
Figure 1: Ice Detection System
Ice Detector Ice Detector
MAU
ASCB
AMS Controller
2 Channels to
monitor and control the Channel 2

SPDA 2
Channel 1
190
The Ice Detector
The Ice Detector is a single component including a sensor and micro con-
troller in one unit. The sensor includes a driver, which is vibrated at a
40,000hz frequency by the oscillator, and a feedback sensor to monitor this
frequency. A heater element is also installed in the sensor section. The mi-
cro controller interconnects with the aircraft harness.
Input to the micro controller includes 115VAC power, Press-To-Test, and re-
set. Outputs are ice signal and sensor fault.
Figure 2: The Ice Detector
Heater Element
Driver vibrated at a 40,000 Hz frequency
Feedback Sensor
Sensor and Microcontroller
Input: Outputs:
5V AC power nal
ess-To-Test sor Fault
set
190
Ice Detection System Operation
The Ice Detection System operates if, on the overhead ice protection panel,
the MODE switch is on AUTO.
If ice builds up on the ice detectors, as sensed by the feedback sensor as a

probe frequency change, then the micro controller sends an Ice signal to the
Modular Avionics Unit, which transmits an ICE CONDITION signal to the EI-
CAS. At the same time, the air foil and engine intake anti-ice cycle starts,
and the ice detector probe will be heated for a few seconds to melt the ice
from the probe. Anti-icing is continuously in operation as long as ice is de-
tected on the ice detectors.
If the MODE switch is selected to OVERRIDE, the Ice Detection System is

disabled, and air foil and intake will be continuously anti-iced in flight.
Figure 3: Ice Detection System Operation
ANT II C E S YS TE M
ACT IV AT ION
(S S M30 11 81)
(S S M30 21 81)
ICE DET EC TOR ICE DET EC TOR V ALVE (RE F.)
2 1
1 C
A A
FWD AVIONICS COMPT FWD AVIONICS COMPT
MAU 1 MAU 2
ELECTRICAL ELECTRICAL (SSM 31-41-80) (SSM 31-41-80)
SIGNAL SIGNAL
AIR CR AF T
S TR UC TURE ASCB
(RE F.) ICE SIGNAL FWD GENERIC GENERIC
AVIONICS I/O - MOD 12 I/O - MOD 10
FWD AVIONICS COMPT COMPT
ICE DET EC TOR MAU 1

SPDA 2
(SDS 30 81) ICE (SSM 31-41-80)
(SSM 24-61-80)
(MP P 30 81 08) SIGNAL ARINC
DETECTOR 1 429
ARINC 429
GENERIC AMS CONTROLLER
I/O - MOD 11 I/O MODULES
(SSM 31-41-80) (SSM 21-00-80)
(SSM 30-11-81)
ARINC W INDS HIELD HEATING
429 1 2
DC POWER
FWD AVIONICS COMPT MODULE ICE P ROTE CT ION
(SSM 30-21-80) E NG INE 1 W ING E NG INE 2
MAU 2
ICE (SSM 31-41-80)
SIGNAL
MODE T ES T
DETECTOR 2 AUT O OFF
ON E NG
GENERIC W ING
I/O - MOD 9
ARINC 429
(SSM 31-41-80)
A FWD
AVIONICS
ICE SIGNAL COMPT FWD AVIONICS COMPT
T YP IC AL
SPDA 1 SPDA 1
AC 2 BUS (SSM 24-61-80) (SSM 24-61-80)
ARINC (SSM 30-11-81)
429 ARINC 429
AC 1 BUS DISCRETES DISCRETE

I/O I/O
(SLOTS 09/11) (SLOT 19)
1 R IG HT S IDE HANDE D
190
Failure Messages
The system provides failure messages on the CMC and on the EICAS dis-
play. The EICAS advisory message ICE CONDITION indicates that the left
or right ice detector has detected icing condition in flight. This message is
inhibited below 1700 ft above airfield.
The EICAS caution message ICE DETECTOR 1/2 FAIL indicates ice detec-
tor failure. If one ice detector fails the aircraft can be dispatched into icing
conditions. If the second ice detector also fails, the aircraft cannot be dis-
patched into known icing conditions.
Figure 4: Failure Messages
EICAS
MFD
Fue l
Map Pl an Sys t ems
ICE CONDITION

ICE DETECTOR 1/2 FAIL
TCAS WX Che c kl i s t
Caution Message
If one ice detector fails the aircraft can be dispatched into
icing conditions. If the second ice detector also fails, the
aircraft cannot be dispatched into known icing conditions.
Advisory Message
Indicates that the left or right ice detector
has detected icing condition in flight. This
message is inhibited below 1700 ft above airfield.
190
30-MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 30-1 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 30-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 30 ICE AND RAIN ¦ ¦ ¦ ¦ ¦ 30 ICE AND RAIN ¦ ¦ ¦ ¦
¦ PROTECTION ¦ ¦ ¦ ¦ ¦ PROTECTION ¦ ¦ ¦ ¦
¦ 11-00 Wing Anti-Icing C ¦ 1 ¦ 0 ¦ May be inoperative provided ¦ ¦ 21-00 Engine Anti-Icing C ¦ 2 ¦ 1 ¦ May be inoperative provided ¦
¦ System ¦ ¦ ¦ airplane is not operated in known ¦ ¦ Systems ¦ ¦ ¦ airplane is not operated in known ¦
¦ ¦ ¦ ¦ or forecast icing conditions. ¦ ¦ ¦ ¦ ¦ or forecast icing conditions. ¦
¦ 11-01 Wing Anti-Ice C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ 21-01 Engine Anti-Ice C ¦ 2 ¦ 1 ¦ (M)One may be inoperative provided: ¦
¦ Valves ¦ ¦ ¦ a) Affected valve is secured ¦ ¦ Valves ¦ ¦ ¦ a) Affected valve is secured ¦
¦ ¦ ¦ ¦ closed, and ¦ ¦ ¦ ¦ ¦ closed, and ¦
¦ ¦ ¦ ¦ b) Airplane is not operated in ¦ ¦ ¦ ¦ ¦ b) Airplane is not operated in ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ ¦ ¦ ¦ known or forecast icing ¦
¦ ¦ ¦ ¦ conditions. ¦ ¦ ¦ ¦ ¦ conditions. ¦
¦ 11-11 A-I WING VALVE C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦ ¦ C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦
¦ OPEN Status EICAS ¦ ¦ ¦ a) Affected valve is secured ¦ ¦ ¦ ¦ ¦ a) Affected valve is secured ¦
¦ Message ¦ ¦ ¦ closed, and ¦ ¦ ¦ ¦ ¦ open, ¦
¦ ¦ ¦ ¦ b) Airplane is not operated in ¦ ¦ ¦ ¦ ¦ b) Operations are not conducted ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ ¦ ¦ ¦ if ambient temperature on ¦
¦ ¦ ¦ ¦ conditions. ¦ ¦ ¦ ¦ ¦ the ground is above 20 ¦
¦ ¦ ¦ ¦ degrees C, and ¦
¦ C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided Wing ¦ ¦ ¦ ¦ ¦ c) AFM performance penalties ¦
¦ ¦ ¦ ¦ Anti-Ice Valves are verified to ¦ ¦ ¦ ¦ ¦ are applied. ¦
¦ ¦ ¦ ¦ operate normally before each ¦
¦ ¦ ¦ ¦ flight. ¦
¦ 11-13 A-I WING NO C ¦ 1 ¦ 0 ¦ (M)May be inoperative provided: ¦

¦ DISPATCH Caution ¦ ¦ ¦ a) Affected valve is secured ¦
¦ EICAS Message ¦ ¦ ¦ closed, and ¦
¦ C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided Wing ¦

¦ ¦ ¦ ¦ Anti-Ice Valves are verified to ¦
¦ ¦ ¦ ¦ operate normally before each ¦
¦ ¦ ¦ ¦ flight. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 30-3 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 30-4 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 30 ICE AND RAIN ¦ ¦ ¦ ¦ ¦ 30 ICE AND RAIN ¦ ¦ ¦ ¦
¦ PROTECTION ¦ ¦ ¦ ¦ ¦ PROTECTION ¦ ¦ ¦ ¦
¦ 21-09 A-I ENG 1(2) C ¦ 2 ¦ 1 ¦ (M)(O)One may be inoperative ¦ ¦ 31-00 Air Data Smart B ¦ 8 ¦ 4 ¦ One Heater controller per ADSP may ¦
¦ VALVE OPEN Status ¦ ¦ ¦ provided: ¦ ¦ Probe (ADSP) ¦ ¦ ¦ be inoperative. ¦
¦ EICAS Message ¦ ¦ ¦ a) Associated valve is secured ¦ ¦ Heater ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ closed, ¦ ¦ Controllers ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ known or forecast icing ¦ ¦ 41-00 Windshield Wiper C ¦ 2 ¦ 0 ¦ May be inoperative provided ¦
¦ ¦ ¦ ¦ conditions and ¦ ¦ Systems ¦ ¦ ¦ airplane is not operated in ¦
¦ ¦ ¦ ¦ c) AFM performance penalties ¦ ¦ ¦ ¦ ¦ precipitation within 5 nautical ¦
¦ ¦ ¦ ¦ are applied. ¦ ¦ ¦ ¦ ¦ miles of the airport of takeoff or ¦
¦ ¦ ¦ ¦ intended landing. ¦
¦ ¦ ¦ ¦ a) Associated valve is secured ¦ ¦ 1) Low Speed Mode C ¦ 2 ¦ 0 ¦ May be inoperative provided ¦
¦ ¦ ¦ ¦ open, ¦ ¦ ¦ ¦ ¦ associated High Speed Mode operates ¦
¦ ¦ ¦ ¦ b) Operations are not conducted ¦ ¦ ¦ ¦ ¦ normally. ¦
¦ ¦ ¦ ¦ if ambient temperature on ¦
¦ ¦ ¦ ¦ the ground is above 20 ¦ ¦ 2) High Speed C ¦ 2 ¦ 0 ¦ May be inoperative provided ¦
¦ ¦ ¦ ¦ degrees C, and ¦ ¦ Mode ¦ ¦ ¦ associated Low Speed Mode operates ¦
¦ ¦ ¦ ¦ c) AFM performance penalties ¦ ¦ ¦ ¦ ¦ normally. ¦
¦ ¦ ¦ ¦ are applied. ¦
¦ 3) Timer Mode C ¦ 2 ¦ 0 ¦ ¦
¦ C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided ¦
¦ ¦ ¦ ¦ a) Associated Engine Anti-Ice ¦ ¦ 4) Parking Mode C ¦ 2 ¦ 0 ¦ (M)May be inoperative provided: ¦
¦ ¦ ¦ ¦ Valve is verified to operate ¦ ¦ ¦ ¦ ¦ a) Blades are positioned to ¦
¦ ¦ ¦ ¦ normally before each flight, ¦ ¦ ¦ ¦ ¦ provide an acceptable field ¦
¦ ¦ ¦ ¦ b) AFM performance penalties ¦ ¦ ¦ ¦ ¦ of vision to flight crew, ¦
¦ ¦ ¦ ¦ are applied. ¦ ¦ ¦ ¦ ¦ and ¦
¦ ¦ ¦ ¦ b) Associated Windshield Wiper ¦
¦ ¦ ¦ ¦ System is considered ¦
¦ ¦ ¦ ¦ inoperative and not used. ¦
¦ 42-00 Windshield B ¦ 2 ¦ 1 ¦ One may be inoperative provided ¦

¦ Heating Systems ¦ ¦ ¦ airplane is not operated in known ¦
¦ ¦ ¦ ¦ or forecast icing conditions. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
-------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦
¦ AIRCRAFT: ¦ REVISION NO: ORIGINAL ¦ PAGE: ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 12/16/2003 ¦ 30-5 ¦
¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 30 ICE AND RAIN ¦ ¦ ¦ ¦
¦ PROTECTION ¦ ¦ ¦ ¦
¦ 71-02 Drain Mast C ¦ 2 ¦ 0 ¦ (M)(O)May be inoperative provided: ¦

¦ Heaters ¦ ¦ ¦ a) Water supply to the ¦
¦ ¦ ¦ ¦ associated galley and ¦
¦ ¦ ¦ ¦ lavatory is secured off, and ¦
¦ ¦ ¦ ¦ b) Procedures are established ¦
¦ ¦ ¦ ¦ and used to ensure that the ¦
¦ ¦ ¦ ¦ associated galley sink drain ¦
¦ ¦ ¦ ¦ is not used. ¦
¦ ¦ ¦ ¦ NOTE: Potable water inflight ¦

¦ ¦ ¦ ¦ drainage system will be ¦
¦ ¦ ¦ ¦ inhibited. ¦
¦ 81-00 Ice Detector C ¦ 2 ¦ 0 ¦ (O)May be inoperative provided ¦

¦ Systems ¦ ¦ ¦ Engine and Wing Anti-Icing Systems ¦
¦ ¦ ¦ ¦ are operated manually. ¦
-------------------------------------------------------------------------------

190
ATA 26 Fire Protection System

190
Table of Content Manual system test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
26-12 Apu fire - overheat detection system

26-00 Fire Protection System General
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The APU fire detection system . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
The fire extinguishing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APU fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Fire detection and extinguishing system test . . . . . . . . . . . . . . . . . . 5
The fire detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Fire Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Manual system test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Fire Zone Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fire Zone Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
26-14 Lavatory Fire Detection System
Ventilation Airflow Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Fan Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
The smoke detector function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Core Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Lavatory smoke detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine and Nacelle Drain System . . . . . . . . . . . . . . . . . . . . . . . . . 15
Lavatory smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Built in test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
26-11 Engine Fire and Overheat Detection System

26-MEL (Example)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fire Detector Loop operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Engine fire/overheat detector control and indication . . . . . . . . . . . . 3
Engine fire/overheat detection system . . . . . . . . . . . . . . . . . . . . . . . 7
The fire detector pneumatic sensor . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Fire Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fire Detection Loops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Fire Protection System Operation . . . . . . . . . . . . . . . . . . . . . . . . . 15

Revision: 00 Reproduction Prohibited Chapter 26-TOC Page I
190

Revision: 00 Reproduction Prohibited Chapter 26-TOC Page II
190
26-00 Fire Protection System General

Introduction
The fire/overheat protection system provides fire or smoke indication in the

cockpit and cabin, and enables the crew to extinguish the fire.
The system is made up of the fire and smoke detection subsystem and the
fire extinguishing subsystem.
Areas of the EMBRAER 190 that are monitored or protected by the fire pro-
tection system include:
• The engines,
• the APU,
• the 2 cargo compartments,
• the lavatories and
• lavatory waste bins.
In addition, portable fire extinguishers are located in the cockpit and cabin.
Figure 1: Fire protected areas
Areas that are monitored or protected

by the fire protection system include:
The engines
The APU
The 2 cargo compartments
The lavatories
The lavatory waste bins
In addition, portable fire extinguishers are located in the cockpit and cabin.

190
The fire extinguishing system
The engines and APU are monitored by a fire and overheat detection sys-
tem. If a fire occurs in either the engine or APU compartment it can be extin-
guished by the respective fire extinguishing system.
The cargo compartments are monitored by a smoke detection system. They

are equipped with a single fire extinguishing system for both compartments,
which is built around 2 fire extinguishing bottles.
The lavatories are equipped with a smoke detection system to alert the crew.
In case of a fire in the lavatory waste bins, a fire extinguisher will automati-
cally be discharged into the waste bin. To fight a fire on board, the crew can
make use of the portable fire extinguishers installed in the cabin and cockpit
areas.
Figure 2: The fire extinguishing system
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
E X T G A E X T G B
A B
1 APU
2
TEST
PULL TO ROTATE PULL TO ROTATE

SHUTOFF TO EXTING SHUTOFF TO EXTING
The lavatories are equipped with a smoke detection

system to alert the crew. In case of a fire in the lavatory
CAUTION
waste bins, a fire extinguisher will automatically be

discharged into the waste bin.
The cargo compartments are monitored
by a smoke detection system.
Single fire extinguisher
They are equipped with a single fire extinguishing

system for both compartments, which is built around 2 fire extinguishing bottles.

190
Fire detection and extinguishing system test
A test switch on the cockpit overhead panel allows the operator to perform
a system test of the MAU`s, the integrity of the system, the detectors and the
related EICAS messages.
When you push the fire detection system test button, the EICAS will show
the following indications:
• ENGINE 1/ ENGINE 2 FIRE

• APU FIRE
• FWD and /AFT BAGG SMOKE
• ENGINE 1/ ENGINE 2 FIRE DETECTION FAIL and
• APU FIRE DETECTION FAIL.
The following sequence will also be initiated when the fire detection system
test button is engaged: The fire handles, the APU emergency stop and APU
fire extinguishing buttons illuminate, the bagg extinguisher button comes on,
the master warning and caution lights flash, and the aural warning sounds.
When the button is released, all messages and lights turn off.
Figure 3: Fire detection and extinguishing system test
E1 FIRE
E2 FIRE
APU FIRE
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
FWD BAGG SMOKE

AFT BAGG SMOKE 1
TEST
APU
2
PULL TO ROTATE APU CONTROL PULL TO ROTATE

SHUTOFF TO EXTING OFF
SHUTOFF TO EXTING
ON EMER STOP
START
MASTER
WARN CAUT WARN CAUT

190
Fire Protection System
The power plant Fire Protection System is designed and installed to provide
proper engine fire containment, fire and overheat detection and fire extin-
guishing to protect the fire zones, as well as providing shutoff means to stop
falmmable fluids (fuel and hydraulic fluids) flowing into fire zones.It also in-
cludes the Engine Fire Protection Control and Indication system in the cock-
pit.
Fire Zone Definition
The CF34-10E propulsion system comprises of four compartments, Inlet,

Fan, Thrust Reverser, and Engine Core Compartment.The compartments
are segmented into zones to provide separation and isolation of flammable
fluids from ignition sources and to prevent the spread of fire.
The following are the applicable Zone classification for the CF34-10E pro-
pulsion system:
1. The Inlet Compartment is classified as an Other Zone, due to the fact that
there is no flammable fluid line and component in this compartment.
2. The Fan Compartment is classified as a Fire Zone per FAR 25.1181, due
to the fact that this compartment contains the engine accessory section,
Nacelle Anti Icing (NAI) line, and most of the flammable fluid lines such
as fuel, oil, and hydraulic fluids.
3. The Thrust Reverser Compartment is classified as a Flammable Fluid
Leakage Zone instead of Fire Zone, due to the existence of Flammable
Fluid Lines and Electrical Wire may become flammable fluid leak source
and ignition source respectively during failure condition.
4. The Engine Core Compartment is also classified as a Fire Zone per FAR
25.1181, containing the compressor, combustor, turbine, lines or compo-
nents carrying flammable fluids.
Figure 4: CF34-10E Fire Zones
ENGINE CORE
INLET COMPARTMENT FAN COMPARTMENT TRAS COMPARTMENT COMPARTMENT
(FIRE ZONE #1) (FLAMMABLE FLUID) (FIRE ZONE #2)

190
Fire Zone Boundary
Fire containment within the fire zone is achieved by fireproof boundaries.
Other protection to prevent “break out” of fire from the fire zone includes the
following:
1. Fire seals are provided at the interface channel to the pylon and at any
removable firewall to their interface.Lines that pass from the firezone to
outer locations have bulkhead fittings or are provided with tight, compliant
rubber seals of thickness and mounting that have been proven to be fire-
proof by testing.
2. Air and fluid lines that pass through the firezone boundaries are made of
steel.
3. Air vents are designed not to enlarge if hot gas or flame passes through
them.
Figure 5: Fire Seal

190
Ventilation Airflow Description
The ventilation through the fire zone is provided from the ram recovery air
and Fan bypass air for the Fan Compartment and Engine Core Compart-
ment respectively.
Fan Compartment
The fan compartment consists of the space between the engine fan case
and the outer cowl, which is enclosed by the inlet aft bulkhead and the thrust
reverser bulkhead.The net volume of the fan compartment is 49.5 cu ft.The
Maximum Ventilation flow rate at the max speed of the aircraft that can sus-
tain with One Engine Inoperative (OEI) at Windmilling condition is deter-
mined to be 0.73 pps.
There are two separate provisions for ambient air to enter the Fan compart-
ment in order to facilitate adequate cooling through proper installation of the
internal equipment.They are: Two Upper flash inlets at the Inlet barrel LH
and RH side at approximately 11 o’clock and 01 o’clock position, respective-
ly.
The FADEC has a dedicated cooling system and will not interfere with the
nacelle cooling system.
The fan compartment has one means for the air to exit back to the free
stream, under normal operating conditions.This exit is the louvered exhaust
vent located at the aft lower fan cowl.
§
Figure 6: Fan Fire Zone Ventilation

190
Engine Core Compartment
The Engine Core Compartment consists of the space between the engine
case and the engine core cowl, which is enclosed by the inner support ring
core cowl.
The cooling air will be provided by five holes in the cowl support ring.All five
holes are located outside of the upper 90 degrees quadrant to enhance fire
safety.Three holes of 0.73’’ diameter are installed on the same side as the
airframe ECS systems and two holes (one hole of 0.73’’ diameter, and one
hole of 0.83’’ diameter) on the other side.This arrangement induces a venti-
lating airflow from the front to the back of the compartment.This arrange-
ment induces a ventilating airflow from the front to the back of the
compartment.Cooling and ventilation air is exhausted at the aft end of the
compartment through the annulus formed by the engine primary nozzle and
the core cowls.Air is prohibited from exhausting through the upper 90° quad-
rants by the turkey feather seal between primary nozzle and pylon.
The net Volume of Engine Core Compartment is approximately 28.2 cu ft.
The Maximum Ventilation flow rate at the max speed that the aircraft can
sustain with One Engine Inoperative (OEI) at Windmilling condition was de-
termined to be 0.65 pps.
Figure 7: Engine Core Fire Zone Ventilation
Inner Cowl
Support Ring

190
Engine and Nacelle Drain System
The drain system provides a “pathway” to discharge waste fluids from the
engine, nacelle cavities, and accessories.
The Engine Drain system removes normal flammable fluid leakage from the
Engine related systems, whilst the Nacelle Drain system provides drainage
following a failure condition of any flammable fluid line or component leak-
age failure inside either fire zone.
Engine Drain System
Waste fluids are captured in tubing designed to collect the fluid and dis-
charge the fluid overboard through drain masts that are located at the lowest
point in the system.
The system relies on gravity to transport the waste fluids from to the drain
mast.
Two drain masts are used to expel the drained fluids from the engine core
compartment and Fan compartments.The masts are offset to help identify
the origin of the fluid.The forward mast contains the accessory gearbox com-
ponent and pad drains as well as the oil scupper and pylon drains.The aft
mast contains the fuel drains from the core mounted components and the
core pylon.The masts extend beyond the boundary layer of the fan cowl in
order to prevent nacelle streaking with drained fluids.A drip lip is incorporat-
ed into the drain mast to prevent the drained fluids from running back on the
mast itself.
Figure 8: Engine Drain System and Nacelle Drain System
Lowest Region
3/8” DIA
HOLE
TYP
Drain holes in fittings & Skin/Exhaust Grille provide outlet
Forward

190
26-11 Engine Fire and Overheat Detection

System
Introduction
The engine fire detection system comprises four assemblies of fire detec-
tors, two assemblies of fire detectors installed in the Fan compartment and
another two assemblies of fire detectors installed in the core compart-
ment.Each fire detector assembly consists of two pneumatic fire detectors
designated as loop A and loop B.
The fire detectors are electrically connected in two loops, A and B, with 4 de-
tectors for each loop, to the MAU that processes the electrical signal and
provides related messages to the EICAS and the CMC.Both DC and DC es-
sential power supplies provide electric powers to the associated MAU for en-
gine fire detection systems.
Figure 1: Engine Core Fire Detector layout and Fan Fire Detector layout
190
Fire Detector Loop operation Engine fire/overheat detector control and indication
The fire detectors will be in dual loop configuration, which means that each In case of fire there will be a warning message on the EICAS, a Fire inscrip-
detector of loop A will have a correspondent detector of loop B protecting the tion on ITT icon/display, an aural warning in the cockpit, and a red light in the
same area. fire handle related to the engine that has the fire.
In normal operation it will use AND logic, meaning that the fire alarm will be Through the Master Warning lighted switch the aural warning can be can-
provided in the cockpit alerting flight crew only when both loops detect fire. celled as requested, while the warning message on EICAS, Fire inscription
In the case of a fire detector failure, the failed loop will not be consid- on ITT Icon/display and red light on fire handle remain ON until fire in the en-
ered.Then the fire alarm will be provided on the flight deck when the opera- gine fire zone is extinguished.
tive loop detects fire.In this way the aircraft can be dispatched with one loop Besides the fire detector itself, the fire detection system is composed only of
inoperative. the harness, MAU and the EICAS, which adds only 0.6 sec to the alarm ac-
Each dual loop fire detector has different temperature set point based on its tivation time of the fire detector to provide a fire message on the EICAS.
location.This detector is able to detect overheat (average temperature) or The fire detectors integrity will be continuously monitored.When both loops
fire (discrete air temperature). of an engine are failed, a fail message, “E1 FIRE DET FAIL” and /or “E2
FIRE DET FAIL” will be displayed on the EICAS.
If only one loop is inoperative, the fault message, identifying the faulty de-
tector will be shown on the CMC only and nothing associated with the fire
Table 1: Fire Detector Loop Set Point (Temperature Set Point °C) detector integrity will be shown on the EICAS.The message in the CMC will
identify either failure on detector loop or on associated wiring.
No Dual loop Fire Detector Average Discrete Air The Engine Indicating and Crew Alerting System (EICAS) is used to draw
Temperature Temperature the attention of the flight crew to the existence of any aircraft system abnor-
mality to enable them to take appropriate corrective action.A master alarm
1 RH Fan Side (Oil Tank) 288 510 is used to indicate that an EICAS message has appeared.The EICAS mes-
sages related to the engine fire detection system are in term of Fire/Over-
2 LH Fan Side (AGB) 288 510 heat occasion or system Fault (both loops).
3 Core Upper Case 399 593 A test switch is provided on the Fire control panel to manually test the engine
fire detection indication integrity, fire illumination in the Fire handle, Fire
4 Core Lower Case 399 593 messages on the EICAS, Master Warning Switches, and the aural fire alarm
warning.This test switch will also test the APU fire detection system and the
cargo smoke detection system.
Figure 2: Fire Warning Indication on EICAS
EICAS Message Fire Detection
No. EICAS Message Level Color
1 E1 FIRE WARNING RED
2 E2 FIRE WARNING RED
3 E1 FIRE DET FAIL CAUTION AMBER
4 E2 FIRE DET FAIL CAUTION AMBER
190
Figure 3: Engine fire/overheat detection system - schematic diagram
(31 41 50) 148 (31 41 50) 124 (26 21 51) 226

MAU 3 MAU 2 F OR WARD E NG 2 S HUTOF F /E XT G S W
MIDDLE AVIONIC S C OMPT AVIONIC S C OMPART ME NT OVE RHEAD P ANEL
ILLUMINAT ION
F IR E HANDLE
E NG INE 2
OUT PUT
E NG INE 2
F IR E DET EC TOR
LOOP A
W102 01054 22
P OW ER S UP P LY
F ROM HOT B US 2
26 21 51
P YLON
E NG INE
B
E
A
10
E
A
D
C
B
D
E
C
8
4120 R 5230 R 7500 R 10000 R
INT EG RITY S W INT EG RITY S W INT EG RITY S W INT EG RITY S W

F IR E S W F IR E S W F IR E S W F IR E S W
LOOP A P YLON R AIL F IR E DET EC TOR LOOP A LEF T R AIL F IR E DET EC TOR LOOP A R IG HT R AIL F IR E DET EC TOR LOOP A AFT R AIL F IR E DET EC TOR
(76 12 51) 426 E NG INE 2 R IG HT NAC ELLE

Figure 4: Engine fire/overheat detection system - schematic diagram
DC 1 DC ES S ENTIAL 1
DC ES S ENTIAL 2
P OW ER S UP P LY
DC 2
P OW ER S UP P LY
E IC AS P OW ER S UP P LY P OW ER S UP P LY
DC 2
P OW ER S UP P LY
MAU 3 MAU 2 MAU 1
T ES T
DC ES S ENTIAL 2
P OW ER S UP P LY F IR E HANDLE F IR E HANDLE
1 2
T CP S
P RV T CP S
P RV
B TL A B TL B
C C C C
P S P S
C AR TR IDGE S EC ONDARY
DIS CHAR GE
P RIMARY OUT LE T
HOT B AT T B US 1
DIS CHAR GE
P OW ER S UP P LY
OUT LE T HOT B AT T B US 1
DOUBLE C HE CK P RIMARY P OW ER S UP P LY
DIS CHAR GE HOT B AT T B US 2
TE E V ALVE HOT B AT T B US 2
OUT LE T P OW ER S UP P LY
P OW ER S UP P LY
E NG INE 1 E NGINE 2
190
Engine fire/overheat detection system
The fire detector installation configuration has been determined for prompt
detection of any fire or overheat even in the fire zone.Two sets of dual loop
fire detectors (801-DRL model) have been designated for the Fan compart-
ment.Another two sets of dual loop Fire detectors (801-DRL model) have
been designated for the engine core compartment.
1) Right Hand Fan Fire detector, Rail Mounted, Meggit 801-DRL

Type, routed from the Oil Tank area to the Vent Exit area at the
lower Fan Case.
2) Left Hand fire detector, Rail Mounted, Meggit 801-DRL Type,
mounted on the Accessories Gear Box case.
3) Core Upper Case fire detector, Rail Mounted, Meggit 801-DRL
Type, mounted on the HPT rear flange of the engine case.
4) Core Lower Case fire detector, Rail Mounted, Meggit 801-DRL
Type, mounted on the HPT rear flange of the engine case.
Opening the Fan Cowl will provide the full access to the RH Fan and LH Fan
fire detector loops.While opening the Engine Core Cowl will provide access
to the upper case and lower case fire detector loops in the engine core com-
partments.
Each rail is provided with loop identification on each end of the rail to avoid
harnesses misconnection.
The fire detector assemblies are mounted on 1/2 inch diameter support tube
with welved metal sensor clamps.The welved metal sensor clamp is
equipped with PTFE bushing liner supporting the sensing element.
The electrical harnesses of each engine 1 and 2 and for each loop A and B
will be segregated inside the fuselage area and connected independently to
the MAU, to provide system redundancy.
Figure 5: Engine Fire Detector Layout and Block Diagram
190
The fire detector pneumatic sensor
The fire detector pneumatic sensor element is a stainless steel capillary tube
with a continuous length.This thermal sensing pneumatic element has a
center core in its full length that is wound in an inert metallic material (mo-
lybdenum ribbon) and charged with an active gas.
The centre core has intrinsic sponge-like and desorption properties in re-
sponse to temperature thresholds.This provides discrete sensing capabili-
ties through the inactive Helium gas in the void area around the centre core.
Through a ceramic isolator, the sensor element is permanently mated to the

responder assembly.Thus, the sensor capillary tube is fully electrically iso-
lated from the responder assembly.
Figure 6: Fire detector pneumatic sensor
Stainless steel capillary tube
Responder assembly Ceramic isolator Sensor element
190
Engine Fire Detector
The responder assembly has two pressure-sensitive switches insulated in

ceramic, an electrical connector assembly and a housing assembly.
The alarm pressure switch is normally open.It moves over the centre when
the pressure force against the diaphragm reaches a set value, which hap-
pens at a certain temperature.With the diaphragm against the centre con-
tact pin, an electric signal is provided to the control module.
When the pressure against the diaphragm decreases below the activation
force, the diaphragm moves back over the centre away from the stationary
contact pin and opens the electrical path.The integrity pressure switch oper-
ates when the pressure sensor is below the minimum normal range.It push-
es the diaphragm against the centre contact pin, providing an electrical
signal to the MAU.
The housing assembly has a protective shell with all responder assembly
components inside.It has an electrical connector on one end and the sensor
element on the other.
Figure 7: Engine Fire Detector
ENG 1 FIRE
E1 FIRE DET FAIL
END
Engine fire detector
MAU
Electrical Sensor
connector assembly element
190
Fire Detection Loops
When a fire detector senses fire, it will short circuit, and the MAU will identify
that this loop has detected fire.The fire detectors are a dual-loop configura-
tion, which means that each detector of loop A has a correspondent detector
of loop B protecting the same area.
In normal operation, the fire alarm will be provided in the cockpit only when
both loops detect fire.
In case of fire there will be:
• a “E1/E2 FIRE” warning message on the EICAS,

• a Fire inscription on the ITT icon,
• an aural warning in the cockpit,
• the master warning lights will flash,
• and a red light in the fire handle assigned to the engine that has fire,
will illuminate.
If the master warning button is then pushed, the master warning light goes
off and the aural warning is cancelled, but the applicable engine fire mes-
sage stays on.The fire alarm remains ON until the fire is extinguished.
Figure 8: Fire alarm
1 2

WARN WARN
# FF0000
# FFCC00
# 66CCFF
# FFFFFF
E1 FIRE
E2 FIRE
The aural warning can be silenced by pushing the
master warning button. The master warning light
will then go off. However, the engine fire warning
END
ITT ??
message and the red light in the fire handle will
remain on until the fire is extuinguished.
190
Fire Protection System Operation
NORMAL OPERATION:
• In normal operation (both loops operational) the system will use AND log-
ic, what means that the fire alarm will be provided in the cockpit alerting
flight crew only when both loops detect fire.The fire alarm remains ON un-
til the fire is extinguished.
• In case of just one loop detect the fire (considering both loops good), after
ten (10) seconds, the MAU will consider this loop failed and shall not dis-
play the fire alarm.Therefore in case of dormant failure (not recognized
by MAU) of one loop, even through the second one provides the fire sig-
nal the fire alarm will not be provided to the crew.
ONE LOOP FAILED OPERATION:

• In case of a failure of one or more fire detectors of the same loop be-
comes recognized by the MAU, the MAU will accomodate the failure, by
ignoring the respective entire loop and by considering only the good
loop.Therefore the system continues to work properly, and the fire alarm
remains available in the cockpit, should the operative loop detects a
fire.Such recognized failure is not annunciated to the crew but only a
CMC fault message will be recorded.
• A failure of the MAU and/or its power (essential bus or related harness)
will also cause a loss of the loop processed by this MAU.The MAU and
power failures are annunciated.
BOTH LOOPS FAILED:

• When both loops or associated wiring of an engine are failed, it will be an-
nunciated to the crew through the “ENG1(2) FIRE DET FAIL” EICAS cau-
tion message.
A failure on the CAS (Misleading display of CAS messages) will make the
fire alarm unavailable to the crew.The CAS failure is considered annunciat-
ed, since it is evident to the crew.
EICAS
DC1 DC2
POWER SUPPLY POWER SUPPLY
TEST MAU 1 MAU 3

DC ESSENTIAL 1 DC ESSENTIAL 2
POWER SUPPLY POWER SUPPLY
LOOP A LOOP B PYLON INTERFACE LOOP A LOOP B
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
ENGINE 1 ENGINE 2
When both loops are failed, an E1 FIRE DET FAIL

or E2 FIRE DET FAIL caution message
?
will be displayed on the EICAS.
DET FAIL
If only one loop is failed the fire detection

system will continue to operate properly.
190
Figure 9: The fire detector loops
Manual system test
A test button is provided in the fire control panel to manually test all fire de-
tection systems, illumination in the fire handle, fire messages, master warn-
ing switches and more provide aural warning.
This test button also test the APU fire detection system and the cargo smoke
detection system.
The engine fire detection system related EICAS messages are:
• E1 FIRE,
• E2 FIRE,
• E1 FIRE DET FAIL,
• E2 FIRE DET FAIL.
Figure 10: Manual system test
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
1 APU
2
TEST

SHUTOFF TO EXTING
ON EMER STOP
START
MASTER
WARN CAUT WARN CAUT
E1 FIRE
E2 FIRE
APU FIRE
FWD BAGG SMOKE
AFT BAGG SMOKE
E1 FIRE DET FAIL
E2 FIRE DET FAIL
APU FIRE DET FAIL
190
26-12 Apu fire - overheat detection system

Introduction
The APU tail cone has two compartments - the APU compartment and the
silencer compartment.
Only the APU compartment is a designated fire zone.
The APU Fire/Overheat Detection Subsystem uses two pneumatic fire de-
tectors to detect a fire or overheat condition in the APU compartment. The
fire detectors are similar to the engine fire detector in design and function.
The fire detectors are connected to MAU 1 and 3, which supply indications
to the EICAS and CMC.
Figure 1: The APU fire detection system
The APU compartment

The silencer compartment
MAU 3
The fire detectors are connected to MAU 1 and 3,

2 fire detectors which supply indications to the EICAS and CMC.
190
The APU fire detection system
The APU fire detection system receives electrical power from the Essential
DC Busses via the MAUs.
There are two loops with one detector each, protecting the same area. Loop
A is connected to MAU 1 and loop B is connected to MAU 3. If both loops
detect a fire condition during normal operation, then the MAUs will generate
an “APU FIRE” warning message in the cockpit, and the upper half of the
APU Emergency Stop button will be illuminated in red. When pressed, this
button will shut down the APU immediately, the red illumination will turn
OFF, illuminating the lower part of this switch in white, and the APU fire ex-
tinguisher switch will illuminate.
Note that the fire alarm remains ON until the fire is extinguished.
Figure 2: The APU fire detection system
APU FIRE
If both loops detect a fire condition during normal operation, then the
MAUs will generate an “APU FIRE” warning message in the cockpit,
and the upper half of the APU Emergency Stop button will be illuminated in red.
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU CONTROL
OFF TEST
APU Note that the fire alarm
ON EMER STOP
remains ON until the fire
START
APU CONTROL
is extinguished.
OFF
ON EMER STOP
MASTER
START
MASTER
When pressed, this button will shut down the APU immediately,
the red illumination will turn OFF, illuminating the lower part of
this switch in white, and the APU fire extinguisher switch will illuminate.
190
APU fire
If, in the event of fire, one minute has passed without the MAU receiving a
positive indication that the APU Emergency Stop Switch was pressed, the
APU fire extinguish switch will illuminate.
If there is an APU fire on ground, the APU will shut down automatically after
ten seconds if there is no commanded shutdown through the APU Emergen-
cy Stop Switch.
The fire detectors will be continuously monitored. When both loops are
failed, an "APU FIRE DET FAIL" message will be displayed on the EICAS.
If only one loop is inoperative, a fault message identifying the failed detector
will be shown on the CMC.
In case of a fire detector loop failure, this loop will not be considered by the
MAU, and the fire alarm will be provided in the cockpit when the operative
loop detects fire.
Figure 3: APU fire
When airborne
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU
TEST
APU CONTROL
OFF
ON EMER STOP
START
MASTER
NOTE: If there is an APU fire on ground, the APU will shut down automatically after 10 seconds
190
The fire detectors
The fire detectors will be continuously monitored. When both loops are
failed, an "APU FIRE DET FAIL" message will be displayed on the EICAS.
If only one loop is inoperative, a fault message identifying the failed detector
will be shown on the CMC. In case of a fire detector loop failure, this loop will
not be considered by the MAU, and the fire alarm will be provided in the
cockpit when the operative loop detects fire.
Figure 4: The fire detectors
(SSM 49-60-80) APU CONTROL OVERHEAD PANEL
OVE RHEAD P ANEL

SSM 49-61-8 0
F IR E E XT INGUIS HE R
C AR GO S MOKE
A F WD A FT
(SDS 26-20)
EMER (MPP 26-20-01) FIRE EXTINGUISHING OVERHEAD PANEL
STOP SW
D
APU
T ES T
R0041
180
APU FIREX SW
F IR E E XT INGUIS HE R P ANEL
F IR E T ES T
S WITC H D D
(SSM 31-41-80)
MAU 1
FORWARD AVIONICS COMPT
(GENERIC I/O-MOD 12 )
EMER STOP SW
ILLUMINATION OUTPUT
APU FIRE EXTG SW

ILLUMINATION OUTPUT
(GENERIC I/O-MOD 11)
APU FIRE DETECTOR

LOOP A INPUT
INPUT
APU FIRE DETECTOR
(GENERIC I/O-MOD 9)
1500 R 1500 R
LOOP B
INTEGRITY SW INTEGRITY SW
FIRE SW FIRE SW
T AIL C ONE B C
(RE F.)
A RAIL LOOP A FIRE DETECTOR APU COMPARTMENT RAIL LOOP B FIRE DETECTOR APU COMPARTMENT
(SSM 31-41-80)
MAU 3
MIDDLE AVIONICS COMPT
(SDS 26-12) (SDS 26-12)
(MPP 26-12-01) (MPP 26-12-00)
190
Manual system test
A test button on the fire control panel is used to manually test the APU fire
detection system.
When pressed, the following will occur:
• illumination of APU emergency stop and APU fire extinguishing

switches, the master warning and caution buttons,
• APU FIRE and APU FIRE DET FAIL CAS messages and
• aural fire warning.
This test button will also test the main engine fire detection system and the
cargo smoke detection system.
Figure 5: Manual system test
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
1 APU
2
TEST

SHUTOFF TO EXTING
ON EMER STOP
START
MASTER
Pushing this test button also tests the APU

fire and the cargo smoke detection systems.
WARN CAUT WARN CAUT

E1 FIRE
E2 FIRE
APU FIRE
FWD BAGG SMOKE
AFT BAGG SMOKE
E1 FIRE DET FAIL
E2 FIRE DET FAIL
APU FIRE DET FAIL
190
26-14 Lavatory Fire Detection System

Introduction
The lavatory smoke detection system detects smoke in the lavatories and
warns the crew.
The system consists of:
• A smoke detector mounted on the forward and aft lavatory ceiling

panel,
• lavatory smoke test switches on the forward flight attendant panel,
and
• circuit breakers installed in the cockpit for the FWD lavatory smoke
detection system and in the Centre-E-Bay for the aft lavatory
smoke detection system.
The lavatory smoke detection system is provided with the following indica-
tions:
• CAS messages,
• aural indication through a smoke detector built-in chime,
• visual indication through the smoke detector and the FWD and AFT
attendant light indicator panels installed on the FWD LH entrance
ceiling panel and AFT main ceiling panel, and
• CMC fault reporting.
Figure 1: The lavatory smoke detection system
FWD LAV AFT LAV

SMOKE DET SMOKE DET
CIRCUIT
5 5 BREAKERS SMOKE
DETECTOR
TEMPERATURE SETTING
LOW

ON ON ON ON OFF
FWD FWD GALLEY

CEILING SIDEWALL ENTRANCE AREA PANEL LIGHTS
BRIGHT BRIGHT BRIGHT BRIGHT

TEST
DIM DIM DIM DIM
ON / RESET OFF
TEST ON
ARMED
AUTO
FWD AFT TEST RESET
ATTND CALL
LAVATORY SMOKE
RESET
TEST SWITCHES

190
The smoke detector function
The smoke sensor installed on the lavatory ceiling uses the ionization prin-
ciple.
The sensor has a small quantity of radioactivity, which ionizes the air inside
an electric field between electrodes P1 and P2.
When small particles of smoke go into the smoke detector, the ionized air
molecules attach to these particles, increasing the ionized particle mass.
This decreases the velocity of the ionized particles and therefore the ioniza-
tion current.
As the current decreases and the applied voltage is constant, the electrical
resistance between the two poles of the electrical field increases. This small
variation of the electrical resistance in the ionization chamber of the sensor
is then used to produce a warning signal.
Note that the sensor is less sensitive to cigarette smoke than to other smoke
sources.
Figure 2: The smoke detector function
Am241
Ionization type smoke sensor
Note that the sensor is less sensitive to cigarette

smoke than to other smoke sources.

190
Lavatory smoke detector
Sampling of smoke begins immediately after the power is applied from the
Essential DC BUS 1 or 2, and is indicated by a green power indicator.
When the smoke ion density reaches the threshold, the outputs, alarm horn
and red indicator turn on.
There is also an interrupt switch to reset the horn and outputs and return to
normal sampling when the smoke has cleared.
The Attendant Light Indicator Panels indicate smoke in the lavatory by a

flashing amber light, the same one used to indicate a Lavatory to Flight At-
tendant call.
The FWD Attendant Light Indicator Panel indicates FWD Lavatory smoke
and the Aft Attendant Light Indicator Panel indicates Aft Lavatory smoke. On
the FWD FLT Attendant Panel there are two Lavatory Smoke Detection Sys-
tem test switches, one for the forward and one for the aft lavatory.
Figure 3: Lavatory smoke detector
POWER INTERRUPT
INDICAT SWITCH
ESS BUS
ALARM
HORN
ALARM
INDICATOR

190
Lavatory smoke
When smoke is detected in any lavatory, the following sequence is initiated:
• An alarm will sound inside the lavatory where smoke has been de-
tected. The chime is mounted into the lavatory smoke detector as-
sembly and is audible from anywhere in the cabin.
• The flashing amber light on the Attendant Light Indicator Panel will
be activated, giving the cabin crew visual indication of the detection
of smoke from anywhere in the passenger compartment. The FWD
Attendant Light Indicator Panel indicates FWD Lavatory smoke and
the Aft Attendant Light Indicator Panel indicates Aft Lavatory
smoke.
• Via MAU 1 from the forward or via MAU3 from the aft lavatory a
CAS warning message “LAV SMOKE” in conjunction with the Mas-
ter Warning indication will illuminate in the Cockpit.
Figure 4: Lavatory smoke
WARN
LAV SMOKE
END
ASTER
ARNING
CATION
MAU 3

190
Built in test
System operation can be confirmed electrically by a self-test circuit, by push-

ing the built-in self-test switches on the Forward Flight Attendant Panel.
When BIT is initiated from the Forward Flight Attendant Panel by pressing
and holding the test switch for a particular lavatory, the smoke detectors,
cabin crew and flight crew indications are tested.
After the test switch is released, the CAS message and the Master Warning
indication are held for seven seconds.
If the BIT does not perform successfully a CAS caution message “LAV
SMOKE FAIL” is displayed and the associated “FWD LAV SMOKE FAIL” or
“AFT LAV SMOKE FAIL” is sent to the CMC.
Figure 5: Built in test
TEMPERATURE SETTING
LOW
AFT LAV SMOKE

WARN
ON ON ON ON OFF
FWD FWD GALLEY

CEILING SIDEWALL ENTRANCE AREA PANEL LIGHTS
BRIGHT BRIGHT BRIGHT BRIGHT

TEST
After the test switch is released,

DIM DIM DIM DIM

the CAS message and the Master
ON /
TEST
RESET OFF
ON
Warning indication are held for seven seconds.
ARMED
AUTO
FWD AFT TEST RESET
ATTND CALL
LAV SMOKE FAIL

RESET
If the BIT does not perform successfully a CAS caution

message “LAV SMOKE FAIL” is displayed and the
associated “FWD LAV SMOKE FAIL” or “AFT LAV SMOKE FAIL” is sent to the CMC.

190
26-MEL (Example)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
¦ --------------------------------------------------------------------------- ¦
¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 26-1 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 26-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 26 FIRE PROTECTION ¦ ¦ ¦ ¦ ¦ 26 FIRE PROTECTION ¦ ¦ ¦ ¦
¦ 12-00 APU Fire/Overheat C ¦ 2 ¦ 0 ¦ Both loops may be inoperative ¦ ¦ 15-00 Cargo Compartment ¦ ¦ ¦ ¦
¦ Detection Loops ¦ ¦ ¦ provided APU is not used. ¦ ¦ Smoke Detection ¦ ¦ ¦ ¦
¦ System ¦ ¦ ¦ ¦
¦ 14-00 Lavatory Smoke C ¦ - ¦ - ¦ (M)(O)For each lavatory, the ¦
¦ Detection System ¦ ¦ ¦ lavatory smoke detection system may ¦ ¦ 1) Forward Cargo C ¦ - ¦ 0 ¦ (O)May be inoperative provided | ¦
¦ ¦ ¦ ¦ be inoperative provided: ¦ ¦ Compartment ¦ ¦ ¦ procedures are established and used | ¦
¦ ¦ ¦ ¦ a) Lavatory waste receptacle is ¦ ¦ Smoke Detectors ¦ ¦ ¦ to ensure the associated | ¦
¦ ¦ ¦ ¦ empty, ¦ ¦ ¦ ¦ ¦ compartment remains empty, or is ¦
¦ ¦ ¦ ¦ b) Lavatory door is locked ¦ ¦ ¦ ¦ ¦ verified to contain only empty ¦
¦ ¦ ¦ ¦ closed and placarded ¦ ¦ ¦ ¦ ¦ cargo handling equipment, ballast ¦
¦ ¦ ¦ ¦ "INOPERATIVE - DO NOT ¦ ¦ ¦ ¦ ¦ (ballast may be loaded in ULDS), ¦
¦ ¦ ¦ ¦ ENTER", and ¦ ¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦
¦ ¦ ¦ ¦ c) Lavatory is used only by ¦
¦ ¦ ¦ ¦ crewmembers. ¦ ¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦
¦ ¦ ¦ ¦ which items are approved for ¦
¦ ¦ ¦ ¦ NOTE 1: These provisos are not ¦ ¦ ¦ ¦ ¦ inclusion in the Fly Away ¦
¦ ¦ ¦ ¦ intended to prohibit ¦ ¦ ¦ ¦ ¦ Kits, and which materials ¦
¦ ¦ ¦ ¦ lavatory use or ¦ ¦ ¦ ¦ ¦ can be used as ballast. ¦
¦ ¦ ¦ ¦ inspections by ¦
¦ ¦ ¦ ¦ crewmembers. ¦ ¦ (ERJ-170) C ¦ 3 ¦ 1 ¦ Two may be inoperative provided | ¦
¦ ¦ ¦ ¦ live animals are not carried in the | ¦
¦ ¦ ¦ ¦ NOTE 2: Lavatory smoke detection ¦ ¦ ¦ ¦ ¦ forward cargo compartment. | ¦
¦ ¦ ¦ ¦ system is not required for ¦
¦ ¦ ¦ ¦ all-cargo operations. ¦ ¦ (ERJ-190) C ¦ 4 ¦ 2 ¦ Two may be inoperative provided | ¦
¦ 14-01 Lavatory Smoke C ¦ - ¦ 0 ¦ (O)May be inoperative provided | ¦ ¦ ¦ ¦ ¦ forward cargo compartment. | ¦
¦ Test Switches on ¦ ¦ ¦ Lavatory Smoke Detector is tested | ¦
¦ Flight Attendant ¦ ¦ ¦ once each flight day. | ¦ ¦ ¦ ¦ ¦ (Continued) ¦
¦ Panel ¦ ¦ ¦ | ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 26-3 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 26-4 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 15-00 Cargo Compartment ¦ ¦ ¦ ¦ ¦ 22-09 APU Fire C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided APU ¦
¦ Smoke Detection ¦ ¦ ¦ ¦ ¦ Extinguisher ¦ ¦ ¦ FIRE Warning EICAS Message, Master ¦
¦ System ¦ ¦ ¦ ¦ ¦ Button ¦ ¦ ¦ Warning lights, APU Emergency Stop ¦
¦ (Cont'd) ¦ ¦ ¦ ¦ ¦ Illumination ¦ ¦ ¦ Button Illumination and Aural ¦
¦ ¦ ¦ ¦ Warning are verified to operate ¦
¦ 2) Aft Cargo C ¦ - ¦ 0 ¦ (O)May be inoperative provided | ¦ ¦ ¦ ¦ ¦ normally. ¦
¦ Compartment ¦ ¦ ¦ procedures are established and used | ¦
¦ Smoke Detectors ¦ ¦ ¦ to ensure the associated | ¦ ¦ C ¦ 1 ¦ 0 ¦ May be inoperative provided APU is ¦
¦ ¦ ¦ ¦ compartment remains empty, or is ¦ ¦ ¦ ¦ ¦ not used. ¦
¦ ¦ ¦ ¦ cargo handling equipment, ballast ¦ ¦ 23-00 Cargo Compartment ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦ ¦ Fire ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦ ¦ Extinguishing ¦ ¦ ¦ ¦
¦ System ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ which items are approved for ¦ ¦ 1) Forward Cargo C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided ¦
¦ ¦ ¦ ¦ inclusion in the Fly Away ¦ ¦ Compartment ¦ ¦ ¦ procedures are established and used ¦
¦ ¦ ¦ ¦ Kits, and which materials ¦ ¦ Fire ¦ ¦ ¦ to ensure the associated ¦
¦ ¦ ¦ ¦ can be used as ballast. ¦ ¦ Extinguishing ¦ ¦ ¦ compartment remains empty, or is ¦
¦ System ¦ ¦ ¦ verified to contain only empty ¦
¦ (ERJ-170) C ¦ 2 ¦ 1 ¦ | ¦ ¦ ¦ ¦ ¦ cargo handling equipment, ballast, ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦
¦ (ERJ-190) C ¦ 3 ¦ 2 ¦ | ¦ ¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦
¦ 18-01 In-Flight D ¦ 1 ¦ 0 ¦ (M)May be inoperative provided IFE | ¦ ¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦
¦ *** Entertainment ¦ ¦ ¦ system is deactivated. | ¦ ¦ ¦ ¦ ¦ which items are approved for ¦
¦ System (IFE) ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ inclusion in the Fly Away ¦
¦ Smoke Detector ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ Kits, and which materials ¦
¦ 22-00 APU Fire C ¦ 1 ¦ 0 ¦ May be inoperative provided APU is ¦
¦ Extinguishing ¦ ¦ ¦ not used. ¦ ¦ ¦ ¦ ¦ (Continued) ¦
¦ System ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 26-5 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 26-6 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 23-00 Cargo Compartment ¦ ¦ ¦ ¦ ¦ 25-00 Lavatory Fire C ¦ - ¦ - ¦ For each lavatory, the lavatory ¦
¦ Fire ¦ ¦ ¦ ¦ ¦ Extinguisher ¦ ¦ ¦ fire extinguisher system may be ¦
¦ Extinguishing ¦ ¦ ¦ ¦ ¦ Systems ¦ ¦ ¦ inoperative provided Lavatory Smoke ¦
¦ System ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ Detector system operates normally. ¦
¦ (Cont'd) ¦ ¦ ¦ ¦
¦ C ¦ - ¦ - ¦ (M)(O)For each lavatory, the ¦
¦ 2) Aft Cargo C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided ¦ ¦ ¦ ¦ ¦ lavatory fire extinguisher system ¦
¦ Compartment ¦ ¦ ¦ procedures are established and used ¦ ¦ ¦ ¦ ¦ may be inoperative provided: ¦
¦ Fire ¦ ¦ ¦ to ensure the associated ¦ ¦ ¦ ¦ ¦ a) Lavatory waste receptacle is ¦
¦ Extinguishing ¦ ¦ ¦ compartment remains empty, or is ¦ ¦ ¦ ¦ ¦ empty, ¦
¦ System ¦ ¦ ¦ verified to contain only empty ¦ ¦ ¦ ¦ ¦ b) Lavatory door is locked ¦
¦ ¦ ¦ ¦ cargo handling equipment, ballast ¦ ¦ ¦ ¦ ¦ closed and placarded, ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦ ¦ ¦ ¦ ¦ "INOPERATIVE - DO NOT ¦
¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦ ¦ ¦ ¦ ¦ ENTER", and ¦
¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦ ¦ ¦ ¦ ¦ crewmembers. ¦
¦ ¦ ¦ ¦ inclusion in the Fly Away ¦ ¦ ¦ ¦ ¦ NOTE 1: These provisos are not ¦
¦ ¦ ¦ ¦ Kits, and which materials ¦ ¦ ¦ ¦ ¦ intended to prohibit ¦
¦ ¦ ¦ ¦ can be used as ballast. ¦ ¦ ¦ ¦ ¦ lavatory use or ¦
¦ 24-01 Portable Fire D ¦ - ¦ - ¦ Any in excess of those required by ¦ ¦ ¦ ¦ ¦ crewmembers. ¦
¦ Extinguishers ¦ ¦ ¦ FAR may be inoperative or missing ¦
¦ ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ NOTE 2: A lavatory fire ¦
¦ ¦ ¦ ¦ a) The inoperative fire ¦ ¦ ¦ ¦ ¦ extinguisher system is not ¦
¦ ¦ ¦ ¦ extinguisher is tagged ¦ ¦ ¦ ¦ ¦ required for all-cargo ¦
¦ ¦ ¦ ¦ inoperative, removed from ¦ ¦ ¦ ¦ ¦ operations. ¦
¦ ¦ ¦ ¦ the installed location, and ¦
¦ ¦ ¦ ¦ placed out of sight so it ¦
¦ ¦ ¦ ¦ cannot be mistaken for a ¦
¦ ¦ ¦ ¦ functional unit, and ¦
¦ ¦ ¦ ¦ b) Required distribution is ¦
¦ ¦ ¦ ¦ maintained. ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
Table of Content The fire extinguishing bottle status . . . . . . . . . . . . . . . . . . . . . . . .11

Engine fire extinguishing sequence . . . . . . . . . . . . . . . . . . . . . . . .13
26-15 Cargo Compartment Smoke Detection System Engine fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
26-22 APU Fire Extinguishing system
Photoelectric smoke detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Maintenance LED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The APU fire extinguisher bottle . . . . . . . . . . . . . . . . . . . . . . . . . . .3
The rear cargo compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The APU control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
The FWD cargo compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Smoke Detectors built in test (BIT) . . . . . . . . . . . . . . . . . . . . . . . . 13
26-23 Cargo Compartment Fire Extinguishing
Cargo fire detection system operation . . . . . . . . . . . . . . . . . . . . . . 17
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Aft Cargo-compartment Electronic Equipment Rack Smoke Detection
High rate/low rate discharge bottles . . . . . . . . . . . . . . . . . . . . . . . . .3
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Drier Metering Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Fire extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Cargo fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
26-21 Engine Fire Extinguishing Low rate bottle manual discharge . . . . . . . . . . . . . . . . . . . . . . . . .11
introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The fire extinguishing system . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Engine Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . 3
26-25 Lavatory Auto Discharge Fire Extinguishing Sys-
Effect of Mechanical Damage to Detectors . . . . . . . . . . . . . . . . . . . 5
tem
Rupture Disc Assembly (Secondary Safety Relief) . . . . . . . . . . . . . 5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Explosive Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The Auto Discharge Fire Extinguishing bottle . . . . . . . . . . . . . . . . .3
Fill Fitting Assembly (Primary Safety Relief) . . . . . . . . . . . . . . . . . . 5
The engine fire handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 26-MEL (Example)
The fire handle positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
190
190
26-15 Cargo Compartment Smoke

Detection System
System Description
The cargo compartment smoke detection sub-subsystem has seven smoke

detectors that perform continuous cargo compartment smoke detection
monitoring.
Smoke detectors F1, F2, F3 and F4 are in the forward cargo compartment,
in zones 125.
Smoke detectors A1, A2 and A3 are in the aft cargo compartment, in zones
151.
If smoke is detected, the smoke detector sends an alarm signal to the appli-
cable MAU (Modular Avionics Unit) for processing.The MAU sends an arm
command to the FIRE EXTINGUISHER control panel, which illuminates,and
alerts the flight crew via MASTER WARNING, audible alarm and CAS (Crew
Alerting System) message.
The smoke detectors receive input power from dedicated CB (Circuit Break-
er)s on the 28 VDC (Volt Direct Current) ESS (Essential) buses.
Smoke detectors F1 and F2 are supplied 28 VDC through ESS Bus 1.
Smoke detectors F3, F4 and A2 are supplied 28 VDC through ESS Bus
2.Smoke detectors A1 and A3 are supplied 28 VDC through ESS Bus 3.
Figure 1: The Cargo Compartment Smoke Detection Subsystem
EA 3 EA 2
CAUTION CAUTION
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU
TEST
190
Four smoke detectors (F1, F2, F3 and F4) are in the forward cargo compart-
ment and three smoke detectors (A1, A2 and A3) are in the aft cargo com-
partment.The smoke detectors are individual units that mount in ceiling pans
attached to the cargo department ceiling liner.
A protective grill mounts over each smoke detector to prevent impact dam-
age.The detectors are photoelectric fan-type devices.
Figure 2: Fire detection system schematic (AFT)
FIRE EXTINGUISHER CONTROL PANEL

FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU
TEST
AFT CARGO CMPT

AFT 1
DC ESS BUS 3 +28 VDC PWR
TEST
SMOKE
FAULT DETECTOR
A1
ALARM
AFT 2
MAU 3
TEST
AFT DETECTOR TEST SMOKE
DETECTOR
FAULT A2
AFT DETECTOR ALARM MAU 1 ASCB BUS
ALARM
AFT 3
TEST
SMOKE
MAU 2 DETECTOR
FAULT A3
ALARM
LEGEND:
ELECTRICAL
ASCB BUS
190
Photoelectric smoke detectors
The smoke detectors are individual units that mount in ceiling pans attached
to the cargo compartment ceiling liner.
The detectors are photoelectric fan-type devices.In addition to being trig-

gered by smoke, they will be set off by high temperatures, in case there is a
fire without sufficient smoke to trigger a smoke detector.They are designated
as smoke detectors F1, F2, F3 and F4 in the forward cargo compartment
and smoke detectors A1, A2 and A3 in the rear cargo bay.The two systems
work independently.
If the forward detectors sense smoke, they issue an alarm condition to the
MAU 1; the rear detectors to the MAU 3.
Figure 3: Photoelectric smoke detectors
F1 A3
CAUTION CAUTION
MAU 3
MAU 1
The detectors are photoelectric fan-type devices. In addition to being

triggered by smoke, they will be set off by high temperatures
190
Maintenance LED
The smoke detectors incorporate a maintenance LED.
This LED will illuminate if:
• the labyrinth is moderately dirty,

• the smoke detector fan does not operate correctly,
• the infrared emittor source (LED) becomes weak, as a function of
the Built-In-Test (BIT) or,
• if the detector has been triggered
Figure 4: Maintenance LED
CAUTION
The labyrinth is moderately dirty
The smoke detector fan does not operate correctly
The infrared emitter source (LED) becomes weak,

as a function of its built-in-test (BIT)
The detector has been triggered
190
The rear cargo compartment
In the rear cargo compartment, smoke must be detected by two independent

smoke detector channels for an alarm to be reported to the flight deck.
Within one minute of the onset of smoke generation, if two smoke detector
channels detect the presence of smoke, independent alarm signals will be
relayed to the MAU.
An alarm signal will be provided to the flight deck by the MAU.
Indications include:
• an audible alarm,
• master warning lights flashing
• the aft cargo compartment fire extinguishing push button illuminat-
ing and
• “CARGO AFT SMOKE” and “CRG FIREX HI ARMED” messages
on the EICAS.
Figure 5: The AFT cargo compartment
In the rear cargo compartment, smoke must be detected by two independent

smoke detector channels for an alarm to be reported to the flight deck.
EICAS FIRE EXTINGUISHER

WARN CAUT
CARGO SMOKE
FWD AFT
CARGO AFT SMOKE
CRG FIREX HI ARMED
APU
TEST
190
The FWD cargo compartment
The forward cargo compartment smoke detection system has a different

configuration, since it is equipped with ana ir circulation fan and ventilation
outflow valve.
If only a single detector goes into alarm, fan operation is terminated, and the
ventilation outflow valve is closed by the appropriate SPDA prior to the
“CARGO FWD SMOKE” condition being communicated to the flight deck.
The shutdown sequence starts in the forward cargo compartment without

any cockpit annunciation activated.The air circulation fan is shut down for 45
seconds and the remaining smoke detectors are monitored for an alarm con-
dition.A built-In-test is performed on the smoke detectors at the end of the
45 seconds fan off/valve closed period.Successful completion of the built-in-
test, and absence of an alarm condition will result in the alarm being treated
as a fault.
Only if another detector goes into alarm within the 45 seconds is a “CARGO
FWD SMOKE” annunciated in the cockpit.
Figure 6: The FWD cargo compartment
Smoke detected Smoke detected
CAUTION CAUTION CAUTION CAUTION
If only one smoke detector detects smoke, the air circulation

fan stops and the ventilation outflow valve shuts.
CARGO FWD SMOKE
After one smoke detector detects a fire, a

second smoke detector must detect smoke
within 45s, before a "CARGO FWD SMOKE" is sent to the EICAS
190
Smoke Detectors built in test (BIT)
The smoke detectors are continuously monitored by Built-In-Test.
In case of a smoke detector failure, the related MAU shows the detector as
failed and ignores its input.
If only one smoke detector is available in one compartment, the MAU will au-
tomatically report a “CARGO FWD/AFT SMOKE” when one smoke detector
reports a fire alarm, information from the Bulit-in-test will be reported to the
CMC.
When the aircraft is on ground and a faulty smoke detector is realized, a

“CRG SMOKE DET FAULT” will be indicated on the EICAS.
In the event that all smoke detectors in one cargo compartment have failed,
a “CRG FWD/AFT FIRE SYS FAIL” message will illuminate on the EICAS.In
this case the compartment might not be used.
Figure 7: Inputs to the MAU
CAUTION CAUTION In case of a smoke detector failure, the related MAU

shows the detector as failed and ignores its input.
CAUTION
CARGO FWD/AFT SMOKE

CRG SMOKE DET FAULT
CRG FWD/AFT FIRE SYS FAIL
END
If only one smoke detector is available in one compartment,

the MAU will automatically report a "CARGO FWD/AFT SMOKE"
when one smoke detector reports a fire alarm.
If one or two smoke detectors fail on ground a

"CRG SMOKE DET FAULT" will be indicated
on the EICAS. If all smoke detectors will fail
"CRG FWD/AFT FIRE SYS FAIL" message will illuminate.
190
Figure 8: Cargo Compartment Smoke Detection System
CB PANEL COCKPIT
FWD AVIONICS COMPT FWD CARGO CMPT

FWD 1
DC ESS BUS 1
+28 VDC PWR
CONTROL PANEL
CB PANEL COCKPIT
FIRE EXTINGUISHER
TEST
D
FWD SWITCH SMOKE
DETECTOR F1
AFT 1 FIRE
DC ESS BUS 3 +28 VDC PWR ALARM
CB PANEL COCKPIT
(SDS 26-15)
ARMED (MPP 26-15-01)
MAU 1 FWD SMOKE LIGHT
FWD 2
DC ESS BUS 1
+28 VDC PWR
MAU 1 FWD ARMED

TEST
D
SMOKE
DETECTOR F2
MAU 2 FWD ARMED ALARM
MAU 1
CB PANEL COCKPIT
(SDS 26-15)
(SSM 31-41-80) (MPP 26-15-01)
FWD 3
AFT SWITCH DC ESS BUS 2
+28 VDC PWR
FIRE
TEST
D
ARMED
SMOKE
MAU 1 AFT SMOKE LIGHT
DETECTOR F3
ALARM
A MAU 1 AFT ARMED
FWD AVIONICS COMPT (SDS 26-15)
(MPP 26-15-01)
MAU 2 AFT ARMED MAU 2

ASCB BUS
(SSM 31-41-80)
B CB PANEL COCKPIT
(SDS 26-20)
(MPP 26-20-01)
A MAIN INSTRUMENT PANEL MID AVIONICS COMPT AFT CARGO CMPT
AFT 1
DC ESS BUS 3
+28 VDC PWR
EICAS
ASCB BUS TEST
E
(SSM 31-61-80)
SMOKE
DETECTOR A1
ALARM
D CB PANEL COCKPIT
C (SDS 26-15)
(MPP 26-15-01)
E MAU 3
AFT 2
DC ESS BUS 2
(SSM 31-41-80) +28 VDC PWR
TEST
E
SMOKE
DETECTOR A2
ALARM
(SDS 26-15)
(MPP 26-15-01)
B C
Figure 9:
Intentionally Left blank
190
Cargo fire detection system operation
Smoke detection in the cargo compartment must occur in two independent

smoke detector channels for an alarm to be reported to the flight deck by the
MAU, which triggers the cargo fire annunciations.
The annunciations consist of: illumination of the red MASTER WARNING

alarm light, red illumination of the cockpit fire extinguisher panel indicator,
which will identify the affected cargo compartment, activation of aural warn-
ing chimes, and display of the appropriate red message on the EICAS (En-
gine Indicating and Crew Alerting System), indicating a cargo fire condition
in the affected compartment (FWD (Forward) or AFT).
There are two operating modes for the smoke detection subsystem, dual-
loop and single loop mode.
In normal operation, the system continuously monitors each compartment

for fire and smoke using dual loop detection.The dual-loop mode requires
any two functioning smoke detectors in a single compartment to report an
alarm prior to annunciating a fire condition to the flight deck.Once a single
detector goes into alarm, is necessary an alarm for a second detector within
45 seconds, so that the cargo fire condition is confirmed, and the appropriate
CAS message is displayed - CRG FWD SMOKE or CRG AFT SMOKE.
In the absence of a second detection, a BIT (Buit-in Test) is performed on
the smoke detectors.Successful completion of the BIT and absence of an
alarm condition from a second detector will result in the first detector that re-
ported the initial alarm being treated as faulty.
The single-loop mode requires any one functioning smoke detector in a
compartment to report an alarm prior to annunciating a fire condition to the
flight deck.The switch between dual-loop and single-loop mode is performed
automatically by the aircraft avionics, when the forward or aft cargo compart-
ment has only one smoke detector functional.
The two operating modes architecture (single and dual-loop) are used to
maximize the ability of the aircraft to dispatch and to minimize false alarms
due to faulted or contaminated smoke detectors.
Figure 10: Cargo compartment smoke detection system
FIRE EXTINGUISHER CONTROL PANEL

FWD CARGO CMPT
FIRE EXTINGUISHER
CARGO SMOKE FWD 1
FWD AFT
TEST
SMOKE
FAULT DETECTOR
APU F1
TEST
ALARM
FWD 2
TEST SMOKE
DETECTOR
FWD DETECTOR TEST FAULT F2
MAU 1 ALARM
FWD DETECTOR ALARM
FWD 3
TEST
SMOKE
FAULT DETECTOR
F3
ALARM
FWD 4
TEST
SMOKE
FAULT DETECTOR
F4
ALARM
CMC ASCB BUS MAU 2

0.0 HTO 0.0
ATTCS
89.9 N1 89.9
REV
IGN IGN
670 670
0 0
A ITT A
90.9 N2 90.9
STR 1000 FF PPH 1000 STR
FUEL QTY
UP
LEGEND:
900 FU LBS 3000
900 FQ LBS 3000
MAU 3
OIL
0
100% 1020 C
ELECTRICAL
CABIN
ALT -5 FT
RATE -5 FPM
135 0 P -35.8 PSI

78 910
LP HP LFE 1200 FT
PRESS TEMP
FLIGHT CONTROL TAIL
SPDBRK ROLL PITCH
ASCB BUS
16
YAW
FLAP 2 ON
EICAS DISPLAY
190
Aft Cargo-compartment Electronic Equipment Rack
Smoke Detection System
Introduction
The function of the aft cargo-compartment electronic equipment rack
smoke detection system is to monitor the aft cargo compartment
electronic equipment rack for smoke and fire, alerting the crew if such
event occurs.
General Description
The aft cargo-compartment electronic-equipment rack smoke detection sub-
subsystem has one smoke detector that perform continuous electronic-
equipment rack smoke detection monitoring.
Figure 11: Aft cargo-compartment electronic equipment rack smoke detection system - schematic diagram
MAU1
FWD AVIONICS COMPT
C (SSM 32-41-50)
A MOD 12
GENERI C I/O 1
RACK SMK ALARM

D
ELECTRONIC EQUIPMENT RACK

(SSM 24-52-80) AFT CARGO BAY
B SMK DET
DC RTN
FAULT O/P
RACK SMK DET RLY

OVERHEAT O/P
ALARM O/P
C
20 SEC DELAY OPERATE
28V DC IN
TEST
D
MAINTENANCE TEST PANEL
REAR AVIONICS COMPARTMENT
(SSM 24-52-80)
SPDA2
MIDDLE AVIONICS BAY
(SSM 24-51-50)
SMK DET TEST SW
IFE RACK SMK DET
A RACK SMK DET RLY
C AR GO C OMPART ME NT
E LE CT RONICE QUIPMENT
R AC K MAINT ENANCE /T ES T P ANEL
SMK DET FAI L
IFE MAINT ENANCE 21-28-51

V ENT V ALVE
VENT/SMOKE DET DC PWR
S MK DET COOL
21-28-51
T ES T P AS S F AIL F AIL
V ENT/SMOK E AMB ER LEDS SMK DET TEST PASS

DET DC P OW ER RESE
T T ES T
5 FWD FUSELAGE
B
G2 GALLEY MIDDLE AVIONICS COMPARTMENT
(SSM 25-31-51)
MAINT ENANCE /T ES T P ANEL
LICC (SSM 24-51-80)
DC GND SVC
SMK DET
FAIL LED
RACK SMK DET RLY
B 10 SEC DELAY OPERATE

(SSM 24-52-80)
190
26-21 Engine Fire Extinguishing

introduction
The engine fire extinguishing system provides means, to prevent flammable

fluids, fuel and hydraulic, from flowing into the engine designated fire zone,
as well as a means for extinguishing fire in the engine designated fire zone.
2 Fire extinguisher bottles A and B are installed in the R/H rear wing-to-fu-
selage fairing. The bottles are interconnected through double check tee
valves. This permits a dual-shot function for one engine through the dis-
charge tubing and nozzles.
Firing of the bottles can only be controlled by cockpit command through the
fire handles.
Figure 1: Fire extinguishing bottles, System and Distribution Layout
TE E V ALVE
INLET P OR T INLET P OR T
B ALL
B ODY
OUT LE T P OR T
190
Engine Fire Extinguishing System
The dual outlet fire extinguishing bottles contain HALON 1301 as the fire ex-
tinguishing agent at a quantity of 6.30 + 0.1/-0 lbs. pressurized to 800+25/-0
psig with nitrogen gas at 21°C.The operating temperature range is from -65
to +85 °C.They are installed in the wing to fuselage fairing with an access
door provided.
In case of bottle overpressure a relief valve provided on the bottle will open
allowing the fire extinguisher agent to flow to the ventilated compartment
(wing to fuselage fairing).A protective cap made of Aluminium alloy 2024-T4
is provided onto the relief valve outlet to avoid any damage to structures or
other component caused by discharged fire extinguisher agent.
There are two 0.23 inches (5.88 mm) diameter discharged holes at 180 de-
gree spaced at the protective cap to keep the pressure relief discharge port
available by avoiding ice or dirt blockage.
The two fire extinguisher bottles are cross-connected using double check-
Tee valve.
This T-check valve allows two fire extinguisher shots to each engine when
required from the two fire extinguisher bottles, and avoiding cross flow from
bottle to bottle.
Aluminium pipe is connected from the double check-Tee valve outlet to the
forward pylon and equipped with flexible couplings allowing relative move-
ment.In four different areas where the lowest point routing could not be
avoided, a drain valve was provided to eliminate any ice build up due to the
water condensation and subsequent extreme cold weather conditions.From
the forward-pylon to pylon-firewall the fire extinguisher tube is constructed
of Stainless Steel.Halon 1301 is a non-corrosive liquefied gas that does not
chemically react to metal including aluminium and Stainless steel.
A three branch fire extinguishing nozzles (with optional extension pipe) con-
nected to the distribution line interface at the pylon will be in both firezones;
Fan compartment and Engine Core Compartment.All nozzles and tubing in-
side engine nacelle constructed of Stainless Steel, which is fireproof and
corrosion resistant.
Figure 2: Fire extinguishing bottles cross-connection
A E X T G B
B
TG PULL TO ROTATE
EX SHUTOFF TO EXTING
A
Fire Handle1 Fire Handle2
PRV Bottle A TCPS PRV Bottle B TCPS
C C C C
P S P S
Hot BATT Bus1 PS Hot BATT Bus1 PS
Hot BATT Bus2 PS Hot BATT Bus2 PS

Double Double
CV CV
Engine 1 Engine 2
190
Effect of Mechanical Damage to Detectors

The design contains no moving parts and relies upon the careful and precise
The pneumatic sensing element is a rugged stainless steel tube of 0.062 placement of the cartridge component while satisfying the following perform-
inches outside diameter with 0.018 inches wall thickness, charged with He- ance criteria:
lium (inert gas) and contains hydrogen charged core material.The metal hy- • Reliable all fire operation at 3.5 amperes minimum, within 50 milli-
bride core is wrapped spirally with an inert metallic ribbon.In the condition of
sensing the element flattened, kinked, twisted or dented, the gas path of seconds
both the Helium and Hydrogen (released from metal hybride core) to the • No fire when subjected to a minimum of 1.0 ampere, 1 watt, for five
pressure diaphragm on the responder will be kept available and enable to (5) minutes
push the pressure diaphragm to activate alarm switch. • Bridgewire resistance of 1.0 +/- 0.10 ohms
The service life of the Pacific Scientific hermetic sealed type explosive car-
tridge is ten (10) years.Combination of the shelf and service life is fifteen (15)
Rupture Disc Assembly (Secondary Safety Relief) years.
Cartridge Electrical data:
• Voltage: 18 to 36 VDC
The extinguishing agent is expelled from the container through the rupture
disc, which is opened by explosive cartridge actuation. • Current (no fire): 1.0 Amp min. for 5 minutes
The Inconel disc is a thin, calibrated, pre-stressed membrane designed to • Wattage (no Fire): 1.0 Watt min. for 5 minutes
rupture when impacted by the shock wave developed by cartridge ignition, • Recommended design par.current (all fire): 3.5 Amps, 50 Milliseconds
or an over-pressurization condition (2575 psig and 2875 psig at 70°F, in ex- • Recommended firing current (all fire): 5.0 Amps, 50 Milliseconds
cess of the primary safety relief pressure).The rupture disc assembly then
serves the dual function of being the mechanism for discharging the agent
and the system’s secondary safety device.
Fill Fitting Assembly (Primary Safety Relief)
Explosive Cartridge The fill and overpressure (safety) relief device fitting is unique in that it em-
bodies the means for filling the container while providing a subsequent her-
metic seal in addition to acting as the primary safety relief device.The safety
The cartridge features a unitized body construction.Arrangement of the out- relief disc material is Inconel 625 calibrated in thickness and diameter.It is
put loads within the cartridge is such that a maximum opening in the rupture designed to rupture allowing the agent to vent through when the bottle is
disc is assured for each firing.The cartridge is pyrotechnic type, hermetically overpressure between 1904 and 2054 psig at 185 °F.The pressure switch
sealed and complies with the requirements of MIL-D-21625 and MIL-I- (TCPS) will then close giving evidence of discharge.
23659.Its operating temperature range is between -65°F to 200°F (-53°C to
93°C).For safety reason electrical protective cap should be kept fitted until
installation of the mating electrical connector.
In normal operation, the explosive cartridge is fired, precipitating a high pres-
sure shock wave in combination with high velocity cartridge fragments,
causing the pre-stressed disc to rupture and the agent to be released.
Figure 3: The fire extinguishing bottles
Container
Temperature
Fill / pressure compensated
relief valve pressure switch
Detonation of the electrically-controlled

Discharge Discharge cartridge will break a rupture disk, allowing
outlet outlet gas flow to the engine. The rupture disc also
Cartridge works as a secondary relief valve at approx.
Cartridge 2600 psig, in case the primary valve fails.
As fire extinguishing agent they contain 3.98lbs HALON

1301 pressurized to 800psig with nitrogen gas at 70 °C.
190
The engine fire handles
Two engine fire handles are installed on the overhead panel.They are re-
cessed into the overhead panel to avoid inadvertent movement of the fire
handles.
Each Fire handle is related to one engine, and controls:
• the fuel,
• hydraulic,
• bleed air, and
• the operation of the 2 fire extinguishing bottles.
In case of an engine fire, the fire handle will illuminate in red.

Figure 4: The engine fire handles
Each Fire handle controls:
Fuel
Hydraulic
Bleed air
Operation of the 2 fire

extinguishing bottles
1 2

In case of an engine fire, the fire handle will illuminate in red.
190
The fire handle positions
The fire handle has four positions:
• The normal position is the recessed position in the overhead panel.

• In the shut off position the handle is pulled down 90°, shutting off
fuel, hydraulic fluids and the bleed air system.
• In EXTG A position the handle is rotated counter clockwise after
setting it to the shut off position to discharge Fire Bottle A.
• Finally, the EXTG B position, where the handle is rotated clockwise
after setting it to shut off position to discharge Fire Bottle B.
Through the fire handles the cartridges of BOTTLE A can be connected to

the HOT BAS BUS 1 and the cartridges of BOTTLE B can be connected to
HOT BAS BUS 2.
Figure 5: The fire handle positions
Fire handle positions:

A E X T G B
The normal position

PULL TO ROTATE
SHUTOFF TO EXTING
The shutoff position

he handle is pulled down 90°,
shutting off fuel, hydraulic fluids
and the bleed air system.)
PULL TO
A EXTG ROTATE
B EXTING
SHUTOFF TO
n EXTG A position
n EXTG B position B
PULL TO
TG ROTATE
SHUTOFF EX TO EXTING
190
The fire extinguishing bottle status
The fire extinguishing bottle pressure, power supply, cartridge integrity and
related harnesses are continuously monitored, and in case of a failure, an
“E1 FIREX BTL A/B FAIL or E2 FIREX BTL A/B FAIL” message will be indi-
cated on the EICAS.
A normally open Temperature Compensated Pressure Switch (TCPS)

mounted on the fire extinguishing bottle monitors the bottle pressure.If the
pressure falls below a set value, the switch closes and the MAU provides a
message to the EICAS.
A cyan “ENG FIREX BTL A/B DISCH” message will be displayed on the EI-
CAS after the bottle has been discharged, the cartridge open and low pres-
sure sensed.
Figure 6: Fire extinguishing bottle
The fire extinguishing bottle pressure, power supply, cartridge integrity

and related harnesses are continuously monitored by the MAU.
E1 FIREX BTL A/B FAIL
ENG FIREX BTL A/B DISCH
In case of a failure, an "E1 FIREX BTL A/B FAIL or

E2 FIREX BTL A/B FAIL" message will be indicated on the EICAS.
A cyan "ENG FIREX BTL A/B DISCH" message will

be displayed after the bottle has been discharged.
190
Engine fire extinguishing sequence
If a fire warning illuminates for engine 1, the related fire handle will illuminate
in red.By pulling down this fire handle, the related engine fuel and hydraulic
fluid flow will be stopped by closing the shut off valves.The bleed air of the
related engine will also be closed.
The explosive cartridges are now armed.By rotating the fire handle counter
clockwise to EXTG A, the explosive cartridge for engine 1 on BOTTLE A will
detonate, and the fire extinguishing agent will be discharged into engine 1
core compartment.
After the extinguishing bottle is discharged, an “ENG FIREX BTL A DISCH”

message will appear on the EICAS.
Figure 7: Bottle A discharge
A fire warning illuminates for engine 1 1
PULL TO ROTATE
SHUTOFF TO EXTING
By pulling down this fire handle, the

related engine fuel and hydraulic fluid
flow will be stopped by closing the
shutoff valves. The bleed air of the
related engine will also be closed. EXTG
A B
After the fire extinguishing

bottle is discharged, an
By rotating the fire handle "ENG FIREX BTL A DISCH"
counterclockwise will discharged message will illuminate.
EXTG A into the engine 1 core compartment. B
TG
EX
A
190
Engine fire
If the engine 1 fire warning stays on, BOTTLE B can also be used for this
engine.
By rotating the fire handle clockwise to EXTG B, the explosive cartridge for
engine 1 on BOTTLE B will detonate and the fire extinguishing agent of
BOTTLE B will also be discharged into engine 1 core compartment.
On the EICAS, the “ENG FIREX BTL B DISCH” message will now illuminate,
showing that BOTTLE B was discharged.You can now move the fire handles
and monitor the systems.
Figure 8: Bottle B discharge

E 1 FIRE
B
TG
EX
A
If the engine 1 fire warning stays on, BOTTLE B can be also be used
for this engine, by rotating the fire handle clockwise to EXTG B.

E 1 FIRE
On the EICAS the "ENG FIREX BTL B DISCH"
message will now illuminate, showing that
A
EX
TG
BOTTLE B was discharged.
B
190
(SDS 26-21)
CB PANEL COCKPIT
(MPP 26-21-03)
HOT BATT BUS 2 HOT BATT BUS 1

NOT SHUTOFF
FIRE EXTG BOTTLE B

A
29-11-51
FIREX 7.5 FIREX 7.5

ENG ENG
28-21-52 1B 1A
ENG 1 CARTRIDGE
FUSELAGE
B 10K SPARE
26-21-51
10K
ENG 2 CARTRIDGE
SHUTOFF
C DISCH B
B
A SPARE
ENG 1 CARTRIDGE
SPARE
DISCH A 33-12-52
FIRE EXTINGUISHING
BOTTLE
TB2103
OVERHEAD PANEL
H A
NORMAL
FUSELAGE
4 LAMPS
LOW PRESS
FIRE EXTG BOTTLE A

PRESS SW
ENG 1 SHUTOFF/EXTINGUISHING SW
1
INPUT
INPUT
(SDS 26-21)
CARTRIDGE INPUT
CARTRIDGE INPUT
EXT BOTTLE A
EXT BOTTLE B
EXT BOTTLE A PRESS

EXT BOTTLE A POWER
EXT BOTTLE B POWER
(MPP 26-21-03)
POSITION INPUT
ENG 1 FIRE HANDLE

26-11-50
TEST
BUTTON PULL TO ROTATE
SHUTOFF TO EXTING
B (SSM 31-41-80)
MAU 1
(SSM31-41-80)
MAU 3
MID AVIONICS COMPT
FORWARD AVIONICS COMPARTMENT
CARTRIDGES
TEMPERATURE COMPENSATED
C
PRESSURE SWITCH
CB PANEL COCKPIT (SSM 31-41-80)
MAU 2
FORWARD AVIONICS COMPARTMENT
NOT SHUTOFF HOT BATT BUS 2 HOT BATT BUS 1 (SDS 26-21)
(MPP 26-21-01)
29-11-52

A B
ENG 2 EXT BOTTLE A
ENG 2 EXT BOTTLE B
ENG 2 EXT BOTTLE A
ENG 2 EXT BOTTLE B

ENG 2 FIRE HANDLE
CARTRIDGE INPUT
CARTRIDGE INPUT
POSITION INPUT
FIREX 7,5 FIREX 7 ,5
POWER INPUT
POWER INPUT
28-21-52 ENG ENG
2B 2A
FIRE EXTG BOTTLE A

ENG 2 CARTRIDGE
FUSELAGE
B
10K SPARE
10K 26-21-50
ENG 1 CARTRIDGE
SHUTOFF
C
DISCH A
A B
SPARE
ENG 2 CARTRIDGE
FIRE EXTINGUISHING
BOTTLE SPARE
DISCH B
4 LAMPS
33-12-52
FUSELAGE
NORMAL
2
OVERHEAD PANEL
FIRE EXTG BOTTLE B

LOW PRESS
PRESS SW
ENG 2 SHUTOFF/EXTINGUISHING SW
EXT BOTTLE B PRESS

TEST
BUTTON PULL TO ROTATE
B
(SDS 26-21)
26-11-51 SHUTOFF TO EXTING (MPP 26-21-01)
CARTRIDGES
PRESSURE SWITCH
C (SSM 31-41-80)
MAU 3 MIDDLE
AVIONICS COMPT
190
26-22 APU Fire Extinguishing system

Introduction
The APU Fire Extinguishing Subsystem is used to discharge one fire extin-
guishing bottle, which is installed in the rear fuselage, into the APU fire com-
partment.
The HALON 1301 or Bromotrifluoromethane fire extinguisher agent is driven

from the bottle to the fire zone by distribution pipes.
The fire extinguishing bottle discharge is controlled by command from the

cockpit. The fire extinguishing bottle pressure, power supply, cartridge integ-
rity and related harnesses are continuously monitored. In case of a failure,
a fault message will illuminate on the EICAS and on the CMC.
Figure 1: The fire extinguishing bottle
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU FIRE DET FAIL
APU
TEST
APU CONTROL
OFF
ON EMER STOP
START
Fire extinguishing bottle

MASTER
HALON 1301 or Bromotrifluoromethane

fire extinguisher agent

190
The APU fire extinguisher bottle
The APU fire extinguisher bottle is the same type as the engine fire extin-
guisher bottles. It contains 3.98 lbs HALON 1301 fire extinguishing agent
pressurized to 800 psig with nitrogen gas at 70°C.
The bottle is installed in the rear fuselage and the agent is driven from the
bottle to the fire zone by aluminium distribution pipes.
In case of bottle over pressure, a relief valve on the bottle will open. A pro-
tective cap is provided to the relief valve outlet in such a way that the dis-
charge direction will not damage the structure or other components.
When the APU fire extinguishing switch is pressed, an electrical current is

provided to the cartridge, causing its detonation. This explosion breaks the
rupture disc and allows the gas to flow into the pipe. The rupture disc also
works as a secondary relief valve in case the primary valve fails.
Figure 2: The APU fire extinguisher bottle
Fire extinguishing bottle FIRE EXTINGUISHER

CARGO SMOKE
FWD AFT
APU
TEST
APU CONTROL
OFF
ON EMER STOP
START
Pressure relife valve

MASTER
Contains 3.98 lbs HALON 1301

fire extinguishing agent pressurized
to 800 psig with nitrogen gas at 70°C.

190
The APU control panel
When the guarded APU Emergency Stop Switch is pressed, the APU fuel
shut off valve will be commanded to close and the APU will be shut down.
When the guarded APU fire extinguishing switch is pressed, a hermetic py-
rotechnic cartridge will be fired, breaking the rupture disc to discharge the
fire extinguishing agent into the APU fire zone. It will also shut down the APU
and close the APU fuel shut off valve, if the APU emergency stop switch has
not been pressed.
A normally open Temperature Compensated Pressure Switch (TCPS)

mounted on the Fire extinguishing bottle monitors the bottle pressure. If the
pressure falls below a set value, the switch closes and the MAU will provide
a:
• “APU FIREX BTL DISCH” message on the EICAS, indicating that

the bottle is discharged.
• “APU FIREX FAIL” will be displayed if the firex bottle fails to dis-
charge. Further information can be found in the CMC.
Figure 3: The APU control panel
LH Engine RH Engine
Fuel System Fuel System
DC Fuel Pump
FIRE EXTINGUISHER
CARGO SMOKE
AC1 Pump AC2 Pump FWD AFT
TEST
will be commanded to close
The APU will be shut down

190
Figure 4: APU Fire Extinguishing System Schematic
APU
ZONES
317
318
A (S DS
(MPP
26 - 22 )
26 - 21- 02 )
A
B
OVERHEAD PANEL
FIRE EXTINGUISHING
FIRE EXTINGUISHER BOTTLE
CARGO SMOKE
FWD AFT
APU
TEST
FIRE EXTINGUISHER PANEL TEST BUTTON
FIRE TEST
SWITCH
E
B
CARTRIDGES PRESSURE SWITCH
Figure 5: Intentionally left blank

190
26-23 Cargo Compartment Fire
Extinguishing
Introduction
The Cargo Compartment Fire Suppression Subsystem supplies fire extin-

guishing agent to the cargo compartment to extinguish a fire. Fire extin-
guishing agent will also be supplied for up to 45 minutes to prevent a fire
from re-igniting.
Two fire extinguisher bottles filled with HALON 1301 are installed in the cen-
tre E-Bay. Discharge is initiated by cockpit command.
Figure 1: Fire extinguisher bottles
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
APU
TEST
2 fire extinguisher bottles

filled with halon 1301
are installed in the center E-Bay.
190
High rate/low rate discharge bottles
The two fire extinguishers are located in the mid-electronics bay. One high
rate discharge bottle is filled with 5.91kg HALON 1301, and one low rate dis-
charge bottle is filled with 10kg HALON 1301. They are equipped with dual
outlets to discharge suppression agent into either of the cargo compart-
ments.
The high rate gas flow is designed to extinguish the fire by filling the cargo
compartment with the required concentration of HALON 1301, while the low
rate gas flow afterwards prevents re-ignition.
Each FIREX includes a pressure switch that senses and reports extinguish-
er vessel pressurization, and two initiators for opening the agent outlets. The
initiators are electro-explosive devices (EEDs) that, when fired, rupture a
disk in the outlet of the FIREX. The FIREX pressure switch and EEDs inter-
face directly with the MAU and SPDA.
Figure 2: High rate/low rate discharge bottles
Cockpit display
Modular
HRD LRD
Avionics Unit
pressure pressure
indication indication
1 high rate discharge bottle
is filled with 5.91kg HALON 1301. SPDA
HRD LRD
1 low rate discharge bottle
F/X F/X
is filled with 10kg HALON 1301.
FWD HRD FWD LRD

AFT HRD
catridge catridge
catridge
Meter
units
FWD cargo AFT cargo

compartment compartment
190
Drier Metering Units
The drier metering unit is a mechanical device that reduce the Halon flow
rate from the low-rate discharge bottle. The unit contains a desiccant that
prevents freezing moisture formation during operation. The desiccant is pro-
tected from exposure by an environmental seal that is broken by positive
pressure from the firing of the low-rate discharge bottle.
Figure 3: Cargo compartment fire extinguishing system - components location
A
ZONE
148 HIG HR ATE
DIS CHAR GE
B OT T LE
DIS CHAR GE
S WE PT T EE
AS S EMBLY
A
HEAD
LOW R AT E
DIS CHAR GE B OT T LE
DIS CHAR GE
HEAD
DRIER MET ER ING

UNIT
DRIER MET ER ING

UNIT
DIS CHAR GE
C AR TR IG E
DIS CHAR GE C DIS CHAR GE P IP ING
C AR TR IG E
B C
190
Fire extinguishing
Depending on which EED is fired, the suppression agent is expelled through

the extinguishing lines to nozzles in either the forward or aft cargo compart-
ment.
The high rate discharge extinguisher, FIREX #1, allows rapid discharge of
the suppression agent. The low rate discharge extinguisher, FIREX #2, dis-
charges through the drier/metering unit (DMU) that provides reduction of the
agent flow rate and prevents moisture from forming at the restricted orifice.
The agent from FIREX #2 will maintain a suppressive concentration in the

compartment long enough to allow the crew to safely land the aircraft.
Figure 4: Fire extinguishing
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
Modular APU
HRD Avionics Unit
TEST
pressure
indication
SPDA
HRD LRD
F/X F/X
FWD HRD FWD LRD

AFT HRD
catridge catridge
catridge
Meter
units
FWD cargo AFT cargo

compartment compartment
190
Cargo fire
If a cargo fire occurs, the cargo smoke warning will be displayed in the cock-
pit and the appropriate cargo compartment fire extinguisher button will illu-
minate. This automatically arms the high rate bottle. By pressing the
illuminated extinguisher button, the high rate bottle will discharge into the re-
lated cargo compartment and the low rate bottle will be armed.
After 1 minutes the low rate bottle will automatically discharge and distribute
its agent via the drier/metering unit into the cargo compartment. The low rate
bottle can be discharged manually before the 1 minutes have expired, by
pressing the extinguisher push button again.
The light in the push button will go off after the low rate bottle has been dis-
charged. Note that the cargo smoke indication will stay on as long as the fire
situation exists.
Figure 5: Cargo fire
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
Modular TEST
APU
HRD Avionics Unit

pressure p
indication in
SPDA
HRD LRD
F/X F/X
FWD HRD FWD LRD

AFT HRD
catridge catridge
catridge
Meter
(After 4 minutes) units
AFT cargo
compartment
190
Low rate bottle manual discharge
When the aircraft has landed before the 1 minute timer has counted down,
or if the aircraft was on ground when the high rate bottle was discharged, the
automatic firing function of the low rate bottle is disabled, and indicated by
the related fire extinguisher button light off.
However, the low rate bottle can still be discharged. When the fire extin-
guisher button is pressed, the light will come on and "CRG FIREX LOW
ARMED" will be indicated on the EICAS. Pressing the button again will dis-
charge the low rate bottle into the related cargo compartment.
Figure 6: Low rate bottle manual discharge
FIRE EXTINGUISHER
CARGO SMOKE
FWD AFT
CRG FIREX LO ARMED
APU
TEST
Cockpit display
LRD
pressure
indication
LRD
F/X
FWD HRD FWD LRD

AFT HRD
tridge catridge
catridge
When the fire extinguisher button Meter
units
is pressed, the light will come on
and "CRG FIREX LOW ARMED"
will be indicated on the EICAS. FWD cargo AFT cargo
Pressing the button again will compartment compartment
discharge the low rate bottle
190
The fire extinguishing system
The fire extinguishing system can be used even without a cargo smoke
warning.
The high rate bottle is armed by pushing a cargo fire extinguisher button,
and is indicated by the red push button light and EICAS message. If the but-
ton is pushed again within the next 2 minutes, the high rate bottle will be dis-
charged. Depending on whether or not the aircraft is weight on wheels, the
sequence for the low rate bottle is automatic in flight, or manual on ground.
In flight the second bottle will fire automatically after 1 minutes;
on ground the button has to be pushed twice to arm and to fire the low rate
bottle.
If the button is not pressed a second time within 2 minutes after arming, the
system will reset. When the fire test button is pressed the system will reset.
Figure 7: The fire extinguishing system
In Flight
The second bottle will fire automatically after 1 minutes.
On Ground
FIRE EXTINGUISHER The button has to be pushed twice
CARGO SMOKE
FWD AFT to arm and to fire the low rate bottle.
APU
TEST
When the fire test button is pressed the system will reset.
If the fire extinguisher button is not pressed a second time within 2

minutes after arming, the system will reset.
190
Notes:
Figure 8: Cargo Compartment Fire Extinguishing System Schematic
FWD AVIONICS COMPT
CONTROL PANEL
FIRE EXTINGUISHER
CB PANEL COCKPIT
FWD SWITCH
AFT 1 FIRE
ARMED
MAU 1 FWD SMOKE LIGHT
MAU 1 FWD ARMED
MAU 2 FWD ARMED

MAU 1
(SSM 31-41-80)
AFT SWITCH
FIRE
ARMED
MAU 1 AFT SMOKE LIGHT
MAU 1 AFT ARMED

FWD AVIONICS COMPT
MAU 2 AFT ARMED MAU 2

ASCB BUS
(SSM 31-41-80)
A (SDS 26-20)
(MPP 26-20-01)
A MAIN INSTRUMENT PANEL MID AVIONICS COMPT
EICAS
ASCB BUS
(SSM 31-61-80)
MAU 3
(SSM 31-41-80)
190
Notes:
Figure 9: Cargo Compartment Fire Extinguishing System Schematic
D E
G
B C
G
LEGEND:
H ELECTRICAL
MID ELECTRONICS BAY

G ASCB BUS
F MID HALON
B C AFT
DISCHARGE
ELECTRONICS BAY
CARTRIDGE METER
+28 VDC PWR DRYER UNIT
AFT CARGO COMPARTMENT
(SDS 26-23)
(MPP 26-23-07)
PRESSURE FIRE
F
SWITCH SUPPRESSION
LOW-RATE NOZZLE
MID ELECTRONICS BAY (SDS 26-23)
DISCHARGE
BOTTLE AFT
MID MID
LRD PRESSURE SWITCH
(SDS 26-23)
(MPP 26-23-01)
DISCHARGE
CARTRIDGE
ELECTRONICS BAY ELECTRONICS BAY H
METER SWEPT TEE
LRD FWD MONITOR DRYER UNIT ASSEMBLY
(SDS 26-23) (SDS 26-23) FIRE

LRD AFT MONITOR SUPPRESSION
(MPP 26-23-07) (MPP 26-23-11)
+28 VDC PWR NOZZLE
(SDS 26-23)
FWD AVIONICS COMPT F E
H
SPDA 2 MID ELECTRONICS BAY

MAU 3
(SSM 24-61-80)
(SSM 31-41-80)
D AFT
DISCHARGE
FWD CARGO COMPARTMENT
CARTRIDGE
+28 VDC PWR
FIRE
SUPPRESSION
NOZZLE
PRESSURE (SDS 26-23)
SWITCH
MID
HRD FWD MONITOR

HIGH-RATE
DISCHARGE
ELECTRONICS BAY H
SWEPT TEE
BOTTLE AFT ASSEMBLY
(SDS 26-23) DISCHARGE
HRD PRESSURE SWITCH
(MPP 26-23-01) CARTRIDGE FIRE
(SDS 26-23)
(MPP 26-23-11) SUPPRESSION
HRD AFT MONITOR NOZZLE
(SDS 26-23)
E
+28 VDC PWR
H
190
26-25 Lavatory Auto Discharge Fire

Extinguishing System
Introduction
The Lavatory Auto Discharge Fire Extinguishing System consists of one fire
extinguishing bottle in the waste disposal receptacle of each lavatory.
The bottle is mounted with the discharging tubes extended into the lavatory
waste compartment, above the waste container.
The fire extinguisher bottle is charged with 120 grams Halon 1301 agent and
is a heat actuated device. The pressure gauge of the fire extinguisher bottle
is visible once the waste compartment door is open.
Figure 1: The Lavatory Auto Discharge bottle location
Charged with 120 g halon 1301
The pressure gage

190
The Auto Discharge Fire Extinguishing bottle
If fire occurs inside the waste disposal the Auto Discharge Fire Extinguishing
bottle will be automatically discharged. The tip at the end of each discharge
tube will melt at 78º C (172º F) and cause the bottle to fully discharge into
the waste compartment and knockdown the fire in the waste disposal. Dis-
charge indication can be checked through this pressure gauge.
Figure 2: The Auto Discharge Fire Extinguishing bottle
The tip at the end of each discharge tube will melt at 78º C (172º F),
causing the bottle to fully discharge into the waste compartment
78°C 172°F
Discharge indication can be seen on this pressure gage.

190
26-MEL (Example)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
¦ --------------------------------------------------------------------------- ¦
¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 26-1 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 26-2 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 12-00 APU Fire/Overheat C ¦ 2 ¦ 0 ¦ Both loops may be inoperative ¦ ¦ 15-00 Cargo Compartment ¦ ¦ ¦ ¦
¦ Detection Loops ¦ ¦ ¦ provided APU is not used. ¦ ¦ Smoke Detection ¦ ¦ ¦ ¦
¦ System ¦ ¦ ¦ ¦
¦ 14-00 Lavatory Smoke C ¦ - ¦ - ¦ (M)(O)For each lavatory, the ¦
¦ Detection System ¦ ¦ ¦ lavatory smoke detection system may ¦ ¦ 1) Forward Cargo C ¦ - ¦ 0 ¦ (O)May be inoperative provided | ¦
¦ ¦ ¦ ¦ be inoperative provided: ¦ ¦ Compartment ¦ ¦ ¦ procedures are established and used | ¦
¦ ¦ ¦ ¦ a) Lavatory waste receptacle is ¦ ¦ Smoke Detectors ¦ ¦ ¦ to ensure the associated | ¦
¦ ¦ ¦ ¦ empty, ¦ ¦ ¦ ¦ ¦ compartment remains empty, or is ¦
¦ ¦ ¦ ¦ b) Lavatory door is locked ¦ ¦ ¦ ¦ ¦ verified to contain only empty ¦
¦ ¦ ¦ ¦ closed and placarded ¦ ¦ ¦ ¦ ¦ cargo handling equipment, ballast ¦
¦ ¦ ¦ ¦ "INOPERATIVE - DO NOT ¦ ¦ ¦ ¦ ¦ (ballast may be loaded in ULDS), ¦
¦ ¦ ¦ ¦ ENTER", and ¦ ¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦
¦ ¦ ¦ ¦ crewmembers. ¦ ¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦
¦ ¦ ¦ ¦ NOTE 1: These provisos are not ¦ ¦ ¦ ¦ ¦ inclusion in the Fly Away ¦
¦ ¦ ¦ ¦ intended to prohibit ¦ ¦ ¦ ¦ ¦ Kits, and which materials ¦
¦ ¦ ¦ ¦ lavatory use or ¦ ¦ ¦ ¦ ¦ can be used as ballast. ¦
¦ ¦ ¦ ¦ crewmembers. ¦ ¦ (ERJ-170) C ¦ 3 ¦ 1 ¦ Two may be inoperative provided | ¦
¦ ¦ ¦ ¦ NOTE 2: Lavatory smoke detection ¦ ¦ ¦ ¦ ¦ forward cargo compartment. | ¦
¦ ¦ ¦ ¦ system is not required for ¦
¦ ¦ ¦ ¦ all-cargo operations. ¦ ¦ (ERJ-190) C ¦ 4 ¦ 2 ¦ Two may be inoperative provided | ¦
¦ 14-01 Lavatory Smoke C ¦ - ¦ 0 ¦ (O)May be inoperative provided | ¦ ¦ ¦ ¦ ¦ forward cargo compartment. | ¦
¦ Test Switches on ¦ ¦ ¦ Lavatory Smoke Detector is tested | ¦
¦ Flight Attendant ¦ ¦ ¦ once each flight day. | ¦ ¦ ¦ ¦ ¦ (Continued) ¦
¦ Panel ¦ ¦ ¦ | ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

MEL (Example)
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 26-3 ¦ ¦ ¦ DATE: 08/26/2005 ¦ 26-4 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 15-00 Cargo Compartment ¦ ¦ ¦ ¦ ¦ 22-09 APU Fire C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided APU ¦
¦ Smoke Detection ¦ ¦ ¦ ¦ ¦ Extinguisher ¦ ¦ ¦ FIRE Warning EICAS Message, Master ¦
¦ System ¦ ¦ ¦ ¦ ¦ Button ¦ ¦ ¦ Warning lights, APU Emergency Stop ¦
¦ (Cont'd) ¦ ¦ ¦ ¦ ¦ Illumination ¦ ¦ ¦ Button Illumination and Aural ¦
¦ ¦ ¦ ¦ Warning are verified to operate ¦
¦ 2) Aft Cargo C ¦ - ¦ 0 ¦ (O)May be inoperative provided | ¦ ¦ ¦ ¦ ¦ normally. ¦
¦ Compartment ¦ ¦ ¦ procedures are established and used | ¦
¦ Smoke Detectors ¦ ¦ ¦ to ensure the associated | ¦ ¦ C ¦ 1 ¦ 0 ¦ May be inoperative provided APU is ¦
¦ ¦ ¦ ¦ compartment remains empty, or is ¦ ¦ ¦ ¦ ¦ not used. ¦
¦ ¦ ¦ ¦ cargo handling equipment, ballast ¦ ¦ 23-00 Cargo Compartment ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦ ¦ Fire ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦ ¦ Extinguishing ¦ ¦ ¦ ¦
¦ System ¦ ¦ ¦ ¦
¦ ¦ ¦ ¦ which items are approved for ¦ ¦ 1) Forward Cargo C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided ¦
¦ ¦ ¦ ¦ inclusion in the Fly Away ¦ ¦ Compartment ¦ ¦ ¦ procedures are established and used ¦
¦ ¦ ¦ ¦ Kits, and which materials ¦ ¦ Fire ¦ ¦ ¦ to ensure the associated ¦
¦ ¦ ¦ ¦ can be used as ballast. ¦ ¦ Extinguishing ¦ ¦ ¦ compartment remains empty, or is ¦
¦ System ¦ ¦ ¦ verified to contain only empty ¦
¦ (ERJ-170) C ¦ 2 ¦ 1 ¦ | ¦ ¦ ¦ ¦ ¦ cargo handling equipment, ballast, ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦
¦ (ERJ-190) C ¦ 3 ¦ 2 ¦ | ¦ ¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦
¦ 18-01 In-Flight D ¦ 1 ¦ 0 ¦ (M)May be inoperative provided IFE | ¦ ¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦
¦ *** Entertainment ¦ ¦ ¦ system is deactivated. | ¦ ¦ ¦ ¦ ¦ which items are approved for ¦
¦ System (IFE) ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ inclusion in the Fly Away ¦
¦ Smoke Detector ¦ ¦ ¦ | ¦ ¦ ¦ ¦ ¦ Kits, and which materials ¦
¦ 22-00 APU Fire C ¦ 1 ¦ 0 ¦ May be inoperative provided APU is ¦
¦ Extinguishing ¦ ¦ ¦ not used. ¦ ¦ ¦ ¦ ¦ (Continued) ¦
¦ System ¦ ¦ ¦ ¦
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

190
------------------------------------------------------------------------------- -------------------------------------------------------------------------------

¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ ERJ-170, ERJ-190 ¦ ¦ ¦ ¦ ERJ-170, ERJ-190 ¦ ¦ ¦
¦ ¦ DATE: 08/26/2005 ¦ 26-5 ¦ ¦ ¦ DATE: 12/16/2003 ¦ 26-6 ¦
¦ --------------------------------------------------------------------------- ¦ ¦ --------------------------------------------------------------------------- ¦
¦ SYSTEM & ¦ -------------------------------------------- ¦ ¦ SYSTEM & ¦ -------------------------------------------- ¦
¦ NUMBERS ¦ ¦ --------------------------------------- ¦ ¦ NUMBERS ¦ ¦ --------------------------------------- ¦
¦ 23-00 Cargo Compartment ¦ ¦ ¦ ¦ ¦ 25-00 Lavatory Fire C ¦ - ¦ - ¦ For each lavatory, the lavatory ¦
¦ Fire ¦ ¦ ¦ ¦ ¦ Extinguisher ¦ ¦ ¦ fire extinguisher system may be ¦
¦ Extinguishing ¦ ¦ ¦ ¦ ¦ Systems ¦ ¦ ¦ inoperative provided Lavatory Smoke ¦
¦ System ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ Detector system operates normally. ¦
¦ (Cont'd) ¦ ¦ ¦ ¦
¦ C ¦ - ¦ - ¦ (M)(O)For each lavatory, the ¦
¦ 2) Aft Cargo C ¦ 1 ¦ 0 ¦ (O)May be inoperative provided ¦ ¦ ¦ ¦ ¦ lavatory fire extinguisher system ¦
¦ Compartment ¦ ¦ ¦ procedures are established and used ¦ ¦ ¦ ¦ ¦ may be inoperative provided: ¦
¦ Fire ¦ ¦ ¦ to ensure the associated ¦ ¦ ¦ ¦ ¦ a) Lavatory waste receptacle is ¦
¦ Extinguishing ¦ ¦ ¦ compartment remains empty, or is ¦ ¦ ¦ ¦ ¦ empty, ¦
¦ System ¦ ¦ ¦ verified to contain only empty ¦ ¦ ¦ ¦ ¦ b) Lavatory door is locked ¦
¦ ¦ ¦ ¦ cargo handling equipment, ballast ¦ ¦ ¦ ¦ ¦ closed and placarded, ¦
¦ ¦ ¦ ¦ (ballast may be loaded in ULDs), ¦ ¦ ¦ ¦ ¦ "INOPERATIVE - DO NOT ¦
¦ ¦ ¦ ¦ and/or Fly Away Kits. ¦ ¦ ¦ ¦ ¦ ENTER", and ¦
¦ ¦ ¦ ¦ NOTE: Operator MELs must define ¦ ¦ ¦ ¦ ¦ crewmembers. ¦
¦ ¦ ¦ ¦ inclusion in the Fly Away ¦ ¦ ¦ ¦ ¦ NOTE 1: These provisos are not ¦
¦ ¦ ¦ ¦ Kits, and which materials ¦ ¦ ¦ ¦ ¦ intended to prohibit ¦
¦ ¦ ¦ ¦ can be used as ballast. ¦ ¦ ¦ ¦ ¦ lavatory use or ¦
¦ 24-01 Portable Fire D ¦ - ¦ - ¦ Any in excess of those required by ¦ ¦ ¦ ¦ ¦ crewmembers. ¦
¦ Extinguishers ¦ ¦ ¦ FAR may be inoperative or missing ¦
¦ ¦ ¦ ¦ provided: ¦ ¦ ¦ ¦ ¦ NOTE 2: A lavatory fire ¦
¦ ¦ ¦ ¦ a) The inoperative fire ¦ ¦ ¦ ¦ ¦ extinguisher system is not ¦
¦ ¦ ¦ ¦ extinguisher is tagged ¦ ¦ ¦ ¦ ¦ required for all-cargo ¦
¦ ¦ ¦ ¦ inoperative, removed from ¦ ¦ ¦ ¦ ¦ operations. ¦
¦ ¦ ¦ ¦ the installed location, and ¦
¦ ¦ ¦ ¦ placed out of sight so it ¦
¦ ¦ ¦ ¦ cannot be mistaken for a ¦
¦ ¦ ¦ ¦ functional unit, and ¦
¦ ¦ ¦ ¦ b) Required distribution is ¦
¦ ¦ ¦ ¦ maintained. ¦
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190

ATA 38 Water and waste

38-00 Water and Waste system general

38-10 WWS potable water

38-30 Waste disposal

38-40 Air supply

Issue: June06 FOR TRAINING ONLY

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Issue: June06 FOR TRAINING ONLY

38-00 Water and Waste system general

Issue: June06 FOR TRAINING ONLY

FWD GALLEY FWD LAVATORY AFT GALLEY AFT LAVATORY

COFFEE SINK SINK SINK SINK

FWD DRAIN AFT DRAIN FILL/DRAIN FILL/DRAIN INDICATION

Issue: June06 FOR TRAINING ONLY

The water lines are installed inside the pressurized, temperature-controlled

Issue: June06 FOR TRAINING ONLY

FWD GALLEY FWD LAVATORY AFT GALLEY AFT LAVATORY

Central Holding Tank

Issue: June06 FOR TRAINING ONLY

Issue: June06 FOR TRAINING ONLY

Waste tank capacity: 95 liters

WATER RESTRICTOR RINSE

FWD LAVATORY AFT LAVATORY CHECK

Issue: June06 FOR TRAINING ONLY

38-10 WWS potable water

As an optional feature, an air compressor is used to pressurize the water

Issue: June06 FOR TRAINING ONLY

SPIGOT FAUCET SPIGOT FAUCET

SINK SINK SINK SINK

AUTO AUTO AUTO AUTO

SUMP SUMP WING BOX SUMP SUMP

FWD DRAIN LEVEL

Issue: June06 FOR TRAINING ONLY

WWS potable water options

The following optional items are available:

• Lavatory water heater;

• Potable water filter for the lavatory faucets.

Issue: June06 FOR TRAINING ONLY

In-flight drainage of the entire contents of

Lavatory Water Heater

Potable Water Filter

Issue: June06 FOR TRAINING ONLY

Water and Waste System Controller (WWCS)

• System fill process

• System drain process

• Water tank level monitoring

• In-flight draining of gray water

• In-flight draining of the potable water

• Valve opening/ closing Drain masts heating

• BIT of water system components

• Indication of water system status to cockpit, FAP and service panel

Issue: June06 FOR TRAINING ONLY

The WWSC controls and performs the following functions:

System fill process

System drain process

Water tank level monitoring

WASTE SYSTEM LAVATORY SMOKE TEST PSU

ATTND CALL WATER SYSTEM ATTND CALL

In-flight draining of gray water