Cap. Jorge Acosta B.

Each engine has two independently controlled AC ignition systems.

Each system (A and B) consists of two ignition exciters and two igniter plugs.
Ignition system A is powered form the AC essential bus.
Ignition system B is powered from the battery bus through a static inverter.
Continuous ignition is used for the following flight conditions:
-Takeoff and landing on contaminated runways
-Takeoff with high cross wind components
-Flight through moderate to heavy intensity rain
-Flight through moderate to heavy intensity turbulence
-Flight in the vicinity of thunderstorms.
Continuous ignition is also activated automatically by the stall protection computer, when an
impending stall is detected.
A switching unit, located below the quadrant, contains four switches for each thrust
lever:
-Takeoff configuration switch -- provides a warning when the thrust levers are
advanced for takeoff and the spoilers are not in the takeoff configuration.
-Pressurization control switch -- On the ground, when the thrust levers are advanced to
approximately 80% N1, the pressurization system begins cabin pre--pressurization.
-Landing configuration switch -- In flight, when the thrust levers are retarded towards
IDLE, a warning is initiated if the landing gear is not extended.
-Thrust reverser deploy switch -- Allows the thrust reversers to deploy through
signals from the thrust levers at idle and wheel spin--up.
A minimum supply pressure of 40 psi is required for engine start. The engines can also be
started using 10th stage cross bleed air from a running engine. For cross bleed starting, the
running engine N2 must be above 85%.
When the engine START switchlight is pushed:
- The 10th--stage bleed isolation valve and the left and right bleed shutoff valves open.
- At 20% N2, the thrust levers are advanced to the IDLE position to turn on the fuel.
- The start valve on the associated engine opens to allow air pressure to the starter.
- When the start valve opens, the white START switchlight illuminates and the L or R ENGINE
START status message is displayed on the EICAS status page.
- At 55% N2, power is removed from the start valve and the starter disengages. The white
START switchlight goes out and the status message is removed.
. Starter Limitations
Engine Start 60seg/10seg , 60seg/10seg , 60seg/5min. (and subsequent)
Dry Motoring 90seg/5min , 30sec/5min.
Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

General Electric CF34--3B1 high bypass ratio turbofan

Normal take-off thrust rating of 8,729 pounds flat rated at 30C (86F).
Automatic Power Reserve (APR) system increase the thrust to 9,220 pounds.
N1 rotor - single-stage fan connected through a shaft to a 4-stage low pressure turbine.
N2 rotor - 14-stage axial flow compressor connected through a shaft to a 2-stage high pressure turbine.
Variable Geometry (VG) System changing the position of the compressor inlet guide vane and the
variable geometry stator vanes on the first five stages of the compressor (to prevent compressor stall and
surge). Is controlled by the fuel control unit (FCU) by high pressure fuel to hydraulically move two
actuators which are mechanically linked to the VG system.
Fuel pressure is used too to control and actuate the operability bleed valve.
Accessory Gearbox is driven by the N2 rotor:
-Engine lubrication pump and integral oil reservoir
-Alternator (provides N2 speed indication and powers the fuel electronic control unit)
-Hydraulic pump
-Engine fuel pump assembly
-Integrated drive AC generator (IDG)
-Air turbine starter.
Engine Overspeed
An N2 overspeed governor in the MFC trims the fuel flow if the N2 speed exceeds 103%.
N1 speed is normally limited by the N1 amplifier. A red overspeed tick mark is on the analog scale at
98.6%. If the N1 exceeds 98.6%, the digital readout and pointer turn red and flash for 4 seconds.
Automatic Performance Reserve
The APR feature is armed when:
-The APR ARM switch, on the ENGINE CONTROL panel, is set to ARM
-Both ENG SPEED switches (on the ENGINE CONTROL panel) are set to ON
-Aircraft has weight--on--wheels (WOW)
-Both engines N1 is greater than 79%
-Two DCUs must be serviceable.
During takeoff or climb, if the N1 on either engine decreases below 67.6% the DCUs will supply a signal
to the N1 amplifier which will then signal the FCU to increase the N1 speed 2.3% on the good engine for
5 minutes. The EICAS also reset the ITT red line on the good engine from 900C to 928C.
THRUST REVERSER SYSTEM
The TR actuating system uses pneumatic pressure from the 14thstage. Reverse operation shuts off the
14th--stage bleed air. the anti--icing system is automatically disabled upon thrust reverser deployment
and remains disabled until the TR has been stowed for 5 seconds.
Emergency stow switches are provided to drive the thrust reverser to the stow position should the
automatic stow system fail.
Cap. Jorge Acosta B.

-In service configuration only AC Utility bus 1, AC Utility bus 2, the AC service bus and the DC service bus are powered.
-In flight, the AC utility buses are automatically SHED if only one generator is operational.

Cap. Jorge Acosta B.

ENG GEN 115VAC 400Hz 30KVA<35000 / 25KVA>35000

APU GEN 115VAC 400Hz 30KVA<37000
Generator Control Unit
-Voltage and frequency regulation
-Fault protection
-Overcurrent and differential current faults.
GCU will automatically disconnect the faulty generator
from the respective AC buses. The generator may be
reset by selecting the generator switch to the OFF/RESET
position then back to ON.

Cap. Jorge Acosta B.

ADG TEST
Pre--takeoff,
When the test switch is set to UNIT the ADG system circuits are checked and the
TEST light will illuminate within 1 second and remain ON for 2 seconds.
Inflight,
When the test switch is set to UNIT the ADG system circuits are checked and the
TEST light will illuminate after 5 seconds and remain ON for 2 seconds.

ADG 115VAC, 400 Hz 15 KVA.

The ADG BUS will then supply emergency power to the AC ESSENTIAL BUS and the 3B hydraulic pump.
The AC ESSENTIAL BUS will then power essential TRU 1, which will power the DC ESSENTIAL BUS.
The crew can override the ADG by pressing the PWR TXFR OVERRIDE button on the ADG control panel.
This will reconnect the restored IDG to power AC BUS 1, AC BUS 2 and the AC ESSENTIAL BUS. The ADG will
continue to power the critical flight controls and the ADG BUS. The flaps will move at half speed when
powered from the ADG bus.
The ADG will continue to operate and supply power to the ADG bus until the airspeed decreases below
approximately100 kts

Cap. Jorge Acosta B.

Transformer Rectifier Units (TRU) 28VDC 100Amp.

The Main battery direct bus, APU battery direct bus, and the emergency bus are all hot
Buses
In flight, if the power controllers sense a complete loss of AC power, they will reconnect
the batteries to the battery bus and at the same time the DC emergency ties will close
to connect the battery bus to the DC essential bus. Once the ADG bus is online to
power essential TRU 1 and the DC essential bus, the batteries will act as a backup
power source to the DC essential bus.

MAIN BATTERY 17 AMP./HR, 24 volt, provides backup power to

-the inertial reference system (IRS)
-proximity sensing electronic unit (PSEU)
-data concentrator units(DCUs)-aircraft clocks
-APU electronic control unit (ECU).
-flight compartment lighting system.
APU BATTERY 43 AMP./HR, 24 volt, provides the cranking power for starting the APU.
Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

During normal operations, a nuisance XFLOW/APU PUMP cautionmessagemay come on. When this occurs, selecting the APU PWR/FUEL switchlight to on then off will usually clear the message. If the
message clears, there is no operational restrictions and the anomaly should be disregarded.

To shutdown the APU, the crew deselects the START/STOP switchlight on the APU panel. The APU will automatically shed its loading and shutdown. The PWR/FUEL switch is deselected to close the fuel shutoff valve and to remove primary electrical
power to the ECU.
In the event of an emergency, the flight crew can press the APU FIRE PUSH switchlight on the glareshield. On the ground, the APU can be shut down by pushing an APU emergency stop button located in the aft equipment compartment or by selecting the
Cap. Jorge Acosta B.
APU shut--off (cover--guarded) switch on the external services panel on the RH forward fuselage. Either selection sends a signal to the ECU to carry out an immediate shutdown.

The APU gauges come on when the electronic control unit is powered (APU PWR
FUEL switch/light pressed in).
With the ECU powered, gauge information is maintained during shutdown. The
APU gauges go off when the electronic control unit is not powered (APU PWR
FUEL switch/light pressed out).
NOTE : The gauges will remain in view for approximately 60 seconds, after PWR
FUEL switch/light pressed out.

Cap. Jorge Acosta B.

ECU autoshut down the APU

(on the ground) :
-Overtemperature (EGT)
-Low oil pressure (LOP) High oil -High oil temp. (>325C)
-Overspeed (>107%)
-DC power loss (Batt)
-Loss of EGT signal
-Loss of speed signal
-Overcurrent -- Fuel torque
motor failure
-Door position -uncomm pos.
-ECU failure
-Slow start
-Emergency fire shutdown -APU FIRE PUSH or one the two
external stop switches
have been activated
-Starter relay -- No rotation.
All the above protective
shutdowns are inhibited in
flight mode by a WOW signal
from the PSEU, except for the
following 5 failures:
-Overspeed
-DC power loss
-ECU failure
-Loss of speed signal
-Emergency fire shutdown.

Starter Limits (Batt)

30seg/- , 30seg/20min , 30seg/- , 30seg/40min
Starter Limits (Ext DC Power)
15seg/- , 15seg/20min , 15seg/- , 15seg/40min
NOTE
It is recommended that a 2 minute delay be observed
between start attempts to allow for cooling of the APU
start contactor and for fuel drainage.

Cap. Jorge Acosta B.

Two Fuel System Computer (FSC), one

active and the other on Standby.

Fuel System Computer (FSC) automatically controls refueling, powered fuel crossflow,fuel transfer,
and measures the fuel quantity and temperature.
Two collector tanks are located in the center wing tank. Fuel from each wing tank is fed under
pressure to its respective collector tank by scavenge ejectors. Tank capacity is 10 gallons, excess
fuel is vented back to the respective wing tank. Fuel can also be fed from the wing tanks by gravity.
Fuel transfer from the centre tank to the wing tanks is provided by transfer ejector. This is an
automatic function with no manual control. The ejectors are powered by fuel pressure from the
engine supply lines via the fuel transfer shutoff valves which are automatically controlled by the
fuel system computer (FSC). It commands the respective transfer shutoff valve to open when the
associated wing tank fuel quantity falls below 94%, and close when the tank quantity reaches 97%.
If the computer detects a fuel imbalance between the wing tanks of 200 lbs the crossflow/APU
pump is activated automatically and the required crossflow shutoff valve is opened to correct the
fuel imbalance, until 50 lb (23kg) imbalance is reached.
If the fuel imbalance > 800 lbs (360 kg), a FUEL IMBALANCE caution message is displayed on EICAS.
If the total fuel quantity is < 900 lbs the fuel quantity indication on the primary page turns amber.
A main ejector, within each collector tank, supplies fuel to the respective side engine. The main and
scavenge ejectors are powered by pressurized fuel tapped from the motive flow line of the
respective engine fuel pump.
In the event of a XFLOW/APU pump failure, the APU can be supplied fuel from the right engine
fuel feed manifold.

Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

Left
Right
Center
Total

Gravity
4488 lb
4488 lb
4930 lb
13906lb

Pressure
4760 lb
4760 lb
4998 lb
14518 lb

Cap. Jorge Acosta B.

-All systems operate at a pressure of 3000 psi (Skydrol).

-Sys. 1 and 2 are serviced aft equipment compartment.
-Sys. 3 is serviced R/H of the fuselage, aft of the wing root.
-3B will be automatically powered by the ADG when it is deployed
independent of the 3B switch setting.
-No.1 and No.2 systems share a ram air heat exchanger for fluid
cooling. Use a fan within the heat exchanger assists in cooling the
hydraulic fluid when the aircraft is on the ground.
-No.3 hyd. lines pass through the wings and are cooled by fuel.
-Each hydraulic system consists of the following components:
1) Engine driven pump (EDP) [Sys1 & 2]
2) AC motor pump (ACMP)
3) Shutoff valve
4) Reservoir
5) Accumulator
6) Pressure and return manifolds
7) Filters
8) Ground servicing panel.
-Hydraulic SOV electrically operated, normally open,
installed in the suction lines of the EDP (1A and 2A).
SOV is motored closed when the ENG FIRE PUSH
switchlight is pressed.

Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

-Each aileron is hydraulically powered by two PCUs and mechanically controlled by rotation of control wheel.
-Control wheel also signals the spoiler electronic control unit (SECU) to input the spoileron actuators.
-Control wheel centering and artificial feel is provided by mechanical feel units.
-A flutter damper is attached to each aileron to prevent surface flutter in the event of hydraulic fluid
loss at the PCUs during flight. On the ground, the flutter dampers provide gust lock function.
-The left and right systems can be mechanically separated by pulling a roll disconnect handle. This allows
limited lateral control using the unaffected aileron control system and the opposite side spoileron.
>After 20 sec, the ROLL SEL switchlights on the illuminate and a SPOILERON ROLL caution msg on the EICAS.
>The flight crew then selects the roll priority by pressing the ROLL SEL switchlight on the operable side which
allows use of both spoilerons. The ROLL SEL light and PLT/CPLT ROLL light will then turn green and the caution
message will be replaced by a PLT/CPLT ROLL CMD advisory message on the EICAS status page.
NOTE : It is not recommended to operate the autopilot, if a jammed aileron condition exists.
-If uncommanded movement of a PCU occurs, the SECUs command both spoilerons to respond to control
wheel inputs.
>The green ROLL SEL light illuminates and the PLT or CPLT ROLL CMD advisory msg is displayed on the EICAS.
>The roll disconnect handle should then be pulled.
-Aileron trim is electrically operated and manually controlled using the trim selector. This reposition the
aileron control cables which will cause deflection (rotation) of the control wheels.

Cap. Jorge Acosta B.

Cap. Jorge Acosta B.

-The rudder is hyd powered by three PCUs that receive mech. inputs from the rudder pedals via cable runs and quadrants.
-Two yaw dampers (controlled by the flight control computers) are connected to the rudder control system.
-Centering and Artificial Feel is provided by a primary feel unit, located on the copilots rudder pedal pivot assembly.
-A secondary feel unit, in the aft fuselage, ensures that the rudder remains centered in the event of a control disconnect.
-In the event of a control jam, the pilots and copilots pedals will remain operable through anti-jam mechanisms, however
additional pedal force will be required to obtain rudder deflection.
-Two rudder load limiter assemblies give overload (stress) protection to the control system mechanical components.
-A rudder load limiter, installed in the PCU input assembly, allows continued control input movement to the remaining
PCUs if one PCU becomes jammed.
-Rudder trim is electrically operated and manually controlled. Using the trim selector, reposition the rudder control cables.
-Hydraulic pressure from at least one of the hydraulic system is required to move the rudder.
-Actuation of the rudder trim will not cause rudder pedal deflection.
-Two independent yaw damper systems operate continuously in flight.
-Each yaw damper actuator automatically respond to inputs received from one flight control computer (FCC).
-If a yaw damper failure occurs, it will be disconnected from the FCCs control.
-One yaw damper system must be engaged to engage the autopilot.

Cap. Jorge Acosta B.

-The left elevator system is controlled by the pilot and the right system is controlled by the copilot, interconnected through a
pitch disconnect mechanism.
-The autopilot servo is connected to the left elevator system.
-Stall protection stick pusher system is connected to the right elevator system.
-A pitch feel simulator unit provides artificial feel to the control columns.
-Each elevator system is hydraulically powered by three PCUs located in the left and right horizontal stabilizers.
-The PCUs receive mechanical inputs from the control columns via cable runs and quadrants.
-Two flutter dampers are installed outboard of the PCUs on each elevator.
-In the event of an elevator control jam, the elevator system can be mechanically separated by pulling a PITCH DISC handle.
-The operable side can then be used to maintain pitch control.
NOTE A difference of up to 3 deg between the left and right elev. indications on the FLT CONTROL synoptic page is allowed.

Cap. Jorge Acosta B.

-The horizontal stabilizer is positioned by a screw jack driven by two electric motors controlled by the horizontal
stabilizer trim control unit (HSTCU) through a motor control unit (MCU).
-Each motor has a magnetic brake to prevent trim runaway.
-Trim range is from +2 (leading edge up) to --13 (leading edge down).
-The HSTCU has two channels that are engaged by selection of the STAB TRIM, CH1 and CH2 engage switches. -The
horizontal stabilizer is positioned, by manual operation, automatically by the autopilot trim or Mach trim sys.
-Trim disconnect switches are provided on each control wheel to disengage the stabilizer trim.
-The Mach trim function of the HSTCU repositions the horizontal stabilizer as the airspeed increases above M0.4.
-At least one STAB channel must be engaged for the Mach trim to function.
-The HSTCU operates in one of four modes in the following order of priority:
>Manual trim -- control wheel switches moves the screw jack at a rate that is dependent on Mach airspeed.
>Autopilot -- When the AP is engaged, the horizontal stabilizer is trimmed at two rates.
*High rate (0.5 per second) occurs when the flaps are extending and retracting
*Low rate (0.1 per second) occurs when the flap are stationary.
>AUTO trim -- Auto trim occurs when the flaps are moving between 0 -- 20 in either direction.
>Mach trim -- to compensate for the aircraft tendency to pitch down. at increasing Mach numbers. The Mach TRIM
function is disabled when the autopilot is engaged.
NOTE : If the horizontal stabilizer is in motion at the high or slow rate for more than 3 seconds, a clacker is activated
to alert the crew of a possible horizontal stabilizer trim runaway condition.

Cap. Jorge Acosta B.

-The flap system is driven by a dual motor power drive unit.

-Brake and position sensor units, provide braking for asymmetric protection and provide surface position feedback to the FECU.
-The flap selector has the following selectable flap detent positions:
0 degrees, 20 degrees, 30 degrees, and 45 degrees.
0 degrees, 8 degrees, 20 degrees, 30 degrees, and 45 degrees. <0006>
-The lever quadrant features two gates, one at the 8 degree setting and one at the 20 degree setting.
-To move the lever through a gate, it must be pushed down (against a spring) an then moved forward or aft. <0006>
-When a flap selection is made, the FECU releases the system brakes and commands the power drive unit to deploy or retract the
flaps to the selected position.
NOTE
1. An overspeed clacker will sound if the airspeed is too high for the selected flap setting.
2. To ensure that the correct flap position is selected for go--around, make sure that the back face of the flap lever is pushed without
any downward pressure.
-If one of the two power drive unit motors fails, the system will remain functional, but will operate at half speed and a FLAPS HALF
SPEED status message will be displayed on the EICAS status page and on the FLT CONTROLS synoptic page

-Each spoiler is actuated by a single electro--hydraulic power control unit. Spoiler operation is controlled by two, dual
module, spoiler electronic control units (SECUs).
-The spoiler ground lift dumping (GLD) is armed either automatically or manually.
-After landing or a rejected takeoff, the GLD spoilers automatically retract.
-During a touch--and--go, the GLD spoilers will deploy when all deployment parameters are met.
-Advancing the thrust levers for takeoff retracts the spoilers and rearms the system.
A. GLD Arming
(1) Automatic arming
-Spoiler control switch in the AUTO position, and
-L or R engine > 79% N1 or thrust levers > takeoff power, and
-Wheel speed >45 kts.
(2) Manual arming
-Spoiler control switch in the MAN ARM position.
B. GLD Deploy
For the ground and flight spoilers:
-L and R thrust levers at idle or L and R N1 <40%, and with 2 of the following 3 parameters:
1-- L or R MLG WOW (this is required for deployment of Spoilerons)
2-- Wheel speed >16 kts
3-- Rad Alt < 5 ft.
NOTE : The FLT SPLR DEPLOY cautionmessage comes on when deployed at an unsafe altitude, lower than 300 feet AGL.
C. GLD Deployment Disarming
(1) Automatic Retract for Go--around
L or R thrust setting IDLE.
(2) Automatic Retract
L or R engine < MIN TAKEOFF setting, and
INBD and OUTBD wheel speed < 45 kts (for at least 10 seconds), and
Aircraft on the ground for at least 40 seconds.
(3) Manual Retract
MAN DISARM switch position selected.

-The stall protection computer (SPC) uses the AOA information and airspeed to compute the stall angle trip points.
-At high AOA, the stall protection computer will activate the engines auto-ignition system.
-If the AOA continues to increase, the stick shaker is activated and the autopilot is disengaged.
-If the angle of attack still continues to approach the critical stall point, the stick pusher is activated, the STALL
switchlights flash red, and the warbler sounds.
-If AOA rate increase greater than 1 deg/sec, the SPC lowers the AOA trip point to prevent the aircraft pitching
momentum from carrying it through the stall warning/stick pusher sequence into the stall.
-Testing of stall protection system is initiated by momentarily pressing the STALL switchlights, and verifying that:
>Auto--ignition is activated (CONT ON and CONT IGNITION status messages come on)
>Pilots and copilots stick shakers activate
>STALL switchlights flash
>Stick pusher is activated.
While in stick pusher mode:
>Pilots control column bounces back to neutral position when the AP/SP DISC button is momentarily pressed.
Pilots control column will take several seconds to go back to the neutral position.
>Copilot should pull (override) the control column and note diminished feel force loads while momentarily
pressing AP/SP DISC button.
>Stick pusher is de--activated
>STALL switchlights go out
>Pilots and copilots stick shakers stop
>CONT ON and CONT IGNITION status messages go out.
NOTE : Pressing the STALL switchlight a second time during the test, will interrupt the test sequence.