03 ATA-24,33 E190 369pg PDF

Maintenance Training Manual
Developed for Training Purposes Only
Vol 03
EMBRAER ERJ-190 / 195 (GE CF34)

ATA 24 - ELECTRICAL POWER
ATA 33 - LIGHTS
Copyright 2015 by EMBRAER – Empresa Brasileira de Aeronáutica S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer.
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FOR TRAINING PURPOSES ONLY. The data contained herein, although its TABLE OF CONTENT
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CHAPTER DESCRIPTION BLOCK
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to fulfill the needs as a printed/electronic publication to support the theoretical Embraer Technical Publications and follows the modularity concept, thus its
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Copyright 2015 by EMBRAER – Empresa Brasileira de Aeronáutica S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer. 2
TABLE OF CONTENTS
ATA 24 - ELECTRICAL POWER………….....................................................7 THE AUX GENERATOR..........................................................................66
ELECTRICAL POWER GENERAL (24-00) – INTRODUCTION................8 THE APU GENERATOR SWITCH...........................................................66
EPGDS COMPONENT LOCATIONS.......................................................10 THE AUXILIARY GENERATOR CONTROL UNIT...................................68
INTEGRATED CONTROL CENTRES (ICCs)..........................................12 GCU’S.......................................................................................................68
THE ICC COOLING..................................................................................12 THE AUXILIARY GENERATOR LINE CONTACTOR (ALC)....................70
LICC (GCU 1, EPM, AND TRU 1)............................................................14 THE AUXILIARY GENERATOR LINE CURRENT TRANSFORMER......72
LICC (CIRCUIT BREAKERS AND FUSES).............................................16 APU GEN ELECTRICAL...........................................................................74
RICC (GCU 2, AGCU, AND TRU 2).........................................................18 THE EICAS...............................................................................................76
RICC (CIRCUIT BREAKERS AND FUSE)...............................................20 AC EMERGENCY GENERATION (24-23) – INTRODUCTION...............78
THE ESSENTIAL INTEGRATED CONTROL CENTRE (EICC)...............22 THE RAM AIR TURBINE (RAT) SYSTEM...............................................78
EICC (CIRCUIT BREAKERS)...................................................................24 RAT GCU (RGCU) INSTALLATION LOCATION.....................................80

EICC (TRU ESS)......................................................................................24 RAT DEPLOYMENT.................................................................................82
THE AUXILIARY INTEGRATED CONTROL CENTRE (AICC)................26 RAT SYSTEM COMPONENTS................................................................84
AICC ELECTRICAL COMPONENTS.......................................................28 RAT SYSTEM FUNCTIONAL INTERFACE.............................................86
AC GENERATION GENERAL (24-20) – INTRODUCTION.....................30 RAT SYSTEM BLOCK DIAGRAM............................................................88
AC BUS TIES............................................................................................32 TRAINING INFORMATION POINTS........................................................90
LOAD SHED.............................................................................................36 RAT SYSTEM MAINTENANCE SCHEDULED MAINTENANCE.............92
LOAD RESTORATION.............................................................................38 UNSCHEDULED MAINTENANCE...........................................................92
NBPT - NO BREAK POWER TRANSFER...............................................40 STATIC INVERTING (24-24)....................................................................94
INTEGRATED DRIVE GENERATORS (24-21) (IDGs) - ……………...…42 OPERATION.............................................................................................96
INTRODUCTION……………………………………………………………...42 DC GENERATION SYSTEM (24-30) - INTRODUCTION………............98
THE CONSTANT SPEED DRIVE.............................................................44 DC POWER............................................................................................100
THE HYDRAULIC LOG UNIT...................................................................46 NORMAL OPERATION..........................................................................102
A DIFFERENTIAL PRESSURE INDICATOR (DPI)..................................46 MAIN BATTERIES (24-36) – INTRODUCTION.....................................104
THE SCAVENGE RELIEF VALVE............................................................46 BATTERY CASE CONTAINER..............................................................106
ROTATING DEAERATOR........................................................................46 BATTERY STORAGE.............................................................................106
IDG & IDG COOLER INSTALLATION......................................................48 SHORT TERM STORAGE......................................................................106
IDG 1 AND 2 SELECTOR KNOBS...........................................................50 BATTERY LOCATION............................................................................108
IDG DISCONNECTION............................................................................52 APU START WITH BATT 2....................................................................110
IDG MECHANICAL DISCONNECT..........................................................54 BATTERY TEMPERATURE SENSORS................................................112
IDG CAUTIONS........................................................................................56 MAINTENANCE CHECKS......................................................................114
CREW ACTIONS......................................................................................56 AVIONICS BATTERY(BATT 1)FUNCTIONAL INTERFACE..................114
THERMAL DISCONNECT MECHANISM.................................................56 APU START BATTERY (BATT 2) FUNCTIONAL INTERFACE.............114
THE DISCONNECT SOLENOID..............................................................58 EXTERNAL POWER (24-40)..................................................................116
IDG RESETTING......................................................................................58 GPU POWER PANEL.............................................................................120
INTEGRATED DRIVE GENERATOR OIL – SERVICING........................58 EPM INSTALLATION..............................................................................122
INTEGRATED DRIVE GENERATOR OIL – INSPECTION/CHECK........58 SECONDARY POWER DISTRIBUTION ASSEMBLIES………….. ….124
GCU AND PMG........................................................................................60 SPDA FUNCTION...................................................................................126
IDG ELECTRICAL CONNECTIONS.........................................................62 SPDA 1 LOCATION................................................................................128
APU AC GENERATION (24-22) – INTRODUCTION ..............................64 SPDA 2 LOCATION................................................................................130
TABLE OF CONTENTS
SPDA MODULAR COMPOSITION AND POWER SOURCES..............134 RAT GENERATOR EMERGENCY POWER…………..…………………246
SPDA 2 LINE REPLACEABLE MODULES (LRMS)...............................136 TRU 2 FAILED........................................................................................248
DC POWER MODULES.........................................................................138 AC BUS 1 SHORT GROUND.................................................................250
AC POWER MODULE............................................................................142 DC BUS 2 SHORT GROUND.................................................................252
DISCRETE I/O MODULES.....................................................................144 IDGS SUPPLYING AIRPLANE (DC ESS BUS 3 STG)……………254
ANALOG I/O MODULE...........................................................................146 EICAS MESSAGES................................................................................256
ARINC 429 COMMUNICATION MODULES..........................................148 MMEL......................................................................................................255
SPDA LRM REPLACEMENT.................................................................150 DDPM......................................................................................................258
SOLID STATE POWER CONTACTORS................................................152 MRB........................................................................................................260
CAS ADVISORY MESSAGE REMOTE CB TRIP..................................156 DC EXTERNAL POWER (24-61) – INTRODUCTION............................262
MCDU CB CONTROL PAGE.................................................................160 CAS CAUTION MESSAGE GPU CONNECTED....................................264

MULT-PURPOSE CONTROL DISPLAY UNIT COMMUNICATIONS....162 ATA - LIGHTS (33-00).................................................................................267
MCDU DISPLAY FORMAT.....................................................................166 INTRODUCTION………………..…………………………………………..268
CB MENU SCREEN...............................................................................168 COCKPIT LIGHTING (33-10) – GENERAL DESCRIPTION..................270
OUT / LOCK SCREEN AFTER STATE CHANGE.................................170 COMPONENTS......................................................................................272
OUT / LOCK SCREEN NEW TRIP SELECTION (PAGE 2 OF 2)..........172 COCKPIT LIGHTS CONTROL PANEL..................................................274
CB BY SYS…………………....................................................................174 DOME LIGHTS.......................................................................................276
CB BY BUS……………………………...................................................178 MULTI-CHANNEL DIMMER...................................................................278
FUSE SCREEN......................................................................................180 COCKPIT CHART LIGHTS.....................................................................280
MAINTENANCE SCREEN.....................................................................180 LIGHTING CONTROL PANELS………………...…………………………282
ENAB CORE…………............................................................................184 FLOOD/STORM LIGHTS,STANDBY COMPASS AND CLOCK............282
INVERTER RESET……………………………………………………….…186 COCKPIT READING LIGHTS................................................................286
LOAD SHED………............................................................................188 OPERATION...........................................................................................288
CORE CB LIST.......................................................................................191 LIGHT PLATES.......................................................................................290
CB LIST (USED).....................................................................................193 PASSENGER COMPARTMENT LIGHTS (33-20)………………………292
CB LIST (OPTIONS)...............................................................................205 COMPONENTS CABIN LIGHTS............................................................294
ELECTRICAL SYSTEM INDICATION – INTRODUCTION....................208 BALLASTS..............................................................................................296
EPGDS SYNOPTIC PAGE.....................................................................210 PASSENGER WARNING SIGNS...........................................................298
AC EXTERNAL POWER........................................................................214 ATTENDANT CALL INDICATORS.........................................................300
EPGDS SYNOPTIC PAGE BATTERIES................................................216 PASSENGER READING LIGHTS – GENERAL DESCRIPTION...........302
EPGDS COMMUNICATIONS ARCHITECTURE...................................218 COURTESY / AIRSTAIR LIGHTS..........................................................304
MAINTENANCE MESSAGES FIM REFERENCE..................................222 LAVATORY LIGHTS SYSTEM...............................................................309
ELECTRICAL SYSTEM DIAGNOSTIC TESTS......................................224 GALLEY LIGHTS....................................................................................311
UNPOWERED AIRCRAFT.....................................................................228 CARGO AND SERVICE COMPARTMENTS LIGHTS (33-30)…………313
BATTERIES ONLY.................................................................................230 CARGO BAY LIGHTS.............................................................................315
BATTERY 2 SUPPLYING APU START FUNCTION..............................232 SERVICE COMPARTMENT LIGHTS.....................................................317
DC EXT POWER SUPPLYING APU FUNCTION..................................234 EXTERIOR LIGHTS (33-40) – GENERAL DESCRIPTION....................320
APU GENERATOR POWER…………....................................................236 EXTERNAL LIGHTS CONTROL PANEL...............................................322
AC EXT POWER SUPPLYING AIRCRAFT……………....………………238 TAXI LIGHTS..........................................................................................324
NORMAL OPERATION..........................................................................242 LANDING LIGHTS..................................................................................326
TABLE OF CONTENTS
NAVIGATION LIGHTS............................................................................328
NAVIGATION LIGHTS TRANSFORMERS............................................330
NAVIGATION LIGHT POWER SUPPLY UNIT…………………………..332
NAVIGATION LIGHTS SWITCH…………………………………………334
NAVIGATION LIGHTS SWITCH AND COMBO TRAIL LIGHT……336
INSPECTION LIGHTS............................................................................338
LOGO LIGHTS........................................................................................340
RED BEACON LIGHTS..........................................................................342
RED BEACON POWER SUPPLY..........................................................344
RED BEACON LIGHTS SWITCH...........................................................346
WHITE STROBE LIGHTS.......................................................................348
WHITE STROBE LIGHTS POWER SUPPLY.........................................352
STROBE LIGHT POWER SUPPLY UNIT………………………………...354

EMERGENCY LIGHTS (33-50) - GENERAL DESCRIPTION................356
EMERGENCY LIGHT POWER UNIT (ELPU)........................................358
EMERGENCY LIGHTS ASSEMBLIES...................................................360
PHOTOLUMINESCENT STRIPES.........................................................362
FLASHLIGHTS.......................................................................................364
EMERGENCY LIGHTS CONTROL........................................................366
EMERGENCY LIGHTS SYSTEM INDICATION.....................................368
EMERGENCY LIGHTS SYSTEM TEST.................................................370
THIS PAGE INTENTIONALLY LEFT BLANK


ATA 24 - ELECTRICAL POWER
ELECTRICAL POWER GENERAL (24-00) - INTRODUCTION
The Electrical Power Generating and Distribution System (EPGDS) is
comprised of AC and DC power sources.
The AC system consists of:

• Two engine-driven Integrated Drive AC Generators (IDGs);
• One Auxiliary Power Unit driven AC-Generator (APU GEN);
• One Ram Air Turbine driven AC-Generator (RAT) and
• One AC external power input.
The DC system consists of:

• Two nickel cadmium accumulators,

• One DC external power input and.
Normal operation of the EPGDS is in automatic mode, whereby selection of

the power source for each bus is accomplished automatically.
ELECTRICAL POWER GENERATING AND DISTRIBUTION SYSTEM (EPGDS) SCHEMATIC

EPGDS COMPONENT LOCATIONS
Each IDG is installed on its respective engine gearbox. The Ram Air Turbine (RAT) system is installed adjacent to the nose wheel
bay on the right side of the aircraft outside of the FWD E-bay just below the
The APU Generator is installed on the APU gearbox. co-pilot position. The following LRUs are found in this area:
The following EPGDS equipment is installed in the pressurized FWD E-bay: • RAT Actuator
• Essential Integrated Control Centre (EICC) • Uplock
• Transformer Rectifier Unit Essential (TRU ESS) • Manual Release Cable Assembly
• Secondary Power Distribution Assembly # 1 (SPDA 1)
• Battery #1 (BATT1) The following LRU is accessible from the nose wheel bay:
• Static Inverter
• Restow Pump

The following EPGDS equipment is installed in the pressurized MID E-bay:
• Left Integrated Control Centre (LICC) The RAT GCU is installed in the FWD E-bay.
• Generator Control Unit # 1 (GCU 1)
• External Power Module (EPM)
• Transformer Rectifier Unit # 1 (TRU 1)
• Right Integrated Control Centre (RICC)
• Generator control Unit # 2 (GCU 2)
• Auxiliary Generator Control Unit (AGCU)
• Transformer Rectifier Unit # 2 (TRU 2)
• Secondary Power Distribution Assembly # 2 (SPDA 2)
The following EPGDS equipment is installed in the pressurized rear avionics

bay:
• Auxiliary Integrated Control Centre (AICC)
• Battery # 2 (BATT 2)
ELECTRICAL SYSTEM
IDG 1 IDG 2
STATIC INVERTER

BATTERY 1 SPDA 1
EPGDS PANEL
EICC
BATTERY 2 SPDA 2
RICC
EPGDS END ITEM LOCATIONS

APU GENERATOR
RAT SYSTEM LICC
AICC
INTEGRATED CONTROL CENTERS (ICCs)
The Left and Right Integrated Control Centers are located in the temperature
and pressure controlled Mid E-Bay. Access to this equipment can is through
the Mid E-Bay floor access hatch, located on the aircraft left side behind the
left wing. Both ICCs provide control, protection and distribution of primary AC
/ DC electrical power.
THE ICC COOLING

The ICCs are mounted and bonded using four bolts through the four
mounting feet. Cooling air is provided from the aircraft Air Management
System (AMS) and drawn through the TRU to ensure adequate heat
dissipation. All other ICC components are cooled by natural convection. All
normal maintenance for removal and replacement of the TRUs, GCUs, EPM,

contractors, relays, fuses and circuit breakers is performed through the front
of both ICCs.
LICC AND RICC LOCATIONS

BOTH ICC PROVIDE:
• CONTROL
• PROTECTION SPDA 2
• DISTRIBUTION
of primary AC / DC eletrical power. RICC
LICC
MOUTING FEET
FLOOR ACESS HATCH
LICC (GCU 1, EPM, AND TRU 1)
The ICCs share some common design features, including the use of Line
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is used
in the LICC and RICC. There is a same Transformer Rectifier Unit (TRU) in
the LICC, RICC, and EICC.
The contactor base plate assembly is similar in the three ICCs. Common
circuit breakers, which are LRMs, are used in all ICCs. Circuit breakers are
mounted and accessible through the front panel of the ICCs. Relays are
common and are socket mounted LRMs.
The LICC provides control, protection, and distribution of primary AC/DC

power. Scheduled maintenance of the LICC is not required. The LICC

contains the following LRMs accessible from the front face without opening
circuit breaker panels:
GCU 1: Generator Control Unit # 1 provides control, protection and

distribution of power generated by IDG 1.
EPM: External Power Module provides protection and distribution of external

AC power.
TRU 1: Transformer Rectifier Unit # 1 provides DC power to DC BUS 1, DC

ESS BUS 1, and DC GND SVC Bus, backup power for DC BUS 2 / DC ESS
BUS 3, and charging current for Battery 1 under normal configuration
operation.
LICC

TRU 1
GCU 1
EPM
LICC (CIRCUIT BREAKERS AND FUSES)
The LICC provides AC and DC power distribution and protection for the main
aircraft busses associated with the left side of the aircraft.
The circuit breakers are thermal type devices with temperature

compensation. When subjected to an overload current, the breaker will trip
open after a predetermined time.
The circuit breakers are the free tripping, push/pull, on/off, manual actuation
type. The CB aux contacts are normally open.
These CBs are accessible by opening the associated front panels. Removal
and replacement can be accomplished by loosening the attaching hardware

and the interface wire harness. Precautions should be taken to ensure proper
maintenance for power considerations are practiced while conducting
maintenance on the circuit.
The fuses are thermal type devices, which melt when subjected to an
overload current. The fuse blown detector is mounted in parallel to the
fuse. When the fuse melts the fuse blown detector changes permanently the
position of a “form C” contact. The fuse and fuse blown detector can only be
used one time.
The lower front access panel can be lowered after releasing the 11 captive
screws. This exposes the following sections of LRMs:
• AC contactor and relay cavity
• Segregation panel
• DC contactor and relay cavity
• AC relays
• AC circuit breakers
• DC circuit breakers
AC TO DC SEGREGATION PANEL
There is a Segregation Panel, which needs to be removed prior to replacing
contactor TRU 1C. This panel is necessary in order to separate TRU 1C from
AC electrical components.
LICC INTERNAL
SEGREGATION
PANEL

AC DC
CONTACTORS & CONTACTORS &
RELAYS RELAYS
AC RELAYS
DC
CIRCUIT BREAKERS
ACC CIRCUIT BREAKERS
LICC LOWER FRONT ACESS PANEL
RICC (GCU 2, AGCU, AND TRU 2)
Replaceable Units (LRMs). The same Generator Control Unit (GCU) is used
in the LICC and RICC. There is a same Transformer Rectifier Unit (TRU) in
the LICC, RICC, and EICC. The contactor base plate assembly is similar in
the three ICCs. Common circuit breakers, which are LRMs, are used in all
ICCs. Circuit breakers are mounted and accessible through the front panel of
the ICCs. Relays are common and are socket mounted LRMs.
The RICC provides control, protection, and distribution of primary AC/DC

power. Scheduled maintenance of the RICC is not required.
The RICC contains the following LRMs accessible from the front face without

opening circuit breaker panels:
GCU 2: Generator Control Unit # 2 provides control, protection, and

distribution of power generated by IDG2.
AGCU: Auxiliary Generator Control Unit provides control, protection, and

distribution of power generated by the APU Generator.
TRU 2: Transformer Rectifier Unit # 2 provides DC power to DC BUS 2, DC

ESS BUS 2, backup power for DC BUS 1 / DC ESS BUS 3, and charging
current for Battery 2 under normal configuration operation.
The lower front access panel can be lowered after releasing the 11
captive screws. This exposes the following sections of LRMs:
• AC contactors
• Segregation panel
• DC contactors and relays
• AC relays
• AC circuit breakers DC circuit breakers
SEGREGATION PANEL
Segregation for the essential buses is provided both physically and
electrically. The DC ESS BUS 2 located in the RICC has all components and
wires attached to it physically separated (isolated) from the AC and DC Non
Essential buses, feeders, and controls.
RICC

TRU 2
GCU 2
AGCU
RICC (CIRCUIT BREAKERS AND FUSE)
CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE
DISCONNECTED PRIOR TO PERFORMING ANY MAINTENANCE ON THE
ICC (SUCH AS OPENING THE PANELS OR REMOVING ANY LRMS).

compensation. When subjected to an overload current, the breaker will trip
open after a predetermined time.
The circuit breakers are the free tripping, push/pull, on/off, manual actuation
type. The CB aux contacts are normally open polarized with a blocking diode.
Using circuit breakers that incorporate diodes in the auxiliary contacts and

wiring them into a matrix provides a cost-effective means for monitoring the
status of a large number of circuit breakers while minimizing aircraft wiring.
These CBs are accessible by opening the associated front panels. Removal
and replacement can be accomplished by loosening the attaching hardware
and the interface wire harness. Precautions should be taken to ensure proper
maintenance for power considerations are practiced while conducting
maintenance on the circuit.
The fuse is a thermal type device, which melts when subjected to an overload
current. The fuse blown detector is mounted in parallel to the fuse.
When the fuse melts, the fuse blown detector changes permanently the
position of a “form C” contact. The fuse and fuse blown detector can only be
used one time.
RICC COMPONENTS

AC
CONTRACTORS
DC
CONTACTORS & RELAYS
AC
CIRCUIT BREAKERS
DC CIRCUIT BREAKERS
AC RELAYS
RICC LOWER FRONT ACESS PANEL

THE ESSENTIAL INTEGRATED CONTROL CENTRE (EICC)
The Essential Integrated Control Centre (EICC) is located in the temperature
and pressure controlled Forward E-Bay. Access to this equipment is through
the forward E-Bay floor access hatch, which is located in front of the nose
gear. The EICC provides control, protection and distribution of primary
AC/DC electrical power. The EICC is mounted and bonded using four bolts
trough the four mounting feet.
Cooling air is provided by the Air Management System (AMS) and drawn
through the TRU to ensure adequate heat dissipation. All other EICC
components are cooled through natural convection.
All normal maintenance for removal and replacement of the Essential TRU

(TRU ESS), contractors, relays, fuses and circuit breakers is performed
through the front of the EICC. Precautions should be taken to ensure proper
power safety procedures are practiced while conducting maintenance on the
EICC
EICC

EICC
BOTH EICC PROVIDE:

• CONTROL
• PROTECTION
• DISTRIBUTION
of primary AC / DC eletrical power.
EICC
EICC (CIRCUIT
(CIRCUIT BREAKERS)
BREAKERS)
All loads sourced from AC ESS BUS, DC ESS BUS 1, DC ESS BUS 3, HOT The front face access panel can be opened after releasing the 11 captive
BATT BUS 1, or STANDBY AC BUS is protected by a circuit breaker on the screws. This exposes the following:
EICC.
• AC Contactor and Relay Cavity
The status of these circuit breakers is monitored by SPDA 1 and annunciated • AC Monitor Sensor K4 Cavity
in the cockpit by means of a CAS message (REMOTE CB TRIP) and by • DC Contactor and Relay Cavity
means of the Multi functional Display Unit (MCDU). • AC Circuit Breakers
• DC Circuit Breakers.
compensation. When subjected to an overload current, the breaker will trip AC POWER MONITOR SENSOR K4 INSTALLATION
open after a predetermined time. The circuit breakers are the free tripping,
pull/push, on/off, manual actuation type. The CB aux contacts are normally
open polarized with a blocking diode. The AC Power Monitor Sensor is an undervoltage and phase order protection
printed circuit board. It is supplied by 3-phase AC power and its main

These CBs are accessible by opening the associated front panels. functions are:
Removal and replacement can be accomplished by loosening the attaching • Voltage sensing
hardware and the interface wire harness. Precautions should be taken to • Under voltage detection
ensure proper maintenance for power considerations are practiced while • Time delay after protection threshold
conducting maintenance on the circuit. These devices are not to be reset • Discrete output signals
table or replaced in flight.
EICC (TRU ESS)

Replaceable Units (LRMs). There is a same Transformer Rectifier Unit (TRU)
in the LICC, RICC and EICC. The contactor base plate assembly is similar in
the three ICCs. Common circuit breakers, which are LRMs, are used in all
ICCs. Circuit breakers are mounted and accessible through the front panel of
the ICCs.
Relays are common and are socket mounted LRMs. The EICC provides
control, protection, and distribution of primary AC/DC power. Scheduled
maintenance of the EICC is not required.
The following LRM is accessible from the front face of the EICC without
opening circuit breaker panels:
TRU ESS
The Essential Transformer Rectifier Unit provides DC power to DC ESS BUS
3.
The TRU ESS can be replaced after removing the 4 captive screws.
CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE

DISCONNECTED PRIOR TO PERFORMING ANY MAINTENANCE ON THE
ICC (SUCH AS OPENING THE PANELS OR REMOVING ANY LRMS).
EICC COMPONENTS
DC
CONTACTORS & DC CIRCUIT
RELAYS BREAKERS

TRU ESS AC MONITOR
CAVITY SENSOR K4
(V610) CAVITY
AC CIRCUIT
BREAKERS
AC
CONTACTORS &
RELAYS
EICC FRONT FACE ACESS PANEL
THE AUXILIARY INTEGRATED CONTROL CENTRE (AICC)
The Auxiliary Integrated Control Centre (AICC) is located in the temperature
and pressure controlled Aft E-Bay. Access to this equipment is through an
airplane panel located in the rear of the cabin.
The AICC is installed in the aft avionics provides control, protection and
distribution of the APU start system. The AICC is mounted and bonded using
four fasteners through the four mounting feet.
All AICC components are cooled using natural convection.
All normal maintenance for removal and replacement of the contactors,

relays, fuses and circuit breakers is performed through the front of the AICC.

Precautions should be taken to ensure proper power safety procedures are
practiced while conducting maintenance on the AICC.
AICC
AFT E-bay

AICC
BATTERY 2
AICC ELECTRICAL COMPONENTS
The AICC contains the following LRMs depicted in the picture bellow and in
the electrical schematic:
• EPDC: The External Power DC Contactor provides an interface between

DC EXT PWR and the APU START BUS. It is controlled automatically
through DC external power relay logic.
• The EPDC closes when the following conditions exist:

Acceptable external DC power quality exists
DC GPU PWR switch AVAIL lamp illuminates
DC GPU PWR switch is latched ON

The EPDC opens when the DC GPU PWR switch is unlatched OFF.
ASC:-The APU Start Contactor allows BATT 2 or DC EXT PWR to be routed

to the APU for starting. It is controlled by SPDA 2.
ABC-The APU Start Bus Contactor allows BATT 2 power to be routed to the
APU START BUS. It is controlled by SPDA 2.
K1 Volt Sensor:-A DC Voltage Sensor Relay is interfaced as part of DC

external power relay logic to prohibit closing of the EPDC, should external
DC Voltage exceed 32 Vdc limits.
AF1-Fuse & Detector
AF2:-Fuse
The HOT BATT BUS 2 provides a point of distribution for BATT 2 power.
The APU Start Bus provides an interface to the APU and is powered by DC
EXT PWR or BATT 2 during the APU start cycle.
AICC COMPONENTS
CONTACTORS AND RELAYS
APU START
CONTACTOR
(ASC)
FUSE

(AF2)
EXTERNAL
POWER DC
CONTACTOR
CIRCUIT
BREAKERS
(15)
VOLTAGE
SENSE RELAY
(K1)
APU BUS CONTACTOR (ABC) FUSE & DETECTOR (AF1)
AC GENERATION GENERAL (24-20) - INTRODUCTION
The AC system of the airplane operates on 115/200 Volts AC, at 400Hz
frequency stabilized.
There are three main AC power sources:
• Two Integrated Drive Generators (IDGs), installed on their respective

engine gearboxes, and one APU Generator installed on the APU
gearbox.
• An AC external power source interface for ground operation.
•

A Ram Air Turbine (RAT) for emergency purposes in flight.
• A Static Inverter which goes into operation when only one main AC
power source is available.
AC POWER GENERATION

AC BUS TIES
The AC BUS TIES switch provides control of Bus Tie Contactor 1/2 (BTC 1
and BTC 2).
With the switch in the AUTO position, the EPGDS will operate the BTC 1 and
BTC 2 automatically.
With the switch in the Position 1 OPEN, BTC 1 will open and BTC 2 will
operate automatically.
With the switch in the position 2 OPEN, BTC 1 will operate automatically.

For system protection, a BTC1 and / or BTC2 lockout system will be
operative sometimes. To reset a lockout, the AC BUS TIES switch must be
rotated from the AUTO position to the respective BTC position and back to
AUTO position.
AC BUS TIE CONTACTORS


AC BUS TIE CONTACTORS

LOAD SHED
The load shed/restoration function (logic) is automatically implemented and
controlled in the SPDA(s) utilizing information sent over the ARINC 429 and
ASCB communication buses to identify and initiate the shed/restoration
function.
The SPDA utilizes the following EPGS status information:
• ARINC 429 information from the GCUs and EPM to determine system
configuration (number of AC power sources on-line based on contactor
information)
• ASCB information from the MAUs to determine Weight On Wheels status
(air/ground mode)

• ARINC 429 information to determine individual generator load information.
This information is processed within the SPDAs to determine if load
shedding is required or if current conditions allow for load restoration.
The SPDAs also share data with each other on the ASCB and CAN data bus
for redundancy purposes.
When a single generator (IDG or APU GEN) is operating while the aircraft is
in air mode, the load shed function shall simultaneously shed all the non-
essential loads as shown.
Additionally, independent of air/ground mode configuration, the SPDA(s) shall

interpret load information being provided by the associated GCUs. If
generator phase current load information indicates:
• 116A ≤ generator single phase current < 130A for 2.5 minutes.
OR
• 130A ≤ generator single phase current < 174 A for 2.5 seconds then the
load shed function shall simultaneously shed all the nonessential loads as
shown.
SINGLE GENERATOR OPERATION

LOAD RESTORATION
Load restoration occurs automatically if one of the following conditions exists:
• At least two AC Power Source available

IDG (GLC closes)
APU Gen (ALC and BTC close)
AC EXT PWR (EPAC and BTC close while on ground).
• All AC Power Sources are removed while on ground.
• Manual restoration of loads is accomplished (on ground)
LOAD SHED RESET’ command from maintenance personnel via MCDU
to SPDAs.

For the increase in AC source capability condition or MCDU manual load
shed reset, an interval restore process is used.
The interval restore process restores loads in 150ms intervals as identified in

the restore sequence shown below in the table.
If the load restoration process is initiated by sensing that all AC sources have
been removed from the aircraft, the interval restore process is not needed.
In this aircraft configuration, all previously shed loads shall be simultaneously

restored since there is no danger of overloading any of the AC sources.
If an over-current condition occurs, system protection is provided by the

GCU/EPM.
LOAD RESTORATION

NBPT - NO BREAK POWER TRANSFER
The aircraft power sources, IDG1, IDG2, APU Generator, and External
Power are capable of momentary paralleling with each other to achieve No
Break Power Transfers (NBPTs) on the ground. The NBPT allows the
momentary paralleling between two AC power sources: the IDGs, GPU and
the APU generator, at any possible combination. Only two sources are
allowed in parallel during NBPT at any time. In the air, all power transfers will
be BPT.
Coordination of power transfers on ground allows two ac sources to be

connected to the same bus for a limited period during power source change
over to prevent system interruption (eg: blanking screens)
During momentary paralleling with an external power source, the paralleling

control circuitry is designed to minimize the reverse power flow from doing

damage to the external power cart. For all NBPTs the paralleling time
between sources will be kept to a minimum (a design goal of 50 msec
maximum). In cases where the sources remain in parallel for longer periods,
the sources will be isolated according to the time limits imposed by the
Inadvertent Parallel Trip (IPT) protection.
Positioning the cockpit control panel switches to the AUTO/ON position

enables the associated AC power source for transfer of power according to
availability and bus priority rules.
Manually selecting a system control switch to the OFF position either initiates
a power transfer or trips the associated contactor without any time delay
depending on whether a power transfer is feasible at the time.
If during any of the NBPTs described below, the paralleling limits cannot by
achieved, then the transfer will be completed as a Break Power Transfer
(BPT).
The time allowed for NBPTs involving IDGs only will be 5 seconds. The time
allowed for NBPTs involving AGEN and GPU will be 15 seconds. If a NBPT
does not occur within the allowed time delay the transfer will be concluded
with a break-transfer of minimum power interruption.
The time allowed for a NBPT between different power sources, as already
explained, is as follows:
• From one IDG to other IDG (5 seconds)
• From APU GEN to an IDG (15 seconds)
• From an IDG to APU GEN (15 seconds)
• From AC EXT PWR to an IDG or APU GEN (15 seconds)
• From an IDG or APU GEN to AC EXT PWR (15 seconds)
NBPT - NO BREAK POWER TRANSFER

INTEGRATED DRIVE GENERATORS (24-21) (IDGs)
INTRODUCTION
Two Integrated Drive Generators normally provide the source of aircraft
electrical AC power on ground during taxi, during takeoff and during in-flight
operation.
Each mechanically-driven IDG is mounted on an engine gearbox.
The IDG supplies 30/40 kilovolt-amps at 115/200 volts AC, using a three-
phase, brushless type, four output wire system which is stabilized at 400Hz
frequency.
Stabilized operation frequency is accomplished by the Constant Speed Drive,


CSD, which is part of the IDG unit. The purpose of the CSD is to ensure
constant rpm by converting variable input speed into a constant output speed
by means of a hydro-mechanical mechanism. The constant speed of the
generator is necessary to produce the required stabilized 400Hz operation
frequency of the AC electrical power supply system.
Control and monitoring is provided by the associated Generator Control Unit

(GCU), linked to the Secondary Power Distribution Assembly (SPDA) by
digital interface (ARINC 429).
IDG - INTEGRATED DRIVE GENERATOR
DIFERENTIAL
OIL LEVEL PRESSURE
SIGHT GLASS INDICATOR (DPI)
PRESSURE FILL FITTING
ELETRICAL DUST CAP
CONNECTOR

ID/MOD
PLATE
OVERFLOW
DRAIN PLUG
CASE DRAIN PLUG

AND O-RING
THE CONSTANT SPEED DRIVE
The Constant Speed Drive enables the generator to operate at a constant
speed of 12,000 rpm, regardless of the variable engine speed and generator
load.
The CSD drives the generator through a 1:2 ratio gearing and a planetary
differential gear. As long as the planetary differential input drive shaft is at
6000 rpm, the generator operates at 12,000 rpm and produces 400Hz. When
the input shaft rotation speed varies, the generator frequency also varies.
The IDG is able to achieve this constant Generator drive speed if the input
speed from engine reduction gearbox speeds is between 4618 rpm, which is
the minimum idle speed, and 8130 rpm.

This varying speed deviation from 400Hz generates, via the Permanent
Magnet Generator (PMG), associated electrical data to the Generator Control
Unit (GCU).
The GCU supplies an electrical signal to a servo valve inside the CSD. This
servo valve then controls - through a control cylinder - the hydraulic log unit,
which operates in a clockwise or counter-clockwise direction.
Because the hydraulic log unit is connected to another input of the planetary
differential gear, the generator rpm increases or decreases less than the
input shaft rpm. As a result, the generator frequency stays constant.
IDG INTERNAL

THE HYDRAULIC LOG UNIT
The hydraulic log unit operates at 240-280 psi pressure. This oil pressure is THE SCAVENGE RELIEF VALVE
maintained by a charge pump and charge relief valve. The charge oil is also A scavenge relief valve is provided for filter bypass and external circuit when
used to cool and lubricate the generator and the other CSD components. It is the filter or external circuit remains plugged. In this case the bypass oil flows
not part of the engine oil circuit. directly from the scavenge pump to the de-aerator inlet. The oil is still
circulating within the IDG; therefore the moving mechanism still receives
The oil flow is between 7 and 12 gal / min. Drain oil from the generator and adequate lubrication. However, the oil is not cooled when the IDG is in the
sump is supplied through a scavenge filter to an external oil cooler by three bypass mode. The bypassing, uncooled oil will cause the IDG oil temperature
pumps, which are driven by the accessory drive gear on the planetary to increase, and may cause the amber "FAULT" light in the IDG control panel
differential gear at a constant speed. switch to illuminate.
These pumps are the generator scavenge pump, sump scavenge pump and The scavenge relief valve also opens during cold start conditions, because of
the inversion scavenge pump. the high pressure created by high oil viscosity in the external circuit.

The Generator Scavenge pump collects lubricating oil from the generator and ROTATING DEAERATOR
returns it to the CSD scavenge system to supply the sump scavenge pump. The entering oil passes through a rotating de-aerator. This device extracts air
The sump scavenge pump collects the lubricating oil that returns to the from the oil with centrifugal force. The deaerated oil exits the de-aerator
bottom of the CSD (sump). These pumps press the oil through the scavenge discharge and enters the charge pump. The overflow oil leaving the de-
filter, out of the IDG through the external oil cooler and back into the IDG. aerator that does not feed the charge pump fills a holding tank inside the
CSD housing.
The Inversion Scavenge pump acts as a sump pump during negative-G
operation to ensure a continuous flow to the oil cooler and to supply the The holding tank is an all-attitude reservoir designed to assure a continuous
charge pump. supply of oil charge and lubrication oil through all flight attitudes, including
negative-G conditions.
A DIFFERENTIAL PRESSURE INDICATOR (DPI)
A scavenge oil filter is provided between the scavenge pumps and the
external oil cooler. This filter cleans the oil before it exits the IDG to prevent
contamination of the external oil circuit.
A Differential Pressure Indicator (DPI) detects a plugged filter, which means it

monitors the oil pressure before and after the scavenge oil filter. In this case
the red DPI button will extend as a visual indication.
A DIFFERENTIAL PRESSURE INDICATOR (DPI)

IDG & IDG COOLER INSTALLATION ON GE CF34-10E
INTEGRATED DRIVE GENERATOR
• The IDG 1 is installed on the LH (Left-Hand) engine AGB.
• The IDG 2 is installed on the RH (Right-Hand) engine AGB.
Access to each IDG can be obtained by opening the FAN COWL.
OIL COOLING SYSTEM

The purpose of the system is to maintain the IDG cooling oil temperature
within a specified temperature range. This task is performed by an ACOC
(Air-Cooled Oil Cooler) in series with a FCOC (Fuel Cooled Oil Cooler).

The ACOC is mounted in the fan case, aft of the fan, and in the flow path.
The FCOC is located on the exterior of the fan case. The IDG oil cooling
system is self contained.
The IDG oil cooling system does not include an IDG dedicated oil tank. The
IDG oil system, that includes the IDG, the FCOC and the ACOC, is totally
independent of the engine lubrication system. There is no oil drain provision
for the IDG oil cooling system.
IDG AND IDG COOLER INSTALLATION ON GE CF34-10E ENGINE

IDG 1 AND 2 SELECTOR KNOBS
AUTO: allows automatic operation of the electrical system. This position
closes the IDG contactor, connecting the IDG to the respective AC BUS.
OFF: opens the IDG contactor isolating the IDG from the respective AC BUS.
DISC: must be held in this position for one second to mechanically

disconnect the IDG.
NOTE: AN AMBER LED ILLUMINATES INDICATING TO THE PILOT

WHICH IDG MUST BE DISCONNECTED.

IDG CONTROL
OFF-LINE

IDG 1 / IDG 2
IDG DISCONNECTION
In case of malfunction, the IDG can be manually disconnected through a
switch located on the cockpit control panel (CCP), controlling the electric-
mechanical disconnect mechanism, which is part of the IDG input shaft. This
mechanism consists of a solenoid-operated, spring loaded disconnect
plunger, camshaft and reset ring.
The manual disconnect should be performed if the associated cockpit (IDG

DISC) amber indicator light and/or the (IDG OIL) CAS message is displayed.
These indicate low oil pressure or high oil temperature in the IDG.

IDG DISCONNECT

THE MANUAL DISCONNECT SHOULD BE PERFORMED IF THE
ASSOCIATED COCKPIT (IDG DISC) AMBER INDICATOR LIGHT AND/OR
THE (IDG OIL) CAS MESSAGE IS DISPLAYED.
IDG MECHANICAL DISCONNECT
The IDG incorporates a disconnect device to mechanically separate the
Gearbox driven input shaft from the other transmission gears in order to
minimize internal component damage caused by induced or hardware failure.
The IDG contains a manual disconnect mechanism and a thermal disconnect

mechanism. The manual disconnect is operated by the flight crew when a low
oil pressure (LOP) or over temperature (OT) condition occurs in the IDG.
The LOP switch setting for illuminating the LED is 140 ± 25 psi (965 ± 172
KPa). The high oil temperature setting for illuminating the LED is 335 ± 10°F
(168 ± 6°C).

The manual disconnect mechanism is made up of a solenoid, spring-loaded
disconnect plunger, cam shaft, and reset ring. The disconnect mechanism
disconnects the output shaft of the engine gearbox from the IDG input shaft if
the aircrew momentarily pulls and rotates the IDG switch located on the flight
deck panel when the associated DRIVE LED comes on. When the disconnect
solenoid is operated, the spring-loaded disconnect plunger is released and
moves into contact with a cam on the shaft. The cam shaft moves like a
screw in a threaded hole, and as it turns, causes the cam to move away from
the input shaft. When the jaw teeth have been separated, the input shaft,
which is still driven by the engine gearbox, turns freely in the IDG but does
not cause the IDG components to turn. The disconnect mechanism may be
set again if the reset ring is pulled after all input to the IDG has stopped.
The thermal-operated mechanism automatically engages the disconnect

plunger and disconnects the output shaft of the engine gearbox from the IDG
input shaft if the IDG “sump” temperature is hot enough to melt the eutectic
solder. The thermal disconnect setting is 366 ± 8 °F (185 ± 4 °C).
In case the manual or thermal disconnect is not activated, the IDG input shaft
shears at 3,150 ± 250 lb.in. (384.9 to 412.4 N•m) torque.
IDG MECHANICAL DISCONNECT (MANUAL & THERMAL)
JAW TOOTH CLUTCH
SEPARATION
SURFACE
WORMSHAFT INPUT SHAFT

RESET SPRING

THREADED
PLUNGER PAWL INPUT SEAL
PLUNGER PAWL
SPRING
TERMO
DECOUPLER
SELENOID
RESET RING
IDG CAUTIONS
In case the operational oil pressure in the IDG drops below 140 +/-25psi, the THERMAL DISCONNECT MECHANISM
charge pressure switch inside the CSD closes. The GCU interprets this as a For safety reasons automatic disconnection is also possible by a thermal
low oil pressure condition. disconnect mechanism, part of the IDG input shaft. This mechanism consists
of a eutectic solder pellet in combination with a spring loaded retraction pin
In case oil temperature in the IDG sump, sensed by the temperature bulb system.
reaches 335 degrees F (168 degrees C) an IDG over temperature condition
is interpreted by the GCU. In this case the GCU will send a corresponding If the IDG oil temperature at the thermal disconnect assembly reaches 366
signal over ARINC 429 to the associated SPDA. The SPDA illuminates an degrees F, 185 degrees C, the solder pellet melts, and the thermal
AMBER lamp at the IDG DISC switch. disconnect pin retracts. The same chain of events occurs during a manual
disconnect.
This lamp illuminates if the following SPDA input signals are active:
However, if the IDG thermally disconnects, pulling on the reset ring will not

• IDG over temperature signal or low oil pressure signal, and reset the IDG. The IDG must be returned to the repair shop.
• IDG not already disconnected, and
• IDG input speed greater than 4500 RPM, which senses that the engine is
running.
CREW ACTIONS
When the lamp illuminates, the flight crew should take action to hold the IDG
selector knob in the “DISC” position for one second.
The disconnect mechanism inside the CSD provides a means of separating

the transmission and generator shaft from the IDG input shaft.
IDG 1 DISCONNECT

THE DISCONNECT SELENOID
Actuating the disconnect solenoid by turning the cockpit knob results in the
solenoid pin retracting. This action releases a plunger, which engages the
cam on the transmission shafts. As the shaft rotates, the plunger rides along
the cam, moving the shaft axially away from the input shaft. The IDG input
shaft part remains engaged with the drive spline of the gearbox.
When the IDG DISC knob is turned, a signal is also passed over ARINC 429
to the respective GCU to trip the Generator Control Relay (GCR) and the
Generator Line Contactor (GLC).
IDG RESETTING
The disconnect mechanism can be reset by pulling the reset ring on the

outside of the IDG. This can only be done when the input shaft is not
spinning.
The mechanism should only be reset for a disconnect test and not for the
reset of an anomaly condition. If the IDG is disconnected for reason, it should
be replaced and returned to the repair shop.
INTEGRATED DRIVE GENERATOR OIL – SERVICING

The IDG OIL Servicing can be found in the AMM (Part II) 12-13-09-03
INTEGRATED DRIVE GENERATOR OIL – INSPECTION/CHECK

The IDG OIL Inspection/Check can be found in the AMM (Part II) 12-13-
09-06
THE DISCONNECT RESET RING

GCU AND PMG
For control and regulation, there are inter link circuits between the brushless
IDG and the Generator Control Unit. These systems are used to stabilize the
IDG output voltage and frequency, and protect the AC generation and supply.
A Permanent Magnet Generator, PMG, which is part of the Planetary

Differential inside the CSD, rotates with the stabilized IDG speed. The PMG
induces three phase 100V / 1200 Hz AC inside the PMG stator, which is sent
to the Generator Control Unit.
The Power Unit of the GCU rectifies the AC from the PMG into DC (Direct
Current) for the Voltage Regulator of the GCU. This regulated DC voltage
supplies the ten pole stator windings of the generator’s exciter field. A three

phase AC voltage is generated in the exciter rotor by induction. This AC
voltage needs to be converted to DC voltage by a rectifier unit which is
installed on the generator's common rotor shaft. This DC voltage is supplied
to the windings of the four pole main field rotor in which the DC current flow
creates a magnet field. This rotating magnetic field induces the output AC
voltage in the windings of the generator's main stator. This generator output
is connected to the terminal block on the IDG housing.
In summary, stabilization of the IDG is accomplished when the generator

output AC voltage is stabilized by varying the exciter input DC voltage by the
GCU, according to the generator output frequency. The generator output
frequency is stabilized by the Constant Speed Drive using the AC voltage
and frequency data provided by the Permanent Magnet Generator.
GENERATOR SCHEMATIC

IDG ELECTRICAL CONNECTIONS
Resistance readings should be performed at ambient temperature 77°F
(25°C) after disconnecting the harness connectors and feeder terminals.
RESISTANCE
CONNE CHECK LIMIT AT
COMPONENT
CTOR BETWEEN PINS
77ºF (25ºC)
C and D 7.7 ± 0.8 ohms
Generator Current
J1 C and E 7.7 ± 0.8 ohms
Transformer (CT)
C and F 7.7 ± 0.8 ohms
Exciter Stator J1 A and B 10 ± 1 ohms
Oil Temperature Bulb
J2 E and F 98 ± 5 ohms

(sump)
C and M 1.33 ± 0.13 ohms
PMG Stator J2 C and G 1.33 ± 0.13 ohms
M and G 1.33 ± 0.13 ohms
0.028 ± 0.0015
T-1 and N
ohms
Terminal 0.028 ± 0.0015
Main Stator T-2 and N
s ohms
0.028 ± 0.0015
T-3 and N
ohms
Disconnect Solenoid J2 K and L 5 ± 2.5 ohms
Servo Valve J2 A and B 75 ± 6 ohms
GENERATOR SCHEMATIC
EXCITER CURRENT
ARMATURE TRANSFORMERS
EXCITER
MAIN FIELD
FIELD
MAIN ARMATURE
TERMINAL
BLOCK

CONNECTOR
J1
DISCONNECT SOLENOID
CONNECTOR SERVO
J2 VALVE
PMG
ARMATURE
CHARGE PRESSURE
SWITCH
TEMPERATURE
BULB
APU AC GENERATION (24-22) - INTRODUCTION
The APU system is used primarily when the airplane is on ground for All stator coils are of the three phase concept and are installed in the
maintenance and flight preparation. The APU generation of AC power can generator housing. Also the three Control Transformers (CT) are installed in
also be used to dispatch the airplane with an altitude restriction or as a these generator housing. The coils of the Control Transformers are
backup source of electric power in flight. connected on the neutral side of the main stator windings. The transformer
signals are used by the Auxiliary Generator Control Unit to monitor current for
The APU AC generation system consists of the following main components: the differential fault detection and protection.
• The Generator Unit (AUX GEN),
• The Generator Control Unit (AUX GCU),
• The Line Contactor (ALC),
• The Current Transformer (AUX GEN CT),
• The APU GEN switch,
• The crew alerting system (CAS) which is part of the EICAS indication.

The APU Auxiliary Generator is a four pole, three-phase, brushless type,
spray oil cooled and lubricated, rotating rectifier machine.
It is rated at 30/40 kVA, 115/200 VAC, 400 Hz. Constant 400 Hz frequency
AC power is obtained by rotating the generator with a constant APU engine
speed of 12000 RPM.
The AUX GEN rotor unit consists of:

• A permanent magnet generator,
• An exciter field rotor,
• A diode rectifier assembly,
• And a main field rotor.
All these rotor parts are installed on a common shaft, and driven by the APU
gearbox.
The stator side of the AUX GEN consists of:

• A permanent magnet generator stator,
• An exciter stator,
• A main stator.
THE APU AUXILIARY GENERATOR

THE APU GENERATOR OPERATES AT:
• 30/40 kVA
• 115/200 VAC, 400 Hz, THREE PHASE
• INPUT SHAFT SPEED OF 12000 RPM
THE AUX GENERATOR
The AUX generator is installed on the gearbox of the Auxiliary Power Unit,
which is located in the tail cone of the airplane. The generator unit and a seal
plate are mounted to the gearbox via threaded studs with washers and nuts.
Two alignment pins are installed for ease of installation and for preventing
torque motion of the generator housing. The three feeder cables and the
neutral cable are attached to the main terminal block of the generator. The
terminal blocks of IDG and AUX Gen. are the same type.
The external connector is used for Permanent Magnet Generator (PMG)

stator AC output to the Generator Control Unit (GCU), for Exciter Field DC
input from the GCU and for Control Transformer AC signal output to the
GCU.

For safety purposes, the generator is protected by an input shaft shear
section.
The Auxiliary generator spray lubrication system shares the oil cooling
system with APU engine.
THE APU GENERATOR SWITCH

The APU GEN switch is located on the ELEC Control panel, part of the
overhead panel. The switch has a latched IN-, and an unlatched OUT-
position. A status lamp is part of the switch-button.
Latched IN is the usual position, which operates the Auxiliary Generator

automatically, and provides power to the aircraft AC distribution system. The
status lamp of the switch is OFF in this position.
The unlatched OUT position gives the flight crew the option to manually de-
energize the AUX Generator. In this case it opens the Generator Control
Relay (GCR) and the Auxiliary Line Contactor (ALC).The switch status lamp
is ON in this position.
THE APU GENERATOR CONTROL

LATCHED IN POSITION (NORMAL); STATUS LAMP OFF
UNLACHED OUT POSITION : STATUS LAMP ON
THE AUXILIARY GENERATOR CONTROL UNIT
GCUs
The Auxiliary Generator Control Unit is a Line Replaceable Module (LRM); it The following are main functions performed by each GCU depending on its
is located in the Right Integrated Control Centre (RICC). location on the aircraft:
The AUX GCU is a microprocessor controlled assembly that gives: • GCU1 (installed in the LICC)
• Control, Voltage Regulation and Frequency Control for IDG1
• Protection, Protection for IDG1 and its feeders
• Voltage regulation, Control and Protection for AC BUS 1
• Generator frequency control and No Break Power Transfer (NBPT) for AC System
• Built-In Test functions.
• GCU2 (installed in the RICC)

It will command the Auxiliary Line Contactor (ALC) to open and stop AC Voltage Regulation and Frequency Control for IDG2
power supply to the AC system if a system fault occurs. Protection for IDG2 and its feeders
Control and Protection for AC Bus 2
The AUX Generator Control Unit gives protection to the APU AC-generation NBPT for AC System
system as follows:
• Over voltage; • AGCU (installed in the RICC)
• Under voltage; Voltage regulation for the APU GEN
• Over frequency; Protection for the APU GEN and its feeders
• Under frequency; Send speed command signal to the APU FADEC for NBPT between the
• Over current; APU GEN and AC EXT PWR
• Phase sequence; NBPT for AC system on the ground
• Differential fault; Bus controller for the Inter-LRM communication link between the GCUs
• Shorted internal wiring; and the EPM.
• Shorted rotating diode system;
• Inadvertent paralleling trip;
• Open phase;
• Failure of the Central Processing Unit (CPU) of the GCU.
THE AUXILIARY GENERATOR CONTROL UNIT
THE AUX GCU is a microprocessor – controlled assembly that provides
the following generator control, protection, regulation and bluit-in test
functions:
• OVERVOLTAGE • INADVERTENT PARALLELING TRIP
• UNDERVOLTAGE • OPEN PHASE AND FAILURE
• OVERFREQUENCY OF THE CENTRAL PROCESSING
• UNDERFREQUENCY UNIT (GPU) OF THE GCU.
• OVERCURRENT
• PHASE SEQUENCE
• DIFFERENTIAL FAULT
• SHORTED INTERNAL WIRING

• SHORTED ROTATING DIODE SYSTEM
RICC
RICC
GCU 1
THE AUXILIARY GENERATOR LINE CONTACTOR (ALC)
The Auxiliary Generator Line Contactor (ALC) is a Line Replaceable Module
(LRM) located in the Right Integrated Control Centre (RICC).
The ALC is a normal open, electrically held contactor that is controlled by the
Auxiliary Generator Control Unit. When the AUX GCU has determined that
the Aux GEN power quality is good, it sends a signal to close the ALC, and
then the Auxiliary Generator AC power is supplied to AC BUS 1 and AC BUS
2. The ALC has six usually open and six usually closed auxiliary contacts.
The ALC contacts are rated at a minimum continuous 150 Amps current per
phase. The contactor coil is operated by +28 VDC controlled by the GCU.
The pull in current of the coil is less than 2 Amps and a hold current of less

than 0.4 Amps.
AUXILIARY GENERATOR CONTROL UNIT (AUX GCU)

THE AUXILIARY GENERATOR LINE CURRENT TRANSFORMER
The Auxiliary Generator Line Current Transformer (AUX GEN Line CT) is
located in the Right Integrated Control Centre (RICC).
There is one CT for each AC phase. The purpose of each current transformer
is to provide differential protection for the phase output leads of the Auxiliary
Generator. The Current Transformer (CT) has a transformation ratio of 500:1,
used to detect differential fault currents.

APU GENERATOR BLOCK DIAGRAM

APU GEN ELECTRICAL
The APU GEN is a single-bearing, three-stage, brushless, oil cooled
machine. The generator rotor assembly has an exciter rotor, permanent
magnet generator (PMG), main generator rotor, and diode rectifier assembly
all mounted on a common shaft.
The exciter stator, PMG stator and main generator stator are mounted in the
APU GEN housing. The generator is spray-oil cooled with oil provided and
scavenged by the APU.
The APU provides the mechanical power to drive the APU GEN rotor at a
nominal and constant speed of 12,000 rpm. The rotation of the PMG induces
an alternating current (AC) voltage in the three-phase windings of the PMG

stator armature. This AC voltage is supplied to the generator control unit
(GCU) where it is conditioned and rectified into DC voltage. The rectified DC
voltage is used by the GCU’s voltage regulator to control the current supplied
to the windings of the exciter generator field, also called the exciter stator.
The stationary magnetic field created by the DC voltage in the exciter stator
induces a three-phase AC voltage in the rotating windings of the exciter
generator armature (exciter rotor). The rotating diode assembly in the APU
GEN rotor assembly then rectifies the AC voltage of the exciter rotor to DC
voltage. This DC voltage is applied to the field windings of the main generator
rotor. Current flow in the main generator field windings causes a rotating
magnetic field, which induces an AC voltage in the main generator stator
armature. The power output of the main generator stator is fed through the
terminal block on the APU GEN housing, out to the point of regulation. If
system conditions are acceptable, the GCU will close the ALC to distribute
the APU GEN power to the aircraft loads. Current transformers are mounted
on the APU GEN output and monitored by the GCU in combination with the
line current transformers at the input side of the ALC for differential protection
purposes.
To ensure isolation of the APU GEN from the APU gearbox during a high
torque generation failure (typically a bearing failure), the drive shaft of the
APU gearbox incorporates a shear section engineered to fail at 533 +/ - 48
inch pounds (this is equivalent to 2100 +/ - 187 inch pounds at the APU GEN
shaft).
APU GENERATOR ELECTRICAL SCHEMATIC
TERMINAL
BLOCK
MAIN ROTOR
EXCITER N
ARMATURE CT’s
H1
T3

EXCITER X1
FIELD H1
T2
X1
H1
T1
X1
MAIN
STATOR
PMG
CONNECTOR
THE EICAS
The Engine Indication and Crew Alerting System (EICAS) display screen is
located in the centre instrument panel. The Crew Alerting System (CAS)
provides the pilots with displayed alerts. The CAS display is integrated as an
upper right window on the EICAS display.
The APU GEN icon is shown in green if the Auxiliary Generator output is
greater than 90 VAC, and the APU GEN switch is latched to the IN position.
The APU GEN icon is shown in white if the output voltage is less than 70
VAC or the APU GEN switch is unlatched in the OUT position.
The APU GEN voltage-number indication shows the output voltage in VAC
measured at the Point Of Regulation (POR).

The APU GEN frequency-number indication shows the output frequency in
Hertz (Hz).
The kVA number indication shows the electrical output load in kilo-Volt-
Ampere (kVA) always measured at the same point of regulation.
AC BUS 1 and AC BUS 2 icons are shown in green if the output voltage is
higher than 90VAC, the APU GEN is switched to the IN position, the Aux Line
Contactor (ALC) is closed and both Bus Tie Contactors (BTC) are also
closed. These AC BUS 1 and 2 icons appears in white, in case output voltage
is below 70VAC, the APU GEN switch is in the OUT position, or either Bus
Tie Contactor 1 or 2 are open.
INDICATIONS

AC EMERGENCY GENERATION (24-23)
INTRODUCTION THE RAM AIR TURBINE (RAT) SYSTEM
The Emergency AC Generation System provides emergency electrical power The Ram Air Turbine (RAT) system, also called the Air Driven Generator
for the airplane in the event of a loss of all other sources of AC electrical (ADG) is installed in a bay in the aircraft nose-right side section. It provides
power. At same time, the message ELECTRICAL EMERGENCY will appear emergency electrical power for the airplane in the event of a loss of all other
on EICAS display. These AC emergency system supplies the AC ESS BUS. sources of AC electric power.
It consists of the following main components: In the event of an in-flight loss of electrical power, the RAT is deployed
automatically into the air stream surrounding the aircraft. The kinetic energy
• The Ram Air Turbine, of airflow across the turbine is converted into mechanical power to drive the
• The Integrated Control Centre and integral AC-generator.
• The associated Generator Control Unit.
The turbine assembly consists of two turbine blades connected to a

In case of loss of AC electricity in flight, the Ram Air Turbine AC power will mechanical governor, installed inside a hub housing assembly which is
provide power for the following airplane systems: connected to the generator shaft.
• The AC driven hydraulic pump for the primary flight controls and the The outside diameter of the turbine blades is 24 inches (483 mm). The
landing gear, mechanical governor maintains the rotating speed of the turbine within 7200
and 8800 rpm by the automatic-mechanical regulated variable pitch angle of
• The operation of the essential lighting system, the turbine blades. This rotation speed depends upon the airplane airspeed,
• The operation of the essential avionics and communication equipment. altitude and electrical load.
The Air Driven Generator assembly is a three-phase, air cooled, brushless

AC machine. It produces 15 kVA continuous electrical power at 115/200
Volts, and 360 / 440 Hz.
THE EMERGENCY AC GENERATION SYSTEM

RAT DEPLOYED RAT STOWED
RAT
UPLOCK
RAT GCU
RAT GCU (RGCU) INSTALLATION LOCATION
The RAT Generator Control Unit (RGCU) is installed in the Forward Fuselage
in a temperature controlled and pressurized region on the right side in the
Forward E-Bay of the aircraft.
The RAT PMG powers the RAT GCU. No aircraft power is required.
The RAT GCU has the following functions:
• Provides RAT Generator Voltage Regulation.

• Controls RAT Line Contactor (RLC) allowing RAT GEN power to supply
AC ESS BUS.

• Provides Over voltage protection (sensed at POR)
• Trips RLC
• Automatic reset if voltage subsequently OK.
• Provides Under Frequency protection (PMG sensing)

• Trips RLC
• Reset if frequency subsequently OK.
• Provides BITE function

• Tests Over voltage circuit.
• RLC to test drive circuit.
• Pass indicated by LED illumination.
• BIT Fail indicated by LED not illuminated.
• Will not energize.
• Provides HIRF / Lightning protective wire shielding.
RAT GCU LOCATION
RAT GCU

To RAT
To SPDA 1
& EICC
BIT LED
RAT DEPLOYMENT
The Ram Air Turbine (RAT) deployment occurs automatically in case of an
airborne loss of AC power from both Integrated Drive Generators (IDG1 and
IDG2).
The Ram Air Turbine can also be deployed manually by a flight crew member
using a deployment lever located in a console between the flight crew seats.
The distribution of emergency AC power is controlled and monitored through

contactors, circuit breakers, relays and protections which is provided by the
RAT-Generator Control Unit (RATGCU) and the Emergency Integrated
Control Centre (EICC).

The main stator in the generator of the RAT has an electrical heater
(115V/137W) installed to prevent moisture from freezing in the air gap
between the stators and rotor during cold temperatures and icing conditions.
The Heater power comes from SPDA 1 AC Power Module. This feature helps
assure smooth start-up at deployment. The RAT will remain deployed and
operational during the entire flight and the landing phase.
After a RAT system inspection procedure, maintenance technicians can

restow the RAT with the restow pump.
RAT DEPLOYMENT
RAT ACTUATOR
RAT WITH GENERATOR

(STOWED) MANUAL RELEASE
CABLE
RAT UPLOCK

SAFETY
PIN
RAT WITH GENERATOR

(DEPLOYED)
RAT SYSTEM COMPONENTS
The RAT System is comprised of the following components:
• RAT with Generator :

Mechanically governed turbine assembly, which direct drives a 3-phase
brushless generator to produce 115 volts/400 Hz power at the Point of
Regulation (POR).
• RAT Actuator :
Spring-loaded, hydraulic actuator, which provides the initial forces
required to deploy the RAT Also provides hydraulic damping to limit
impact loads at the end of deployment.

• RAT Restow Pump :
Utilized to manually retract the RAT to the stowed position by providing
hydraulic pressure to the Ejection Jack.
• RAT Uplock :
Holds RAT in stowed position until release is commanded.
• RAT GCU :
Provides excitation control for the RAT electrical output Monitors power
quality of RAT electrical output for system protection purposes.
Coordinates closure of RLC, allowing RAT GEN to power AC ESS BUS.
RAT SYSTEM

THE THREE PHASE AC GENERATOR PROVIDES:
400 Hz STABILIZATION IS REGULATED BY
• 15 kVA
THE AUTOMATIC-MECHANICAL VARIABLE
• 115/200 V
PITCH ANGLE OF THE TURBINE BLADES.
• 400 Hz STABILIZED
RAT SYSTEM FUNCTIONAL INTERFACE
If both IDG1 and IDG2 fail with the APU GEN not available, each GCU With the BATT 1 switch in the ON position and the BATT 2 switch in the
commands its respective GLC/ALC tripped open. AUTO position, BC1 and BC2 are closed.
Under these conditions, SPDA logic recognizes, via system configuration With the TRU ESS and DC BUS TIES switches latched IN position, TRUEC,
contactor command status over ARINC 429 that no generator is operating. ETC1, ETC2 are commanded closed to ensure that battery charging takes
place during RAT deployment.
If in air mode with appropriate air speed, the SPDA automatically commands
the RAT to be deployed. The TRU ESS converts the three phase AC input power from the RAT into a
+ 28 VDC output to supply the DC ESS Bus 1, DC ESS Bus 2, and DC ESS
As a backup, there is a mechanical lever available in the cockpit to manually Bus 3.
deploy the RAT is necessary.
BATT 1 and BATT 2 receive a charging current through the associated BC1
During this emergency mode operation, AC ESS BUS load logic is and BC2 contactors if the BATT1 switch is in the ON position and the BATT 2

implemented to ensure RAT loading is properly coordinated. switch is in the AUTO position.
After the RAT GCU senses that the RAT has enough governing speed to
power loads, the RAT GCU closes the RLC, allowing the RAT to power the
Hydraulic AC Motor Pump 3A.
DC ESS Buses remain powered via Batteries during this transition. The
timing of the DC ESS BUS loads and the AC ESS BUS Hydraulic AC Motor
Pump 3A load coming on-line is staggered after RAT deployment by a 1-
second delay relay.
This ensures that inrush current for the DC ESS Buses and Hydraulic AC
Motor Pump 3A does not overload the RAT.
The 1-second delay coordinates control of the TRUEC contactor to delay

RAT power being applied to the DC ESS BUSES.
After the RLC closes, DC ESS BUS 1 power from BATT 1 is routed to 1-
second delay relay.
After the time delay has been met, the 1-second delay relay closes. This
allows the TRUEC to close.
During landing, the MAU removes a ground for the TRUEC enable relayas air
speed is sensed below 126 knots.
This causes the TRUEC to open and allow the RAT to supply the AC ESS
BUS (AC Motor Pump 3A) independent of the DC ESS BUSES, which are
then powered by the batteries.
RAT SYSTEM

RAT SYSTEM BLOCK DIAGRAM
The RAT consists of a ram-air-turbine, which has two turbine blades mounted The RAT Restow pump also includes the hydraulic fluid reservoir sized to
into a hub assembly. The outside diameter of the turbine is 24 inches. Within account for fluid expansion/contraction associated with temperature changes
the hub assembly is a mechanical speed governor that maintains the rotating and the difference in fluid volume between the two sides of the actuator
speed of the turbine within a range of 7200 to 8800 RPM depending upon piston. It also has a sight glass level indicator to facilitate ease of inspections
airspeed, altitude and electrical load. The turbine hub assembly is mounted and maintenance associated with the RAT deployment/stow system.
directly onto the generator shaft. The generator is a three phase air-cooled
AC machine. In addition to the main generator section, a small permanent The RGCU operates in conjunction with the generator to provide voltage
magnet generator (PMG) is mounted on the main shaft. The PMG provides regulation, control, built-in test (BIT), and system protection functions for the
power to the RAT GCU that, in turn, provides the power to excite the main emergency ac generating system.
generator stator field.
The generator is mounted into aluminum alloy housing with an integral mount

strut.
The RAT deployment actuator is a spring loaded hydraulic cylinder that

provides the force to push the RAT out of its bay against the aerodynamic
load on the RAT bay door and/or g-forces acting on the RAT system. When
the RAT nears the end of its deployment travel, the actuator provides
hydraulic damping to reduce the impact force when the actuator reaches its
stop. Once the deployment is complete, an internal down lock engages
preventing movement of the RAT in the direction of the stowed position,
which may occur during step load changes or heavy braking upon landing. In
conjunction with the restow pump, the deployment actuator also provides the
force to retract the RAT into its bay after a deployment. The actuator housing
has hydraulic fluid fittings, one at either end of the cylinder, that are
connected via hydraulic hoses to the hydraulic inlet and outlet of the RAT
Restow pump.
The RAT Restow pump is a small, manually operated hydraulic pump that is
used to provide the hydraulic pressurization of the deployment actuator to
retract the RAT into the RAT bay. It provides the manual interface for
retracting the RAT to the stowed position.
The RAT Restow pump is used to pressurize the actuator providing the
reversing force to stow the RAT. The hydraulic pressure is generated
manually via a piston, which is attached to the pump handle. The hydraulic
system between pump and deployment actuator is self-contained through
hydraulic flex hoses provided on the actuator.
RAT SYSTEM BLOCK DIAGRAM

TRAINING INFORMATION
RELEVANT INFORMATION
POINTS
POINTS
The RAT system requires some special attention: The BIT is performed by SPDA 1. A DC SSPC (Solid State Power Controller)
provides 28 VDC from the aircraft BATT (Battery) to the RAT GCU for 5 s.
• Persons and equipment must be kept away from the range of travel of the
AT and from the RAT compartment door because they move quickly. During the power-up test, RAT GCU performs a self-test, then RAT GCU
cycles the RLC to test the drive circuit. The total time of the RAT GCU test is
• The RAT GEN must not be touched when the heater operates because it approximately 6.5 s. The first 1.5 s after SPDA 1 turns off the 28 VDC to RAT
can be hot. GCU are used to sense a failure on the SPDA DC SSPC. During the
command to cycle the RLC, the RAT GCU sends the RLC COMMAND
• The RAT blades have sharp edges and can cause injuries. MONITOR input to SPDA 1 that checks if the RAT GCU passed its self-test
or not.
• During ground maintenance, the RAT blades must be covered with
SPDA 1 also uses the RLC STATUS to sense an RLC failure. If the test does

protective covers.
not pass, the fault is reported to the CMC (Central Maintenance Computer)
and the EICAS shows the RAT FAIL message. The BIT locks if the PMG
• The stow lock pin must not be removed if the RAT has received a frequency is present, which indicates that the emergency power system is in
command to deploy (automatic or manual). the operational mode.
• The downlock pin must be unlocked before the RAT is restowed.
• The RAT must not be lifted by the turbine blades.
The RAT GCU contains a self-diagnostic circuitry that verifies proper

operation of the overvoltage and undervoltage circuits. It also contains an
RLC drive (generator ready signal) whose circuit works without the operation
of the RAT GEN.
RAT SYSTEM SCHEMATIC

RAT SYSTEM MAINTENANCE SCHEDULED MAINTENANCE
RAT operational check is required every 12 months or 2,500 flight hours

(MRB) by a ground operational checkout using back drive system and will
check the:
• Turbine governor function

• Generator operation (limited by GTM – Ground Test Motor and hydraulic
cart power). RAT operational check includes the following:
• Visual blade inspection after deployment/checkout.

• Replenish hydraulic fluid in Restow Pump reservoir (as required)
• Grease RAT swivel post and door link attachment on strut using MIL-

G-81322 (as required)
UNSCHEDULED MAINTENANCE
Minor repair of scratches and dents in the RAT blades should be performed
per instructions in the Aircraft Maintenance Manual (AMM).
The bonding strap should be replaced after 500 deployments, if required.
NOTE: Turbine must be held with arrows aligned during restowing to ensure
correct turbine release plunger engagement.
NOTE: Down lock pin must be pulled prior to and held during initial restowing
function.
RAT SYSTEM
RAT SYSTEM GTM


RESTOW PUMP UP LOCK
STATIC INVERTING (24-24) - INTRODUCTION
The Static Inverter is located in the temperature and pressure controlled
Forward E-Bay. Access to the Static Inverter can be accomplished through
the Forward E-Bay floor access hatch which is located in front of the nose
gear. The static inverter is a Line replaceable Unit (LRU).
The purpose of the unit is to convert 28 volts DC into AC, in order to provide
the Stand-by AC Bus with single-phase, 115 volts RMS (Root Mean Square),
400 Hz AC stabilized power output.
The capability to convert DC into AC is 250 VA (Volt-Amps) of electrical

power.

THE STATIC INVERTER

28VDC 115VAC/400Hz
OPERATION
SPDA1 sets the Static Inverter to an OFF state during normal system
operation to enhance its reliability.
SPDA1 coordinates control for turning the Static Inverter ON or OFF based
on the fault monitor interface and the number of available main AC power
sources (IDG1, IDG2, and APU GEN). SPDA1 sets the Static Inverter to an
ON state when only one main AC power source is available (IDG1, IDG2, or
APU GEN). When the Static Inverter is turned ON by SPDA1, it is supplied
by DC ESS BUS 1.
If the AC ESS BUS is not powered because there is no AC power source

available (IDG1, IDG2, APU GEN, or RAT GEN), the Standby Contactor

(STBYC) is de-energized to the relaxed Static Inverter position enabling the
Static Inverter to supply the STANDBY AC BUS in order to feed the ignition
exciters channel A only.
If the Static Inverter internal fault monitor logic detects a problem, a discrete
status signal will inform the SPDA1 to coordinate a Static Inverter shutdown,
as necessary.
SPDA1 will reset a Static Inverter faults two times within a given flight. On the
third detected fault, the Static Inverter will be turned off.
A Static Inverter power up reset (removal of all power from the unit
subsequent reapplication of power) will allow reset of this fault condition. In
addition, the MCDU provides the capability to reset the Static Inverter on the
ground.
OPERATION

DC GENERATION SYSTEM (24-30) - INTRODUCTION
The DC system of the airplane operates by 28 Volts DC stabilized.
DC power will be generated by:

• Three Transformer Rectifier Units,
• Two accumulator batteries,
• An external DC power connection.
For operation of DC-powered airplane equipment, the conversion from AC

power to DC power is provided by three Transformer Rectifier Units (TRUs).
The TRUs are located inside the associated Integrated Control Centers
(ICCs).

Batteries 1 and 2 are used to backup all DC buses to ensure a continuous
supply for DC loads. Battery 2 also provides energy necessary for an APU
start. DC external power is provided via a one External DC power plug and is
only used to perform an APU start.
DC POWER SOURCES

TWO ACCUMULATOR BATTERIES 3 TRUs
DC POWER PLUG
GPU 28 VDC
ELECTRIC POWER
DC CABLE
GROUND CONECTOR
DC POWER
DC power is generated by conversion of AC to DC by the TRUs to supply the
associated DC bus. The input of each TRU is 115VAC, 400Hz frequency
stabilized, and the output is 28VDC / 300 A.
Both Nickel Cadmium batteries have 19 accumulator cells. Battery 1 is

located in Forward E-Bay; Battery 2 is located in the Aft E-Bay.

TRANSFORMER RECTIFIER UNIT

NORMAL OPERATION
In normal operation any available AC power source will provide charging
current for batteries 1 and 2. Both batteries are in operation to backup all
Essential DC buses ensuring a break free environment for DC loads.
Battery 2 also provides electrical power for an APU start through the APU
start bus, when the electrical system is automatically isolated from battery 2.
DC external power is routed through the airplane DC power receptacle to the

External DC Power Contactor (EPDC) and is used for powering the APU
Start Bus upon an APU start attempt. External DC power is controlled by
dedicated system relay logic.

BATTERY
CARRYING
HANDLES MAIN DC
FEEDER

CONNECTION
TEMPERATURE
SENSE LEAD
CONNECTION
VENT INLET
WITH CHECK
VALVE
MAIN BATTERIES (24-36) - INTRODUCTION
Two Nickel-Cadmium (NiCad) Accumulator-Batteries are provided for
powering essential loads if Transformer-Rectifier-Unit (TRU) power is not
available.
The batteries are installed in mounting trays in such a manner that they
cannot detach from their mountings during an emergency landing. They
utilize ARINC style locating pins/swing bolt hold downs for mounting. Each
battery weighs 56 lb (25 kg).

NICKEL-CADMIUM (NICD) ACCUMULATOR-BATTERIES

BATTERY 1
BATTERY CASE CONTAINER
Each battery consists of a steel case containing 19 semi-open NiCad-cells.
The cells are connected to each other in series by copper bus bars. The
nominal battery voltage is 22.8 VDC, with a capacity of 27 Ah (Amp-hours, at
a 1 hour discharge rate).
Adequate battery ventilation is provided through a tube interconnecting the

battery-venting nozzle to the fuselage surface. A caliber orifice close to the
fuselage and a check valve on the battery vent inlet assure that gases
emitted by the batteries, under normal or abnormal conditions, will not
accumulate hazardous quantities.
BATTERY STORAGE

• Place the charged battery in a cool room.
• Light greasing of cells terminals.
• Place in a storage room.
BATTERY DETAILS

BATTERY LOCATION
Battery 1 is located in the forward E-bay directly below the SPDA 1 unit.
Battery 1 provides stored energy to selected equipment during normal
operations and during flight in the absence of all other airplane electrical
power.
Battery 2 is located in the aft E-bay directly below the AICC. Battery 2 also
provides the power used for an APU start through the APU start bus during
ground or flight operations, when the electrical system is automatically
isolated from the battery 2.

BATTERY 2

BATTERY 2
APU START WITH BATT 2
The APU start function consists of two modes: SPDA2 commands the ABC to open when it senses via auxiliary contacts
• APU Start with BATT2 that the ASC is open and that the APU start command is no longer received
• APU Start with DC EXT PWR by the APU FADEC or after 121 ± 1 second (whichever occurs first).
An APU start is initiated when the APU start command is received by SPDA2 SPDA2 allows the BC2 to close when it senses via auxiliary contacts that the
from the APU FADEC via ASCB message. If DC EXT PWR is not connected ASC and ABC are open.
to the airplane, SPDA2 immediately reconfigures the DC system to start the
APU with power from BATT 2.
In order to ease the understanding of the schematic diagram below, follow

the numeric sequence as shown inside the logic gates.

After the APU start command is received by SPDA2 from the APU FADEC,
SPDA2 commands Battery Contactor 2 (BC2) to open when it senses via
auxiliary contacts that the External Power DC Contactor (EPDC) is open and
the Battery Contactor 1 (BC1) is closed. The EPDC must be open to ensure
that DC EXT PWR is not already connected to the airplane and supplying the
APU START BUS during APU start with BATT 2. BC1 must be closed to
ensure that there is at least one source of battery DC power available to the
other airplane DC buses during APU start.
SPDA2 commands the APU Bus Contactor (ABC) to close when it senses via
auxiliary contacts that BC2 is open. This ensures that DC power from ESS
BUS 2 is not subjected to voltage transients during APU start.
SPDA2 commands the APU Start Contactor (ASC) to close when it senses
via auxiliary contacts that ABC is closed.
During APU Start with BATT2, SPDA2 maintains the following configuration
for 121 ± 1 second or until the APU start command is no longer sent by the
APU FADEC:
• BC2 open
• ABC closed
• ASC closed
SPDA2 commands the ASC to open when the APU start command is no
longer received by the APU FADEC or after 121 ± 1 seconds (whichever
occurs first).
APU START WITH BATT 2

BATTERY TEMPERATURE SENSORS
Two temperature sensors, fitted in each battery, are continuously monitored
by the Modular Avionics Units (MAU’s). Both sensors (see page
107) are used to provide continuous indication of the battery temperature on
the Multi function Display (MFD) and to display an EICAS warning message
"BATT OVERTEMP" if battery limits are exceeded.
The higher of the two temperature values sensed is the one utilized for
indication and alarm.
MAU1 generates CAS Warning Message BATT1 OVERTEMP when the

following conditions exist for 2 seconds:
• BATT1 temp sensor A reading exceeds 70o C (158o F) or BATT1 temp

sensor B reading exceeds 70o C (158o F).
MAU3 generates CAS Warning Message BATT2 OVERTEMP when the

following conditions exist for 2 seconds:
• BATT2 temp sensor A reading exceeds 70o C (158o F) or BATT2 temp
sensor B reading exceeds 70o C (158o F).
Whenever a battery over temperature condition is sensed, the battery should

be isolated by the pilot from the charging source.
The chemical nickel cadmium cells are protected by the battery case.
Battery over temperature will never generate sufficient heat to damage the
battery’s surroundings, including those caused by a short circuit at it
terminals or at any of it cells.
Any mechanical deformation of the battery will be contained within its steel
case.
BATTERY (1/2) OVER TEMPERATURE
BATTERY #1
TEMPERATURE
SENSOR A 70º C

CAS WARNING MESSAGE
BATT1 OVERTEMP
BATTERY #1
TEMPERATURE
SENSOR B 70º C
BATTERY #2
TEMPERATURE
SENSOR A 70º C CAS WARNING MESSAGE
BATT2 OVERTEMP
BATTERY #1
TEMPERATURE
SENSOR B 70º C
MAINTENANCE CHECKS
Maintenance requirements for the battery include a regular check every 600 AVIONICS BATTERY (BATT 1) FUNCTIONAL INTERFACE
flight hours and a general overhaul every 12 month. Battery contactor BC 1 (internal on the EICC) connects the avionics battery
(BATT1) to DC ESS BUS 1 when the BATT 1 switch is in the ON position.
The battery must be removed from the airplane for both the regular check This enables BATT 1 to provide DC power to the following when there is no
and the general overhaul. other power source available:
• DC ESS BUS 1
The regular check consists of the following: • DC ESS BUS 3 when ETC 1 is closed
• Exterior cleaning, • DC ESS BUS 2 when ETC 1 and ETC 2 are closed
• Voltage check, • Static Inverter
• Nut tightness check,
• Discharge and shorting of all cells, APU START BATTERY (BATT 2) FUNCTIONAL INTERFACE
• Insulation check, recharge,

Battery contactor BC 2 (internal on the RICC) connects the APU start battery
• Adjustment of electrolyte level, (BATT 2) to DC ESS BUS 2 when the BATT 2 switch is in the AUTO position.
• Capacity check, This enables BATT 2 to provide DC power to the following when there is no
• Cleaning of battery vents. other power source available:
• DC ESS BUS 2
The general overhaul consists of the following: • DC ESS BUS 3 when ETC 2 is closed
• Voltage check, • DC ESS BUS 1 when ETC 1 and ETC 2 are closed
• Nut tightness check, • Static Inverter
• Discharge disassembly and shorting of all cells,
• Thorough cleaning and inspection of all components,
• Check of the thermal sensors,
• Replacement of fault components,
• Assembly of all battery components,
• Insulation check,
• Recharge and adjust the electrolyte level of all cells,
• Capacity check of battery,
• Cleaning of battery vents.
BATTERY SCHEMATIC

EXTERNAL POWER (24-40)
INTRODUCTION
The airplane gets its external AC power from the Ground Power Unit (GPU).
The three-phase, 115 Volt, 400 Hz external AC power is used for ground
maintenance and flight preparation.
External 3-phase, 115 Volts AC, 400 Hz may be connected to the aircraft via
a receptacle on the LH side of the fuselage. The external AC can be used to
power the AC ground service bus and the DC ground service bus without
powering any other busses on the airplane.
The operation of the system is controlled by the External Power Module


(EPM).
External DC can be used for APU start.
AC EXTERNAL POWER – RECEPTACLE LOCATION


DC EXTERNAL POWER – RECEPTACLE LOCATION

GPU POWER PANEL
The plugged-in six-pin external power plug activates the EPM (External
Power Module) in order to monitor the quality of the supplied AC. The E-F
bus 1. Interlock monitors the proper plug set.
The AVAIL lamp on the AC GPU Power Panel will illuminate if power quality
is acceptable and system pin E-F interlock is achieved. At the same time, the
GPU AVAIL lamp on the Cockpit Control Panel will illuminate.
The Ground Service switch on the AC external power panel allows activation
of the GSTC from outside the airplane. When the switch is pressed, the
AVAIL indications inside the switch changes to IN USE; When the AVAIL
indication inside the switch changes into IN USE, the ground service buses

will be powered.
The Ground Power Unit (GPU) switch in the cockpit provides the ability to
activate the system from inside the airplane. When the AVAIL indication
inside the switch changes into IN USE, the main Aircraft AC buses will be
powered, plus the ground service buses, via AC bus 1.
GPU POWER PANEL

EPM INSTALLATION
One EPM is utilized in the EPGDS design. It is installed in the LICC to
provide control and protection for the AC EXT PWR channel. Access to the
EPM is accomplished through the Mid E-Bay floor access hatch, which is
located on the aircraft left side behind the left wing. The EPM is mounted in a
pressurized location with no forced air cooling. All cooling of the EPM is
through natural convection.
The following are the main functions performed by the EPM (installed in the
LICC):
• Control and Protection for AC EXT PWR channel
• Control of EPAC and GSTC
• Control for Pins E/F Interlock

EXTERNAL POWER MODULE

GCU 1
EPM
SPDA 2
RICC
LICC
MOUNTING FEET
FLOOR ACESS HATCH
LICC
SECONDARY POWER DISTRIBUTION ASSEMBLIES (SPDA) (24-50)
INTRODUCTION
Secondary DC power is distributed by LRUs located in the Secondary Power
Distribution Assembly (SPDA 1 and SPDA 2).
Secondary Power Distribution Assembly, (SPDA 1) is located in the forward

avionics bay and SPDA 2 is located in the mid avionics bay.
In the DC distribution system, SPDA 1 provides secondary power control and

monitoring of three Integrated Control Centers (LICC, RICC and EICC) and
SPDA 2 provides secondary power control and monitoring of all four ICCs.
SPDA 1 consists of twenty slots for modules; SPDA 2 has twenty-six


modules that are individually replaceable.
Some of these modules assist in DC power distribution.
An EICAS message "SPDA FAIL" indicates a total failure of any module in

SPDA 1 or SPDA 2, or a loss of communication with the other SPDA. This
indication is shown as an advisory message.
SPDA LOCATIONS
EICC

ELECTRICAL PANEL
SPDA 1
RICC
LICC
SPDA 2
AICC
SPDA FUNCTION
• Integrate electric power distribution/control with aircraft utility system
control
• Electrical power received from four independent DC buses

SPDA 1 SPDA 2
DC BUS 1/2 DC BUS 1/2
DC ESS BUS 1/2/3 DC ESS BUS 1/2/3
DC GND SVC DC GND SVC
• Monitoring and distribution control of aircraft utility system

Air Management Oxygen

Electrical Power Engine Ignition
Fuel Engine Starting
Hydraulics APU
Anti Ice Fire Extinguishing
Lighting Water
• Distribution / control via Solid State Power Controllers (SSPCs)

Trip characteristics match traditional circuit breakers
No moving parts.
SPDA POWER SOURCES

SPDA 1 LOCATION
SPDA 1 is located in the temperature and pressure controlled forward E-Bay.
Access to this equipment can be accomplished through the forward E-Bay
floor access hatch, which is located in front of the nose gear.
SPDA 1 mounts to the aircraft rack using 8 screws. The screws are installed
from inside the chassis into captive fasteners in the aircraft rack. The
electrical connectors for SPDA 1 are on the back panel. Cooling air is
provided from the aircraft Air Management System (AMS) and drawn through
SPDA 1 to ensure adequate heat dissipation for the SPDA 1 modules (20). A
Cooling Plenum with two ports is located in the top of SPDA 1. Air inlet holes
are on the bottom and on the top.

The position of the Identification Plate for each LRM is on the Insert/Extractor
and Stiffener.
SPDA 1 has 20 modules. SPDA1 is not considered a line replaceable unit

(LRU), but each of the 20 modules is considered to be a line replaceable
module (LRM). SPDA 1 and its LRMs should be handled using static
discharge prevention equipment and practices. Dimensions and weight for
SPDA 1 (excluding Cooling Plenum) are as follows:
• Height = 8.7 in (222 mm)

• Depth = 11.8 in (299 mm)
• Width = 22.2 in (565 mm)
• Weight = 58.7 lbs (26.6 kg)
The weight of the Cooling Plenum for SPDA 1 is 3.7 lbs (1.7 kg).
SPDA 1 LOCATION

AIR DUCT 2x
ELECTRICAL
CONNECTOR
SPDA 1
CHASSIS
SCREWS 8x
ESD JACK
LOCK
WASHER
WASHER
CAPTIVE
FRONT SCREW 6x
COVER FORWARD E-BAY
SPDA 1
SPDA 2 LOCATION
SPDA 2 is located in the temperature and pressure controlled Mid EBay.
Access to this equipment can be accomplished through the Mid E-Bay floor
access hatch, which is located on the aircraft left side, behind the left wing.
SPDA 2 mounts to the aircraft rack using 8 screws. The screws are installed
from inside the chassis into captive fasteners in the aircraft rack. The
electrical connectors for SPDA 2 are on the back panel.
Cooling air is provided from the aircraft AMS cooling fans to ensure adequate
heat dissipation for the SPDA 2 modules (26). A Cooling Plenum with two
ports is located above and in the front of SPDA 2. Air inlet holes are on the
bottom and on top.

The position of the Identification Plate for the chassis is on the left side. The
position of the Identification Plate for each LRM is on the Insert/Extractor and
Stiffener.
SPDA 2 has 26 modules (including eight for the AMS). SPDA 2 is not
considered a line replaceable unit (LRU), but each of the 26 modules is
considered to be a line replaceable module (LRM). SPDA 2 and its LRMs
should be handled using static discharge prevention equipment and
practices.
Dimensions and weight for SPDA 2 (excluding Cooling Plenum) are as

follows:
• Height = 8.7 in (222 mm)
• Depth = 11.8 in (299 mm)
• Width = 28.5 in (724 mm)
• Weight = 66.1 lbs (30.0 kg)
The weight of the Cooling Plenum for SPDA 2 is 4.6 lbs (2.1 kg).
SPDA 2 LOCATION

SPDA 2
SPDA MODULAR COMPOSITION AND POWER SOURCES
DC Power I/O Modules provide the following: • Four 28VDC voltage monitors
• Four 2.5 to 15 Amp Outputs • One combined 28VDC voltage and ripple monitor
• Eight 2.5 to 7.5 Amp Outputs • Two voltage ripple monitors for 28VDC supplies
• One 7.5 Amp Isolated FET • Two counter inputs for speed/frequency measurements
• Four Ground/Open Inputs
• Four 28V/Open Inputs ARINC 429 Communication Modules provide the following:
• Eight ARINC-429 Receivers
All outputs are individually programmable with respect to current rating and • Four ARINC-429 Transmitters
default state.
Receiver channels can be independently programmed to receive 12.5 kHz or
AC Power I/O Modules provide the following: 100 kHz ARINC data. Label filtering is provided to ignore data not intended

• Nine 2.5 to 7.5 Amp Outputs for use by SPDAs. Transmitter channels are independently programmable for
• Four Ground/Open Inputs 12.5 kHz or 100 kHz operation.
• Four 28V/Open Inputs
ASCB Modules provide the following:
All outputs are individually programmable with respect to current rating and • Transmit function on two ASCB-D busses
default state. Power outputs can be used separately or configured in groups • Receive function on three ASCB-D busses
of three with the same current rating and default state for three phase loads. • Transmit and Receive on one LAN
• Discrete inputs for module ID assignment
Discrete I/O Modules provide the following:
• Twelve 250mA 28V/Open Outputs Microprocessor Modules provide the following:
• Twelve 250mA Ground/Open Outputs • Cross-channel SPDA communication interface (CAN)
• Twelve 28V/Open Inputs • Master chassis Identification
• Twelve Ground/Open Inputs • Application identification pin strapping
All outputs above are individually programmable with respect to default Power Supply Modules provide the following:
states. • Dedicated Power Supply for each Microprocessor Module
• Distributed power supply for other modules
Analog I/O Module provides the following: • Redundant 28VDC inputs
• Six 115 VAC voltage monitors
• One 500A high side current monitor Filler Modules are utilized where provision for another module type has been
• Two 500A low side current monitors made but is not utilized. They protect the back plane connector and
• One RTD temperature monitor installation guides from FOD. A cover plate is used to cover the aircraft side
of the EPXB connector to satisfy EMI and environmental requirements.
SPDA 1 MODULES

SPDA 2 LINE REPLACEABLE MODULES (LRMS)
SPDA 2 contains twenty-four LRMs and two filler modules for the two spare Communication LRMs are used to communicate with the avionics computers
slots. and can be used as sub system interfaces to display units, local control
panels or other sub system controllers.
SPDA 2 utilizes a 26 slot chassis, which houses not only the SPDA
components but also the Air Management System (AMS) control modules. Discrete I/O LRMs interface with aircraft switches, sensors and low current
Ducted AMS cooling air is utilized for SPDA cooling. loads such as indicator lights.
The SPDA LRMs fall within 3 categories: Analog I/O LRMs interface with aircraft sensors and control elements. DC
• Power supply and AC Power I/O LRMs provide the dual function of providing a circuit
• Microprocessor breaker function and output control.
• Input/Output (I/O)

Power Supply LRMs are utilized in pairs to provide redundant control power
for all of the other LRMs in a SPDA chassis. They are located on each end of
the chassis for the best thermal environment.
Microprocessor LRMs are also utilized in pairs for redundancy. They

implement all of the control laws of the utility management system
coordinating SPDA operation and interface to the aircraft avionics system
(flight deck. Since they are the second highest power dissipating LRMs after
the power supply LRMs, they are also placed where they can obtain the best
thermal environment. They are not adjacent to the power supply LRMs.
There are three slots between the two microprocessor LRMs. The ASCB
LRM is located between the two microprocessor LRMs since it must share
the common PCI bus. Since the ASCB LRM is also high power dissipating, it
is installed in the middle of these three slots so that it is not directly next to
either microprocessor LRM.
The Input/Output (I/O) LRMs fall within the following five categories:
• Communication (ASCB and ARINC 429)
• Discrete I/O
• Analog I/O
• DC Power I/O
• AC Power I/O
SPDA 2 (MODULE LOCATION)

DC POWER MODULES
The distribution control of the SPDA (Secondary Power Distribution SSPC THEORY
Assembly) is achieved through the SSPCs. These devices provide trip
characteristics, which match traditional circuit breakers without the need for
moving parts.
The DC power module provides 4 SSPCs capable of switching up to 15.0 A

and 8 SSPCs capable of switching up to 7.5 A. These 12 SSPCs are all
connected to one common +28 VDC (Volt Direct Current) input that is
capable of carrying 40 A. The SSPCs emulate a thermal circuit breaker and
are programmable in rating:
• The 7.5 A SSPCs can be programmed with 2.5, 5.0, or 7.5 A ratings.

• The 15 A SSPCs can be programmed with 2.5, 5.0, 7.5, 10.0, or 15.0 A
ratings.
Each SSPC provides the following status information:

• A discrete bit if there is voltage at the output.
• A discrete bit if the circuit breaker function is closed.
• A discrete bit if the SSPC has tripped on over current.
• A discrete bit if the SSPC has failed off (open).
• A discrete bit if the SSPC has failed on (shorted).
• A discrete bit if there is voltage at the diode output (if applicable).
• An 8-bit analog value representing load current.
Six SSPC outputs have an optional blocking diode that can be used via
aircraft wiring to diode “OR” multiple outputs to drive one load. One diode
output is rated for up to 15 A. The others are rated for 7.5 A.
All the DC power modules have the same part number. What differentiates
their function is the slot where they are installed. During the power-up, the
MICRO/COMM modules check the status of the DC power modules and
configure them according to the slot in which they are installed.
SPDA DC POWER MODULE - SPDA1 SLOT 2 (EXAMPLE)

DC POWER MODULES (CONTINUED)
The tables below show the SSPC list for each DC power module installed in
the SPDAs. The tables present the relation between the SSPC number
(which identifies SSPC inside the module), the system ATA (Air Transport
Association of America) that comprises the load, and the SSPC name that
shows on the MCDU (Multifunction Control Display Unit). It also gives
information about the bus that supplies power to the respective slot.
NOTE: The tables below show some of the DC SSPCs that are provided in
the SPDAS; some SSPCs supply power to optional components. If these
components are not installed in the aircraft, the respective SSPC will be
inhibited.

EXAMPLES OF DC POWER MODULE, SSPC LOCATIONS

AC POWER MODULE
The AC Power Module is a removable, line-replaceable module (LRM) in the
secondary-power distribution assemblies (SPDA)s on the aircraft. It is one of
the input/output (I/O) modules and is installed in a card slot of the SPDA
chassis and connects to the aircraft wiring through the SPDA backplane
connectors. Card clamps are used to hold the module in the chassis.
The AC Power Module interfaces to the external 115 volts AC utility loads. It
uses three programmable hybrid modules to do this function. Each hybrid
module has three solid-state power controllers (SSPCs) or programmable
power switches that remotely switch the loads.
All the SSPCs have control logic functions included in the microprocessor-

based logic.
Each SSPC is configured to control a single-phase load or to work together

with two other SSPCs to control a three-phase load. A SSPC can be
configured to supply a single, three-phase load or three, single-phase loads.
The SSPCs simulate the thermal circuit breaker functions. If an output goes
past its current rating, it will automatically turn off. The system supplies an
interface for a manual reset from the flight deck multifunction control and
display unit (MCDU). A status report of the SPPC condition is also given to
the flight deck MCDU.
A SSPC is programmable for three different AC current ratings. The current

ratings are as follows:
• 2.5 amperes (A)
• 5.0 A
• 7.5 A
The SSPCs have built-in monitoring circuitry to sense current and voltage.
AC Power Modules are installed in the following SPDA slots:

• SPDA1 Slot 16
• SPDA2 Slots 13 & 14
SPDA AC POWER MODULE - SPDA1 SLOT 16 (EXAMPLE)

DISCRETE I/O MODULES
The Discrete I/O Module is an LRM installed in a card slot of the SPDA
chassis and connected to the aircraft wiring through the SPDA backplane
connectors. The card clamps are used to hold the module in the chassis. The
Discrete I/O Module provides the following functions and interfaces:
• Twelve 250 milliampers (mA) 28 VDC / Open outputs
• Twelve 250 mA Ground / Open outputs
• Twelve 28 Vdc open inputs
• Twelve Ground / Open inputs
• Local power supply regulation
• Backplane interface and switch control/interface logic.

The Discrete I/O Module inputs and outputs are used individually and can
also be configured to strobe and decode the switch positions in a circuit
breaker (CB) status-matrix. The status matrix monitors the CB position
(opened or closed) and reduces the wiring to the circuit breaker panels.
The 250 mA 28 V / Open and 250 mA Ground / Open outputs are over
current-protected discrete outputs. Each output gives the following status
information:
• A discrete bit when voltage is at the output.
• A discrete bit for output over current.
The Discrete I/O Module provides the following three versions of the 28 V
Open and Ground / Open discrete inputs:
• Unfiltered
• Filtered
• Filtered with persistence
Discrete I/O Modules are installed in the following SPDA slots:

• SPDA1 Slots 9, 11, & 19
• SPDA2 Slots 9 & 11
DISCRETE I/O MODULE - SPDA1 SLOT 9 (EXAMPLE)

ANALOG I/O MODULE
The Analog I/O Module is an LRM in SPDA1 Slot 17 only. Card clamps are
used to hold the module in the SPDA1 chassis.
The Analog I/O Module provides both an unfiltered and a filtered state for
each of the inputs. The unfiltered input state is the state of the latest sample
of the input. The de-bounce input state is filtered to eliminate switch contact
bounce and transient input changes due to outside effects such as lightning.
The Analog I/O Module has capacity for the following inputs:
• Two AC voltage monitors (115 VAC)
• One high side current monitor (500A) – Not Used –
• Two low side current monitors (500A) – One used –

• One resistive temperature detector (RTD) monitor
– Not Used –
• Four DC voltage monitors (28 VDC)
• One combined voltage and ripple monitor (28 VDC)
• Two voltage ripple monitors (for 28 VDC supplies)
– Not Used –
• Two counter inputs (for speed/frequency measurements)
– Not Used –
• One AC BUS FREQ monitor
SPDA ANALOG I/O MODULE

ARINC 429 COMMUNICATION MODULES
The ARINC 429 Module is one of the input/output (I/O) modules, which Each receiver channel is capable of receiving either 100 kHz or 12.5 kHz
communicates with the avionics computers. It is a sub-system interface to the ARINC data. The label filtering is used to ignore the data that is not for use by
display units and the other sub-system controllers. The ARINC 429 Module is the SPDA. A minimum of eight labels to filter the incoming data are available
installed in a card slot of the SPDA chassis and connects to the aircraft wiring to each receiver channel. A 32-word first in-first out (FIFO) is given for all the
through the SPDA backplane connectors. The card clamps hold the module receiver channels.
in the chassis.
Each transmitter channel is independently programmable with a bit rate that
The ARINC 429 Module includes the functions necessary to interface with the can transmit ARINC data at either 100 kHz or 12.5 kHz. A 32-word FIFO is
internal redundant (IEEE-1394) communication buses. The given for all the transmitter channels.
ARINC 429 Module interfaces with the bus A and bus B of the IEEE-1394 The ARINC 429 interface between the ARINC 429 Module and the MCDUs is
interface through the backplane connector. The ARINC 429 Module has the used to communicate the circuit breaker status from integrated control

following additional characteristics: centers (ICCs). The ARINC 429 interface is also used to communicate the
• Eight (8) ARINC 429 - receiver channels SPDA solid state power controller (SSPC) status from the SPDA to the
• Four (4) ARINC 429 - transmitter channels MCDU. Another use for the interface is to communicate the control signals
• Receiver channels can be independently programmed to receive12.5 kHz from the MCDUs to the SPDA. There is one transmit and one receive line
or 100 kHz ARINC data. between the SPDA and each MCDU.
• Label filtering is provided to ignore data, which is not intended for use by
SPDAs. Over voltage protection is supplied for the receiver and the transmitter
• Transmitter channels are independently programmable for 12.5 kHz or channels.
100 kHz operation.
The ARINC 429 Module uses these channels to communicate with the
avionics computers and the sub-system controllers. The ARINC 429 Module
usually receives (or transmits) data from (or to) the following sources:
• Generator control units (GCUs)
• Auxiliary GCU (AGCU)
• Multi-function control and display units (MCDUs)
• Auxiliary power unit (APU) full-authority digital-engine control (FADEC)
• Air-management system (AMS) modules
SPDA ARINC 429 MODULE

SPDA LRM REPLACEMENT
Access to any of the SPDA LRMs can be accomplished by loosening the nine
front cover fasteners.
Each SPDA LRM is held in place by means of a board mounted wedge lock
scheme, which is controlled through thumb release extractor levers.
Precautions should be taken to ensure proper power and ESD safety

considerations are practiced while conducting maintenance on the SPDA.
SPDA LRM removal requires that an ESD wrist strap be worn since these
LRMs are static sensitive modules. An ESD jack is provided on the each
SPDA.

After removal of a SPDA LRM, it should immediately be placed inside an
ESD protective container for shipment back to the repair shop.
An alignment pin will keep the connectors aligned during the last portion of
LRM installation.
NOTE: DO NOT PROBE INSIDE SPDA WITH ANY TOOLS SINCE

DAMAGE CAN BE DONE TO THE MOTHERBOARD CONNECTOR PINS.
SPDA LRM REPLACEMENT
AIRCRAFT CONNECTOR

WEDGELOCKS
MOTHERBOARD CONNECTOR INSTALLED

ON SPDA BACKPLANE
ALIGNMENT PIN
SOLID STATE POWER CONTACTORS
SSPC Functional Separation Discrete Outputs Not Used
SSPC circuit breaker and switch functions utilize independent control logic. All unused discrete outputs are configured with the default state OFF. When
the operating schedule is enabled and running, all unused Discrete Outputs
After CB ratings are programmed at initial power up, the CB command are commanded OFF.
function operates independently of the switch command function.
MCDU CB control
Three Phase AC SSPCs The MCDU reports the status of the remote Thermal Circuit Breakers (TCBs),
Unless otherwise specified, all three phase AC SSPCs turn ON, OFF, and Fuses, and Solid State Power Controllers (SSPCs). In the case of thermal
trip on over current within 10 ms of each other. CBs the location is displayed. The way the thermal CBs are displayed is
different from the way SSPCs are displayed so that they can easily be
DC SSPCs used in Parallel distinguished. The SSPCs can also be opened/closed through the MCDU.
Each MCDU is capable of toggling all aircraft SSPCs.
DC SSPCs within the same SPDA, which are used as Diode “or’d” sources

controlled by common logic, turn OFF within 10 ms of each unless staggered
for BIT, but they trip independently in the event of over current. Each MCDU reports the current status of the breakers. Each SPDA directly
reads the status of its SSPCs or, in the case of TCBs, its discrete inputs for
display on the MCDU screen. Tripped breakers are displayed in reverse
SSPC Initialization video (black letters on white background) until they are acknowledged. When
When power is first applied to an SPDA, all SSPCs initially have the CB and a breaker is acknowledged from either MCDU, both SPDAs will display it
switch functions set to OFF and verified to be OFF. acknowledged. If one SPDA knows that an SSPC was commanded out
(rather than tripping) and does not need to be acknowledged the other SPDA
SSPC switch ON are independent of the state of the associated power bus will not display that breaker as having been unacknowledged. The SPDAs
unless dictated otherwise by control logic such that when the power feed or will cross-communicate the status of “ACK” for each breaker. Each SPDA
bus subsequently becomes available, all “on” outputs on that module also receives the status of the opposite-side SPDAs breakers via ASCB
simultaneously become live. communication lines for display on the MCDU.
SSPCs do not turn ON unless the following requirements are satisfied: In most cases, if the opposite SPDA is not available to communicate, the
• The switch state is ON SPDA shall display “UNK” for the opposite-side breakers. At power up, if
• The CB function is IN communications are unavailable between the SPDAs the OUT/LOCK
• Programmed CB rating has been verified screens display only the same-side breakers. If communications between the
SPDAs fail during the course of normal operation the OUT/Lock screens
would display “UNK” for the opposite-side SPDAs breakers.
SSPCs Used as Power Feeds
SSPCs used as power distribution feeds only and which have no associated
control logic, are switched ON once the defined current rating has been DC CIRCUIT BREAKERS - REMOTE CB MONITORING
programmed and verified.
CB LOCATION MONITORED DISCRETE INPUT
SSPCs Not Used COMMUNICATION
All unused SSPCs are configured as follows: EICC / SPDA 1 Discrete I/O SPDA 1 slot 19 SPDA 1
• Circuit Breaker rating is 2.5A LICC CGU 1 SPDA 1
• The default state is OFF
RICC GCU 2 SPDA 2
When the operating schedule is enabled and running, all unused SSPCs are AICC AGCU SPDA 2
commanded OFF.
SPDA MODULE LEDs

SPDA 1 (MODULE PARTIALLY REMOVED) STATUS LED

DC CIRCUIT BREAKERS – COMMUNICATION BLOCK DIAGRAM

CAS ADVISORY MESSAGE REMOTE CB TRIP
The EPGDS control units (GCU1, GCU2, AGCU, SPDA1, and SPDA2)
generate the CAS Advisory Message REMOTE CB TRIP when one of the
following circuit breakers (CBs), fuses, or Solid State Power Controllers
(SSPCs) are tripped or blown:
• GCU1
LICC thermal circuit breaker (CB) detected as tripped
LICC fuse detected as blown
• GCU2
RICC thermal circuit breaker (CB) detected in tripped state

RICC fuse detected as blown
• AGCU
AICC thermal circuit breaker (CB) detected as tripped
AICC fuse detected as blown
• SPDA1
EICC thermal circuit breaker (CB) detected in tripped state
EICC fuse detected as blown
SPDA1 SSPC detected as tripped
• SPDA2
SPDA2 SSPC detected as tripped
The message is inhibited by CAS (MAU) during takeoff, while in flight and
during landing.
REMOTE CB TRIP CAS ADVISORY MESSAGE LOGIC


COCPIT CB PANELS

MCDU CB CONTROL PAGE
• Select CB button on MCDU
• CB pages show all CBs on aircraft (virtual and mechanical CBs)
• Virtual CBs (inside SPDAs) can be pushed in or pulled out by selection on
MCDUs
• Mechanical CBs have indications if in or out and location labels (LICC,
RICC, EICC)

MCDU CB CONTROL PAGE

MULTI-PURPOSE CONTROL DISPLAY UNIT (MCDU) COMMUNICATIONS
The MCDU is an Active Matrix Liquid Crystal Display (AMLCD) display unit
providing alphanumeric data inputs to various aircrafts subsystems through
the use of a keyboard. Pertinent aircraft subsystem information for the flight
crew is displayed on the LCD display.
The MCDU functions as a terminal for the aircraft subsystems. It sends

button push and optional data entry knob information to the aircraft
subsystem, and receives aircraft subsystem data for the display. The MCDU
display is comprised of 24 characters per line and 14 lines per display. The
top line of the display is used as the title line. The bottom line of the display is
used as the "scratch pad" for the entering data. The remaining lines are
utilized to display data. The MCDU is shared between multiple aircraft

subsystems. There are two units (MCDUs) on the EMB170/190 aircraft
(Pilot's MCDU and Co-Pilot's MCDU). The Pilot's MCDU communicates
directly with the SPDA 1 and the Co-Pilot's MCDU communicates with
SPDA2 over ARINC 429 Bus.
SPDA TO MCDU COMMUNICATIONS


MCDU DESCRIPTION

MCDU DISPLAY FORMAT
Prompts: Status Unknown (UNK) shows is whithe color that the CB status is unkown or
not available.
The ■ prompt (white in color) appears in the left/right most column and shows
a CB trip which needs to be acknowledged, or an immediate action. Pressing Screen Updating (-----) shows in amber color that data is unavailable or
the Line Select with this symbol causes the function to be immediately invalid.
activated.
Advisory Message (NEW TRIP) shows in cyan color when there has been a
The ◄ or ► prompt (white in color) appears in the left or right most column new CB trip, which has not yet been acknowledged.
for changing to a specific page.
Hold Message shows in yellow color that a requested action is currently in
The  Swap prompt (white in color) appears in the right most column for progress.
changing active and preset.
Failure Message shows in cyan that a requested action has failed.

The TITLE (while in color) describes the heading or name for each screen.
Success Message shows in green color that a requested action was
An UNACKNOWLEDGED BREAKER NAME (black in color on white successful.
background) shows the name of a CB, which has not been acknowledged.
A NORMAL NAME (white in color) shows the name of the CB as it appears in

the aircraft.
LOCATION (white in color) shows the physical location of thermal circuit

breakers (TCBs) and fuses (for example – LICC, RICC, EICC, or AICC).
Current State (OUT) or (IN) shows the CB active state in green color with
larger font.
Current State (OUT) or (IN) shows the CB preset state in green color with
smaller font.
Current State (OPN) or (CLS) shows the Fuse active state in green color with
larger font.
Current State (OPN) or (CLS) shows the Fuse preset state in while color with
smaller font.
Current State (LOCK) shows the CB active state in amber color with larger
font.
Current State (LOCK) shows the CB preset state in amber color with larger
font.
MCDU DISPLAY FORMAT
PAGE TITLE SSPC CURRENT

FORMAT
CURSOR STATE
SWAP SWAP

GO TO DETAIL STANDBY SSPC NEXT OPTION
PAGE ACTIVE NAME SSPC CURRENT
DATA ENTRY KNOB STATE
ACTIVE NEXT OPTION
INTERROGATION
GO TO DETAIL RESPONSE SCREEN
PAGE IMMEDIATE ACTION UPDATE
MODE SELECT
CB MENU SCREEN
The CB MENU screen is entered from the main menu by selecting “CB If several CBs are already OUT when the relevant SPDA is powered up, they
MENU” and is not controlled by the SPDA. It is accessed when all breakers are displayed in the order they occurred with the most recent at the top.
are in. It is displayed only if there is no CAS Advisory Message REMOTE CB
TRIP. The OUT/LOCK screen displays all the cbs (sspcs and thermal cbs) that are
out or locked. CBs that are currently OUT are displayed in green, with the
The CB MENU screen displays five selections, each having a left page most recent trip displayed at the top of the screen.
branch prompt (◄):
OUT / LOCK OUT/ LOCK SCREEN AFTER CB TRIP ACKNOWLEDGEMENT
CB BY SYS Upon selection of the left-most ■ prompt (1L) associated with the highlighted
CB BY BUS CB name, that particular CB trip occurrence is acknowledged without
FUSE changing the state of the breaker.
MAINT (only if maintenance mode conditions exit)

The CB name is then displayed normally, (not highlighted in white), and
The OUT/LOCK screen is displayed when the “OUT / LOCK” soft key is without the left-most ■ prompt.
selected on the CB MENU screen or the Function key “CB” is selected in
MCDU’s panel.
NEW TRIP IN CB MENU

If a breaker trip occurs while in the CB MENU screen, a “NEW TRIP”
indication will appear adjacent to the 6R soft key.
Selection of the 6R soft key will display the OUT / LOCK screen with the
newly tripped breaker.
OUT/ LOCK SCREEN

The OUT/LOCK screen will be displayed by selection of the following:
• Menu “OUT/LOCK” selection from the CB MENU screen.
• CB Function Key press.
• “New Trip” selected, without changing the state of the particular breaker.
NOTE: Actual screen display names are identified at end of this section.
Location of thermal breakers is indicated in white below the breaker name.
Indirect selection occurs when the Electrical System is selected while there is
a CAS Advisory Message “REMOTE CB TRIP” being displayed. Instead of
the CB BY SYS screen being displayed, the OUT/LOCK screen is displayed.
CB MENUS
CB MENU NEW TRIP


OUT / LOCK SCREEN AFTER STATE CHANGE
If the right-most (1R) is selected prior to the left-most ■ prompt (1L), the
alternate state is executed and the CB is acknowledged. The CB toggles
OUT to IN, and the prompt extinguishes.
Only the IN continues to be displayed (in green color) for as long as the
OUT/LOCK screen is displayed even if PREV or NEXT page is selected.
OUT / LOCK Screen after Exiting / Updating
The CB name is removed from the OUT/LOCK display only if the OUT/LOCK
screen is exited and re-entered.

OUT / LOCK Screen with a New Trip
If a CB trips while the OUT/LOCK screen is displayed, a NEW TRIP message
is displayed with a right page branch (►) prompt (6R) and the CAS Advisory
Message “REMOTE CB TRIP” message is (or remains) displayed.
Selecting the PREV or NEXT hard key maintains NEW TRIP displayed on all
pages until the NEW TRIP soft key (6R) is selected, even if the OUT/LOCK
page is entered by selecting the CB hard key.
OUT / LOCK Screen New Trip Selection (page 1 of 2)

If the NEW TRIP soft key is selected while in the OUT/LOCK screen, the
OUT/LOCK screen will be redrawn with the most recent CB trip (highlighted)
on top.
CB MENUS
OUT / LOCK SCREEN AFTER STATE CHANCE OUT / LOCK SCREEN AFTER EXITING AND UPDATING

OUT / LOCK SCREEN WITH NEW TRIP OUT / LOCK SCREEN NEW TRIP SELECTION (page 1 of 2)
OUT / LOCK SCREEN NEW TRIP SELECTION (CONT’)
If the NEW TRIP soft key is selected while in the OUT/LOCK screen, the OUT/LOCK Opposite Screen Display Update
OUT/LOCK screen will be redrawn. If all tripped CBs do not display on page When a breaker is acknowledged from either MCDU screen while in the
1, additional pages are available for display. OUT/LOCK screen, the opposite display shall subsequently display the
breaker acknowledged within 3 secs.
A breaker that is in the ‘Lock’ state cannot be toggled while in CB BY SYS
and therefore has no right prompt associated with it. CB By SYS (page 1 of 3)
The CB BY SYS screen is displayed when the “CB BY SYS” soft key is
OUT / LOCK Screen with No CBs Out or Locked selected from the CB MENU screen.
The CAS Advisory Message REMOTE CB TRIP will only be reset if all the
tripped CB’s (SSPCs, TCBS and Fuses) are acknowledged. All aircraft systems are displayed in one or more screens in an alphabetical
order with 5 names maximum arranged in two columns.

Acknowledging one CB trip does not reset the CAS Advisory Message
REMOTE CB TRIP if other CBs remain unacknowledged.
If the OUT/LOCK screen is entered and no CBs are OUT, the screen
displays “NO CBS OUT/LOCKED”.
OUT / LOCK Screen (No CBs Out or LOCKED - NEW TRIP)

If a new breaker trip occurs while in the OUT/LOCK screen with “NO CBS
OUT/LOCKED” displayed, the “NEW TRIP” will appear and the CAS
Advisory Message REMOTE CB TRIP will be displayed.
Selection of “NEW TRIP” will refresh the screen with the name of the newly
tripped breaker.
Thermal Circuit Breakers (TCB’s) will never display a right page branch (►)
prompt since they are not remotely resettable. However, they will require to
be acknowledged by the left-most ■ prompt.
If however the operator manually resets an out TCB, the OUT/LOCK screen
will update that occurrence.
CB MENUS
OUT / LOCK SCREEN NEW TRIP SELECTION (page 2 of 2) OUT / LOCK SCREEN WITH NO CBs OUT OF LOCKED

OUT / LOCK SCREEN (no CBs OUT / LOCKED – NEW TRIP) CB by SYS (page 1 of 3)
CB BY SYS
CB By SYS (page 2 of 3)
All aircraft systems are displayed in one or more screens in an alphabetical
order with 5 names maximum arranged in two columns. Page 2 is displayed
when the NEXT key is selected.
CB By SYS (page 3 of 3)
All aircraft systems are displayed in one or more screens in an alphabetical
order with 5 names maximum arranged in two columns. Page 3 is displayed
when the NEXT key is selected.
CB by SYS (NAV Screen)

Each system is associated with a left or right soft key.

Upon selection of a soft key, the CBs associated with the selected system
are displayed beginning with SSPCs in alphabetical order followed by TCBs
in alphabetical order, with their respective status.
NOTE: If communication is lost with a particular SPDA or relevant module

within an SPDA, ‘UNK’ is displayed.
CB by SYS (NAV Screen after 2R selection)

If the right-most prompt is repetitively selected, the CB will toggle repetitively
between OUT and IN without restrictions and with the following indications:
• Green / larger font for active
• White / small font for preset.
Note: A BREAKER THAT IS IN THE LOCKED STATE CANNOT BE

TOGGLED WHILE IN THE CB BY SYS MENU.
CB MENUS
CB by SYS (page 2 of 3) CB by SYS (page 3 of 3)


CB by SYS (NAV Screen) CB by SYS (NAV Screen after 2R selection)
CB BY SYS
CB by SYS (NAV Screen with Unacknowledged Trip) CB BY Bus Screen (page 1 of 2)
If the CB BY SYS screen is requested for display while there is an The CB BY BUS screen is displayed by direct soft key selection from the CB
unacknowledged trip of one of its members, the screen appears with the MENU screen.
unacknowledged CB name highlighted with black text over white background
and the left-most ■ prompt. All electrical system buses are displayed in two screens. The screens have
the buses displayed in alphabetical order with a maximum of five buses in
Either the left-most prompt ■ (2L) or the right-most prompt (2R) can be each column.
selected to acknowledge the CB trip.
Each bus has an associated soft key with a page branch prompt (◄or►).
CB by SYS (NAV Screen after State Change & Acknowledge) Selection of the appropriate soft key takes you to the relevant bus display. CB
If the left most prompt ■ (2L) is selected, the adjacent CB trip occurrence is BY Bus Screen (page 2 of 2)
acknowledged.

There are two pages of CB by BUS screens
The CB name is then displayed normally, (not highlighted in white), and
without the ■ prompt.
The state of the CB, however, remains unchanged.
If the right most prompt (2R) is selected, the CB trip is acknowledged, and
the CB state is changed, as shown in the figure.
If CB BY SYS soft key (6L) is selected, the CB BY SYS screen is displayed.
If another CB trips while the CB BY SYS screen is displayed, a NEW TRIP

message is displayed near the associated soft key (6R) as shown in the
figure.
Selection of the NEW TRIP soft key (6R) displays the OUT/LOCK screen
with the newly tripped breaker displayed.
A breaker that is displaying ‘UNK’ cannot be toggled in any of the screens

and therefore has no right prompt associated with it.
CB MENUS
CB by SYS (NAV Screen with Unacknowledged Trip) CB by SYS (NAV Screen after State Chance & Acknowledgement)

CB by BUS Screen (page 1 of 2) CB by BUS Screen (page 2 of 2)
CB BY BUS
AC 1 BUS Screen (page 1 of 3)
Upon selection of the AC 1 soft key (1L), the CBs associated with AC BUS 1
are displayed grouped by the system to which they belong, beginning with
SSPCs in alphabetical order followed by TCBs in alphabetical order and with
respective status.

Upon selection of the AC 1 soft key (1L), the CBs associated with AC BUS 1
are displayed grouped by the system to which they belong. If the right-most
prompt is repetitively selected, the CB will toggle repetitively between OUT
and IN without restrictions and with the following indications:
• Green / larger font for active

• White / small font for preset.
NOTE: A breaker that is in the LOCKED state cannot be toggled while in

the CB BY BUS menu.
A breaker that is displaying ‘UNK’ cannot be toggled in any of the screens

and therefore has no right prompt associated with it.

If the right-most prompt is selected first, the state will be
changed and the CB acknowledged identically to the CB BY SYS behavior.
If the left-most ■ prompt is selected first, the associated CB trip occurrence is

acknowledged. The CB name is then displayed but not highlighted and
without the left-most ■ prompt identically to the CB BY SYS behavior.
If CB BY BUS soft key is selected, the CB BY BUS screen is displayed.

FUSE Screen.
The FUSE screen is displayed when the “FUSE” soft key is selected from the
CB MENU screen.
Each Fuse is shown as being CLS (closed) or OPN (open). This status is
received from the Fuse Blown Detector installed in the associated ICC,
shown immediately below each Fuse name.
CB MENUS
AC BUS 1 Screen (page 1 of 3) AC BUS Screen (page 2 of 4)


AC BUS 1 Screen (page 3 of 4) FUSE Screen (page 1 of 2)
FUSE SCREEN
Since a maximum of 5 Fuse names can be displayed on each screen, it FUSE Screen (FUSE blown - Acknowledged)
requires 2 screens to display all eight (8) Fuse names. Selection of the left-most prompt ■ (3L) on the previous FUSE screen will
acknowledge the blown FUSE.
FUSE Screen (NEW TRIP - Unacknowledged) The FUSE name is then displayed normally, (not highlighted in white), and
If the FUSE screen is requested for display while there is an unacknowledged without the ■ prompt.
trip of one of its members, the screen appears with the unacknowledged
FUSE name highlighted with black text over white background and the left- However, the state of the FUSE will remain unchanged until it is physically
most ■ prompt. replaced.
The following two options are available: If a CB trips while the FUSE screen is displayed, a ‘NEW TRIP’ message will
Selection of the NEW TRIP soft key (6R) will display the OUT/LOCK screen be displayed along with the associated soft key. Selection of the NEW TRIP
with the newly blown FUSE name highlighted indicating that it is not yet soft key (6R) will display the OUT/LOCK screen with the newly tripped

acknowledged. breaker displayed.
Selection of the left-most prompt ■ (3L) will acknowledge the blown FUSE.
The FUSE name is then displayed normally, (not highlighted in white), and If CB MENU soft key is selected, the CB MENU screen will be displayed.
without the ■ prompt. However, the state of the FUSE will remain unchanged
since it must be physically replaced.
OUT / LOCK Screen (FUSE blown - Unacknowledged)

Selection of the NEW TRIP soft key (6R) on the previous FUSE screen will
display the OUT/LOCK screen with the newly blown FUSE name highlighted
with black text over white background and the left-most ■ prompt, indicating
that it is not yet acknowledged.
Selection of the left-most prompt ■ (1L) will acknowledge the blown FUSE.
The FUSE name is then displayed normally, (not highlighted in white), and
without the prompt. However, the state of the FUSE will remain unchanged
until it is physically replaced.
CB MENUS
FUSE Screen (page 2 of 2) FUSE Screen (NEW TRIP – Unacknowledged)

FUSE Screen (NEW TRIP – Unacknowledged) FUSE Screen (FUSE BLOWN – Unacknowledged)
MAINTENANCE SCREEN
MAINT (Maintenance) Screen CB LOCKOUT (NAV Screen)
The MAINT (maintenance) screen will be displayed upon selection of the Upon selection of a soft key, the system selected will display its member
‘MAINT’ left most prompt ◄ from the CB MENU screen. SSPCs in alphabetical order with each SSPCs current status.
The MAINT screen will only be available for selection when the aircraft is in The CB LOCKOUT screen allows SSPCs to be changed as follows:
maintenance mode: • From the LOCK state to the OUT state
• Airplane on the Ground. • From the OUT state to the LOCK state
• Airspeed below 50 knots. • From the IN state to the LOCK state
The following screen selections are available from the MAINT screen: However, the CB LOCKOUT screen does not allow SSPCs to be changed
• CB LOCKOUT directly from the LOCK state to the IN state. This task must be accomplished
• LOAD SHED

on the CB BY SYS screen
• ENAB CORE
• INV RESET ENAB CORE Screen
The MCDU provides the capability to close aircraft essential SSPCs following
Each screen selection will be available, as indicated by a left page branch installation of a replacement SPDA LRM by selecting the left-most prompt
prompt when its respective preconditions are satisfied. (2L) for "ENABLE CORE CBS” from the ENAB CORE screen.
CB LOCKOUT Screen The core CBs are those SSPCs, which are powered by the Essential Buses.
The MCDU provides the capability to lock out certain SSPCs via soft key These are shown in the Appendix marked with an ‘X’ in the ATA utility
selection of “CB LOCKOUT” from the previously shown MAINT screen. chapter column.
The function of the CB LOCKOUT screen is to provide manual control over

locking the SSPCs OUT, or resetting a SSPC from LOCK to OUT, and
displaying that via the MCDU.
The CB LOCKOUT screen has the systems arranged alphabetically with a

maximum of five systems in each column. Three CB LOCKOUT screens are
required to display all the systems having SSPCs.
Each system is associated with a soft key by means of a page branch prompt
(◄or►).
CB MENUS
MAINT Screen CB LOCKOUT (Screen)


CB LOCKOUT (NAV Screen) ENAB CORE Screen
ENAB CORE
ENAB CORE Screen (In Progress)
After selecting the left-most prompt ■ (2L) for "ENABLE CORE CBS” from the
ENAB CORE screen, an “IN PROGRESS” screen will be displayed to
indicate the process of enabling core CBs has been initiated.
ENAB CORE Screen (After Successful Enable)

After all relevant SSPCs are confirmed to be closed (or open), the ENAB
CORE screen displays “CORE CBS ENABLED”.
ENAB CORE Screen (After Unsuccessful Enable)

If one or more of the SSPCs fail to close or open after selecting “ENAB
CORE CBS”, the message “CORE CBS FAILED” will be displayed.

INV RESET Screen
If the Static Inverter internal fault monitor logic detects a problem, a discrete
status signal is sent to SPDA1 to coordinate a Static Inverter shutdown, as
necessary.
SPDA1 will reset a Static Inverter faults two times within a given flight. On the
third detected fault, the Static Inverter will be turned off.
A Static Inverter power up reset (removal of all power from the unit and
subsequent reapplication of power) will allow reset of this fault condition. In
addition, the MCDU provides the capability to reset the Static Inverter on the
ground with airspeed less than 50 knots by selecting the left most prompt ◄
corresponding to “INV RESET” on the MAINT screen.
CB MENUS
ENAB CORE Screen (In Progress) ENAB CORE Screen (After Sucessful Enable)

ENAB CORE Screen (In Progress) ENAB CORE Screen (After Sucessful Enable)
INVERTER RESET
INV RESET Screen (In Progress)
After selecting the left-most prompt ■ (2L) for "INV RESET” from the INV
RESET screen, an “IN PROGRESS” screen will be displayed to indicate the
process of resetting the Static Inverter has been initiated.
INV RESET Screen (After Successful Reset)

After a successful Static Inverter reset has been confirmed, the INV RESET
screen displays “INV RESET” in green.
INV RESET Screen (After Unsuccessful Reset)

If the Static Inverter fails to reset, the message “INV NOT RESET” will be
displayed in red and the operator may try a subsequent reset from the INV

RESET page.
LOAD SHED Screen

Load restoration can be initiated when on the ground from the MAINT Screen
by selecting the left-most prompt ■ (2L) for "LOAD SHED RESET”. The reset
will occur within 10 seconds of selection.
CB MENUS
INV RESET Screen (In Progress) INV RESET Screen (After Sucessful Reset)

INV RESET Screen (In Progress) INV RESET Screen (After Sucessful Reset)
LOAD SHED
LOAD SHED Restoration Sequence
Load restoration will occur in the following sequence as a result of a
successful LOAD SHED RESET:
1. Window Heat Control Unit #2 (if Window Heat Control Unit #1 is operative)
2. Galley 2 Feed 3 (Ovens #1 and #2)
3. Galley 3 Feed 4 (Oven)
4. Galley 3 Feed 1 / Galley 2 Feed 1 (Coffee Makers)
5. Galley Heater
6. Galley 3 Feed 5 (Chiller)

LOAD SHED Screen (In Progress)
An “IN PROGRESS” screen for load shed reset will be displayed during the
ten seconds required for the load restoration process.
LOAD SHED Screen (After Successful Reset)

If restoration of loads is successful, the message LOAD SHED RESET will
be displayed in green.
LOAD SHED Screen (After Unsuccessful Reset)

If loads are not successfully restored, the message LOAD SHED FAIL will be
displayed in red. Further attempts to reset may be tried.
CB MENUS

CB MENUS
LOAD SHED Screen (In Progress) LOAD SHED Screen (After SUCCESSFUL reset)
LOAD SHED Screen (After Unsucessful Reset)


Restore
Sequence LOAD AC Bus PHASES NOMINAL AMPS NOMINAL POWER
1 WHCU 2 (if WHCY 1 is operative) AC BUS2 2 PH BC 13.04 A per phase = 3.0 KVA
2 Galley 2 Feed 3 (Oven 1 & 2) AC BUS2 2 PH ABC 22.43 A per phase = 7.74 KVA
3 Galley 3 Feed 4 (Oven) AC BUS2 3 PH ABC 11.21 A per phase = 3.87 KVA
4 Galley 3 Feed 1/Galley 2 Feed 1 (Coffee Makers) AC BUS2 3 PH ABC 2 @ 8.69 A per phase = 3+3 = 6KVA
5 Galley Heater AC BUS2 1 PH A 8.69 A per phase = 1.0 KVA
6 Galley 3 Feed 5 (Chiller) AC BUS1 3 PH ABC 7.82 A per phase = 2.7 KVA
TOTAL = 24.31 KVA
CORE CB LIST

CORE CB LIST

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (USED)

CB LIST (OPTIONS)

CB LIST (OPTIONS)

CB LIST (OPTIONS)

ELECTRICAL SYSTEM INDICATION - INTRODUCTION
The Electrical Power Generation and Distribution System (EPGDS)
communications scheme provides an interface with the Avionics Standard
Communications Bus (ASCB), enabling the EPGDS to provide system
information via the Modular Avionic Units (MAUs) to the Cockpit Indicating
and Crew Alerting system.
On the interactive EPGDS communications schematic, you can view the

different components, their locations and their functions within the Electrical
Power Generation and Distribution System.

CURSOR CONTROL DEVICE

EPGDS SYNOPTIC PAGE
To display the Electrical synoptic page select ELECTRICAL on the MFD
using the CCD.
MFD ELECTRICAL SYSTEM SYNOPTIC PAGE

Operation of the electrical system can be monitored by the flight crew on the
MFD Electrical System Synoptic Page, which consists of both analog and
discrete data.
Analog data is used to display actual values like voltage, current and
generator frequencies, while discrete data is used to indicate electrical flow
paths, conditions of batteries and generators.

MFD ELECTRICAL SYSTEM SYNOPTIC PAGE
MFD MFD ELECTRICAL SYSTEM SYNOPTIC PAGE


MFD ELECTRICAL SYNOPTIC PAGE
Engine AC generators
• The IDG icon outline is displayed in green when it is producing power and
voltage above 90 VAC
• Normal voltage, frequency and load readouts are green
• IDG icon is white when not producing power
• IDG icon is amber dashed for invalid information or a value out of the valid
range.


AC EXTERNAL POWER
• AC GPU is displayed in green if conditions for AC GPU AVAIL have been
satisfied.
• AC GPU is not displayed if conditions for AC GPU AVAIL have not been
satisfied.
• AC GPU voltage (V), frequency (Hz), and load (KVA) are displayed in
green if conditions for AC GPU AVAIL have been satisfied.
• AC GPU voltage (V), frequency (Hz), and load (KVA) are not displayed if
conditions for AC GPU AVAIL have not been satisfied.

AC EXTERNAL POWER

EXTERNAL POWER CART NOT EXTERNAL POWER CART IS
PRODUCING POWER PRODUCING POWER
EXTERNAL POWER HAS FAILED

OR GENERATOR STATUS IS
UNDETERMINED
EPGDS SYNOPTIC PAGE BATTERIES
• BATT 1 temperature (°C) is red if BATT 1 temp is greater than or equal to
70°C (over temp condition).
• BATT 1 temperature (°C) is green if BATT 1 temp is less than 70 °C

(normal condition).
• HOT BATT BUS 1 voltage (V) is always green reflecting values

transmitted over ASCB.
• BATT 2 temperature (°C) is red if BATT 2 temp is greater than or equal to

70°C (over temp condition).

• BATT 2 temperature (°C) is green if BATT 2 temp is less than 70 °C
(normal condition).
• HOT BATT BUS 2 voltage (V) is always green reflecting values

transmitted over ASCB.
• BATT 2 is green if HOT BATT BUS 2 voltage is greater than 18 VDC.
• BATT 2 is white if HOT BATT BUS 2 voltage is less than 10 VDC.
• BATT 1 is green if HOT BATT BUS 1 voltage is greater than 18 VDC.
• BATT 1 is white if HOT BATT BUS 1 voltage is less than 10 VDC.
BATTERIES
• IF BATTERY STATUS IS INVALID THE BATT ICON IS CHANGED TO

NA AMBER DASHED BATT ICON

• IF VOLTAGE OR TEMPERATURE IS INVALID THE ASSOCIATED
DIGITS CHANGE TO AMBER DASHES
• IF THE BATTERY TEMPERATURE IS HOT, 70ºC OR HIGHER, THE

READOUT CHANGES TO RED INVERSE VIDEO
EPGDS COMMUNICATIONS ARCHITECTURE
The Electrical Power Generation and Distribution System (EPGDS) MAIN AVIONICS INTERFACE
communications scheme provides an interface with the Avionics Standard The main avionics communications interface used on the ERJ170 is the
Communications Bus (ASCB). Avionics Standard Communications Bus (ASCB). The SPDA architecture
characterizes ASCB as a high bandwidth interface. As such, the ASCB
This interface enables the EPGDS to acquire system information (such as communication module will connect to the processor modules via the
weight on wheels status) from the Modular Avionic Units (MAUs). In addition, Peripheral Component Interconnect (PCI) bus. Only the active processor will
it enables the EPGDS to provide maintenance related information to the transmit data. Both the active and stand-by processors will read data from the
Central Maintenance Computer (CMC) and crew alert messages to the ASCB module.
Engine Indication and Crew Alerting System (EICAS).
High bandwidth communications protocols such as ASCB cannot be
The GCUs and EPM transmit and receive data as needed for EPGDS supported adequately on the IEEE-1394 buses. These interfaces are

coordination via a dedicated 1553 communication bus. connected to the processors using a 33 MHz, 32 bit, Peripheral Component
Interconnect (PCI) bus back plane. The two SPDA processors share the PCI
An independent Controller Area Network (CAN) communication bus (1553) is bus segment with the ASCB module.
provided to allow data to be transferred between the Secondary Power
Distribution Assemblies (SPDAs). CROSS-CHANNEL COMMUNICATIONS
The cross-channels communications bus is used to coordinate the utility and
An ARINC 429 communication scheme is utilized to allow data to be load management systems between the SPDAs and as a backup to ASCB. If
transmitted between the GCUs and SPDAs, and between the SPDAs and one SPDA loses its aircraft interface, necessary data will be relayed via the
Multipurpose Control and Display Units (MCDUs). An additional ARINC 429 other SPDA to and from the avionics. Only the active processors in each
bus scheme is implemented to enable communication with the Air SPDA communicate on the bidirectional cross-channel bus. The cross
Management System (AMS). channel communications between SPDAs is implemented using the
Controller Area Network (CAN) bus operating at 500K bits/second. The
The GCUs, EPM, and SPDAs have a RS-485 communication interface for cross-channel communications is a dual channel system for redundancy. The
their interrogation in a repair shop. total wire length for each of the redundant buses is 262 feet (80 meters)
maximum.
Another ARINC 429 interface is utilized to coordinate APU start activity with
the APU FADEC. The RS485 communication interface is provided on the
GCUs and EPM, and the RS232 communication interface is provided on the
SPDAs for interrogation of the controllers during repair shop visit.
ELECTRICAL POWER GENERATION AND DISTRIBUTION SYSTEM (EPGDS) SCHEMATIC

CAS MESSAGES LIST (FROM FIM 24-00-00)

FAULT CODE INDEX (IN FIM)

MAINTENANCE MESSAGE FIM REFERENCE
TASK 24-21-00-810-855-A
Different GLC 1 Status Sensed by AGCU and GCU 1
A. General
• This task is for fault code 2421001AGC (GLC1/AGCU/WRG FAULT)
• The GCU 1 controls the GLC1.
B. Fault Description
• There is a disagreement between the AGCU and the GCU 1 as they sense
the GLC 1 status.

C. Probable causes
• Failure of the GLC 1 (AMM MPP 24-21-21/401) (AIPC 24-21-21)
• Failure of the AGCU (AMM MPP 24-22-03/401) (AIPC 24-22-03)
• Defective harness (WM 24-61-53)
• Defective harness in the LICC (AMM MPP 24-51-01/401) (AIPC 24-51-01)
• Defective harness in the RICC (AMM MPP 24-51-03/401) (AIPC 24-51-03)
MFD CMC ACCESS (CO-PILOT ONLY)

ELECTRICAL SYSTEM DIAGNOSTIC TESTS
SYSTEM DIAGNOSTICS MENU
Select System Diagnostics in the Maintenance menu by:
• Using the CCD No.2 touch pad to move the cursor to the System
Diagnostics Soft Key.
• Select the System diagnostics Soft Key by pushing one of the enter keys
on CCD no.2
• The System diagnostics menu is displayed and a List of member systems
organized by ATA chapter that have system diagnostic pages associated
with them is presented.




UNPOWERED AIRCRAFT
With the aircraft on the ground, AC power unavailable, DC external power
unavailable, the BATT 1 switch in the OFF position, and the BATT 2 switch in
the OFF position, all system contactors will be in the de-energized state. The
HOT BATT BUS 1 and HOT BATT BUS 2 will be the only energized buses in
this mode as the BATT 1 and BATT 2 are directly connected to the respective
HOT BATT BUS 1 and HOTBATT BUS 2.
Refer to Figure below for a better understanding of how the system is

configured when the aircraft is unpowered.

UNPOWERED AIRCRAFT

BATTERIES ONLY
If the BATT 1 switch is selected to the ON position, aircraft wiring will route
power from the HOT BATT BUS 1 to the BC1 control coil. With power flow
through the BC1 control coil, the BC1 contactor will be energized and closed.
This allows BATT 1 power to feed directly to the DC ESS BUS 1. If the DC
BUS TIES switch is latched closed and either the TRU1C or TRUEC is open,
DC ESS BUS 1 power will be provided through the ETC1 control coil. With
power flow through the ETC1 control coil, the ETC1 contactor will be
energized and closed by means of system relay logic. This allows BATT 1
power to be fed from the DC ESS BUS 1 to the DC ESS BUS 3.
If the BATT 2 switch is selected to the AUTO position, aircraft wiring will route

power from the HOT BATT BUS 2 to the BC2 control coil. With power flow
through the BC2 control coil, the BC2 contactor will be energized and closed.
This allows BATT 2 power to feed directly to the DC ESS BUS 2. If the DC
BUS TIES switch is latched closed and either the TRU2C or (TRU1C and
TRUEC) is open, DC ESS BUS 2 power will be provided through the ETC2
control coil. With power flow through the ETC2 control coil, the ETC2
contactor will be energized and closed by means of system relay logic. This
allows BATT 2 power to be fed from the DC ESS BUS 2 to the DC ESS BUS
3.
In this mode, BATT 1 and BATT 2 will be in parallel.

configured when only batteries are used to power the aircraft.
BATTERIES ONLY

BATTERY 2 SUPPLYING APU START FUNCTION
To initiate an APU start, the APU Master switch (located in the cockpit) needs
to be moved to the START position to initiate a command via a
communications interface with the MAU.
BATT 1 and BATT 2 are used to backup all DC buses to ensure a break free
environment for DC loads. BATT 2 also provides the energy necessary for an
APU start through the APU START BUS, when the electrical system is
automatically isolated from BATT 2. SPDA 2 checks the status of the
electrical DC system contactors and the APU FADEC to perform the APU
start.
The batteries ensure uninterrupted DC power is maintained on the DC ESS


BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
The MAU passes the start request to the APU FADEC via ARINC 429. The
APU FADEC then passes the APU START status to SPDA2 over ARINC
when it is ready to start the APU. The ARINC bit will remain true during the
entire start process. When the ARINC bit is set false (APU exceeds 55% N2
speed) SPDA2 will reconfigure the DC system.
An APU start using BATT 2 is coordinated from SPDA 2 by first commanding

BC2 to open (SPDA2 has override control of BC2 with the BATT2 switch in
the auto mode) if BC1 is sensed closed, DC EXT PWR is not on the APU
START BUS, and an APU START request is received from the APU FADEC
via ARINC.
If BC2 opens, the SPDA 2 commands the ABC and ASC contactors to close.
This start sequence will be aborted if BC2 does not open or the system
configuration criteria of having BC1 sensed closed is not met (another APU
Start command will be necessary to reinitiate the start sequence).
The APU START configuration will be maintained until either the APU
START request is set false or after 120 seconds. When either of these
conditions occur, SPDA2 will reconfigure the system to its original state by
opening both the ASC and ABC and then reclosing BC2 (the BC2 will be
allowed to reclose if either the ASC or ABC is open). BATT 1 provides
stabilized power to the Essential buses during this operational mode.

configured when Battery 2 is used to start the APU generator.
BATTERY 2 SUPPLYING APU START FUNCTION

DC EXT POWER SUPPLYING APU START FUNCTION
DC EXT PWR being utilized for APU start power is routed through the aircraft
DC power receptacle to the External Power DC Contactor (EPDC) and used
to power the APU START BUS.
DC EXT PWR is controlled by dedicated system relay logic. When external

DC power is available, provided the DC EXT PWR switch (located on the DC
EXT PWR panel) is closed, the ABC aux contactor will be closed (indicating
that the ABC main contactor is open). Provided that the DC protection
voltage sense relay does not sense DC input voltage greater than 32V, the
EPDC will energize allowing DC power to the APU START BUS.
The IN USE/AVAIL lamp (located on DC EXT PWR panel) will illuminate IN


USE if the EPDC is closed. The AVAIL indicator will illuminate if the EPDC is
open and the DC protection voltage sense relay does not sense a DC input
voltage greater than 32 Vdc.
To initiate an APU start, the APU Master switch (located in the cockpit) needs
to be moved to the START position to initiate a command via a
communications interface with the MAU. The MAU passes the start request
to the APU FADEC via ARINC 429. The APU FADEC then passes the APU
START status to SPDA2 over ARINC when it is ready to start the APU. The
ARINC bit will remain true during the entire start process. When the ARINC
bit is set false (APU exceeds 55% N2 speed) SPDA2 will reconfigure the DC
system.
An APU START, using DC EXT PWR is coordinated from SPDA2 by first

commanding the ASC to close if DC EXT PWR is on the APU START BUS
and an APU START request is received from the APU FADEC. This
configuration will be maintained until the APU START request is set false or
after 120 seconds. When either of these conditions occur, SPDA2 will
reconfigure the system to its original state by opening the ASC.

configured when DC external power is used to start the APU generator.
DC EXT POWER SUPPLYING APU START FUNCTION

APU GENERATOR POWER
If the APU is spooling up, the APU FADEC will set APU Ready To Load The AGCU sends the Target Frequency and NBPT ENABLE signals active
(RTL) signal true 3 seconds after the input speed passes through 95% input for a maximum of 15 seconds. At the end of the APU cool down period, the
speed (equivalent to 11,400 rpm on the APU Generator shaft). Ready-to-Load discrete electrical signal will be set false and shutdown (spool
down) will occur which results in the AGCU commanding the ALC open. In
The RTL signal is sent from the APU FADEC to the AGCU as both a discrete the event of an APU protective shutdown, the FADEC will remove the APU
input and as an ARINC 429 signal through SPDA2 . Ready-to-Load signal causing the AGCU to take the APU Generator off-line
with a break transfer.
Either RTL transmission to true will enable generator loading, however, both
transmissions must be false before RTL is considered false.
Once the AGCU receives a RTL signal, the ALC will be commanded closed
by the AGCU and the BTC1 and BTC2 will be closed (provided the AC BUS

TIES switch is in the AUTO position) so that the AC BUS1 and AC BUS2 can
be powered.
This allows the AETC to be energized for feeding power to the AC ESS BUS
and STANDBY AC BUS. TRU1, TRU2, and the TRU ESS will convert the
three phase, AC input power and provide a +28 Vdc output to feed the DC
BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
Also, if the BATT 1 switch is in the ON position and the BATT 2 switch is in
the AUTO position, BATT 1 and BATT 2 will be in a charging mode
through the associated BC1 and BC2 contactors.
An APU shutdown is detected by the AGCU when the APU Master switch
status is selected to the OFF position which sets the FADEC to SPDA2 to
AGCU cool-down signal ARINC bit true with the Ready-to-Load discrete
electrical signal true.
At this point, the APU enters a 2 minute cool-down period and maintains
control to nominal 100% speed. During this period the APU FADEC drives
the APU to a NBPT commanded speed if Target Frequency and NBPT
ENABLE logic true signals on ARINC are received from the AGCU via
SPDA2.
The APU FADEC will maintain the target speed until the NBPT ENABLE is
sent at logic false or the Target Frequency value is sent at its default value of
0 Hz.
APU GENERATOR POWER

AC EXT POWER SUPPLYING AIRCRAFT
The cockpit control panel GPU switch provides an ability to manage the
external AC power (AC EXT PWR) through EPM logic. If AC EXT PWR
quality requirements are satisfied, but the GPU switch is in the unlatched
position, then the GPU AVAIL lamp will be illuminated.
Operation of the external power, or ground service manual control switches in

flight will not cause any contactors or breakers to change state, inhibit in-flight
operation of any system, or cause any main generator GCR/GLC trip action
to take place.
If no other source of power is available on the aircraft, external power

from the EPM will be routed to the AGCU so that BTC1 and BTC2

control can be properly coordinated.
With the EPAC closed and power on the tie bus, the AGCU will accordingly
close BTC1 and BTC2, provided the AC BUS TIES switch is in the AUTO
position so that the AC BUS1 and AC BUS2 can be powered.
This allows the AETC to be energized for feeding power to the AC ESS BUS
and STANDBY AC BUS. TRU1, TRU2, and the TRU ESS will convert the
three phase AC input power and provide a +28 Vdc output to feed the DC
BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
the AUTO position, BATT 1 and BATT 2 will be in a charging mode through
the associated BC1 and BC2 contactors.
AC EXT POWER SUPPLYING AIRCRAFT

AC EXT POWER SUPPLYING GROUND SVC BUSES
To power the AC Ground Service Bus (AC GND SVC BUS) and DC Ground
Service Bus (DC GND SVC BUS) without powering any other buses on the
aircraft, the Ground Service Transfer Contactor (GSTC) can be energized by
the external power module (EPM).
The Ground Service momentary switch (located on the AC external power

panel or on the Galley 1 monument – both switches are wired in parallel and
perform the same function) will provide an ability to control the GSTC through
EPM logic.
When an External AC cart is plugged in, power quality is good, AC BUS 1 is

un-powered, and the Ground Service momentary switch is pressed, the

GSTC will close.
Only the AC ground service bus and DC ground service bus will be powered.
If the AC BUS 1 becomes powered, then the GSTC will open. Pressing the
Ground Service momentary switch with the GSTC energized will de-energize
the GSTC to the rest position.
As TRU 1, SPDA 1 and SPDA 2 operate the FWD and MID E-BAYs ceiling
fans will be also turned ON.
Note that the Batteries will not be charged in this mode.

configured for ground service.
AC EXT POWER SUPPLYING GROUND SVC BUSES

NORMAL OPERATION
During normal operations of taxi, takeoff, climb, cruise, descent, and landing, To facilitate No-Break-Power-Transfers (NBPTs), BTC1 will close with IDG1
the two IDGs operate as the primary power sources in a split bus and IDG2 powering their respective buses in ground mode operation (APU
configuration to supply their respective AC bus. Generator and External Power not available).
The left engine"s IDG (IDG 1) will supply the Left Main AC Bus and the right This allows the AETC to be energized for feeding power to the AC ESS BUS
engine IDG (IDG 2) will supply the Right Main AC Bus. and STANDBY AC BUS. TRU1, TRU2, and the TRU ESS will convert the
three phase AC input power and provide a +28 Vdc output to feed the DC
Normally, the AC Tie-bus is not powered in flight unless a source failure BUS 1, DC BUS 2, DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3.
occurs or a source is shut down (on the ground, BTC1 will be closed to Also, if the BATT 1 switch is in the ON position and the BATT 2 switch is in
facilitate NBPTs). the AUTO position, BATT 1 and BATT 2 will be in a charging mode through
If needed, the APU Gen can deliver sufficient power to either main AC bus to

permit dispatch in the event of the loss of one IDG, or serve as an
alternate source of power in flight if one or both IDGs should become
inoperative.
In this normal mode of operation the IDG 1 CONTROL, IDG 2 CONTROL,

APU GEN, TRU 1, TRU 2, TRU ESS, and DC BUS TIES switches will be
latched in the AUTO position.
Additionally the AC BUS TIES switch will be in the AUTO position, the BATT
1 switch will be in the ON position, and the BATT 2 switch will be in the
AUTO position.
If the engine #1 and engine #2 have spooled up and the corresponding IDG1
and IDG2 input shaft speed are greater than 4560 RPM, the GCU senses
acceptable power quality at the Point of Regulation (POR as sensed on the
IDG side of the GLC), the GCU will automatically command the GLC closed.
Bus takeover will be coordinated based on power source priority logic such
that under normal conditions, IDG1 will power AC BUS 1 and IDG2 will power
AC BUS 2.
The system is designed to operate in a split bus configuration such that BTC1
and BTC2 will be open during air mode operation with IDG1 and IDG2
powering their respective AC BUS 1 and AC BUS 2.
IDGS SUPPLYING AIRCRAFT (GROUND MODE)


IDGS SUPPLYING AIRCRAFT (AIR MODE)

RAT GENERATOR EMERGENCY POWER
The Ram Air Turbine (RAT) rated at 15KVA, 115/200 volts, 400 Hz, three After the RAT GCU senses that the RAT has enough governing speed to
phase at the Point of Regulation (POR) is provided which deploys during power loads, the RAT GCU closes the RLC, allowing the RAT to power the
emergency mode only (three main AC channels tripped while in air mode). AC Motor Pump 3A.
The RAT GEN powers the AC ESS BUS when the other AC power sources DC ESS BUSes remain powered via Batteries during this transition.
are not available. When the following conditions exist, the RAT automatically
deploys per the following SPDA1 software logic: During landing, the MAU removes a ground for the TRUEC enable relay as
• AC BUSES 1 and 2 are not powered (GLC1, GLC2, ALC commanded air speed is sensed below 160 knots.
open)
• Weight-On-Wheels (WOW) system indicates flight mode With the BATT 1 switch in the ON position and the BATT 2 switch in the

• Airspeed exceeds 50 knots AUTO position, BC1 and BC2 are closed.
After the RAT GCU determines that there is enough governing speed to
power loads, it energizes the RAT Line Contactor (RLC) enabling the RAT In addition, the AC ESS BUS is connected to the STANDBY AC BUS, which
GEN to power the AC ESS BUS. supplies the following single-phase loads:
• Engine 1 Exciter 1A
The RAT generating channel provides power during emergency mode • Engine 2 Exciter 2A
operation to the AC ESS BUS/AC STANDBY BUS and DC ESS BUSses.
The RAT system is capable of providing non-time limited emergency power With the TRU ESS and DC BUS TIES switches in AUTO position, TRUEC,
in the event of a total loss of the AC electrical generating system. ETC1, ETC2 are commanded closed to ensure that battery charging takes
place during RAT deployment.
The kinetic energy of airflow across the turbine is converted to shaft power to
drive an integral three phase AC generator that produces up to 15 KVA The TRU ESS converts the three phase AC input power from the RAT into a
continuous electrical power at 115/200 Volts and 360- 440 Hz frequency +28 VDC output to supply the DC ESS Bus 1, DC ESS Bus 2, and DC ESS
range. Bus 3.
This energy is utilized to supply 3-phase AC electrical power to the following BATT 1 and BATT 2 receive a charging current through the associated BC1
AC ESS BUS equipment: and BC2 contactors if the BATT1 switch is in the ON position and the BATT 2
• Hydraulic Pump 3A (HPC 3A) switch is in the AUTO position.
• AC Fuel Pump 2 FPR2)
• Flap ACE1 AC Power
• Slat ACE2 AC Power
• Mid Emergency EBay Fan
• Forward Emergency EBay Fan
• TRU ESS Power for DC ESS BUS equipment and battery charging
RAT GENERATOR EMERGENCY POWER

TRU2 FAILED
If TRU2 fails the TRU2C/EC2 will be tripped open and the DCTC will close,
provided the DCTC is not locked out for an overcurrent condition (refer to
figure below - TRU2 Failed).
Under these conditions power will continue to be provided from the TRU1 as
was previously provided by the TRU2.
This transfer occurs automatically if the TRU 1, TRU 2, TRU ESS, and DC
BUS TIES switches are in the AUTO/ON position.
Should GCU2 failsafe or lose power, the AGCU provides a redundant

capability to control the TRU2C.

Additionally, the BATT 1 switch should be in the ON position, and the BATT 2
switch should be in the Auto position.
In this TRU2 failed mode, TRU1 will convert the three phase AC input power
and provide a +28 Vdc output to feed the DC BUS 1, DC BUS 2 and DC ESS
BUS 1. DC ESS BUS 3 will be powered by TRUESS.
DC ESS BUS2 will be cross tied and powered from DC ESS BUS3 (ETC2
relay logic will close with TRU2C open).
the AUTO position, Battery 1 and Battery 2 will be in a charging mode
IDGS SUPPLYING AIRPLANE (AIR MODE) - TRU 2 FAILED

AC BUS 1 SHORT TO GROUND
If the system encounters an AC Bus 1 short to ground during normal
operation, the GLC1 will be tripped open and BTC1 will be locked out (refer
to Figure below - AC Bus 1 Short Clearing).
Under these conditions power will continue to be provided by IDG2 to the AC

BUS 2 and AC ESS BUS.
This overcurrent protective trip and lockout will occur automatically

and can be reset by rotating the associated IDG 1 CONTROL (to the
OFF and back to the AUTO and AC BUS TIES (to the 1 OPEN position
and back to AUTO) switch.

With IDG 1 off line and AC BUS 1 isolated, TRU1C will open and the DCTC
will close, which allows DC BUS 1 to be powered by TRU2.
TRU ESS will convert the three phase AC input power and provide a +28 Vdc
output to feed the DC ESS BUS 3 and also cross tie feed to DC ESS BUS 1.
The cross tie feed to DC ESS BUS 1 is possible through ETC1 because of
relay logic with TRU1C open.
If the BATT 1 switch is in the ON position and the BATT 2 switch is in the
AUTO position, Battery 1 and Battery 2 will be in a charging mode through
IDGS SUPPLYING AIRPLANE (AIR MODE) - AC BUS 1 SHORT

DC BUS 2 SHORT TO GROUND
If the system encounters a DC Bus 2 short to ground during normal
operation, the TRU2C will be tripped open (based on TRU overcurrent
protection), and the DCTC will be locked out (refer to Figure below - DC Bus
2 Short Clearing).
With TRU2C open, EC2 will also open and under these conditions DC BUS 2
will be isolated.
Having TRU2C open will allow ETC2 to close through relay logic. This allows
the DC ESS Bus 2 to be cross tied and powered from the TRU ESS.
These transfers occurs automatically provided that the associate system


control switches are in the normal AUTO positions.
In this failed mode, TRU1 will convert the three phase AC input power and
provide a +28 Vdc output to feed the DC BUS 1 and DC ESS BUS 1. DC
ESS BUS 2 and DC ESS BUS 3 will be powered by TRUESS.
the AUTO position, Battery 1 and Battery 2 will be in a charging mode
IDGS SUPPLYING AIRPLANE (AIR MODE) - DC BUS 2 SHORT

ISOLATED
IDGS SUPPLYING AIRPLANE (DC ESS BUS 3 SHORT TO GROUND)
If the system encounters a DC ESS Bus 3 short to ground during normal
operation, the following will occur:
• 3 phase 25A CB26 (TRU ESS input) isolates the TRU ESS from sourcing
the fault.
• ETC1 and ETC2 will remain open in accordance with DC relay logic.
A CAS message identifies the DC ESS BUS 3 OFF condition and allows pilot
control for the situation.
With the pilot retaining control for opening TRU EC, fuses EF1 and EF2
provide isolation protection in case of a DC ESS BUS 3 fault condition.

TRU 1 converts the three-phase AC input power providing a +28 VDC output
to supply the DC BUS 1 and DC ESS BUS 1.
TRU 2 converts the three-phase AC input power providing a +28 VDC output
to supply the DC BUS 2 and DC ESS BUS 2.
BATT 1 and BATT 2 receive a charging current through the associated BC1
and BC2 contactors if the BATT1 switch is in the ON position and the BATT 2
switch is in the AUTO position.
IDGS SUPPLYING AIRPLANE (AIR MODE) - DC BUS 3 SHORT

EICAS MESSAGES

MMEL

DDPM

DDPM

MRB


DC EXTERNAL POWER (24-61)
INTRODUCTION
DC EXTERNAL POWER switch is located on the DC External Power Panel.
It is a push-button latching switch. This switch provides control of the
External-Power-DC-Contactor (EPDC).
If acceptable external DC power quality exists with the DC EXTERNAL

POWER-switch in the OFF position, the DC EXTERNAL POWER
AVAILABLE lamp, located on the DC External Power Panel, will illuminate
via aircraft wiring, and the EXTERNAL POWER IN USE lamp will be OFF.
When the External DC Power Source is plugged in, power quality is
acceptable and the DC EXTERNAL POWER switch is closed, the External
Power DC Contactor (EPDC) will close. With the EPDC closed, the DC

EXTERNAL POWER IN USE lamp, located on the DC External Power Panel,
will illuminate via aircraft wiring, and the AVAIL lamp will be OFF. An
additional indication of DC GPU IN USE will be provided as a Crew Alert
System Advisory message. With the DC EXTERNAL POWER switch in the
OFF position, the EPDC will open.
DC EXTERNAL POWER

CAS CAUTION MESSAGE GPU CONNECTED
SPDA2 generates CAS Caution Message GPU CONNECTED when the
parking brake has been released while the AC ground power unit (AC GPU)
is still connected to the AC EXT PWR receptacle or the DC ground power
unit (DC GPU) is still connected to the DC EXT PWR panel. CAS (MAU)
inhibits the message during takeoff, landing, and in flight.

CAS CAUTION MESSAGE

Copyright 2015 by EMBRAER – Empresa Brasileira de Aeronáutica S.A.

ATA 33 - LIGHTS
INTRODUCTION
The lighting system provides lighting for the interior and exterior of the aircraft
under normal and emergency conditions.
GENERAL DESCRIPTION
The LIGHTS includes these subsystems:
• COCKPIT
• PASSENGER CABIN
• CARGO AND SERVICE COMPARTMENTS
• EXTERNAL LIGHTS
• EMERGENCY LIGHTING

The lighting system controls lighting intensity and distribution to help the crew
do its work and give comfort to the passengers.
SUBSYSTEMS
COCKPIT (33-10)
The cockpit lighting system supplies lighting to the work area, panels, and
instruments.
PASSENGER CABIN (33-20)

The function of the PAX (Passenger) cabin lighting is to supply light for the
use of the PAX and crew.
CARGO AND SERVICE COMPARTMENTS (33-30)

The lights of the cargo and service compartments give illumination inside
these compartments and make their operation/inspection easier when the
aircraft is on the ground.
EXTERNAL LIGHTS (33-40)

The exterior lighting system uses high-intensity lights. These lights are used
for taxing, takeoff and landing procedures. They are also used for in-flight
orientation and identification of aircraft position.
EMERGENCY LIGHTING (33-50)

The emergency lights are installed in the aircraft cabin to provide adequate
illumination for rapid evacuation of the flight crew and passengers. Even in
the event of a single transverse vertical separation of the fuselage, the
emergency lighting system will still provide no less than 75 percent of
illumination.
LIGHTS - SYSTEM OVERVIEW

LIGHTS - 33
CARGO AND
COCKPIT PASSENGER EXTERNAL EMERGENCY
SERVICE
LIGHTS LIGHTS LIGHTS LIGHTS
LIGHTS
33-10-00 32-20-00 33-40-00 33-50-00
33-30-00
COCKPIT LIGHTING (33-10)
GENERAL DESCRIPTION
The cockpit lights system provides lighting to the work area, panels and
instruments, and consists of the following sub-systems:
• The cockpit lights system, which provides beam ambient lighting; used on
the side walls, seats, and floor of the crew station and observer area.
• The instrument and control panel lights system, which provides lighting for
instruments, panels, and pushbuttons.
• The flood/storm lights system, which provides a proper lighting level in the
cockpit for the instruments and assures instrument readability.

COCKPIT LIGHTING

DOME LIGHTS CHART LIGHT MAIN INSTRUMENT PANEL
READING LIGHT GLARESHIELD PANEL CONTROL PEDESTAL
OVERHEAD PANEL STORM LIGHT
COMPONENTS
The cockpit lights system includes the following components:
• One cockpit lights control panel, located on the overhead panel;

• Two dome lights located on the cockpit ceiling panels;
• One multi-channel dimmer, located on the forward e-bay;
• Two flood / storm light assemblies, located under the glareshield panel;
• Two chart light assemblies, one for the pilot and other for the copilot;
• Two lighting control panels, located on the glareshield panel;
• Three reading light assemblies, one for the pilot, one for the copilot, and
another for the observer;

COCKPIT LIGHTS

DOME LIGHT
READING LIGHT
CHART LIGHT
COCKPIT LIGHTS CONTROL PANEL
The cockpit lights control panel is located on the overhead panel.
This panel has switches for dome lights control and annunciator lights test
and it has three potentiometers for controlling instrument and panels
backlights on the:
• Overhead panel
• Main panel
• Pedestal

COCKPIT LIGHTS CONTROL PANEL
BRIGHTNESS CONTROL PONTENTIOMETERES

ANNUNCIATOR LIGHTS TEST PUSHBUTTON

DOME LIGHTS TOGGLE SWITCH
DOME LIGHTS
There are two dome lights designed to provide general lighting for the cockpit
area during flight and/or ground operations as required by the flight crew.
These lights are located on the cockpit ceiling panel: one on the left side and
one on the right side.
They are controlled by a switch on the overhead panel as well as by the

courtesy lighting system.
The electrical power comes from the DC ESS BUS 3. This bus ensures the
supply of power to the dome lights in case of an electrical emergency
condition.

DOME LIGHTS

DC ESS BUS 3
DOME LIGHT
LAMP
DOME LIGHT
LENS
MULTI-CHANNEL DIMMER
There is one electronic dimmer located in the forward e-bay that provides the
necessary dimming function for the illumination of the pushbuttons, overhead
panel, pedestal, and main panel.
The dimmer has four output channels and each channel has an independent
28 VDC (Volt Direct Current) power source, control circuits and 0-5 VDC
power outputs to provide linear control of LED (Light-Emitting Diode)
illumination levels.
The channels provide 0-5VDC to the main panel, pedestal and overhead
panel and a 5VDC output to the annunciator lights test system.

MULTI-CHANNEL DIMMER

CH 1 CONTROL
CH 2 CONTROL
CH 3 CONTROL
CH 4 CONTROL
LED
0 – 5 VDC
DC ESS BUS 3
DIMMER
COCKPIT CHART LIGHTS
There are two chart light assemblies, one for the pilot and other for the
copilot. The assemblies are located at the bottom of the cockpit side
windows.
The lighting for the chart lights is adjusted (intensity and direction) for the
chart holder. In addition, supplemental lighting is provided for the pilot and
copilot.
The chart lights have the following features:

• Light beam orientation up to 20 degrees from the vertical axis and 40-
degree movement in any direction;
• The Reading plane area is adjustable by the crew by rotating the bezel.

FLOOD LIGHT ASSEMBLY
The flood/storm lights system consists of two thunderstorm light assemblies
located under the glareshield, one on the pilot’s side and the other on the
copilot’s side.
This system includes these components:

• Flood light assembly.
• Ballast / Dimmer.
• Flood / storm light switches.
There are two flood light assemblies each with one fluorescent lamp.
They are on the pilot’s panel and on the copilot’s panel. The lamp assemblies
are installed under the glareshield.
CHART LIGHTS AND FLOOD LIGHTS ASSEMBLY LIGHTING CONTROL PANELS

CHART LIGHT
STORM LIGHT ASSEMBLY
LIGHTING CONTROL PANELS
Each electronic display (PFD (Primary Flight Display), MFD (Multi- Function
Display) and EICAS (Engine Indicating and Crew Alerting System)) has a
potentiometer that controls its brightness level as follows:
• PFD 1 POTENTIOMETER It controls the PFD 1 display brightness.

• PFD 2 POTENTIOMETER It controls the PFD 2 display brightness.
• MFD 1 POTENTIOMETER It controls the MFD 1 display brightness.
• MFD 2 POTENTIOMETER It controls the MFD 2 display brightness.
• EICAS POTENTIOMETER It controls the EICAS light brightness.


FLOOD/STORM LIGHTS, STANDBY COMPASS AND CLOCK
The flood/storm lights system provides high illumination level in the cockpit CLOCK SYSTEM
(for the instruments) to assure instrument readability under high intensity The dimming control bezel and screen lighting is supplied by the STBY/ CLK
ambient lighting such as lightning strikes. potentiometer located on the right lighting control panel.
The flood/storm lights system consists of two thunderstorm light assemblies The LCDs are backlighted and automatically dimmed by a photocell located
located under the glareshield, one on the pilot's side and the other on the on the left side of the clock panel.
copilot's side.
This system includes these components:

• Flood light assembly.
• Ballast/Dimmer.
• Flood/storm light switches.

FLOOD LIGHT ASSEMBLY
There are two flood light assemblies each with one fluorescent lamp. They
are on the pilot's panel and on the copilot's panel. The lamp assemblies are
installed under the glareshield. The lamps operate without stroboscopic
effect.
BALLAST/DIMMER
There are two solid-state ballast/dimmers that provide adequate operation
without flicker. One ballast/dimmer controls one lamp assembly for the pilot,
on the left side of the central instrument panel zone, and the other
ballast/dimmer controls the other lamp assembly for the copilot, on the right
side of the central instrument panel zone.
FLOOD/STORM LIGHT SWITCHES

There are two potentiometers to control the flood/storm lights. They are
located on the left and right sides of the glareshield panel. The output of each
lamp assembly can be controlled by means of two single turn potentiometers,
each located on the left and right sides of the glareshield panel, incorporating
an ON/OFF switch operable in the extreme counterclockwise position.
STANDBY COMPASS SYSTEM

The illumination of the magnetic compass unit is controlled by the
"COMP/CLK" potentiometer located on the right lighting control panel.
The magnetic compass unit receives 28 VDC (Volt Direct Current), from DC
ESS BUS 1 through a "COMPASS" 5A circuit breaker, for internal light.
STANDBY COMPASS BULB


CLOCK BEZEL
COCKPIT READING LIGHTS
The reading lights provide lighting of adequate intensity to aid the flight crew
in reading charts, technical manuals, and checklists.
Three reading light assemblies, one for the pilot, one for the copilot, and
another for the observer are installed on the cockpit ceiling panel.
The lighting for the reading lights is adjusted (intensity and direction) through
the same reading light assembly by clockwise/ counterclockwise movements.
The units permit light beam orientation, focus, and full movement in any
direction.

The reading lights have the following features:
• ON/OFF switching and dimming in a single rotary movement of the bezel;
• Light beam orientation up to 35 degrees from the vertical axis and 70-
degree movement in any direction;
• The Reading plane area is adjustable by the crew by rotating the outer
bezel.
COCKPIT READING LIGHTS

READING LIGHT LAMP
READING LIGHT
CONTROL ASSEMBLY
OPERATION
The DC ESS BUS 3 supplies 28 VDC (Volt Direct Current) to the dome lights,
which are controlled by the DOME LIGHTS switch. The dome lights can also
be controlled by an automatic courtesy light logic provided that the aircraft is
in the ground service configuration and the DOME LIGHTS switch is set in
the ON position.
The DC BUS 2 supplies 28 VDC to the reading lights, which are controlled by
rotation of the bezel.
The DC BUS 1 supplies 28 VDC to the chart lights, which are controlled by
the CHART knob located in the LH and RH lighting control panels. Turning
the CHART knob fully clockwise causes the lights to have a normal

brightness. The lights have minimum brightness if the knob is turned fully
counterclockwise.
The chart lights provide directional control of the light beam and can be used
to supplement the reading lights if desired.
In the DIM position, the lights come on with minimum brightness. In the RT
position, the light comes on with normal brightness.
LIGHT PLATES
The light plates are circuit boards installed on the cockpit to provide backlight
to the panels. The panels are illuminated with series of LEDs welded to this
circuit card, and therefore they cannot be replaced individually by the line
technician; the panel must be sent to a repair shop.

LIGHT PLATE INSTALLATION

PASSENGER COMPARTMENT LIGHTS (33-20)
GENERAL DESCRIPTION
The passenger compartment lighting system provides illumination for the
passenger cabin. It includes of these subsystems:
• Cabin lights,
• Warning signs,
• Attendant call indicators,
• Reading lights
• Courtesy/stair lights,
• Lavatory lights
• Galley lights.

PASSENGER COMPARTMENT LIGHTS
PASSENGER
PASSENGER READING
READING LIGHT
LIGHT SWITCH

ATTENDANT CALL
SWITCH
PASSENGER CABIN
GALLEY LIGHTS
GALLEY LIGHTS LIGHT SYSTEM
LAVATORY LIGHTS
COURTESY / STAIR LAVATORY

LIGHTS LIGHTS
COMPONENTS CABIN LIGHTS
The passenger cabin lights provide general illumination of the cabin and
include the ceiling lights (mounted above the overhead bins) and the side
wall lights (mounted along the side walls).
Control is provided by 4 switches located on the forward and aft flight

attendants panel. Two of the switches are used to turn the lights on and off,
and the other two switches are used to control the brightness of the lights.
Ballasts provide electrical power to the ceiling and side wall lights. These
ballasts are mounted throughout the cabin behind the passenger service
units.

PASSENGER CABIN LIGHTS
FLUORESCENT LAMP CEILING
BALLASTS AC/DC

SIDEWALL LIGHTS
BALLASTS
The ceiling and sidewall light electronic ballasts control the power supply to
the fluorescent ceiling lights. There are AC (Alternating Current) and DC
(Direct Current) ballasts and both are designed to operate fluorescent lamps
from 13 to 40 W For the different members of the E-Jest family, there are
different number of ballasts, as follows:
LOCATION
CEILING SIDEWALL
AIRCRAFT
AC: 21
EMBRAER 190 AC: 26
DC: 5
AC: 25
EMBRAER 195 AC: 30

DC: 5
BALLASTS

PASSENGER WARNING SIGNS
The passenger warning signs provide the passengers and flight attendants
with the following signs:
• NO SMOKING
• FASTEN SEATBELTS
• RETURN TO SEAT
• LAVATORY OCCUPIED
The system comprises:

• The FASTEN SEAT BELT switch, located on the overhead panel, which
controls the FASTEN SEAT BELT signs located in the passenger service
units
• RETURN TO SEAT sign in the lavatory;

• Lavatory door latch engaged switch, which controls the lavatory occupied
signs.
• The NO SMOKING switch, also located on the overhead panel, which
controls the NO SMOKING signs located in the passenger service units.
• Optionally, the NO SMOKING lights on the passenger cabin can be
replaced by a NO ELEC DEVICES indication, to advice the passengers to
turn any electronic devices OFF.
Note that the NO SMOKING and FASTEN SEATBELT signs will illuminate
automatically in case of depressurization or the cabin altitude exceeding
14,000 ft.
PASSENGER WARNING SIGNS
TOILET OCCUPIED SIGN
PASSENGER SIGNS CONTROL PANEL


RETURN TO SEAT SIGN
WARNING
SIGNS
PASSENGER SIGNS
ATTENDANT CALL INDICATORS
The attendant call indicators give a visual indication to the attendants when a
call is originated from the cockpit or the passengers.
There are indicators installed on the forward and aft ceiling panels and on the
PSU (Passenger Service Unit)s. These indicators allow the flight attendants
to quickly locate a passenger or cockpit call.
Four zonal attendant call lights, distributed along the cabin ceiling, help the
flight attendant locate the call.
The attendant lights indicator panels provide a visual indication to attendant

when there is a call from the flight crew or passengers. Each type of call to

the flight attendant is identified by a specific color. For all types of call there is
just one color, which could be orange, blue, red, green and amber.
• Orange: when a pax presses the attendant call switch located inside the
lavatory.
• Blue: when a pax in the cabin area presses the attendant call switch on
the PSU located above the seat.
• Red: when the pilot makes an emergency call to the flight attendant from
the cockpit.
• Green: when the pilot calls the flight attendant from the cockpit.
• Amber: when the pilot does not want to be disturbed. This light is
controlled by a switch installed on the overhead panel in the cockpit, and
is designated to illuminate the sterile light.
ATTENDANT LIGHT INDICATOR PANEL

ZONAL ATTENDANT CALL LIGHTS
PASSENGER READING LIGHTS – GENERAL DESCRIPTION
The passenger reading lights are installed in the PSU (Passenger Service
Units) and the flight attendant reading lights are installed in the ceiling panels.
There is one reading light for each passenger seat and one for each flight
attendant seat, in a manner to allow them to have a good source of light for
reading or other purposes.
The reading lights can be activated and deactivated when the passenger
press the switch installed in the PSU

READING LIGHTS
READING LIGHT SOCKET


CLIP ELECTRICAL
LAMP TERMINALS
READING
LIGHT LENS
PSU PANEL (Ref.)
READING LIGHT ASSY
ASSEMBLY REPLACEMENT
LAMP REPLACEMENT (EFFECTIVITY: ON AIRCRAFT WITH LED-TYPE READING LIGHT
COURTESY / AIRSTAIR LIGHTS
The lighting system in the forward and aft entrance and galley areas contains
dedicated courtesy and service lights to illuminate the internal area near the
main and service doors. The courtesy lights provide illumination at each
aircraft door for safe boarding of the crew members and passengers.
The courtesy lighting system has the following components:
• Passenger/service entrance courtesy lights

• Cockpit step courtesy light
• Passenger door micro switches
• A COURTESY LIGHT switch on each flight attendant control panels
•

A COURTESY LIGHT RESET membrane pushbutton on each flight
attendant control panels
COURTESY LIGHTS
THE COURTESY LIGHTS PROVIDE LIGHTING FOR:

• AIR STAIRS
• COCKPIT STEP BETWEEN THE COCKPIT AND CABIN

COCKPIT STEP FWD SERVICE DOOR REAR SERVICE DOOR
FWD MAIN DOOR REAR MAIN DOOR
AIR STAIRS AIR STAIRS
COURTESY LIGHTS (CONT’)
Courtesy lights are controllable by a switch mounted on the flight attendant
panels. The switch gives the crew the option of having the courtesy lights in
OFF or AUTO mode.
When normal aircraft power is not available, for example on ground with no
AC or DC power available, it is still possible to use the courtesy lights using
the battery 1 as a power source. However, to preserve battery power, these
lights operate on a five minute cycle.
Reset buttons located on the forward and aft flight attendant panels allow an
additional 5 minutes of lighting every time the switches are pressed.

COURTESY LIGHTS SYSTEM

LAVATORY LIGHTS SYSTEM
The lavatory lighting system consists of lights positioned in the ceiling panel
and adjacent to the mirror of each lavatory. These lights are controlled by two
switches installed in the lavatories.
The lavatory lights consist of:

• Dome light
• Fluorescent lights
• Manual switch
• Door latch-engage micro switch

LAVATORY LIGHTS SYSTEM
LAVATORY
MANUAL SWITCH
CEILING AND SIDEWALL LIGHTING

DOME LIGHT

LAVATORY DOOR-LATCH
ENGAGE MICROSWITCH
BALLAST
FWD LAVATORY
GALLEY LIGHTS
The forward and aft galley lights systems provide a direct light source in the
galley area for the flight attendants.
Each consists of two lamp housing with fluorescent lamps that receive
electrical current from two ballasts which regulate the power output to the
lamps.
The galley lights are controlled by switches installed on the respective flight
attendant panels.
Also there are Work Lights mounted over the galleys spigots that consist of
LED assemblies controlled by two dedicated switches:

• ON/OFF
• DIM/BRT.
GALLEY LIGHTS
2 BALLASTS
2 LAMP HOUSING WITH
FLIGHT ATTENDANT PANEL
FLUORESCENT LAMPS

FWD GALLEY
WORK LIGHT CONTROLS
GALLEY
STRUCTRURE (Ref.)
CARGO AND SERVICE COMPARTMENTS LIGHTS (33 - 30) – GENERAL DESCRIPTION
The lights of the cargo and service compartments give illumination inside
these compartments and make their operation / inspection easier when the
The CARGO AND SERVICE COMPARTMENTS includes these subsystems:

• CARGO COMPARTMENT LIGHTS (AMM SDS 33-31-00)
• SERVICE COMPARTMENT LIGHTS (AMM SDS 33-32-00)

CARGO COMPARTMENT LIGHTS

MICRO SWITCH MICRO SWITCH
CARGO BAY LIGHTS
The cargo compartments have two different types of lights: loading lights and
cargo lights. Loading lights are installed close to the cargo door area, while
the cargo lights are distributed on the cargo compartment.
Depending on the type of aircraft, the number of lights changes, as follows:

COMPARTMENT FWD CARGO AFT CARGO
ACFT Loading Cargo Loading Cargo
EMBRAER 190 1 6 1 5
EMBRAER 195 1 6 1 6

There is a cargo compartment manual switch located by each cargo door that
can be selected to “AUTO” or "OFF" position. In “AUTO” mode the cargo
lights illuminate when the cargo door is opened, and go out when the door
closes. The “OFF” mode will turn the lights off regardless of the door position.
CARGO LIGHTS
CARGO LIGHT

LOADING LIGHT
CARGO
CARGO LIGHTS COMPARTMENT
MANUAL
LOADING LIGHTS SWITCH
MANUAL SWITCHES
MICRO SWITCHES
SERVICE COMPARTMENT LIGHTS
The service lights system provides lighting to the service compartments for
quick inspection and accomplishment of simple maintenance tasks while the
The service light is a small floodlight that provides general illumination to the
various service compartments in which it is mounted. There are six service
lights installed one in each of these compartments:
• Aft avionics compartment.
• Aft hydraulic compartment.
• Middle avionics compartment.
• Forward avionics compartment.
• APU (Auxiliary Power Unit) compartment.

• Fueling compartment.
SERVICE LIGHTS

SERVICE LIGHTS

EXTERIOR LIGHTS (33-40) – GENERAL DESCRIPTION
The exterior lighting system uses high-intensity lights. These lights are used
for taxiing, takeoff and landing procedures.
They are also used for in-flight orientation and identification of aircraft
position, and promotion of the aircraft operator logo.
The exterior lights include the following subsystems:

• TAXI LIGHTS (AMM SDS 33-42-00)
• NAVIGATION LIGHT (AMM SDS 33-43-00)
• INSPECTION LIGHT (AMM SDS 33-44-00)
• RED BEACON LIGHT (AMM SDS 33-45-00)
• LOGOTYPE LIGHT (AMM SDS 33-46-00)

• STROBE LIGHT (AMM SDS 33-47-00)
EXTERIOR LIGHTS

COMPONENTS - EXTERNAL LIGHTS CONTROL PANEL
The external lights control panel is located on the overhead panel.

EXTERNAL LIGHTS CONTROL PANEL

TAXI LIGHTS
The ERJ 190/195 has a total of three 450 watt taxi lights.
Their location is similar to the landing lights:

• Two in the wing roots
• One on the nose landing gear assembly.
The 115 volts AC from SPDA 1 and 2 AC Power Modules is converted by

three transformers into 28 volts AC, and then supplied to the 3 taxi lights.
The taxi lights have two separate switches for appropriate ambient lighting.
The two taxi lights in the wing to fuselage fairing have a common switch while

the nose landing gear taxi light has a separate switch.
The nose gear taxi light will automatically extinguish if the nose gear is not in
the down locked position.
TAXI LIGHTS
THE TAXI LIGHTS RECEIVE 28 VAC FROM

TRANSFORMERS INSTALLED NEAR THE WING
ROOTS AND NOSE LANDING GEAR BAY.

ONE 450W
TAXI LIGHT
ONE 450W
TAXI LIGHT
LANDING LIGHTS
Two 600 watt landing lights are installed in the LH and RH wing roots and
one 600 watt landing light is installed on the nose landing gear assembly.
The landing lights receive 23 VAC from two transformers installed near the
wing roots and another one in the nose landing gear bay.
They are controlled by separate switches located on the overhead panel. The
landing lights are energized by the SPDAs 1 and 2.
In case of a single failure, two lights can provide enough lighting for a safe
landing at night. The landing light installed on the nose landing gear will
automatically extinguish when the landing gear is retracted.

LANDING LIGHTS
THE LANDING LIGHTS RECEIVE 23 VAC FROM

TRANSFORMERS INSTALLED NEAR THE WING
ROOTS AND NOSE LANDING GEAR BAY

ONE 600W
LANDING LIGHT
ONE 600W
LADING LIGHT
NAVIGATION LIGHTS
EFFECTIVITY: ON ACFT WITHOUT LED LIGHTING SYSTEM
NAVIGATION AND STROBE LIGHTS
There is one forward red navigation light assembly installed in the left wing tip
and one forward green navigation light assembly installed in the right wing
tip. The forward navigation light assemblies are mounted inside a transparent
cover.
Two aft white navigation light assemblies are installed on the aft portion of
each wing tip. Each light assembly has two lamps. Normally, only one lamp is
ON while the other is STANDBY.

Standby red, green, and white light assemblies are provided in each
navigation light location.
Both the color and the white navigation lights assemblies have two bulbs to
increase the aircraft dispatchability, providing continuous safe flight
operations.
EFFECTIVITY: ON ACFT WITH LED LIGHTING SYSTEM NAVIGATION

AND STROBE LIGHTS
There is one forward red navigation light assembly in the left wing tip and one
forward green navigation light assembly in the right wing tip. The forward
navigation light assemblies are installed in a transparent cover.
Two aft white navigation light assemblies are installed on the aft wing tip
trailing edge. Because of the reliability of LED technology, standby lights are
not necessary. The two forward navigation lights shine through the leading
edge transparency.
NAV LIGHTS

RIGHT LEFT WHITE
10V AC 10V AC 6,5V AC
EACH LIGHT ASSEMBLY HAS TWO LAMPS.

Normally one lamp is on while the second lamp is on standby. It
operates from a separate electrical source, and it can be activated
manually if the primary system fails.
NAVIGATION LIGHTS TRANSFORMERS
There are four autotransformers powered by 115 VAC/400 Hz. They supply
an output of 10 VAC/400 Hz for the forward navigation light lamps operation
and 6.5 VAC/400 Hz for the aft navigation light lamps operation.
Two transformers for the navigation lights are installed in the outboard portion
of each wing main box. One transformer in each wing supplies power for the
main position lighting system and the other transformer, installed in each
wing, supplies power for the standby position lighting system.

In accordance with international standards, the left nav light is red while the
right one is green. Other nav lights, which are visible from behind the aircraft,
are white.
NAV LIGHT TRANSFORMERS - ON ACFT WITHOUT LED LIGHTING SYSTEM NAVIGATION AND STROBE LIGHTS

NAVIGATION LIGHT POWER SUPPLY UNIT
AND STROBE LIGHTS
There are two power supplies energized by 115 VAC/400 Hz. They change it
to a current continuous DC (Direct Current) signal. One PSU (Power Supply
Unit) in each wing, near the wing tip, supplies power for the forward
navigation light and for the aft white navigation light.
The PSU contains two independent driver boards. One driver board is
dedicated to one set of one forward and one rear navigation light, the other
driver board is dedicated to one set of one forward and one rear strobe light.
Power input and output are separated for each driver board.

The navigation light driver board controls a constant output drive current of
700 mA to the navigation lights. This allows fluctuations in voltage because of
temperature but keeps a constant LED (Light-Emitting Diode) output.
NAV LIGHT POWER SUPPLY UNIT - ON ACFT WITH LED LIGHTING SYSTEM NAVIGATION AND STROBE LIGHTS

541DB
641DB
POWER SUPPLY UNIT
NAVIGATION LIGHTS SWITCH
There is one main NAV switch on the EXTERNAL LIGHTS panel (cockpit
overhead panel). To increase dispatchability, there is an additional navigation
lights switch on the maintenance panel that turns the backup lights when a
main light gets inoperative.
The minimum number of navigation and position lights is one per assembly
(green, red and white lights.), according to MMEL (Cat. C - 10 consecutive
days).

NAV LIGHTS SWITCH – ON ACFT WITHOUT LED LIGHTING SYSTEM NAVIGATION AND STROBE LIGHTS

NAVIGATION LIGHTS SWITCH AND COMBO TRAIL LIGHT
AND STROBE LIGHTS
There is one NAV switch on the EXTERNAL LIGHTS panel (cockpit

overhead panel), which controls the navigation lights.
The Combo Trail Light is a combination of navigation and strobe lights

mounting in the trailing edge of the wing tip. The position light function
supplies white light to the rear area of the aircraft to identify the position of
the aircraft.
There are two combo trail lights each of them installed in the trailing edge of
each wingtip. The two lights point aft, illuminating the two rear quadrants of

the aircraft.
NAVIGATION LIGHTS - ON ACFT WITH LED LIGHTING SYSTEM NAVIGATION AND STROBE LIGHTS

ZONES
551
651 NAVIGATION
LIGHTS SWITCH
RH/LH FORWARD
NAVIGATION LIGHT
RH/LH AFT NAVIGATION LIGHT

(COMBO TRAIL LIGHT)
EXTERNAL LIGHTS PANEL

TYPICAL
TYPICAL
INSPECTION LIGHTS
The inspection lights system provides illumination for inspection of the wing
and engines by the pilot and copilot while the aircraft is flying at night or
during IFR (Instrument Flight Reference) operation.
There are two lamps installed in the fuselage, one on each side of the
aircraft. The light beams are directed to the wing leading edge and engine
intake nacelle.
There are two inspection lights installed in the center fuselage on each side
of the aircraft, inside a transparent cover. The light beam is directed to the
wing leading edge and engine intake nacelle. Each light is a 75 watts halogen
and sealed beam lamp.

INSPECTION LIGHTS

WING INSPECTION
LIGHT ASSEMBLY (Ref.)
WING
INSPECTION
LIGHT LAMP
LENS
CAPTIVE
SCREW (3X)
LOGO LIGHTS
The logotype light system provides lighting for the logotype of the operator
printed on the vertical stabilizer.
There are two lights with 75-watt sealed beam lamps. They are installed on
the top of each side of the horizontal stabilizer, and the light beam is directed
to the vertical stabilizer.
The logotype lights are fed with 28VDC, provided by the SPDA (Secondary
Power Distribution Assembly) 2. The SPDA 2 is located in the mid e-bay.

LOGOTYPE LIGHTS
ZONES
334
344

LENS
CAPTIVE
SCREW (3x)
LOGOTYPE
LOGO LIGHT
LIGHTS SWITCH
LAMP LOGOTYPE LIGHT
ASSEMBLY (Ref.)
EXTERNAL LIGHTS PANEL
TYPICAL
RED BEACON LIGHTS
Red beacon lights are used for ground operations, to warn other traffic and
airport personnel, or as a backup for the white strobe lights.
There are two red beacon lights, installed on top of the center fuselage I and
on the bottom part of the wing-to-fuselage fairing.
The red beacon lights can be turned ON and OFF by its switch, located on
the external lights control panel, on the overhead panel.

RED BEACON LIGHTS

RED BEACON POWER SUPPLY
There are two red-beacon power supplies. One is installed on the RH side of
the forward cargo compartment, adjacent to the cargo door, and supplies
power to the upper red beacon light. The other power supply is installed in
the wing-to-fuselage fairing, and it supplies power to operate the lower red
beacon light.
Note: Wait 10 minutes after you remove the power before you disconnect the
electrical cables. A high-voltage electric charge is stored in the power supply.
If you do not obey this precaution, injury to persons and/or damage to the
equipment can occur.

RED BEACON POWER SUPPLY
ZONES
131
132

ZONE
190
192 CR
RED BEACON LIGHTS SWITCH
To increase dispatchability there is an additional switch on the maintenance
panel that increases the red beacon lights brightness when the white strobe
lights are inoperative.
The minimum number of red beacon lights is zero, according to MMEL (Cat.
C, 10 consecutive days), provided the white strobe lights work normally or
the aircraft does not operate at night.

RED BEACON LIGHTS SWITCH

WHITE STROBE LIGHTS
The anti collision light system includes four white strobe lights that supply
reference from one aircraft to another when in flight.
The white 400 candle strobe-light lamps are installed inside a transparent
cover assembly in the forward and rear edges of both wing tips. Associated
with each pair of strobe lights is a power supply.
The strobe lights are controlled by the strobe light switch located on the
overhead panel. The strobe lights interface with SPDA (Secondary Power

Distribution Assembly) 2 in the middle avionics compartment to receive 115
VAC/ 400 Hz power.
WHITE STROBE LIGHTS - ON ACFT WITHOUT LED LIGHTING SYSTEM NAVIGATION AND STROBE LIGHTS

ZONES
551
651
AFT STROBE
TYPICAL LIGHT
TYPICAL
WHITE STROBE LIGHTS (CONT’)
AND STROBE LIGHTS
There is one forward face strobe-light assembly installed in each wing tip,
and one aft face strobe light assembly installed in each wing tip. The strobe
lights supply reference from one aircraft to another when in flight.
The strobe lights interface with SPDA 2 in the middle avionics compartment
to receive 115 VAC/400 Hz power. The STROBE light switch, on the
overhead panel, is connected to the SPDA that supplies electrical power to
the PSU.

Once the PSU is energized, it automatically supplies power to the related
lights. If power is removed, the lights automatically extinguish.
WHITE STROBE LIGHTS - ON ACFT WITH LED LIGHTING SYSTEM NAVIGATION AND STROBE LIGHTS

ZONES
551
651
STROBE
LIGHTS SWITCH
STROBE
FORWARD
STROBE LIGHT
AFTER STROBE LIGHT
(COMBO TRAIL LIGHT EXTERNAL LIGHTS PANEL
TYPICAL TYPICAL
WHITE STROBE LIGHTS POWER SUPPLY
There are two strobe light power supplies. The power supplies are located in
the wing main box, one on the left and one on the right side.
Each power supply provides high voltage to operate both lights in the same
side. The white strobe lights installed on the same side flash alternately.
Note: Wait 10 minutes after you remove the power before you disconnect the
electrical cables. A high-voltage electric charge is stored in the power supply.
If you do not obey this precaution, injury to persons and/or damage to the

equipment can occur.
STROBE LIGHTS POWER SUPPLY - ON ACFT WITHOUT LED LIGHTING SYSTEM NAV AND STROBE LIGHTS
ZONE NAVIGATION LIGHTS

541 TRANSFORMERS
ACESS (REF.)
ZONE
641

WHITE STROBE LIGHTS
POWER SUPPLY
STROBE LIGHT POWER SUPPLY UNIT
AND STROBE LIGHTS
There are two power supplies powered by 115 VAC/400 Hz. They convert it
to a current regulated DC signal. One PSU (Power Supply Unit) in each wing,
near the wing tip, provides power for the forward and aft strobe light.
The PSU contains two independent driver boards. One driver board is
dedicated to one set of one forward and one rear navigation light, the other
driver board is dedicated to one set of one forward and one rear strobe light.
Power input and output is separated for each driver board. The strobe light

driver board controls a flashing output drive current of 850 mA to the strobe
lights. This allows fluctuations in voltage due to temperature but keeps a
constant LED output.
STROBE LIGHTS POWER SUPPLY - ON ACFT WITH LED LIGHTING SYSTEM NAV AND STROBE LIGHTS

EMERGENCY LIGHTS (33-50) – GENERAL DESCRIPTION
The emergency lights are installed in the aircraft cabin to provide adequate
illumination for rapid evacuation of the flight crew and passengers. Even in
the event of a single transverse vertical separation of the fuselage, the
emergency lighting system will still provide no less than 75 percent of
illumination.
The emergency lighting system is independent from the main lighting system.

EMERGENCY LIGHTS SYSTEM
THE EMERGENCY LIGHTS SYSTEM

PROVIDES LIGHTING IN CASE THE MAIN
LIGHTING SYSTEM BECOMES UNAVAILABLE.

IT PROVIDES ENOUGH CABINS AND
EXTERIOR LIGHTING TO ASSURE SAFE
CREW AND PASSENGER EVACUATION
EVEN IN POOR VISIBILITY CONDITIONS.
EMERGENCY LIGHT POWER UNIT (ELPU)
The Emergency lighting system is powered by Emergency Light Power Units
(ELPUs).
There are four ELPUs on Embraer 190/195, as follows:

• Two ELPUs are attached to the forward fuselage
• Two at the center fuselage II
• Two at the center fuselage III to ensure power supply in case the cabin
breaks apart after a crash landing
An ELPU is made up of a holder assembly, a battery pack and an electronics

package. The ELPUs automatically provide 6VDC to the emergency lights in
case of:

• Main DC power loss, OR
• If commanded by the crew or flight attendants, OR
• If in test mode.
The ELPUs enable emergency illumination for at least 10 minutes, and are
recharged by the DC buses 1 and 2.
EMERGENCY LIGHTS POWER UNITS
FWD / AFT FLIGHT ATTENDANT PANEL
THE ELPUs WILL AUTOMATICALLY PROVIDE 6V DC TO

THE EMERGENCY LIGHTS IN CASE OF A POWER LOSS
ON THE ESSENTIAL BUS, IF COMMANDED BY THE
CREW OR IF THE TEST MODE, OR ACTIVATED FROM
THE FLIGHT ATTENDANT PANEL.

PASSENGER SIGNS PANEL
THE ELPUs ENABLE

EMERGENCY ILLUMINATION
EMERGENCY
FOR AT LEAST 10 MINUTES.
LIGHT POWER
UNIT (ELPU)
EMERGENCY LIGHTS ASSEMBLIES
All emergency light assemblies use white LEDs.
All exits are marked with exit locators, markers and identifiers which are
clearly visible when energized. The exit signs contain red letters on a white
background. Emergency exit area floodlight assemblies are installed at each
exit.
For general cabin emergency illumination floodlight assemblies are installed

on the aisle ceiling panels, distributed along the fuselage. Their purpose is to
illuminate the passageway leading from the main aisle to each of the four exit
openings.

In the event of an emergency evacuation, a photoluminescent indicator strip
light, installed along the cabin aisle, helps the passengers and flight crew
identify the evacuation path.
EMERGENCY MARKERS AND IDENTIFIERS

EXIT INDENTIFIERS
EXIT LOCATORS
PHOTOLUMINESCENT STRIPES
In the event of an emergency evacuation, a photo luminescent indicator strip
light, installed along the cabin aisle, helps the passengers and flight crew
identify the evacuation path.
The photo luminescent lights are charged by the ambient light. With all the
cabin lights ON and set to BRIGHT, 30 minutes is enough to charge the
photo luminescent lights for about 6.5 hours.
The photo luminescent material is a strontium aluminate compound, whose

particles are excited by light. When the environment is dark, this compound
gradually dissipates the accumulated energy by glowing.

PHOTOLUMINESCENT STRIPES
PASSENGER CABIN
FLOOR FINISHING (REF.)

ZONES
225 / 226
231 / 232
241 / 242
251 / 252
PHOTOLUMINESCENT
INDICATOR STRIP LIGHT
FLASHLIGHTS
Two flashlights are provided to help the crew during an emergency condition.
The flashlight can be activated manually when it is removed from the
retention bracket through a slide switch located on the flashlight body. It
provides up to 45 minutes of illumination. To turn the flashlight off, you return
the slide switch to the normal position.
Each flashlight has a 6VDC, Ni-Cad battery which is recharged when the
flashlight is inserted into its retention bracket. An internal circuit controls the
battery recharging process, which can be monitored via an LED indicator,
near the head of the flashlight.
WARNING: DO NOT RE-INSERT THE FLASHLIGHT WITH THE SLIDE


SWITCHITCH LEFT IN THE ON POSITION. THIS WILL RESULT IN
OVERHEATING OF AND DAMAGE TO THE FLASHLIGHT ASSEMBLY.
FLASHLIGHT POSITIONS
FWD AFT
FLIGHT ATTENDANT FLIGHT ATTENDANT

FLASHLIGHT
WARNING: DO NOT REINSERT THE

FLASHLIGHT WITH THE SLIDE SWITCH LEFT IN
THE ON POSITION. THIS WILL RESULT IN
OVERHEATING AND DAMAGE TO THE
FLASHLIGHT ASSEMBLY.
EMERGENCY LIGHTS CONTROL
The emergency lights system may be commanded by the emergency light
knob located on the overhead panel or by the attendant emergency light
switch located on the attendant control panel installed in the forward entry
area.
The emergency light switch in the cockpit has three positions:

• In the OFF position, the emergency lights are turned off. This position is
used before the aircraft electrical power is removed. This position
prevents the emergency lights from illuminating and the batteries from
being drained after power shutdown.
• In the ARM position, the emergency lights are in the stand-by mode and
the ELPU battery packs are charged. When normal aircraft power is lost,

the emergency lights will automatically illuminate, powered by the ELPUs
battery packs.
• In the ON position, the emergency lights are turned on, powered by the
ELPUs battery packs.
EMERGENCY LIGHTS CONTROL PANELS
THE EMERGENCY LIGHT SYSTEM CAN

BE COMMANDED BY THE EMERGENCY
LIGHT KNOB LOCATED ON THE
OVERHEAD PANEL, OR BY THE
ATTENDANT EMERGENCY LIGHT
SWITCH LOCATED ON THE ATTENDANT
CONTROL PANEL.

FWD / AFT FLIGHT ATTENDANT PANEL
EPLU
BATTERY PACKS
PASSENGER SIGNS PANEL
IN THE OFF POSITION, THE EMERGENCY

LIGHTS ARE PERMANENTLY TURNED EMERGENCY
OFF. THIS POSITION IS USED BEFORE LIGHTS
THE AIRCRAFT NORMAL ELECTRICAL
POWER OR THE GROUND POWER IS
REMOVED.
EMERGENCY LIGHTS SYSTEM INDICATION
The emergency lights system provides an indication on EICAS display about
its status. The possible messages are:
• EMER LT NOT ARMED (AMBER): The emergency lights are not

ARMED, therefore the ELPUs are not being charged.
• EMER LT ON (AMBER): This message alerts the flight crew that the
emergency lights are ON, therefore the ELPUs are not being charged.
• EMER LT BATT FAULT (CYAN): Indicates an ELPU fault.
There is also an amber LED on the flight attendant panel that illuminated
when the emergency lights are commanded to ON.

EMERGENCY LIGHT YSTEM INDICATION

EMERGENCY LIGHTS SYSTEM TEST
On the forward and aft flight attendant panel, the TEST switch allows a timer
test in the emergency lighting system.
When the TEST switch is pushed, the emergency lights are turned and
remain ON for 1 minute, using power from the emergency light power unit.
Appropriate EICAS messages are displayed.
NOTE: THE EMERGENCY LIGHTS TEST LASTS AUTOMATICALLY FOR

ONE MINUTE. THE TEST MODE IS COMMANDED DIRECTLY FROM THE
SPDA 1 TO THE ELPUS, SO IT CANNOT BE ABORTED, NOT EVEN BY
THE KNOB ON THE COCKPIT.

EMERGENCY LIGHT SYSTEM TEST



EMBRAER
Empresa Brasileira de Aeronáutica S.A.
Customer Training
Phone: +55 (12) 3927-5827
Fax: +55 (12) 3927-7535
http://www.embraer.com.br
E-mail: 2015 by EMBRAER – Empresa Brasileira de Aeronáutica S.A. All rights reserved. This document shall not be copied or reproduced in whole or in part, In any form or by any means without the express written Authorization of Embraer.
training@embraer.com.br
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03 ATA-24,33 E190 369pg PDF

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Maintenance Training Manual

Developed for Training Purposes Only

EMBRAER ERJ-190 / 195 (GE CF34)

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

The AC system consists of:

The DC system consists of:

Developed for Training Purposes Only

Normal operation of the EPGDS is in automatic mode, whereby selection of

Developed for Training Purposes Only

Developed for Training Purposes Only

The following EPGDS equipment is installed in the pressurized rear avionics

Developed for Training Purposes Only

EPGDS END ITEM LOCATIONS

RAT SYSTEM LICC

THE ICC COOLING

Developed for Training Purposes Only

Developed for Training Purposes Only

The LICC provides control, protection, and distribution of primary AC/DC

Developed for Training Purposes Only

GCU 1: Generator Control Unit # 1 provides control, protection and

EPM: External Power Module provides protection and distribution of external

TRU 1: Transformer Rectifier Unit # 1 provides DC power to DC BUS 1, DC

Developed for Training Purposes Only

The circuit breakers are thermal type devices with temperature

Developed for Training Purposes Only

Developed for Training Purposes Only

LICC LOWER FRONT ACESS PANEL

The RICC provides control, protection, and distribution of primary AC/DC

Developed for Training Purposes Only

GCU 2: Generator Control Unit # 2 provides control, protection, and

AGCU: Auxiliary Generator Control Unit provides control, protection, and

TRU 2: Transformer Rectifier Unit # 2 provides DC power to DC BUS 2, DC

Developed for Training Purposes Only

The circuit breakers are thermal type devices with temperature

Developed for Training Purposes Only

Developed for Training Purposes Only

RICC LOWER FRONT ACESS PANEL

Developed for Training Purposes Only

Developed for Training Purposes Only

BOTH EICC PROVIDE:

Developed for Training Purposes Only

EICC (TRU ESS)

CAUTION: ALL POWER SOURCES TO THE ICC NEED TO BE

Developed for Training Purposes Only

EICC FRONT FACE ACESS PANEL

All AICC components are cooled using natural convection.

All normal maintenance for removal and replacement of the contactors,

Developed for Training Purposes Only

Developed for Training Purposes Only

• EPDC: The External Power DC Contactor provides an interface between

• The EPDC closes when the following conditions exist:

Developed for Training Purposes Only

ASC:-The APU Start Contactor allows BATT 2 or DC EXT PWR to be routed

K1 Volt Sensor:-A DC Voltage Sensor Relay is interfaced as part of DC

AF1-Fuse & Detector

CONTACTORS AND RELAYS

Developed for Training Purposes Only

APU BUS CONTACTOR (ABC) FUSE & DETECTOR (AF1)