Maintenance Training Manual: EMBRAER ERJ-190 / 195 (GE CF34)

Maintenance Training Manual
Developed for Training Purposes Only
Vol 08
EMBRAER ERJ-190 / 195 (GE CF34)

AIR MANAGEMENT SYSTEM (AMS) INTRODUCTION
ATA 36 - PNEUMATICS
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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TABLE OF CONTENTS
AIR MANAGEMENT SYSTEM (AMS).............................................................6 MANIFOLD PRESSURE SENSOR..........................................................40
AMS CONTROLLER MODULES................................................................6 REASON...................................................................................................40
AMS PROCESSOR....................................................................................8 BLEED TEMPERATURE CONTROL.......................................................42
ODS MODULE 8..........................................................................................8 PRECOOLER............................................................................................42
AMS LOW LEVEL I/O.................................................................................8 FAN-AIR MODULATING VALVE..............................................................44
AMS MOTOR DRIVE..................................................................................8 MANIFOLD TEMPERATURE SENSOR...................................................46
AMS CONTROLLER COMMUNICATION/INTERFACES..........................8 BELLOWS BALL JOINT............................................................................48
GENERAL DESCRIPTION OF AMS........................................................10 OPERATION.............................................................................................50
AMS CONTROLLER MODULES..............................................................12 THE NEW SPRINGLESS NACELLE PRESSURE REGULATING
AMS CONTROLLER EICAS MESSAGES...............................................14 SHUTOFF VALVE.....................................................................................52
ATA 36 – PNEUMATICS (36-00)..................................................................17 SINGLE PACK - SINGLE BLEED OPERATION.......................................52

INTRODUCTION......................................................................................18 APU-PNEUMATIC BLEED SYSTEM (36-12)................................................54
GENERAL DESCRIPTION.......................................................................18 INTRODUCTION......................................................................................54
COMPONENTS........................................................................................18 GENERAL DESCRIPTION.......................................................................54
OPERATION.............................................................................................18 COMPONENTS........................................................................................56
AIR BLEED DISTRIBUTION (36-10).............................................................20 APU BLEED SHUTOFF VALVE...............................................................56
INTRODUCTION......................................................................................20 PHYSICAL DESCRIPTION.......................................................................56
GENERAL DESCRIPTION.......................................................................20 OPERATION.............................................................................................56
COMPONENTS........................................................................................20 APU BLEED CHECK VALVE....................................................................58
CROSSBLEED VALVE.............................................................................22 BELLOWS BALL JOINT............................................................................60
APU CHECK VALVE.................................................................................24 OPERATION.............................................................................................62
HIGH PRESSURE GROUND CONNECTION..........................................24 APU BLEED REQUEST............................................................................64
HP GROUND CONNECTION CHECK VALVE........................................24 GROUND AIR SUPPLY (36-13)....................................................................66
OZONE CONVERTER..............................................................................24 INTRODUCTION......................................................................................66
BLEED LINES...........................................................................................24 GENERAL DESCRIPTION.......................................................................66
OPERATION.............................................................................................26 COMPONENTS........................................................................................68
ENGINE BLEED AVAILABILITY...............................................................26 HP GROUND CONNECTION CHECK VALVE........................................68
FLOW DEMAND.......................................................................................26 HP GROUND CONNECTION...................................................................68
ENGINE PNEUMATIC BLEED SYSTEM (36-11)..........................................30 OPERATION.............................................................................................70
INTRODUCTION......................................................................................30 CONTROL (36-14).........................................................................................72
GENERAL DESCRIPTION.......................................................................30 INTRODUCTION......................................................................................72
COMPONENTS........................................................................................30 GENERAL DESCRIPTION.......................................................................72
BLEED PRESSURE CONTROL...............................................................30 COMPONENTS........................................................................................74
HIGH-STAGE BLEED VALVE..................................................................32 AIR COND/PNEUMATIC SYSTEM CONTROL PANEL...........................74
NACELLE PRESSURE REGULATING SHUTOFF VALVE.....................32 BLEED PRESSURE SENSOR.................................................................74
LOW-STAGE BLEED CHECK-VALVE.....................................................34 BLEED TEMPERATURE SENSORS.......................................................74
NACELLE PRESSURE REGULATING SHUTOFF VALVE FILTER........36 BLEED OVERPRESSURE SWITCH........................................................76
TORQUE MOTOR CONTROLLER..........................................................38 DAMPER...................................................................................................76
TRAINING INFORMATION POINTS........................................................38 BLEED OVERPRESSURE HPSOV SWITCH..........................................78
TABLE OF CONTENTS
OPERATION.............................................................................................80 ENGINE PNEUMATIC SYSTEM EICAS INDICATIONS........................114
OVERALL CONTROL OF THE PNEUMATIC BLEED SYSTEM.............80 BLEED 1(2) LEAK...................................................................................114
BLEED SOURCE LOGIC..........................................................................82 BLEED 1(2) FAIL....................................................................................116
LEFT BLEED.............................................................................................82 BLEED 1(2) OVERPRESS......................................................................118
RIGHT BLEED..........................................................................................82 BLEED 1(2) OFF.....................................................................................118
BLEED SUPPLY LOGIC...........................................................................84 XBLEED FAIL..........................................................................................120
LEFT SUPPLY LOGIC..............................................................................84 XBLEED SW OFF...................................................................................120
RIGHT SUPPLY LOGIC...........................................................................84 BLEED LEAK DETECTORS...................................................................122
CROSS BLEED VALVE (XBLEED) ENABLE LOGIC...............................86 TYPICAL ROOT CAUSES FOR ODS FAILURES / LEAKAGE..............128
NORMAL OPERATION............................................................................86 APU PNEUMATIC INDICATING (36-22).....................................................132
ABNORMAL OPERATION........................................................................86 INTRODUCTION.....................................................................................132

PRESSURE CONTROL............................................................................88 GENERAL DESCRIPTION.....................................................................132
OVERPRESSURE PROTECTION...........................................................88 COMPONENTS......................................................................................134
TEMPERATURE CONTROL....................................................................92 INDICATING PANELS............................................................................134
BLEED SOURCE PRIORITIZATION........................................................96 SYNOPTIC PAGE INDICATING.............................................................136
APU AS BLEED SOURCE........................................................................96 APU-BLEED OVERHEAT/LEAK DETECTORS.....................................138
ENGINE AS BLEED SOURCE.................................................................96 OPERATION...........................................................................................138
BLEED SOURCE PRIORITIZATION LOGIC............................................96 BLEED APU LEAK..................................................................................138
BLEED SYSTEM BUILT-IN TEST............................................................98 APU BLEED VLV OPEN.........................................................................138
WATER TANK PRESSURIZATION (36-15)................................................100 OPERATION...........................................................................................140
INTRODUCTION....................................................................................100 APU PNEUMATIC SYSTEM EICAS INDICATIONS..............................140
GENERAL DESCRIPTION.....................................................................100 BLEED APU LEAK..................................................................................140
COMPONENTS......................................................................................100 APU BLEED VLV OPEN.........................................................................140
OPERATION...........................................................................................100 APU-BLEED LEAK DETECTORS..........................................................142
INDICATING (36-20)....................................................................................102 OZONE CONVERTERS (36-30)..................................................................144
INTRODUCTION....................................................................................102 INTRODUCTION.....................................................................................144
GENERAL DESCRIPTION.....................................................................102 GENERAL DESCRIPTION.....................................................................144
COMPONENTS......................................................................................102 COMPONENTS......................................................................................144
OPERATION...........................................................................................102 OPERATION...........................................................................................144
ENGINE PNEUMATIC INDICATING (36-21)...............................................104 OZONE CONCENTRATION...................................................................146
INTRODUCTION....................................................................................104
GENERAL DESCRIPTION.....................................................................104
PROCESSOR PRINTED WIRING BOARD (PWB) ASSEMBLIES........106
OVERHEAT DETECTION SYSTEM (ODS)...........................................106
INDICATING PANELS............................................................................108
SYNOPTIC PAGE INDICATING.............................................................110
BLEED OVERHEAT/LEAK DETECTORS..............................................112
ODS LOOP - TYPES OF EVENTS.........................................................112
OPERATION...........................................................................................114

AIR MANAGEMENT SYSTEM (AMS)
INTRODUCTION
AIR MANAGEMENT SYSTEM (AMS)
The Air Management System (AMS) consists of:
• The Pneumatic System.

• The Environmental Control System (ECS).
The Cabin Pressure Control System (CPCS) is part of the AMS, but it has a
separate controller.
The AMS controller provides primary control for various airplane subsystems
such as bleed control, air conditioning control, hot air leak detection, and
crew oxygen monitoring and wing and engine ice protection.

The AMS controller also interfaces with the smoke detectors providing fault
detection, isolation, and reporting.
The AMS controller has two channels, which control the respective onside
system. In case of a channel failure, the remaining channel is able to control
the entire pneumatic, air conditioning and anti-ice systems.
AMS CONTROLLER MODULES
The AMS controller cards provide primary electronic control for:
• Pneumatic Bleed System

• Air Conditioning System
• Overheat Detection
• Crew Oxygen Monitoring
• Airfoil Ice Protection
• Avionics-Compartment Ventilation
AIR MANAGEMENT SYSTEM EMB 190 (AMS)

The primary electronic control for the environmental control system, overheat The ODS is a fully automatic system which begins operation whenever power
detection, pneumatic bleed system, crew oxygen monitoring, and slat ice is applied to the system. The ODS system also continuously monitors itself
protection is provided by the AMS (Air Management System) controller cards. and the loops for faults. All overheat and fault occurrences are reported to the
The AMS controller cards are eight cards installed in SPDA (Secondary AMS controller.
Power Distribution Assembly) 2 (located at Middle Electronic Compartment).
All cards are LRMs (Line Replaceable Module). AMS LOW LEVEL I/O
The low level IO module assembly is used in the Air Management System
The AMS controller architecture consists of two independent control channels (AMS) and interfaces with a motor driver and a processor. There are two
for redundancy (Channel A (1) and Channel B (2)). Each control channel is identical Low Level IO assemblies per AMS controller channel, four per
identical to the other and is comprised of four modular electronic cards (a aircraft.
ship set consists of eight cards). The software of the AMS is the Black Label.

The low level IO assembly provides the interface for sixteen discrete inputs,
five pressure sensor excitations, an analog to digital converter and Fault
AMS CONTROLLER CARDS: Memory
•TWO AMS PROCESSOR; AMS MOTOR DRIVE

•FOUR AMS LOW LEVEL I/O; The motor driver module assembly is used in the Air Management System
•TWO AMS MOTOR DRIVE. (AMS) and interfaces with two Low Level I/Os and a processor. The motor
driver module provides torque motor drive signals for AMS torque motors.
AMS PROCESSOR The motor driver module assembly commands up to 20 torque motor
Two processor cards are used in the Air Management System (AMS) and interfaces, provides 16 low side discrete outputs, and provides independent
each processor interfaces with one motor drive and two Low Level I/O on board local fault memory. The board assembly also provides analog
modules. Each processor module includes mezzanine circuit card ODS signals to the low level I/O module assembly for fault monitoring isolation. An
(Overheat Detection System). EEPROM-based Programmable Logic Device provides the logic necessary
for taking commands from the I/O data bus and controlling the motor driver
module circuit functions.
The processor card assembly contains three types of memory devices, Flash
Programmable Memory, RAM Memory and Fault EEPROM (Electrically
Erasable Programmable Read-Only Memory). AMS CONTROLLER COMMUNICATION/INTERFACES
The AMS controller receives and transmits Input/output signal through
ODS MODULE SPDAs and MAUs. The communication between AMS controller and SPDA
is through ARINC 429. The communication between SPDAs is thought
The ODS detects overheat conditions resulting from bleed air leaks in the ARINC 429 BUS. The communication between the channels of the AMS
aircraft pneumatic ducts and reports them over the ARINC 429 data bus to controller is through RS 422.
the AMS controller for appropriate action. The ODS system consists of six
sets (loops) of redundant Continuous Fire Detection sensors arranged in
seven separate locations or zones on the aircraft and the ODS module
attached to the processor assembly.
AMS CONTROLLER

AMS - GENERAL DESCRIPTION
Bleed Air Pressurized and hot is taken from Engine compressor from low and Nacelle anti–ice will be controlled by a dedicated valve on each engine (with
high stages or APU compressor; as well from High Pressure Ground Cart (for inputs from AMS controller);
engine starting only);
All hot air ducts on the bleed system are monitored by ODS (Overheat
The bleed Pressure is regulated by NAPRSOV (Nacelle Pressure Regulating detection System) for leak protection.
and Shutoff Valve) and HPRSOV (High Pressure Regulating and Shutoff
Valve), through a Closed Loop Control that includes pressure sensors,
remote torque motors, wires and a duplicated controller cards inside SPDA 2;
The Bleed Air temperature is controlled by a FAMV (Fan Air Modulating

Valve) that controls the cold air stream for Pre-Cooler. Operation of FAMV is
controlled using a closed loop control that includes sensors, FAMV torque

motor, wires and a duplicated controller cards on SPDA 2;
The pressurized and temperature controlled air will be delivered for the users
(air conditioning packs, wing anti-ice, potable water tank);
Air conditioning packs will regulate the air flow, control the temperature as
requested by cockpit and pax cabin ECS and removes the water moisture;
Leaving the ECS packs, the conditioned air will be delivered through check
valves towards the pressurized area (CKPT and PAX CABIN);
An artificial environment will be created inside the aircraft (pressure and

temperature controlled within required parameters). Cabin altitude, delta P,
rate of climb and rate of descent will be achieved modulating the Cabin
Outflow Valve;
For pressurization system there is an additional stand-alone CPC (Cabin

Pressure Controller) on FWD e-Bay;
Forced ventilation for FWD and MID e-bays and (optionally) for the FWD
cargo compartment is provided;
The entire AMS is controlled by the AMS controller that uses a dual
architecture. The AMS controller relies on dedicated software named “AMS
BLACK LABEL XYZ”. The number XYZ represents the version of this SW
(e.g.: AMS BLACK LABEL 10);
Wing anti-ice will be controlled by a dedicated Slat Anti-Ice Valve (SAI) on

each wing (with inputs from AMS controller);
AMS – BLOCK DIAGRAM (190/195)

The AMS controller channels provide all system control and built-in test
functions. Both channels receive signals and calculate values, but only the
channel in control drives outputs.
After the aircraft power-up, each AMS controller channel starts the PBIT
(Power up Built in Test). The channel to be in control of the AMS system after
a power up will be always the first channel to successfully complete P-BIT.
The automatic transfer of control occurs 30 second after each landing. The
NVM (Non-Volatile Memory) of the AMS stores the channel that must be in
control until the next landing.

During the AMS operation, if the active channel fails, the control of the
system will be automatically transferred to the other channel, with no
interruption of AMS system functions.
AMS CONTROLLER AND CMC
Through the CMC (AMM TASK 45-45-00-970-805-A/200), it is possible to:
• Check the AMS channel in control. Most of the AMS CMC screens show
this information (AMM TASK 21-00-00-910-803-A/ 200).
• Transfer the AMS channel in control (AMM TASK 21-00-00-910-801

A/200).
• Check the software part number installed on the AMS controller

microprocessor module (AMM TASK 21-00-00-910-802-A/200).
The AMS also has the initiated BIT, parameters, and status CMC screens.

AMS CONTROLLER EICAS MESSAGES
The EICAS messages related to the AMS controller are the following: EFFECTIVITY: ON ACFT WITH AMS SOFTWARE BLACK LABEL 9.0
AND ON
EFFECTIVITY: ON ACFT WITH AMS SOFTWARE BLACK LABEL 9.0
AND ON CAS (Crew Alerting System) MESSAGES
CAS (Crew Alerting System) MESSAGES


AMS CONTROLLER EICAS MESSAGES LOGIC

THIS PAGE INTENTIONALLY LEFT BLANK


ATA 36 - PNEUMATIC
PNEUMATICS (36-00)
INTRODUCTION COMPONENTS
The pneumatic system supplies controlled bleed air to the anti-ice system, air AIR BLEED DISTRIBUTION (36-10)
conditioning system and engine starting. The air bleed distribution consists of the components of the bleed air
manifold. It receives controls and distributes the hot and compressed air to
The pneumatic system control functions are integrated with anti-ice and air the aircraft systems. The system also allows the connection of an external
conditioning functions through the AMS (Air Management System). The AMS pneumatic source to start the engines by a high pressure ground connection.
controller has two channels. In case of failure, one channel is able to control
the entire AMS including both ECS (Environmental Control System) packs, INDICATING (36-20)
bleed and anti-ice systems, cabin and flight deck temperature controls, cabin The indicating subsystem provides all elements and components that give
pressure control and the overheat detection system. system status indication and overheat/leak detection throughout the LH (Left-
Hand), RH (Right-Hand) and APU (Auxiliary Power Unit) bleed lines.
GENERAL DESCRIPTION

The PNEUMATIC includes these subsystems: OZONE CONVERTERS (36-30)
The ozone converter is used to convert ozone from the engine bleed air to
• AIR BLEED DISTRIBUTION (AMM SDS 36-10-00/1) oxygen during high altitude flight.
• INDICATING (AMM SDS 36-20-00/1)
• OZONE CONVERTERS (AMM SDS 36-30-00/1) OPERATION
The pneumatic system has these main operational characteristics:
The pneumatic system has these functions:
• Electronic pressure sensors and resistive thermal devices temperature
• Main engine start and engine bleed port selection. sensors;
• Engine bleed air pressure and temperature control. • Pre-cooler outlet air at 204 °C (400°F) under normal operating conditions;
• Slat anti-ice pressure control. 231 °C (448 °F) during anti-ice system operation. Under failure conditions,
• Distribution of engine, APU (Auxiliary Power Unit) and HP (High the pre-cooler provides outlet air up to 259 °C (498.2 °F) for less than 2
Pressure) ground cart bleed air. minutes and 260 °C (500 °F) for less than 3 seconds.
• Bleed manifold overpressure and overheat/leak protection. • Cross bleed management and operation of both ECS packs and slat anti-
ice systems. This management is made during either in flight single
engine operation or during ground test operation with APU Bleed air.
• Continuous monitoring of the ODS (Overheat Detection System).
190/195- PNEUMATIC – GENERAL VIEW

AIR BLEED DISTRIBUTION (36-10)
INTRODUCTION regulates and controls the bleed pressure and the bleed temperature prior to
The air bleed distribution consists of the components of the bleed air delivery to the pneumatic system bleed air manifold. The pneumatic system
manifold. It receives controls and distributes the hot and compressed air to control functions are effectively integrated with the anti-ice and air
the aircraft systems. The system also allows the connection of an external conditioning functions through the AMS (Air Management System) controller.
pneumatic source to start the engines by a high pressure ground connection.
APU-PNEUMATIC BLEED SYSTEM (36-12)
GENERAL DESCRIPTION The APU (Auxiliary Power Unit) Bleed System uses and controls Pneumatic
The AIR BLEED DISTRIBUTION includes these subsystems: power from the APU.
• ENGINE PNEUMATIC BLEED SYSTEM (AMM SDS 36-11-00/1) GROUND AIR SUPPLY (36-13)
• APU-PNEUMATIC BLEED SYSTEM (AMM SDS 36-12-00/1) The HP (High Pressure) ground connection allows the connection of an
• external HP source to the aircraft.

GROUND AIR SUPPLY (AMM SDS 36-13-00/1)
• CONTROL (AMM SDS 36-14-00/1)
• WATER TANK PRESSURIZATION (AMM SDS 36-15-00/1) CONTROL (36-14)
The control subsystem provides all elements and components to control the
The air bleed distribution receives compressed and hot air from these air bleed system operation, manifold temperature and manifold pressure.
sources:
WATER TANK PRESSURIZATION (36-15)
• Engine low-stage supply port (compressor 6th stage for EMB170 and 5th The aircraft is equipped with a potable water tank that supplies water to water
stage for EMB 190). heaters and lavatory faucets, as well as to water spigots and coffee makers
• Engine high-stage supply port (compressor 10th stage for EMB170 and in the galleys.
9th stage for EMB 190).
• APU (Auxiliary Power Unit) bleed supply. The bleed air distribution main components are:
• Ground source.
• Crossbleed valve
It controls and supplies air for the systems below: • APU check valve
• HP (High Pressure) ground connection
• Engine start. • HP ground connection check valve
• Air conditioning. • Ozone converters, as applicable
• Ice protection. • Bleed lines
• Water tank pressurization.
COMPONENTS
ENGINE PNEUMATIC BLEED SYSTEM (36-11)

The engine pneumatic bleed system provides bleed flow selection between
the HP (High Pressure) and LP (Low Pressure) engine bleed ports. It also
AIR BLEED DISTRIBUTION - BLOCK DIAGRAM

CROSSBLEED VALVE
The crossbleed valve is a 3.0 in diameter butterfly valve. It is powered by a The crossbleed valve has an internal and removable 82 micron filter.
half-area pneumatic actuator. It is used to isolate the right and left bleed
supplies. It is a normally closed valve which is commanded open during: The crossbleed valve is driven by a half-area pneumatic actuator controlled
Engine start; by a servo pressure signal provided by the torque motor, which receives its
Single engine bleed operation; signal from a remotely located controller. Duct pressure is ported directly to
APU bleed operation; and the supply or half area piston of the actuator from either upstream or
Ground operation. downstream of the butterfly disc, through a ball selector valve, which
transmits the higher pressure, and through a filter to the torque motor. The
The valve can be overridden closed by the pilot. The valve position is supply pressure force, along with the actuator spring force, provides the
controlled by a pneumatic servo pressure signal received from the AMS (Air closing force for the butterfly disc. The opening force is provided by servo
Management System) controller. A closed valve position switch is mounted pressure acting on the larger servo piston. Servo pressure is controlled by an
on the valve to provide a closed position signal. integral mounted torque motor, which receives an electrical signal from the

remotely located AMS controller.
The cross bleed valve is fail safe closed, but can be locked OPEN position for
cross start or CLOSED position for maintenance and dispatch purposes as With servo pressure low, the valve is closed. As servo pressure increases,
described on the Air craft Maintenance Manual. the Opening force increases, until the point when net opening force exceeds
the combined closing force, and subsequently the valve opens. A closed
valve position provides position indication for BIT purposes, indicating a full
The butterfly valve assembly consists of two main assemblies: closed or modulating valve. The APU is a source of pneumatic power to the
A butterfly valve assembly; and aircraft on the ground or in flight. The APU bleed air system supplies air to
The half area pneumatic actuator assembly. the aircraft pneumatic system for engine starting and air conditioning
operation. The HP ground connection check valve allows HP ground cart
The butterfly valve assembly consists of a 3.0 in diameter cast Greek supply to enter the bleed manifold. The check valve is closed by engine bleed
Ecology valve housing and butterfly disc. A groove in the butterfly disc pressure when the ground cart is not in use.
supports a butterfly seal ring made from " S" Monel. The ring is dry lubricated
and rides against a chrome-plated valve housing bore to ensure long life, low The AMS controller receives electronic feedback from the bleed pressure
friction operation. The disc is supported by a machined A-286 steel butterfly sensors to determine actual pressures exiting the right and left engine bleed
shaft. A pair of carbon graphite bushings provides low friction operation in systems. The AMS controller will then send a torque motor current command
combination with a load bearing capabilities for the shaft. The disc and shaft to the electronic torque motor controller to modulate the bleed regulating
are pinned together by a hardened, corrosion resistant steel tapered pin to valves to obtain the desired bleed pressure.
eliminate backlash.
The actuator assembly consists of a cast C355 aluminum actuator housing

and actuator cap. A graphite filled Teflon piston ring and rider ring
combination provides sealing and load bearing capability on the supply side.
A silicone diaphragm and graphite filled Teflon rider ring is used on the servo
side of the actuator. The supply side is smaller than the servo side.
A connecting link translates the axial motion of the piston into rotational
motion of the butterfly shaft. The link pivots consist of a Satellite bushing
trapped between a 17-7H link and a 13-8PH crank. This approach provides
large bearing area for vibration resistance and a long life operation.
AIR BLEED DISTRIBUTION – CROSSBLEED VALVE

APU CHECK VALVE
The APU check valve is a dual flapper check valve which is mounted in the All bleed lines have protective devices that:
APU bleed supply duct. It is spring loaded closed by a wire coil spring on the
downstream side of the valve. It is used as a protection to reverse flow. It • Absorb the relative movement between the engine and airframe;
allows for APU bleed supply to enter the bleed manifold and is closed by • Absorb vibrations loads; and
engine bleed pressure when there is no APU bleed flow. • Allow for thermal and pressure expansions.
HIGH PRESSURE GROUND CONNECTION These devices are incorporated in the bleed lines and are of the following
The high pressure ground connection allows the connection of the start unit types:
to the air bleed distribution system.
• Ball-joints;
HP GROUND CONNECTION CHECK VALVE • Structural supports; and

The HP ground connection check valve is a dual flapper type check valve. It • Flexible joints.
allows HP ground cart supply to enter the bleed manifold and is closed when
the HP ground cart is not in use and by engine or APU pressure.
All pneumatic lines are thermally insulated. The thermal insulation protects
sensible parts of the aircraft (structure and electrical/electronic equipment)
OZONE CONVERTER downstream of the Pre-Cooler.
The ozone converter has the capability to convert ozone from the engine
during high-altitude flight. It contains a catalytic material, which, through a
chemical reaction, converts ozone molecules to oxygen molecules. The bleed lines have thermal insulation blankets to:
BLEED LINES • Reduce heat transmissions through duct surface, and

The bleed air lines include the HP ducting which is necessary for distribution • Reduce the duct surface touch temperature.
of engine and APU bleed air to the air conditioning packs and anti-ice
systems. The bleed lines include: The bleed lines have anti-flailing devices at necessary points. They are used
to prevent damage to other aircraft parts and systems in case of a duct burst
•Engine Bleed lines. or a disconnection event.
•APU bleed lines.
•Engine mounted ducting. An ODS (Overheat Detection System) is installed along the bleed lines to
detect bleed air leakage.
•HP ground connection ducting.
•Water-tank pressurization line.
AIR BLEED DISTRIBUTION - BLOCK DIAGRAM

OPERATION
ENGINE BLEED AVAILABILITY In normal operation (since the crossbleed valve is closed) the left bleed
An engine bleed source (left or right) is available if all of the following system supplies the left air conditioning pack and left anti-ice systems. The
conditions are true; else, an engine bleed source shall be NOT available. right bleed system supplies the right air conditioning pack and right anti-ice
systems.
• Corresponding engine status is ready to bleed.
• Corresponding manifold pressure sensor is valid. The left bleed system is enabled if all of the following conditions are true;
• Corresponding manifold temperature sensor is valid. else, the left bleed system is disabled:
• No corresponding leak and no ODS failure unless starting the other
engine. • Left control panel bleed switch is set to AUTO.
• No corresponding Bleed system over-temperature unless starting the • Left engine bleed is available.
other engine. • No fire is detected in the left engine.
•

No corresponding bleed system maximum over-temperature fault.
• No corresponding bleed system overpressure fault unless starting the The right bleed system is enabled if all the following conditions are true; else,
other engine. the right bleed system is disabled.
• No corresponding bleed shutdown fault.
• Corresponding bleed pushbutton in AUTO. • Right control panel bleed switch is set to AUTO.
• Right engine bleed is available.
Each control panel bleed switch is illuminated when OFF has been selected, • No fire is detected in the right engine.
and will be dark when AUTO has been selected.
The engine pneumatic bleed distribution system allows cross aircraft bleed
FLOW DEMAND air flow between the right and left engine bleed systems. Single engine bleed
The left flow demand is true if any of the following conditions are true; else, can supply left and right air conditioning packs and left and right anti-ice
the left flow demand shall be false: systems. Single engine bleed can also supply opposite engine pneumatic
Slat anti ice demand is true. start valve for engine starting.
Flight deck ECS (Environmental Control System) pack is enabled.
The crossbleed valve is commanded open if any of the following set of
The right flow demand is true if any of the following conditions are true; else, conditions is satisfied, subject to state transition constraints; else, the
the right flow demand shall be false: crossbleed valve is commanded closed.
• Slat anti ice demand is true. Flow is provided from the left side supply to a right side demand, when the
right side supply is not available. This occurs if all of the following are true:
• Cabin ECS pack is enabled.
• Crossbleed valve control panel switch is in AUTO.
The bleed air from the left engine ports is called the left bleed system. The
bleed air from the right engine bleed ports is called the right bleed system. • Left engine bleed available OR left manifold pressure > 12 psig.
• Right NAPRSOV valve mode is closed.
• No bleed duct leak on either side.

FLOW DEMAND (CONT’)
Flow is provided from the right side supply to a left side demand when the left
side supply is not available. This occurs if all of the following are true:

• Right engine bleed available.
• Left NAPRSOV valve mode is closed.
• No bleed duct leak on either side.
Flow is provided from the left side supply for a right side engine start, even if
a duct leak has occurred and has been cleared. This occurs if all of the
following are true:

• Crossbleed valve panel switch is in AUTO.
• Left engine bleed available OR left manifold pressure > 12 psig.
• Right NAPRSOV valve mode is closed.
Flow is provided from the right side supply for a left side engine start, even if
a duct leak has occurred and has been cleared. This occurs if all of the
following are true:

• Right engine bleed available.
• Left NAPRSOV valve control mode is closed.
The crossbleed valve is open as commanded by the BIT (Built-in Test) logic,
as long as there is no bleed duct leak on either side.
Crossbleed valve state transition constraints in order to prevent reverse

bleed flow into an engine HP bleed port, the transition of the crossbleed valve
command from CLOSED to OPEN shall be inhibited if any of the following
conditions are true:
• Left high stage bleed valve (modulating or slat anti ice temperature
regulating or slat anti ice pressure regulating) and right manifold pressure
> left HP pressure.
• Right high stage bleed valve (modulating or slat anti ice temperature
regulating or slat anti-ice pressure regulating) and left manifold pressure >
right HP pressure.
AIR CONDITIONING AND PNEUMATIC CONTROL PANEL

ENGINE PNEUMATIC BLEED SYSTEM (36-11)
INTRODUCTION The main components of the engine pneumatic bleed system are:
The engine pneumatic bleed system provides bleed flow selection between
the HP (High Pressure) and LP (Low Pressure) engine bleed ports. It also • Low-stage bleed check-valve;
regulates and controls the bleed pressure and Bleed temperature prior to • High-stage bleed valve;
delivery to the pneumatic system bleed air manifold. • NAPRSOV;
• Engine bleed lines;
The pneumatic system control functions are effectively integrated with the • Torque motor controller;
anti-ice and air conditioning functions through the AMS (Air Management • Pre-Cooler;
System) controller.
• Fan air valve;
• Fan-air-valve bellows;
The High-Stage Bleed Valve controls and regulates the high-stage air supply
to the bleed system. • Bleed pressure sensor;

• Bleed temperature sensor;
The Low-Stage Bleed Check-Valve is used to prevent reverse flow of high-
pressure bleed air into the low-pressure supply port. The engine pneumatic bleed system is supplied by a low-stage engine supply
port 5th stage; and a high-stage engine supply port 9th stage.
The NAPRSOV (Nacelle Pressure Regulating Shutoff Valve) regulates the
manifold pressure in the bleed system. The low-stage bleed check-valve is used for engine source selection.
The dual torque motor controller controls servo air pressure to the High Stage The NAPRSOV has a different part number from the high-stage bleed valve.
Bleed Valve and to the NAPRSOV. These valves work in conjunction with a pneumatic torque motor controller
positioned in the pylon. They are used for engine source selection, bleed
shutoff and pressure control and slat anti-ice temperature regulation.
The Pre-Cooler is an air-to-air heat exchanger that cools the bleed air from
the engine.
COMPONENTS
It does this by transferring heat from the bleed air to the outside cooler Fan The engine pneumatic bleed system is composed of:
air.
• Bleed pressure control;
GENERAL DESCRIPTION • Bleed temperature control.
The engine pneumatic bleed system has these functions:
BLEED PRESSURE CONTROL
• Engine bleed port selection; The bleed pressure control is achieved using the components that follow:
• Engine bleed air temperature control; • High-stage bleed valve;

• Low-stage bleed check-valve;
• Engine Bleed air pressure control. • NAPRSOV;
• Dual torque motor controller;
• Manifold pressure sensor.
ENGINE PNEUMATIC BLEED (EMB 190/195)

HIGH-STAGE BLEED VALVE
The high-stage bleed valve is a 3.0 in diameter butterfly valve, spring NACELLE PRESSURE REGULATING SHUTOFF VALVE
loaded closed, powered by a third-area pneumatic actuator.
EFFECTIVITY: ON ACFT EMB 190/195 WITH NACELLE PRESSURE
The high-stage bleed valve consists of two main assemblies: REGULATING SHUTOFF VALVE PN 1013952-1 AND ON
• A butterfly valve assembly; and The springless NAPRSOV is a 3.0 in diameter butterfly valve, powered by
• A third-area pneumatic actuator assembly. a third-area pneumatic actuator.
The butterfly valve assembly consists of a 3.0 inch diameter, cast Inconel The NAPRSOV consists of two main assemblies:
718 valve housing and a butterfly disc. A groove in the butterfly disc supports
a butterfly seal ring made from "S" Monel. The ring is dry film lubricated and • A valve body including the disc/shaft;

rides against a chrome carbide plasma sprayed valve housing bore to ensure • A third-area pneumatic housing including the actuator cap assembly.
long life, low friction operation. The disc is supported by a machined Inconel
718 butterfly shaft. A pair of carbon bushing is used to support the valve The springless NAPRSOV has an integrated valve body/actuator housing
shaft. The disc and shaft are pinned together by a hardened, corrosion assembly.
resistant steel tapered pin to eliminate backlash.
The valve body assembly (including the disc/shaft) consists of a 3.0 in
The actuator assembly consists of cast 15-5PH steel actuator housing and diameter, cast Inconel 718 valve housing and butterfly disc. A groove in the
15-5PH cast servo piston cover. A carbon piston ring and Vessel SP-21 rider butterfly disc supports a butterfly seal ring assembly with the sealing ring
ring combination provides sealing and load bearing capability on both the made from carbon, retainer ring from CRES 17-4PH, and centering ring from
supply valve and the servo side of the actuator. The supply side is smaller Inconel. The ring rides against a chrome carbide plasma sprayed valve
than the servo side. A connecting link translates the axial motion of the piston housing bore to ensure long life and low friction operation. A wrought Inconel
into rotational motion of the butterfly shaft. 718 butterfly shaft supports the disc. Carbon bushings are used to support
the valve shaft. The disc and shaft are pinned together to eliminate backlash.
The high-stage bleed valve has an internal and removable 40-micron filter.
The actuator housing and actuator cap assemblies consist of Inconel 718 and
15-5PH respectively. A carbon piston ring and Vessel SP-21 rider ring
combination provides sealing and load bearing capability on both the supply
valve and the servo side of the actuator piston. A connecting link translates
the axial motion of the piston into rotational motion of the butterfly shaft.
PRESSURE REGULATING SHUTOFF VALVE

LOW-STAGE BLEED CHECK-VALVE
The low-stage bleed check-valve is a 3.0 in diameter dual flapper,

springless, duct-mounted check valve. Frame and flappers are made from
Inconel. The flappers are hinged in the center of the check valve frame with a
hinge pin. The hinge pin is assembled with mechanical interference to
prevent the pin movement. The flappers are hold in the open position by the
stopper, mounted on the valves ears in order to better distribute the flapper
load. Long support arms for flappers and stopper. Triple flapper hinge.
Dimensioned flapper hinges to minimize contact with seat supports.


ENGINE PNEUMATIC BLEED (EMB 190/195)

NACELLE PRESSURE REGULATING SHUTOFF VALVE FILTER
The NAPRSOV filter for the EMB 190/195 is installed in the Right-Hand
pressure-supply servo lines, on the outboard up side of the engines upstream
the torque motor.

NAPRSOV FILTER - GENERAL VIEW

TORQUE MOTOR CONTROLLER
The torque motor controller is a dual torque motor-pneumatic servo valve TRAINING INFORMATION POINTS
assembly. It is remotely mounted in pylon with pneumatic pressure lines
routed to the high-stage bleed valve and NAPRSOV. BLEED VALVE SERVO-LINE CONNECTIONS
With no electrical current input, the torque motor controller commands the CAUTION: USE TWO WRENCHES WHEN YOU INSTALL HOSES AND
pneumatically actuated high-stage bleed valve and the NAPRSOV to the TUBES. USE ONE WRENCH TO HOLD THE NIPPLE AND THE OTHER
closed position. WRENCH TO TORQUE THE HOSE/TUBE COUPLING NUT. IF YOU DO
NOT OBEY THIS PRECAUTION, DAMAGE TO THE HOSES/TUBES AND
The controller set consists of two torque motors assembled on a common EQUIPMENT CAN OCCUR.
housing, and with four pneumatic line connections, as follows:
• Air leak through the servo lines of the bleed valves, at the nacelle, as the
• Supply pressure line from High-Stage Bleed Valve; main cause of bleed manifold pressure oscillation. This leak may be due

• Supply pressure from Engine bleed line upstream the NAPRSOV to improper assembly of these lines. The lack of torque and/or lubricant on
• Servo pressure line to high-stage bleed valve; the line connections are examples of shop findings. Refer to AMM MPP
• Servo pressure line to NAPRSOV. 36-11-06/501 for detail.
The controller set has a single electrical connector. • In addition to the bleed manifold pressure oscillation, the leakage through
the servo lines of the bleed valves may also bring BLEED 1(2)
OVERPRESS and/or BLEED 1(2) FAIL CAS (Crew Alerting System)
The dual torque motor controller contains two separate removable supply messages correlated with CMC (Central Maintenance Computer) ones
filters which are an integral part of the fitting assembly. These filters are pointing either the high-stage bleed valve or the NAPRSOV as faulted.
installed in the supply pressure lines. The filters assemblies are different part
numbers, and have different fitting configurations to avoid incorrect assembly
of the servo lines. • The correct lubrication of the servo lines of the bleed valves connections,
at the nacelle and pylon, is of great importance to prevent these events.
TORQUE MOTOR CONTROLLER

MANIFOLD PRESSURE SENSOR
The manifold pressure sensor is used for condition monitoring and closed • EXPECTED BENEFITS
loop control of regulating valves. The AMS controller receives electronic To prevent water accumulating and freezing in the bleed sensor pressure
feedback from the pressure sensor and modulates the bleed valves through line
torque motor current. AMS controller has dual channel redundancy for left
and right AMS controllers.
There are two manifold pressure sensors per aircraft. One sensor in the left
bleed manifold duct and one sensor in the right bleed manifold duct. The
sensor is hermetically sealed and has a supply pressure port, an internal
pressure transducer, and an electrical output connector. With a 28 V
excitation voltage (applied to pins 1 and 2), the sensor gives an output
voltage signal of 0.4 - 9 V linear over the 0 - 200 Psia (0 – 1378 KPa) range.

The manifold pressure sensor is encased in a stainless steel shell with
welded pressure ports and electrical connectors which provide a durable,
hermetically sealed unit. The sensors are solid-state piezoresistive devices,
providing silicon-on-silicon technology, high temperature capability, and
excellent stability.
TRAINING INFORMATION POINTS
PNEUMATIC - BLEED AIR PRESSURE - MANIFOLD PRESSURE

SENSOR TUBING REPLACEMENT SB No: 190-36-0012.
REASON
• HISTORY
Some cases have been reported of bleed air pressure misreading due to
the presence of water in the pressure sensor line. Water eventually gets
frozen inside the tube and affects the sensor in a way that, typically, the
bleed air pressure registers the same value throughout the flight. This
condition may induce CAS messages related to the bleed and/or pack
system, during several flight phases, on either or both sides of the aircraft.
• OBJECTIVE
Replace the manifold pressure sensor tubing with a new one, in order to
prevent water accumulation inside. The manifold pressure sensor support
must be changed to allow the pressure sensor relocation.
MANIFOLD PRESSURE SENSOR

BLEED TEMPERATURE CONTROL
The bleed temperature control is achieved using the components that follow:
• Pre-Cooler;
• Fan-air modulating valve;
• Manifold temperature sensor.
PRECOOLER
The Pre-Cooler works normally with air that comes from the fan air valve.
The Pre-Cooler is a steel air-to-air heat exchanger that cools the bleed air
from the engine by transferring heat from the hot bleed air to fan air. The Pre-
Cooler provides Pre-Cooler outlet air at 204 °C (400 °F) under normal
operating conditions, 231 °C (448 °F) during anti-ice system operation. Under

failure conditions, the Pre-Cooler provides outlet air up to 259 °C (498.2 °F)
for less than 2 minutes and 260 °C (500 °F) for less than 3 seconds.
The Pre-Cooler is installed in the nacelle and upstream the firewall. The Pre-
Cooler heat exchanger core is of plate and fin type construction, single pass
cross flow design. It is made of Inconel 718 and 625 materials except that the
cold side fins are made from Nickel 201 and the hot layer fins are made from
18-2 stainless steel. The heat exchanger core is a plate-fin vacuum brazed
construction. The headers and Inlet flanges are welded to the brazed core.
The Pre-Cooler has two circuits:
• Fan air circuit (cold circuit);

• Bleed air circuit (hot circuit).
A modulating fan air valve is installed in the nacelle and upstream of the
firewall, forward of the Pre-Cooler. The FAV is responsible to control fan flow
thru the Pre-Cooler.
The manifold pressure and temperature sensor are installed aft of the Pre-
Cooler, in the bleed lines.
The valves and clamps in the bleed system are insulated with silicone coated
insulation blankets. The blankets are LRU (Line Replaceable Unit) installed at
the aircraft level. The blankets are designed to cover the hot valve body as
well as the connecting flange clamps. The blankets are a single-piece
clamshell type design to ensure easy assembly. The blankets use dual
attachment methods: Velcro and snaps, for improved durability.
PRECOOLER

FAN-AIR MODULATING VALVE
The fan-air modulating valve is used to control the flow of cold fan air through The fan air valve incorporates an encapsulated insulation blanket as part of
the Pre-Cooler. its detail assembly. This metal encapsulation over the silicone coated
insulation is necessary due to its higher temperature. This insulation is not
Each (Right/Left) Fan-Air Modulating Valve control mode will be one of the intended to be removed in the aircraft. Thus, the flanges are not covered by
following values: the blanket to allow for installation of the clamps.
• Full Closed (not currently used) FAN-AIR-VALVE BELLOWS

• Full Open The fan-air-valve bellows Joint Assembly is a flexible silicone joint that
• Temperature Regulating provides universal motion for tension-type ducting system. It is located
• The Fan-Air Modulating Valve control mode will be Full Open if any of the upstream of the fan air valve and attached to the valve using V-band Clamp,
following are true: and to engine fan duct using Hose Clamp.
•

Corresponding manifold temperature sensor is at its default value
• Corresponding manifold over temperature exists TRAINING INFORMATION POINTS
• Corresponding bleed duct leak Access to any equipment is achieved by the removal of no more than one
protective cover.
• Corresponding engine is shut down and the aircraft is on ground
The access to any LRU will not require the removal of any other LRU/ item.
The fan-air modulating valve is a 4.5 in diameter pneumatically actuated Where this is not possible, the least reliable LRU is installed in the most
butterfly valve, electronically controlled by a torque motor. Increasing torque accessible position.
motor current will cause the valve to close. The butterfly valve has a disc and
a shaft set installed in the valve housing. The valve shaft is connected to the
actuator by a crank and linkage. The valve filters are easily removable without the need to remove the valve
from the aircraft.
The Valve is spring-loaded OPEN.
The fan-air modulating valve has an 82-micron internal and removable filter.
The fan-air modulating valve butterfly valve assembly, shown consists of

machined 300 series stainless steel valve housing and a 17-7 steel butterfly
disc. The disc is supported in a groove machined in the center of a 15-5 steel
butterfly shaft. The disc is mounted on the shaft by two corrosion resistant
steel bolts. The bolt holes in the disc are slotted to allow the disc to be
centered within the valve housing. A pair of carbon graphite bushing provides
low friction operation in combination with load bearing capabilities for the
shaft. To reduce friction and to absorb any thrust loads, the shaft collar is
sandwiched between two Vessel spacers. The lower Vessel spacer rides on
the 300 series stainless steel insulating plate and the upper is adjacent to the
aluminum actuator housing.
FAN-AIR MODULATING VALVE

MANIFOLD TEMPERATURE SENSOR
The manifold temperature sensor provides electronic feedback to the AMS

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

Temperature Device) type sensor. It contains a platinum temperature sensing
element, which is housed in a steel probe shield. The platinum resistance
element is used for sensors measuring temperature over 250 °F (127.5 °C)
and is capable of temperature measurement up to 1500 °F (765 °C). The
manifold temperature sensor consists of an electrical connector, fitting and
probe containing the element. Both are made of stainless steel welded
construction which results in a durable, sealed unit. It is mounted in a

standard ¾ in threaded boss on the duct. The electrical resistance of this
temperature sensor increases as temperature increases. The changes in
resistance result in voltage changes across the sensor. The AMS controller
determines the bleed manifold temperature by monitoring these voltage
changes.
MANIFOLD TEMPERATURE SENSOR

BELLOWS BALL JOINT
The Bellows Ball Joint Assembly is a restrained flexible joint, providing
universal angulation motion for tension-type ducting systems.
The four major components are the bellows, ball-socket assembly,

compression stop, and the flow liners. The multi-ply construction bellows give
a positive flexible seal. The ball-socket mechanism has a solid-film lubricated
surface and is an ideal load-carrying structure. Motion is limited to angulation
up to ± 9.5°, provides positive angular stops, protects from external (handling,
maintenance, etc.) damage to bellows, gives high dynamic damping, and
offers a fail-safe redundant seal capability restricting and diffusing leakage.
The compression stop prevents axial compression of the joint when
pressurized; the straight through flow liners prevent bellows-flow induced

vibrations and minimize pressure drop. Bending moments are typically
greater than other flexible universal joints.
The Bellows Ball Joint is used along the duct throughout the aircraft.
BELLOWS BALL JOINT

OPERATION
The engine bleed air control components provide bleed flow selection In this switchover region where LP supply pressure is insufficient to meet the
between the high compressor stage and the low compressor stage engine desired manifold pressure or additional temperature is required for operation,
bleed ports and regulate the bleed pressure prior to delivery to the pneumatic bleed flow is supplied by a mixture of HP and LP air sources. Note that the
system bleed air manifold. Bleed pressures from the low stage engine supply high-stage bleed valve is always closed when the "HPSOV (High Pressure
port are insufficient at lower engine power settings. Bleed pressures from the Shutoff Valve) High Power Close" signal is received from the FADEC (Full-
high-stage engine bleed port are too high at higher engine power settings. Authority Digital Electronic-Control).
One function of the engine bleed system is to alternately select between low-
pressure and high-pressure bleed supply sources. This is necessary to The high-stage bleed valve, in conjunction with the remotely-mounted torque
maintain adequate and safe bleed supply pressure at all engine operating motor controller, regulates the high-stage air supply to the bleed system.
conditions.
The NAPRSOV, in conjunction with the remotely-mounted torque motor
The pneumatic system control functions are effectively integrated with anti- controller, regulates the low stage air supply to the bleed system.

ice and air conditioning functions through the AMS controller.
When the high-stage bleed valve is selected, the regulation set point of the
The high-pressure bleed valve and NAPRSOV are installed in the engine NAPRSOV is set at, approximately, 5 psig higher to allow for "soft“switching
nacelle and work in conjunction with a pneumatic torque motor controller between the high and low stage bleed port. In either case, the valve position
positioned in the pylon. The LP check valve is also located in the nacelle and is controlled by a pneumatic servo signal received from the appropriate
is mounted integrally on the LP ducting. controller.
The engine bleed system is supplied by a low-stage engine supply port and a
high-stage engine supply port. The gage pressure sensor is located in the
bleed ducting aft of the firewall. The bleed air pressure is controlled to 45
psig under usual operating conditions. The AMS controller continuously
monitors engine bleed pressures and switches from low-stage engine supply
to high-stage engine supply when low-stage bleed supply pressures fall
below 45 psig.
The HP and LP stage switching control is based on a "soft switching” logic,

which uses the high-pressure bleed valve as a pressure regulator instead of
an ON/OFF valve. The control logic regulates HP air supply to a scheduled
45 psig manifold pressure required for the downstream users. As HP and LP
supply pressures rise, the high-stage bleed valve regulates towards closed to
maintain downstream manifold pressure. When LP air rises above the
desired manifold pressure, the high-stage bleed valve will regulate closed
and the NAPRSOV begins to regulate LP air to maintain the desired manifold
pressure of 45 psig. However, when wing anti-ice is active, the high-stage
bleed valve will be regulate open as needed to maintain a manifold
temperature of 231 °C (448 °F).
PRESSURE REGULATING OPERATION MODES

THE NEW SPRINGLESS NACELLE PRESSURE REGULATING SHUTOFF VALVE
EFFECTIVITY: ONLY FOR THE ACFT EMB 190/195 When slat anti-ice operation is enabled with ECS operation, the hotter
A third-area pneumatic actuator controlled by a servo pressure signal temperature sensed at the manifold temperature sensor provides the bleed
provided by a remotely-mounted controller drives the High-Stage bleed valve temperature control.
and the NAPRSOV. Duct pressure is ported directly to the supply piston side
of the actuator and this pressure force provides the closing force for the The AMS controller receives electronic feedback from the applicable
butterfly disc. The opening force is provided by the TM controlled servo temperature sensor to determine actual temperature exiting the right and left
pressure acting on the servo piston side of the actuator. Servo pressure is engine bleed systems.
controlled remotely. With servo pressure low, the valve is closed. As servo
pressure increases, the Opening force increases, until the point when net The AMS controller will then send a torque motor current command to the
opening force exceeds the combined closing force, and subsequently the fan-air modulating valve which regulates the flow of cold fan air across the
valve opens. The valve will regulate downstream pressure until servo cold circuit Pre-Cooler.
pressure increases to fully open the valve. The valve is fail safe closed and

can be manually locked in the close position.
The manifold temperature is controlled to 204 °C (400 °F) under usual
operating conditions. The manifold temperature is controlled to 231 °C
The dual torque motor controller commands both valves to the CLOSED (448 °F) when slat anti-ice flow is required.
position with no electrical current input. The low-stage bleed check-valve is
installed in the low-stage engine supply port line. The valve can only open
when the low pressure has a value greater than the high-pressure line. If the SINGLE PACK - SINGLE BLEED OPERATION
HP line increases to a value greater than the LP line, the valve closes, During single engine bleed operation, the opposite side air conditioning pack
avoiding the reverse flow. will be turned off if the slat anti ice operation is required.
The AMS controller receives electronic feedback from the manifold pressure
sensor to determine actual pressures exiting the right and left engine bleed
systems. The AMS will then send a torque motor current command to the
electronic torque motor controller to modulate the bleed regulating valves to
obtain the desired bleed pressure.
The engine bleed air is cooled in the Pre-Cooler, using cold fan air to remove
the heat.
The temperature of the bleed air exiting the Pre-Cooler is controlled by

adjusting the amount of cold fan air flowing across the Pre-Cooler, using a
modulating valve. The fan-air modulating valve is a pneumatic actuator
butterfly valve electronically controlled by a torque motor. Increasing torque
motor current will cause the valve to close.
For ECS (Environmental Control System) operation only, the manifold

temperature control uses the temperature sensed at the manifold
temperature sensor as reference.
OPERATION MODES

APU-PNEUMATIC BLEED SYSTEM (36-12)
INTRODUCTION
The APU (Auxiliary Power Unit) Bleed System uses and controls Pneumatic
power from the APU.
GENERAL DESCRIPTION
The APU is a source of pneumatic power for the aircraft on the ground or in
flight. The APU bleed system supplies air to the aircraft pneumatic system for
engine starting, air conditioning operation and ground maintenance
operations.
The APU bleed flow control is accomplished by the APU bleed shutoff valve
and the APU bleed check valve.

The APU bleed check valve allows the air supply from the APU bleed system
to enter the bleed manifold. The check valve is closed by the engine bleed
pressure when the APU is not running, preventing engine bleed air from
flowing to the APU when the engine bleed is the pneumatic source.
The AMS gives priority to the Engine supply bleeds when the following
conditions are simultaneously met, with the engine and APU bleed available
simultaneously:
• Engine bleed is available.

• XBLEED valve is operating normally.
• ENG REF ECS is selected ON.
APU-PNEUMATIC BLEED SYSTEM - BLOCK DIAGRAM

COMPONENTS
APU BLEED SHUTOFF VALVE APU BLEED VALVE - OPERATION
The APU Bleed Valve (ABV) controls the APU bleed airflow to the pneumatic The APU bleed shutoff valve uses upstream duct pressure to operate the
system. valve. When the solenoid is energized the solenoid plunger retracts and
opens the pilot valve. This causes pressure to flow to the top of the actuator
The APU bleed shutoff valve is a normally closed, pneumatically operated, piston. The actuator is attached to the butterfly disk by a linkage. When the
electrically controlled butterfly valve. The valve is spring loaded to the closed actuator extends it causes the butterfly disk to open. When the solenoid is de-
position. The valve will open if the solenoid is energized when the inlet energized, the solenoid plunger extends and closes the pilot valve. This
pressure reaches 13 psig (90 kPag). When the solenoid is de-energized, the allows pressurized air on top of the actuator piston to vent overboard. The
valve will remain closed at any inlet pressure. actuator spring forces the actuator to retract, which causes the butterfly disk
to close.
A closed-position switch is used for position indication. The butterfly valve is
comprised of a disc and a shaft set installed in the valve housing. The valve Operating Time is 1.5 to 6.0 seconds max closed to open or vice versa under

shaft is connected to the actuator by a crank and linkage. all operating conditions with 18- 75 psig (124-517 kPag) inlet pressure.
PHYSICAL DESCRIPTION Weight is 4.54 kg (10.0 lb) max.

The APU bleed shutoff valve includes the items that follow
• A cast aluminum alloy valve body.

• An electrical connector.
• A solenoid assembly.
• A machined actuator housing assembly.
• A valve position indicator.
APU BLEED SHUTOFF VALVE

APU BLEED CHECK VALVE
The APU bleed check valve is a 3.5 inch in-diameter dual flapper check valve
mounted in the APU bleed supply duct. Frame and Flappers are made from
Inconel. Flappers are hinged in the center of the check valve frame with a
hinge pin. The APU bleed check valve has a spring to close the flappers
when there is no APU bleed flow. The APU bleed check valve provide for
reverse flow protection in the bleed air distribution system. It is used to
prevent reverse flow of bleed air into the APU supply port.
The APU Check Valve joint has a slightly different design in order to allow
proper valve mounting and to prevent inadvertent inverted assembly.

APU BLEED CHECK VALVE GENERAL VIEW

BELLOWS BALL JOINT
The bellows ball joint assembly is a restrained flexible joint, providing
universal angulation motion for tension-type ducting systems.
The four major components are the bellows, ball-socket assembly,

compression stop, and flow liners. The multi-ply construction bellows gives a
positive flexible seal. The ball-socket mechanism has a solid film lubricated
surface and is an ideal load-carrying structure. Motion is limited to angulation
up to ± 9.5°, provides positive angular stops, protects from external (handling,
maintenance, etc.) damage to bellows, gives high dynamic damping, and
offers a fail-safe redundant seal capability restricting and diffusing leakage.
The compression stop prevents the axial compression of the joint when
pressurized; the straight-through flow liners prevent bellows-flow induced

vibrations and minimize pressure drop. Bending moments are typically
greater than other flexible universal joints.
The bleed duct line has many of these ball joints to absorb the thermal
expansion. So it is expected that the duct will have some flexibility. This
flexibility has to be present in the installation; therefore no anti-flailing clamps
other than the ones specified in the AMM (Aircraft Maintenance Manual) part
II must be installed.
APU-PNEUMATIC BLEED SYSTEM - BELLOWS BALL JOINT GENERAL VIEW

OPERATION
To activate the APU pneumatic bleed system, the BLEED APU switch can be And one of the following conditions must be true:
set to AUTO or OFF.
• LH flow demand is true;
When set to OFF - manual override mode: • RH (Right-Hand) flow demand is true and RH bleed system is NOT
APU bleed system is continuously OFF. ENABLED;
On the AIR COND/PNEUMATIC control panel, the BLEED APU switch is • RH engine status is START;
illuminated (a white colored striped bar comes into view). • LH engine status is START.
When set to AUTO - APU bleed system is enabled: NOTE: APU Bleed Shutoff Requested CLOSED for engine cross start and for
this scenario the APU Bleed Request is FALSE.
• APU bleed activation will be subjected to normal system control laws:

• The APU bleed request is determined by the AMS (Air Management To prevent electrical shock or damage, disconnect all electrical power before
System) controller. installation or removal of any APU bleed system LRU (Line Replaceable Unit)
or LRM (Line Replaceable Module).
• The AMS controller communicates with the FADEC (Full-Authority
Digital Electronic-Control) (through the SPDA (Secondary Power Access to the APU bleed shutoff valve is achieved by the removal of one
Distribution Assembly)) to open the APU bleed valve when exists protective cover.
demand.
Access to the APU bleed shutoff valve does not require the removal of any
• On the AIR COND/PNEUMATIC control panel, the BLEED APU switch other LRU.
will be dark.
With no air pressure applied, the valve will be fully closed.
The APU bleed request is determined by the AMS controller.
The APU bleed request is sent via ARINC (Aeronautical Radio Incorporated)
429 to the SPDA which communicates with the APU FADEC to command the
APU bleed valve.
The APU bleed request must be set to true if all of the following conditions
are true, subject to transition restraints stated below, if all of the following
conditions are satisfied:
• BLEED APU switch is set to AUTO;

• APU READY TO BLEED signal is true;
• There is no LH (Left-Hand) bleed duct leak;
• LH bleed system is not enabled.
• A/I (Anti-Ice) system NOT requested on OR A/I system requested on AND
it is failed.
• APU bleed shutoff valve NOT requested CLOSED for main engine start.
APU-PNEUMATIC BLEED SYSTEM - CONTROL PANEL INDICATIONS

APU BLEED REQUEST
The APU bleed request is determined by the AMS controller. TRAINING INFORMATION POINTS
To prevent electrical shock or damage, disconnect all electrical power before
The APU bleed request is sent via ARINC (Aeronautical Radio Incorporated) installation or removal of any APU bleed system LRU (Line Replaceable Unit)
429 to the SPDA which communicates with the APU FADEC to command the or LRM (Line Replaceable Module).
APU bleed valve.
Access to the APU bleed shutoff valve is achieved by the removal of one
The APU bleed request must be set to true if all of the following conditions protective cover.
are true, subject to transition restraints stated below, if all of the following
conditions are satisfied: Access to the APU bleed shutoff valve does not require the removal of any
other LRU.
BLEED APU switch is set to AUTO;
With no air pressure applied, the valve will be fully closed.

APU READY TO BLEED signal is true;
The valve is covered by a thermal insulation blanket.
There is no LH (Left-Hand) bleed duct leak;
LH bleed system is not enabled.
A/I (Anti-Ice) system NOT requested on OR A/I system requested on AND it

is failed.
APU bleed shutoff valve NOT requested CLOSED for main engine start.
And one of the following conditions must be true:
• LH flow demand is true;

• RH (Right-Hand) flow demand is true and RH bleed system is NOT
ENABLED;
• RH engine status is START;
• LH engine status is START.
NOTE: APU Bleed Shutoff Requested CLOSED for engine cross start and for
this scenario the APU Bleed Request is FALSE.
APU-PNEUMATIC BLEED SYSTEM - SCHEMATIC DIAGRAM

GROUND AIR SUPPLY (36-13)
INTRODUCTION
The HP (High Pressure) ground connection allows the connection of an
external HP source to the aircraft.
GENERAL DESCRIPTION
The HP ground connection has an internal check valve which contains a
nipple-type fitting which accepts the ground cart mating connection. The HP
ground connection is located on the lower right of the fairing area of the
aircraft.
The HP ground connection ducting conducts the external air supply to the LH
(Left-Hand) and RH (Right-Hand) bleed and distribution systems.

GROUND AIR SUPPLY - BLOCK DIAGRAM

COMPONENTS
HP GROUND CONNECTION CHECK VALVE
The HP ground connection check valve is a 3 in diameter dual flapper type
check valve. Two check valve flappers are aligned on a single hinge pin. The
check valve inlet contains a disconnect flange which is used to connect high
pressure bleed supply duct to the aircraft HP supply inlet.
HP GROUND CONNECTION
The HP ground connection is provided for the connection to a ground cart air
supply.

GROUND AIR SUPPLY - GENERAL VIEW

OPERATION
The HP check valve is normally closed. It only opens when the ground cart is If your equipment is not adjustable, make sure that the pressure it supplies is
connected to the HP ground connection and is activated. With the check not more than 60 psi. This is to prevent damage to the pneumatic system
valve open, the air from the HP ground cart enters into the bleed distribution tubes and access to the HP components does not require the removal of any
line. When the HP ground cart is not in use, the check valve is closed other LRU (Line Replaceable Unit).
preventing air in the distribution system from exiting through the ground cart
connection. If a bleed leakage occur in the HP ground connection nipple, a CAS (Crew
Alerting System) message BLEED 2 LEAK will show on the EICAS (Engine
The HP ground connection status, displayed on the ECS (Environmental Indicating and Crew Alerting System) and an overheat indication will appear
Control System) synoptic display screen, is indicated as follows: in the OVERHEAT DETECTION PARAMETERS screen in the CMC (Central
Maintenance Computer).
If the HP ground cart is available, then the GND CART will appear with the
associated lines indicating flow, as applicable; else, the GND CART will

disappear.
The HP ground connection should be declared ACTIVE when ALL of the

following are true; else it should be declared INACTIVE:
• RH bleed source is not at ENGINE operation mode.

• HP ground cart is installed on the RH side of the aircraft.
• Pressure in the RH manifold is more than 30 psig and valid
• Cross-bleed valve is closed or there is no bleed source on the LH side.
• Aircraft is on the ground and the ground speed is lower than 12 kts.
WARNING: BE CAREFUL WHEN YOU APPLY PRESSURE. MAKE SURE

THAT YOU DO NOT USE MORE THAN THE MAXIMUM PRESSURE;
RELEASE PRESSURE BEFORE YOU DISCONNECT THE LINES AND
FITTINGS. THIS IS TO PREVENT INJURY TO PERSONS AND/OR
DAMAGE TO THE EQUIPMENT.
CAUTION: MAKE SURE NOT TO TURN ON PACK1 OR PACK2 WHILE

YOU USE THE PNEUMATIC PRESSURE SOURCE. IF YOU DO NOT
OBEY THIS PRECAUTION, DAMAGE TO THE EQUIPMENT CAN OCCUR
AND DIRT CAN GET INTO THE AIRCRAFT AIR CONDITIONING DUCTS.
HP GROUND CONNECTION STATUS

CONTROL (36-14)
INTRODUCTION
The control subsystem provides all elements and components to control the EFFECTIVITY: ON ACFT WITH BLEED OVERPRESSURE HPSOV
air bleed system operation, manifold temperature and manifold pressure. SWITCH OR SB 190-36-0009 for EMB 190/195.
The pneumatic system contains BIT (Built-in Test) logic that continuously • The bleed overpressure HPSOV (High Pressure Shutoff Valve) switches
monitors the performance of system components. of 190 psi are used to monitor bleed air pressure in the HPSOV bleed air
supply line. There are two bleed overpressure HPSOV switches on the
GENERAL DESCRIPTION aircraft: One for the LH (Left-Hand) bleed system and one for the RH
The control of the pneumatic system has these main characteristics: bleed system, located in the HPSOV bleed air supply line in the pylon.
• The PNEUMATIC portion of the AIR COND/PNEUMATIC control panel is


located on the RH (Right-Hand) side of the cockpit overhead panel and it
controls the overall functions of the air bleed system.
• The bleed pressure sensors are used for condition monitoring and closed
loop control of the pressure regulating valves. There are two pressure
sensors installed on the aircraft: One for the left bleed system and other
for the right bleed system.
• The temperature sensors are used for condition monitoring and closed
loop control of the fan air valve. The manifold temperature sensor is
installed on the bleed manifold, downstream of the Pre-Cooler. there is
one temperature sensor for each left and right bleed systems. The
manifold temperature sensor is installed on the bleed manifold,
downstream of the Pre-Cooler in the pylon. The bleed system BIT
continuously monitors the system parameters to ensure safe operation.
• The bleed overpressure switches of 100 psi are used to monitor bleed
manifold duct pressures. There are two bleed overpressure switches
installed on the aircraft: One for the left bleed system and one for the right
bleed system.
CONTROL - BLOCK DIAGRAM

COMPONENTS
AIR COND/PNEUMATIC SYSTEM CONTROL PANEL
The switches that control the pneumatic system are located on the lower
portion of the panel. These switches are identified as:
• BLEED 1
• BLEED 2
• BLEED APU
• XBLEED

The switches are of the pushbutton type. The switches comply with the
concept of dark cockpit of the aircraft. This means that when a switch is in its
usual flight position, it is not illuminated and it is in its flat (latched) position.
BLEED PRESSURE SENSOR

The bleed pressure sensor is a 0 - 200 psi absolute pressure sensor which is
used to monitor bleed manifold duct pressures. The sensor provides an
electronic signal to the AMS (Air Management System) controller which is
used for system control and monitoring. The sensor is hermetically sealed
and consists of a supply pressure port, an internal pressure transducer, and
an electrical output connector. With a 28 VDC (Volt Direct Current) excitation
voltage (applied to pins 1 & 2), the sensor will provide an output voltage
signal of 0 - 9 VDC absolute range.
BLEED TEMPERATURE SENSORS

The manifold temperature sensors are of the same type. They are dual
element RTD (Resistance Temperature Device) type sensors containing a
platinum temperature sensing element which is housed in a steel probe
shield. The electrical resistance of this temperature sensor increases as
temperature increases. The changes in resistance result in voltage changes
across the sensor. These voltage changes are monitored by the AMS
controller to determine bleed manifold temperatures.
BLEED MANIFOLD TEMPERATURE AND PRESSURE SENSORS - VIEW OF COMPONENTS

BLEED OVERPRESSURE SWITCH
The bleed overpressure switch is a single pole, double-throw pressure

actuated switch used to monitor bleed manifold duct pressures.
The switch is of the snap-action type and consists of an input pressure port,
an internal pressure transducer, and an electrical output connector. It
provides pressure indication without drift of calibration under extreme shock,
vibration and other severe environmental conditions. The overpressure
switch is a rugged unit with corrosion resistant steel welded body with a
pressure sensing disk spring. It is this spring that provides the snap action.
Hermetic sealing protects against the harmful effects of moisture, sand and
dirt.

DAMPER
There is a damper installed between the bleed duct and the bleed
overpressure switch.
The function of this component is to absorb the transient pressure oscillations

during normal operation. So, it is used to avoid an eventual misread of the
overpressure switch leading to an unnecessary shutdown of the bleed
system.
BLEED OVERPRESSURE SWITCH - VIEW OF COMPONENTS

BLEED OVERPRESSURE HPSOV SWITCH
EFFECTIVITY: ON EMBRAER 190 AND 195 ACFT WITH BLEED
OVERPRESSURE HPSOV SWITCH OR POST-MOD SB 190-36-0009
The bleed overpressure HPSOV switch is an electronic and pressure

actuated switch, which is used to monitor bleed air pressure in the HPSOV
bleed air supply line.
Internally, the switch contains a pressure sensing element and solid state
electronics that respond to the pressure sensing element. The switch output
circuit controls the external load (aircraft relay) through the use of a field
effect transistor, instead of a mechanical switch. Externally, the switch has a
hermetically sealed (welded) stainless steel case along with a hermetically

sealed electrical connector. The hermetic design, along with the solid state
electronics, allows the switch to withstand the temperature, vibration, shock,
humidity, sand and dust, salt fog and other environmental conditions that are
normally found in the aircraft pylon environment.
BLEED OVERPRESSURE HPSOV SWITCH - VIEW OF COMPONENTS

OPERATION
OVERALL CONTROL OF THE PNEUMATIC BLEED SYSTEM • BLEED APU – APU (Auxiliary Power Unit)-bleed valve AUTO/ OFF (the
The overall control of the pneumatic bleed system is made through the switch will be dark in the AUTO mode, white striped bar illuminated if
PNEUMATIC switches of the AIR COND/PNEUMATIC control panel. mode is OFF, amber striped bar illuminated if leak is present). In the
AUTO mode, the APU bleed valve activation will be subjected to normal
The actions of the switches are as follows: system control laws. The APU bleed request is determined by the AMS
controller. The AMS controller communicates with the FADEC (Full-
Authority Digital Electronic- Control) (through the SPDA (Secondary
• BLEED 1 – Left bleed system AUTO/OFF (the switch will be dark in the Power Distribution Assembly)) to open the APU-bleed valve when
AUTO mode, white striped bar illuminated if mode is OFF, amber striped demand exists. The OFF mode manually overrides the APU bleed system
bar illuminated if leak is present). In the AUTO mode, the bleed 1 system to continuously OFF. In other words, when you select the OFF mode, the
is enabled and the left bleed system activation will be subjected to normal AMS controller sends a command to close the APU bleed valve.
system control laws. The OFF mode manually overrides the left bleed
system to continuously OFF. In other words, when you select the OFF

mode, hard-wire logic manually overrides the left NAPRSOV (Nacelle
Pressure Regulating Shutoff Valve) to the closed position (the hard-wire
electrical circuit for the AMS controller to the torque motor controller is
open with the switch in the OFF position).
• BLEED 2 – Right bleed system AUTO/OFF (the switch will be dark in the
AUTO mode, white striped bar illuminated if mode is OFF, amber striped
bar illuminated if leak is present). In the AUTO mode, the bleed 2 system
is enabled and the right bleed system activation will be subjected to
normal system control laws. The OFF mode manually overrides the right
bleed system to continuously OFF. In other words, when you select the
OFF mode, hard-wire logic manually overrides the right NAPRSOV to the
closed position (the hard-wire electrical circuit for the AMS controller to
the torque motor controller is open with the switch in the OFF position).
• XBLEED – Cross bleed valve AUTO/OFF (the switch will be dark in the
AUTO mode, white striped bar illuminated if mode is OFF, leak function is
not presented on this switch). In the AUTO mode, cross bleed valve
activation will be subject to normal system control laws. The OFF mode
manually overrides the cross bleed system to continuously OFF. In other
words, when you select the OFF mode, hard-wire logic manually
overrides the cross bleed valve to the closed position (the hard-wire
electrical circuit for the AMS controller to the torque motor controller is
open with the switch in the OFF position).
CONTROL - OVERALL CONTROL PANELS

BLEED SOURCE LOGIC
LEFT BLEED RIGHT BLEED
Left bleed source will be left engine if all of the following are true: Right bleed source will be right engine if all the following are true:
• Pressure in the left manifold is > 12 psig • Pressure in the right manifold is > 12 psig
• Left NAPRSOV is NOT CLOSED or Left NAPRSOV is failed open. • Right NAPRSOV is NOT CLOSED or right NAPRSOV is failed open
Left bleed source will be APU if all of the following are true AND the left bleed Right bleed source will be HP Ground Cart for Engine Start if all of the
source is not the engine: following are true:
• Pressure in the left manifold is > 12 psig • Right bleed source is not the engine
• Engine Bleed is requested OFF for the APU or APU bleed valve is • HP Ground Cart is installed on the right side ducts system of the aircraft

requested open and is open and APU is ready to bleed or cross bleed • Pressure in the right manifold is from 26 to 33 psig and valid
valve is closed and not failed open or it has been less than 5 seconds • Cross bleed valve is CLOSED OR there is no bleed source on the left side
since APU request became false or right bleed source is NONE • Airplane is on the ground and ground speed is < 12 knots
• Right engine is not ready to bleed
Left bleed source will be the High-Pressure Ground Cart for Engine Start if
ALL of the following are true: Right bleed source will be NONE if all of the following are true:
• Left bleed source is not the ENGINE or the APU • Cross bleed valve is CLOSED
• The HP Ground Cart is installed on the right side ducts system of the • Right bleed source is not engine or HP Ground Cart
aircraft
• Pressure in the right manifold is from 26 to 33 psig and valid
• The Cross Bleed Valve is CLOSED AND there is no bleed source on the
left side
• Airplane is on the ground and ground speed is < 12 knots
• Left Engine is not ready to bleed
Left bleed source will be NONE if all of the following are true:
• Cross bleed valve is CLOSED

• Left bleed source is not engine or APU

BLEED SUPPLY LOGIC
LEFT SUPPLY LOGIC RIGHT SUPPLY LOGIC
Left bleed supply will be Engine if the left bleed source is the Left engine OR Right Supply will be Engine if the right bleed source is the Right engine OR if
if all of the following are true: ALL of the following are true:
• Right bleed source is the Right Engine • Left bleed source is the Left Engine
• The cross bleed valve is OPEN • The cross bleed valve is OPEN
• Pressure in the left manifold is > 12 psig or the left manifold pressure • Pressure in the right manifold is > 12 psig or the right manifold pressure
sensor is invalid sensor is invalid
Left supply will be APU if all of the following are true: Right Supply will be APU if all of the following are true:
• •

Left bleed supply is not the Left or Right engine Right supply is not the Left or Right Engine
• Left bleed source is APU • Right bleed source is NONE
• Left bleed source is APU
Left supply will be HP Ground Cart if the left bleed source is HP Ground Cart • Cross bleed valve is OPEN
OR if all of the following conditions are true: • Pressure in the right manifold is > 12 psig
• Left supply is NOT the Engine or APU Right Supply will be HP Ground Cart if the right bleed source is HP Ground
• Pressure in the left manifold is > 12 psig Cart OR if all of the following are true:
• The HP Ground Cart is installed on the right side of the aircraft
• Left bleed source is NONE • Right supply is not the Left or Right Engine or APU
• Right bleed source is HP Ground Cart • The ground cart is installed on the right side duct system of the aircraft
• Cross bleed valve is OPEN • Right bleed source is None
• Left bleed source is None
Left Supply will be NONE if all of the following are true: • The Cross Bleed Valve is CLOSED
• Manifold pressure on the right side is > 12 psig
• No other supply is determined
Right Supply will be NONE if all of the following are true:
• No other supply is determined

CROSS BLEED VALVE (XBLEED) ENABLE LOGIC
The cross bleed valve will be commanded OPEN if all of the following set of
conditions are satisfied and the cross bleed valve flight deck switch is in the
AUTO position, else, the cross-bleed valve will be commanded CLOSED.
NORMAL OPERATION
There is a bleed air source on one side and no bleed air source on the other
side or APU is requested closed for engine start or either engine starting but
not starting left engine from APU.
• No bleed duct leak present unless starting an engine;

• Neither side fire handle has been pulled;

• Neither side manifold pressure above 90 psig.
If the Wing A-ICE System is commanded on while in single bleed operation

the cross bleed valve will be allowed to open for 5 seconds. If the manifold
pressure goes below 90 psig it will be allowed to stay open, otherwise it will
close.
ABNORMAL OPERATION
The Engine Bleed #1 will be commanded closed if the cross bleed fails
OPEN and the other bleed source is the Bleed #2 engine.
CROSSBLEED VALVE ENABLE LOGIC

PRESSURE CONTROL
The AMS controller receives electronic feedback from the bleed pressure
sensor (transducer) to determine actual pressure exiting the right and left
engine bleed systems. The AMS controller logic will then send a torque motor
current command to the electronic torque motor controller to modulate the
high pressure regulating valves to obtain the desired bleed pressure.
Whenever manifold bleed pressure exceeds 100 psig for more than 3
seconds the pressure sensor will provide an electronic signal to the AMS
controller to close the NAPRSOV and HPSOV and will display a BLEED
OVERPRESS message on the EICAS.

OVERPRESSURE PROTECTION
The bleed overpressure switch provides an electronic relay signal to close
the NAPRSOV and HPSOV whenever manifold pressure exceeds 100 psig
for more than 3 seconds. This switch/relay logic is a hard wiring protection
independent of the AMS controller logic.
NOTE: The HPSOV will be closed by software command from the AMS logic.
The switch senses pressure and provides a switching function at its set point.
It is actuated by completing an electrical circuit when the input pressure
increases to 100 psig. It is deactivated by breaking (opening) the electrical
circuit when the input pressure decreases to 93 psig.
EFFECTIVITY: ON ACFT WITH BLEED OVERPRESSURE HPSOV

SWITCH OR POST-MOD SB 190-36-0009.
Completing the overpressure protection, each time PS3 pressure exceeds

190 Psia (± 4 Psia), the bleed overpressure HPSOV switch operates an
electric relay which will sever electrical power to the HPSOV torque motor
controller and the HPSOV will close. This guarantees that the pressure in the
manifold never exceeds the bleed ducts proof pressure even though the
NAPRSOV fail open.
When the HPSOV bleed supply pressure returns to between 180 and 186
Psia, the switch will provide a high resistance between switch pins that will
deactivate the aircraft relay, thereby opening the HPSOV.
CONTROL - PRESSURE CONTROL SCHEMATIC


RIGHT BLEED PRESSURE CONTROL SCHEMATIC DIAGRAM

TEMPERATURE CONTROL
For ECS (Environmental Control System) operation only, the manifold
temperature control uses the temperature sensed at the manifold
temperature sensor as a reference. The hotter temperature sensed at the
manifold temperature sensor provides the bleed temperature control.
When the pneumatic system is in single bleed operation with the slat anti-ice
in operation, either with or without the ECS operation,the manifold
temperature sensor on the side of the operating bleed will provide the bleed
temperature control.
The manifold temperature is controlled to 204 °C (400 °F) under usual

operating conditions. The manifold temperature is controlled to 231 °C (448

°F) when slat anti-ice flow is required.
The AMS controller receives electronic feedback from the applicable

temperature sensor to determine actual temperatures exiting the right and left
engine bleed systems. The AMS controller will then send a torque motor
current command to the fan air modulating valve which regulates the flow of
cold fan air across the cold circuit of the Pre-Cooler.
RH BLEED TEMPERATURE CONTROL - BLOCK DIAGRAM


TEMPERATURE CONTROL

BLEED SOURCE PRIORITIZATION
The AMS controller automatically selects the bleed source on ground and ENGINE AS BLEED SOURCE
during flight between the engines, the APU and the external connections. The The AMS gives priority to the Engine supply bleeds when the following
selection is based on input from the flight deck control panel, takeoff data conditions are simultaneously met, with the engine and APU bleed available
setting, engine status, APU status, flow demands, fault status, manifold simultaneously:
pressures, and valve position switches.
• Engine bleed is available.
The AMS controller will choose one bleed source between the APU bleed • The XBLEED valve is operating normally.
and the engine bleeds when both are available. It is not possible to have both • ENG REF ECS is selected ON.
the APU and the engines as bleed sources simultaneously.
During engine start with Anti-ice, the AMS controller will prioritize cross bleed
APU AS BLEED SOURCE start.

The APU supplies bleed air on the ground or in-flight. However, it is used
primarily as a ground pneumatic source for the air conditioning packs (ECS) BLEED SOURCE PRIORITIZATION LOGIC
and engine starting.
The following tables describe bleed priority logic until liftoff. The logic
considers bleed source availability, takeoff data setting on the MCDU, anti-
While the airplane is on the ground and with an engine and APU bleed ice requirements and the flight phase.
available simultaneously, the AMS gives priority to APU supply bleed when
all of the following conditions are met:
The tables show the bleed valve position to identify the bleed source and the
air conditioning availability according to the ECS and Anti-ice pre takeoff
• The opposite engine bleed pressure is below the minimum for engine selection, APU bleed availability and the flight phase.
start.
• Ground speed is below 50 kts. NOTE:
• The cross bleed valve is operating normally.
• Wing anti-ice is not requested. • No selection changes are evaluated.
• Ice conditions are known and pre-selected.
The APU bleed cannot be used for the anti-ice system operation. • APU bleed selection is retained until liftoff.
During airborne engine start without Anti-Ice the left engine will be started
with the opposite engine if the right bleed pressure is greater than the
minimum required for engine start. The right engine will be started with the
bleed source that is available at engine start (APU or left engine).
BLEED SOURCE PRIORITIZATION

BLEED SYSTEM BUILT-IN TEST During the Built-in test
The redundant sensor element of the bleed temperature sensor (manifold
The pneumatic and ECS BIT, continuously monitors and controls system temperature sensor) is continuously compared to ensure safe system
parameters to ensure safe operation. If a component fault is detected, the operation. The sensor element is compared to detect anomalies between
system will attempt to reconfigure it to maintain proper operation. values sensed and expected values. The higher of the two values is used for
control, over temperature protection, and display. If the sensor element is
For all failure events, fault information is transmitted to the CMC (Central determined to be failed, with the cross-bleed valve closed, then the primary
Maintenance Computer). Faults are reported down to the LRU (Line heat exchanger inlet temperature is used for Control and Overheat
Replaceable Unit) level. protection.
Thirty seconds after landing, the left AMS controller channel commands the
cross-bleed valve open and closed. The right AMS controller then commands

the cross-bleed valve open and closed.
Whenever either side (left/right) bleed is disabled, a message is transmitted

to the EICAS (Engine Indicating and Crew Alerting System) to indicate that
the airplane altitude must not exceed aircraft ceiling for mono-bleed
condition.
The bleed system BIT logic detects the following fault conditions:
• Left high-stage bleed valve failed open.

• Left high-stage bleed valve failed closed.
• Left NAPRSOV - nacelle pressure regulating shutoff valve failed open.
• Left NAPRSOV - nacelle pressure regulating shutoff valve failed closed.
• Right high-stage bleed valve failed open.
• Right high-stage bleed valve failed closed.
• Right NAPRSOV - nacelle pressure regulating shutoff valve failed open.
• Right NAPRSOV - nacelle pressure regulating shutoff valve failed closed.
• Left manifold overpressure.
• Left manifold over temperature.
• Right manifold overpressure.
• Right manifold over temperature.
• APU bleed valve failed open.
• APU bleed valve failed closed.
• Cross-bleed valve failed open.
• Cross-bleed valve failed closed

WATER TANK PRESSURIZATION (36-15)
INTRODUCTION
The aircraft is equipped with a potable water tank that supplies water to water
heaters and lavatory faucets, as well as to water spigots and coffee makers
in the galleys.
GENERAL DESCRIPTION
Pressurization of the potable water tank (AMM SDS 38-10-00/1) is
accomplished by the bleed system either using the APU (Auxiliary Power
Unit) or the engine bleed source. Essentially, the potable water system is of
the non-flow type, since it operates in transient regime and uses airflow only
when water from the potable water tank is in use. A pressurization line
extends from the engine bleed line to the air manifold, from where it reaches

the potable water tank. The air manifold regulates the internal pressure of the
potable water tank. The pressurization line has a 1.5 mm restrictor orifice that
limits the airflow in case of rupture at any point along its length. The
Pressurization Line routing runs clear of critical equipment and wiring to
prevent damage to these components if a leak or a break in the line should
occur.
COMPONENTS
The pressurization line is made up of 21-6-9 stainless steel tubing from the
bleed line to the vapor barrier. The stainless steel tubing has a wall thickness
of 0.016 in. From the vapor barrier to the air manifold, the pressurization line
is made up of 6061 T6 aluminum tubing with a wall thickness of 0.035 in.
OPERATION
Pressurization is accomplished automatically with air bleed from the engines
or APU. The bleed air is filtered and regulated to the system operating
pressure of 36 to 41 psig.
WATER TANK PRESSURIZATION - COMPONENT LOCATION

INDICATING (36-20)
INTRODUCTION COMPONENTS
The indicating subsystem provides all elements and components that give ENGINE PNEUMATIC INDICATING (36-21)
system status indication and overheat/leak detection throughout the LH (Left-
Hand), RH (Right-Hand) and APU (Auxiliary Power Unit) bleed lines. The Engine Pneumatic Indicating System is responsible for the engine bleed
status indication and overheat/leak detection throughout the HP (High
GENERAL DESCRIPTION Pressure) lines of the LH (Left-Hand) and RH (Right-Hand) bleed systems.
The INDICATING includes these subsystems:
APU PNEUMATIC INDICATING (36-22)
• ENGINE PNEUMATIC INDICATING (AMM SDS 36-21-00/1)
• APU PNEUMATIC INDICATING (AMM SDS 36-22-00/1) The APU (Auxiliary Power Unit) Pneumatic Indicating System is responsible
for APU bleed status indication and Overheat / leak detection throughout the
HP (High Pressure) lines of the APU bleed system.

Three main displays provide bleed system status indication:
• CMC (Central Maintenance Computer) display. OPERATION

• EICAS (Engine Indicating and Crew Alerting System) display. The pneumatic system indications are generated in the SPDA (Secondary
• ECS (Environmental Control System) and anti-ice synoptic pages. Power Distribution Assembly)s (1 and/or 2) and/or MAU (Modular Avionics
Unit)s (1 and/or 2), as applicable, and then sent to the EICAS, CMC or ECS
page via the ASCB (Avionics Standard- Communication Bus).
The CMC indications are used by the maintenance personnel to determine
the faulty component.
The ODS is a fully automated system that operates whenever power is
applied to it. The systems comprise loops of redundant overheat sensors that
The EICAS indications are used by the crew for actions necessary in an continuously monitors temperatures along the length of the high pressure
abnormal condition. ducts. These sensors detect and pinpoint air bleed leaks.
The ECS and anti-ice synoptic pages provide the crew with an overview of
the status of the system. The synoptic pages may not be used as the sole
source to generate crew actions, or used in any action generated by the
EICAS, unless the aircraft is on the ground.
The ODS (Overheat Detection System) components provide overheat and

leak detection for:
• Engine Bleed lines.

• APU bleed air distribution.
• Anti-ice supply ducts.

ENGINE PNEUMATIC INDICATING (36-21)
INTRODUCTION The ODS comprises multiple overheat sensor loops and electronic control.
The Engine Pneumatic Indicating System is responsible for the engine bleed For the engine bleed system, the sensor loops are used to detect an overheat
status indication and overheat/leak detection throughout the HP (High condition at seven zones of the aircraft.
Pressure) lines of the LH (Left-Hand) and RH (Right-Hand) bleed systems.
Note: If the APU ODS loop indicates a failure of the APU duct system then
GENERAL DESCRIPTION the APU Bleed Request signal will be set to FALSE. The logic to define that
The EICAS (Engine Indicating and Crew Alerting System) indications include the APU will be shutdown initiated by the AMS controller and transmitted
all the applicable messages related to the engine pneumatic system status through the SPDA. A message to indicate the failure will be sent to the
and primary failures. EICAS (BLEED APU LEAK message). In response to the EICAS message
the SPDA will monitor the position of the APU Bleed SOV. If the APU bleed
For all failure events, fault information is transmitted to the CMC (Central valve does not close within 5 seconds after the EICAS message is received,
Maintenance Computer). Faults are reported down to the LRU (Line the SPDA will command OFF the power to the APU FADEC. This has the

Replaceable Unit) level. effect of shutting down the APU and thereby the hot bleed source.
Regarding the engine pneumatic system, the ECS (Environmental Control

System) synoptic page shows the positioning of the bleed valves, presence
of flow through the engine bleed lines, presence of leak, and system
parameters, such as the operating pressure.
The Engine Pneumatic System lines are protected by an Overheat and leak
detection system. This system is designed to detect evidence of leak
throughout the high-pressure ducts by sensing and indicating the presence of
high temperature. This system is called the ODS (Overheat Detection
System). The ODs comprises two main components: sensor elements and
control electronics.
The ODS protects the structure and sensitive parts (electronic equipment) of
the aircraft. The ODS detects overheat conditions resulting from bleed air
leaks in the bleed ducts and reports them via ARINC (Aeronautical Radio
Incorporated) 429 to the AMS (Air Management System) controller.
To increase the aircraft dispatchability, dual sensing elements are used in

each ODS loop. An overheat condition is indicated only when the two
redundant sensing elements sense it. In case of a failure of one of the
sensing elements, the overheat condition will be monitored by the sensing
element still operational (single loop operation). If both sensing elements fail
in the same loop, an overheat condition is indicated.
BLEED AIR DISTRIBUTION AND OVERHEAT DETECTION ZONES

PROCESSOR PRINTED WIRING BOARD (PWB) ASSEMBLIES
Two processor Printed Wiring Board (PWB) assemblies are used in the Air
Management System (AMS) controller and each processor PWB assembly
interfaces with motor drive PWB and two low level IO PWBs. Each processor
PWB assembly includes an Overheat Detection System (ODS) PWB. The
processor PWB assembly is housed in the Secondary Power Distribution
Assembly (SPDA) in the aircraft’s middle avionics compartment.
OVERHEAT DETECTION SYSTEM (ODS)

The Overheat Detection System (ODS) PWB assembly is electrically
interconnected to the processor PWB assembly by two multi-pin connectors.
The ODS PWB assembly has six standoffs staked to the PWB to fasten the

card to the processor PWB assembly.
The ODS detects overheat conditions resulting from bleed air leaks in the
aircraft pneumatic ducts and reports them over the ARINC 429 data bus to
the AMS controller for appropriate action. The ODS system consists of six
sets (loops) of redundant Continuous Fire Detection (CFD) sensors arranged
in seven separate locations or zones on the aircraft and the ODS PWB
assembly attached to the processor PWB assembly.
The ODS is a fully automatic system which begins operation whenever power
is applied to the system. The ODS system also continuously monitors itself
and the loops for faults. All overheat and fault occurrences are reported to the
AMS controller.
The ODS has two ODS Printed Wiring Board assemblies, each associated
with a set of overheat detectors, which monitors hot air ducts. The sensors in
the “A” loop are connected to the left ODS PWB assembly, and are routed in
parallel with like sensors in the “B” loop connected to the right ODS PWB
assembly. The two sensor loops are routed in parallel alongside the hot air
ducts. An overheat condition is indicated when both the A-loop and the B-
loop overheat detectors detect an overheat condition.
An overheat analysis requires each ODS PWB to know the status of the
overheat detectors connected to the other ODS PWB. Each ODS PWB
communicates the status of its own overheat detectors to its associated
processor. The status is then relayed over an RS-422 bus to the processor in
the redundant AMS controller and then on to the other ODs PWB.
BLEED AIR DISTRIBUTION (PROCESSOR PRINTED WIRING BOARD)

COMPONENTS
INDICATING PANELS The colors are used to indicate the priority (gravity) of the information, as
The indicating panels used by the engine pneumatic indicating subsystem specified below:
are:
• Amber = Caution
• AIR COND/PNEUMATIC control panel • Cyan = Advisory
• EICAS display • White = Information/Status
• MFD (Multi-Function Display)
The MFD PANELs are located on the main instrument panel, at the LH and
The AIR COND/PNEUMATIC control panel is located in the RH side of the RH sides of the EICAS display. When the MFD is selected to the ECS
cockpit overhead panel. The applicable selector switches are used to activate synoptic page, it provides the crew with an overview of the air conditioning
the following engine bleed system functions: and Bleed system status. It works together with the anti-ice system synoptic
page. When selected to A/I (Anti-Ice) system synoptic page, it provides the

LH and RH engine bleed system AUTO/OFF selection (BLEED 1 and BLEED
2 switches). crew with an overview of the status of the A/I and bleed system. It works
together with the ECS synoptic page.
When the engine bleed system is in use, the crossbleed valve functions may
be required. In this condition, on the AIR COND/PNEUMATIC control panel, NOTE: When the BLEED LEAK, BLEED OVERPRESS or BLEED FAIL
the XBLEED switch can be selected to the AUTO or OFF position. message is displayed the system will automatically shut down the affected
bleed system by closing the HPSOV and NAPRSOV. When the affected
If one of the switches is set to the OFF position, a white striped bar will be bleed system is confirmed as being OFF the BLEED OFF EICAS message
illuminated and if it is set to the AUTO position, the switch will be dark. will be displayed indicating to the crew that the bleed system is OFF. The
cross bleed valve is also commanded CLOSED by the AMS controller with a
BLEED LEAK condition. The cross bleed valve is also commanded OPEN by
In the event of a leak detection, in one of the bleed lines (bleed system 1, the AMS controller with a BLEED FAIL condition.
bleed system 2) the corresponding lamp will illuminate an amber striped bar.
The XBLEED switch does not have the bleed leak function.
The EICAS display is located at the center of the main instrument panel
(cockpit console). The EICAS messages area presents illuminated messages
in different colors to indicate the system status. The engine pneumatic
system EICAS indications are:
• BLEED 1 LEAK (amber)

• BLEED 2 LEAK (amber)
• BLEED 1 FAIL (amber)
• BLEED 2 FAIL (amber)
• BLEED 1 OFF (cyan)
• BLEED 2 OFF (cyan)
• XBLEED FAIL (cyan)
• XBLEED SW OFF (cyan)
ENGINE PNEUMATIC BLEED SYSTEM - CONTROL PANEL INDICATIONS

SYNOPTIC PAGE INDICATING
The LH and RH NAPRSOV (Nacelle Pressure Regulating Shutoff Valve)
valves and crossbleed valve status can be found in the ECS and A/I synoptic
page.
The bleed pressure indication can be found in the ECS and A/I synoptic
page.
The bleed temperature indication can be found only in the A / I synoptic page.
If the signal of the pressure and/or temperature indication in the synoptic

page is invalid, an amber dash will show in place of the value.

If a bleed system duct overheat condition exists, on the ECS synoptic page,
the line between the NAPRSOV and the respective PACK will be colored
amber.
The Definition Concept for Icons and Interconnects are:
• The state of the system/item is generally defined with three conditions:

active (green), non-active (white), or undetermined (amber dashed).
Active conditions are emphasized with shape thickness.
• Failures are defined by placing an “X” above the failed item depending
upon the enabled state of the corresponding CAS (Crew Alerting System)
message. Failure “X” colors is matched with the level color of each
corresponding CAS message.
ENGINE PNEUMATIC INDICATING - SYNOPTIC PAGE INDICATING

BLEED OVERHEAT/LEAK DETECTORS
The overheat/leak detector sensors are distributed along the RH and LH OPEN
bleed lines. The ODS system is reporting a decrease in the loop continuity. Loop
continuity is measured along the center wire of the sensing elements end
The ODS consists of dual-loop overheat detection sensor elements, with an connections. An OPEN does not affect the system’s ability to detect or report
alarm temperature of 154 °C (310 °F) (inside the pylon) and 124 °C (255 °F) alarms, but does cause the OPEN loop to show as being faulted which
(outside the pylon). places the system into single channel operation.
The sensors consist of eutectic salt-filled, continuous coaxial assemblies. As a leak condition is detected, the ODS reports it through the ARINC 429
The thin wall sensor loops include outer and inner conductive materials, data bus to the AMS controller. The interruption of ARINC communication
which are independent electrical circuits. The area between the outer and between ODS Card and the AMS Processor board triggers the maintenance
inner wall of the loops are filled with salt. If the temperature rises above the message of Processor Board. The AMS CTRL FAIL message comes on

alarm temperature, the circuit develops a short condition. EICAS and both channels will be disabled, if that problem occurs in both
AMS Controller channels.
ODS LOOP - Types of Events
Each event (Overheat, Short, Open) location is provided as a number, The end of the sensors is connected by electrical wiring to the ODS control
representing the location of the event. If the system fails to report a location, cards installed in the AMS controller module. In case of an overheat/leak
then the event is either intermittent or did not occur for long enough a detection, a signal is sent to the ODS control card and the respective system
duration for the system to locate the event. will be shut down.
OVERHEAT If a leakage condition is true, the CAS message BLEED 1(2) LEAK shows on
The ODS system is reporting an increased temperature, above the element’s the EICAS. If the temperature drops below the set point, then the leakage
temperature set-point. Both channels must report this condition, for the event condition is false, after the pushbuttons on the Air Conditioning/Pneumatic
to be validated (AND logic). If either Channel 1 or Channel 2 is faulted Control Panel are cycled, the CAS message BLEED 1(2) LEAK goes out of
(OPEN or SHORT), the system will automatically monitor the non-faulted view. However, to turn on the bleed system, it is necessary to reset the
channel (OR logic). system by the CMC screen SYSTEM FAULTS RESET CH 1(2) page. This is
In single channel operation, a short on the second channel will appear as an because the leakage parameter is latched for bleed valve command. It is
overheat condition. The system cannot discern between a short due to necessary to reset it so that the bleed system can return to work.
elevated temperature, or due to other mechanical/electrical factors.
To increase the aircraft dispatchability, dual loops are used. In the case of a
SHORT single loop failure, the overheat condition is monitored by the loop still
operational (single loop operation).
The ODS system is reporting a decreased loop impedance. The impedance
is measured from the center-wire of the sensing elements and connectors to
the grounded outer tubing and shell of the connectors. A SHORT puts the The ODS consists of two ODS control cards that belong to the AMS
system into a single channel operation (FAULT) and prevents further events controller. Each ODS control card must know the status of the overheat
from being detected or reported on the affected channel. detectors connected to the other channel’s ODS control card.
BLEED LEAK DETECTORS EMB 190/195 OVERVIEW

BLEED OVERHEAT/LEAK DETECTORS
The loops related to the LH and RH engine bleed lines are: OPERATION
NOTE: Refer to FIM 36-21-00/301 for detail of Overheat location. ENGINE PNEUMATIC SYSTEM EICAS INDICATIONS
The following paragraphs describe the EICAS messages, their priority, and
• Loop 3 - LH bleed lines (LH part of the wing-to-fuselage fairing, LH wing the conditions in which they occur.
and LH pylon).
• Loop 5 - RH bleed lines (RH part of the wing-to-fuselage fairing, RH wing BLEED 1(2) LEAK
and RH pylon).
PRIORITY:
On the CMC there is the screen “BLEED SYSTEM ODS PARAMETERS” Caution (amber).
that shows the event and event location information when a failure occurs.
DESCRIPTION:

NOTE: The FIM (Fault Isolation Manual) shows how to use the CMC screens BLEED 1(2) LEAK message is displayed at any time an Overheat in the left
during the ODS troubleshooting. (right) bleed system or the left (right) pack is detected by the ODS or ODS
Control Cards monitor CH A and B FAULT.
There are some important points related to the bleed leak detectors
installation. See the training information points. This message is also displayed if there is a failure of the ODS. The ODS
monitors the redundant left (right) air supply loops for faults. Both ODS loops
EFFECTIVITY: ON ACFT WITH AMS SOFTWARE UP TO BLACK LABEL in the left (right) bleed system zone must fail to display this EICAS message.
8.0 AND CMC LDI UP TO V08.3
REQUIRED CREW ACTION:
CAS and CMC messages of the bleed leak detector: Turn the affected bleed, the APU bleed and the cross bleed OFF. Verify a
white striped bar illuminated inside the affected bleed button and the
• Both channels, of the leak detector sensor, need to detect either an XBLEED SW OFF message displayed on EICAS. Exit and avoid icing
overheat condition or failure condition to issue a CAS message. conditions. Maintain 31000ft and wait 3 minutes.
• ODS CMC messages are issued only if the ODS card detects either a
short or open. If the message extinguishes, continue the flight. If the message persists and
• ODS CMC messages are not generated for an Overheat because this is the message BLEED 1 OFF is also displayed, turn OFF the opposite side
not a ODS failure. bleed and descend to 10000ft or MEA (Minimum Elevation Altitude)
whichever is higher. At 10000ft push the pressurization Dump button. If the
EFFECTIVITY: ON ACFT WITH AMS SOFTWARE BLACK LABEL 9.0 BLEED 1 LEAK message persists and the BLEED 1 OFF message is not
AND ON displayed, reduce the associated thrust levers to idle.
CAS and CMC messages of the bleed leak detector: INHIBITION PHASE:
K2b (TO Roll), K3 (Takeoff), K5 (Landing)
• Both channels of the leak detector sensor need to detect either an
overheat condition or failure condition to issue a CAS message.
• ODS CMC messages are issued if the ODS card detects an overheat
condition (real leak) and either a short or open ODS sensor failure.
BLEED 1(2) LEAK

BLEED 1(2) FAIL
PRIORITY: There are no position switches on the NAPRSOV and HPSOV. Therefore,
Caution (amber color). the AMS controller uses the manifold pressure and temperature readings to
control the valves as indicated by bleed manifold temperature and pressure
DESCRIPTION: inputs into AMS controller
The BLEED 1(2) FAIL message appears at any time a failure has occurred in
the system, resulting in the left (right) bleed system being commanded to
OFF by AMS controller. The message will not be cleared until the bleed is
selected to OFF and then ON again.
The following conditions will result in this message:
•

Manifold temperature > 235 °C (455 °F) AND manifold temperature <
259°C (498 °F) for 2 minutes, under normal operating conditions.
• Manifold temperature > 246 °C (475 °F) AND manifold temperature < 259
°C (498 °F) for 2 minutes, during anti-ice system operation.
• Manifold temperature > 260 °C (500 °F) for 3 seconds.
• Manifold temperature is invalid.
• Manifold pressure is invalid (fault). This condition is inhibited if +5V, +15V

or -15V supplies are out of range.
• NAPRSOV failed closed.
• HPSOV (High Pressure Shutoff Valve) failed closed and inadequate LP

(Low Pressure) air is available to operate anti-ice on that side as indicated
by Slat inboard (panel 2) temperature below 40 °C.
• NAPRSOV or HPSOV failed open AND the aircraft is on the ground.
• Either HPSOV is failed CLOSED or the FAMV is failed open and the
aircraft is in the air, icing conditions are detected, one or more slat
temperatures are less than the minimum required temperature and engine
pressure is above the reference. Except if the slat temperature on both
wings is too cold to provide ice protection due to simultaneous failed open
FAMVs or failed closed HPSOVs.
BLEED 1(2) FAIL

BLEED 1(2) OVERPRESS / BLEED 1(2) OFF
PRIORITY: BLEED 1(2) OFF

Caution (amber color).
PRIORITY:
EFFECTIVITY: ON ACFT WITHOUT BLEED OVERPRESSURE HPSOV Advisory (cyan color)
SWITCH OR PRE-MOD SB 190-36-0009 FOR EMB 190/195 AND SB 170-
36-0013 FOR EMB 170/175. DESCRIPTION:
BLEED 1(2) OFF message appears at any time the left (right) bleed system
DESCRIPTION: is selected off and is confirmed off, with the left (right) bleed source available
A logic using the left manifold overpressure switch, which is directly (left (right) engine ready to bleed).
connected with the MAU (Modular Avionics Unit), will display the BLEED 1(2)
OVERPRESS message. This logic is implemented in the MAU to indicate the Also, the BLEED 1(2) OFF message will appear to reflect that the bleed is off

overpressure condition, during HIRF (High Intensity Radiation Frequency) after a leak event. In this case, after selecting the BLEED 1(2) switch back to
event. The overpressure switch will set the message if the pressure is greater the AUTO position, the BLEED 1(2) OFF message shall remain to indicate
than 100 psig for 0.1 second. that the bleed is commanded to off, regardless of the switch position.
EFFECTIVITY: ON ACFT WITH BLEED OVERPRESSURE HPSOV The message will be inhibited on ground if the BLEED 1(2) is OFF in course
SWITCH OR POST-MOD SB 190-36-0009 FOR EMB 190/195 AND SB 170- of normal engine start sequences. The message will still appear if the pilot
36-0013 FOR EMB 170/175 has turned the BLEED 1(2) OFF, or if there is a failure condition to which the
pilot must be alerted.
DESCRIPTION:
A logic using the left manifold overpressure switch, which is directly The following condition will result in BLEED 1 OFF message only:
connected with the MAU, will display the BLEED 1(2) OVERPRESS
message. This logic is implemented in the MAU to indicate the overpressure •Crossbleed valve failed open AND the right bleed source is in engine mode.
condition, during HIRF event. The overpressure switch will set the message if
the pressure is greater than 100 psig for 3 seconds.
NOTE: If engines 1 and 2 bleed are open and a fail occurs with the
crossbleed valve open, the bleed from engine 1 will be automatically closed
REQUIRED CREW ACTION: (BLEED 1 OFF) by the AMS controller logic.
Turn the affected bleed OFF then ON.
If the Bleed 1 OVERPRESS message persists turn the affected bleed off and REQUIRED CREW ACTION:
the crossbleed off. For Bleed 1 Over press, turn also the APU bleed off. Exit If the bleed is OFF and the aircraft is below 31,000 feet, no crew action is
and avoid icing conditions. Limit the altitude to 31000 ft maximum. required and this is purely feedback to the crew. If the bleed is OFF and the
aircraft is above 31,000 feet the crew must descend to an aircraft ceiling
If the BLEED 1 OVERPRESS message persists, so reduce the associated suitable for mono-bleed condition.
thrust levers to idle and, when applicable, accomplish the One Engine
Inoperative Approach and Landing Procedure. INHIBITION PHASE:
INHIBITION PHASE:
BLEED 1(2) OVERPRESS

X BLEED FAIL
PRIORITY: XBLEED SW OFF

Advisory (cyan)
PRIORITY:
DESCRIPTION: Advisory (cyan)
The XBLEED FAIL message appears at any time the cross bleed valve is
failed closed and therefore the cross bleed functionality is lost or if it fails DESCRIPTION:
open and left or right side bleed source is engine. The X BLEED SW OFF message will display any time the cross bleed switch
is in the OFF position.
REQUIRED CREW ACTION: Required Crew Action:
Crew must to be aware of loss of cross bleed functionality. Engine start The crew must be aware that the cross bleed switch is not in the auto
procedures may be altered when starting engines due to loss of cross bleed position. This covers incorrect pilot procedure and a cross bleed switch

functionality. failure.
INHIBITION PHASE: INHIBITION PHASE:

K2b (TO Roll), K3 (Takeoff), K5 (Landing) K2b (TO Roll), K3 (Takeoff), K5 (Landing)
X BLEED FAIL / X BLEED SW OFF

BLEED LEAK DETECTORS The CMC, the OVERHEAT DETECTION PARAMETERS screen shows the
event location of ODS loops when ODS Card detects an Overheat or loop
CAUTION: DO NOT TWIST OR MAKE TOO MANY BENDS IN THE fail.
SENSOR ELEMENTS. THIS CAN CAUSE A MALFUNCTION OF THE LEAK
DETECTOR SENSORS. • 36 – PNEUMATIC
• 11 – BLEED AIR SYSTEM A or, BLEED AIR SYSTEM 1 or 2
CAUTION: DO NOT USE LUBRICANTS ON THE CONNECTOR THREADS. • BLEED SYSTEM ODS PARAMETERS CH A (1) or B (2)
THIS CAN CAUSE A MALFUNCTION OF THE LEAK DETECTOR
SENSORS. The information is stored in NVM (Non-Volatile Memory). The NVM data will
only change if another event occurs or when the BLEED SYSTEM ODS NVM
CAUTION: MAKE SURE THAT THE SENSOR ELEMENT IS STRAIGHT RESET is executed.
FOR A MINIMUM LENGTH OF 25.4 mm (1.0 in) FROM THE END

CONNECTOR. IF THE SENSORS BEND, A MALFUNCTION CAN OCCUR. The AMS Controller Channel A (CH 1) and channel B (CH 2) shall be in
control, separately to execute the BLEED SYSTEM ODS NVM RESET. To
• The leak-detector ceramic pin shall be installed in the male connector of do a check of the AMS channel in control, refer to AMM TASK 21-00-00-910-
the leak detector and the metallic pin in the female sensor-element 803-A/200. To transfer the AMS channel in control, refer to AMM TASK 21-
connector shall not be bent. Refer to AMM MPP 36-20-01/401. 00-00-910-801-A/200.
• The sensor elements shall not bet twisted or with too many bends. EFFECTIVITY: ON ACFT WITH AMS SOFTWARE BLACK LABEL 9.0 AND
ON AND CMC LDI V09 AND ON
• The connector threads shall not be lubricated.
The CMC, the BLEED ODs NVM READ/RESET TEST:
• Water or contamination on the connector of the leak detector sensor,
cause CMC and CAS message. Refer to FIM for more information. • 36 – PNEUMATIC
• 11 – BLEED AIR SYSTEM 1 or 2
• The sensor elements are straight for a minimum length of 25.4 mm (1.0in) • BLEED ODS NVM READ/RESET TEST
from the end connector.
The CMC, the OVERHEAT DETECTION PARAMETERS screen shows the
For removal/installation and more details regarding to the bleed leak detector, ODS loops status as ODS Card detects (OPEN, SHORT OR OVERHEAT)
refer to AMM MPP 36-21-02/401.
Shows the event location in REAL TIME
For Fault isolation refer to FIM (FAULT ISOLATION MANUAL) - Task
Support ENGINE PNEUMATIC INDICATING - TASK SUPPORTING DATA Access the NVM DATA, that shows the PREVIOUS LEAK EVENTS for ODS
36-21-00-Task Support or SERVICE NEWSLETTER BLEED LEAK loop status. To read NVM data, press “READ NVM” button.
TROUBLESHOOTING TIPS SNL190-36-0015 for EMB 190/195.
Gives the option to RESET the NVM data; the reset is available after the
EFFECTIVITY: ON ACFT WITH AMS SOFTWARE UP TO BLACK LABEL “READ NVM” button is pressed. Only reset the NVM after checking the NVM
8.0 AND CMC LDI UP TO V08.3. data. When the reset is executed, the previous NVM data is deleted. Always
reset NVM after the end of troubleshooting.
EFFECTIVITY: ON ACFT WITH AMS SOFTWARE BLACK LABEL 9.0 AND
ON AND CMC LDI V09 AND ON
BLEED ODS NVM READ/RESET TEST

OVERHEAT DETECTION PARAMETERS
The CMC, the OVERHEAT DETECTION PARAMETERS screen:
• 36 – PNEUMATIC
• BLEED SYSTEM ODS PARAMETERS CH 1 or 2
The CMC, the OVERHEAT DETECTION PARAMETERS screen shows only

the event location of ODS loops, when ODS Card detects an Overheat or
loop fail at REAL TIME.
Only reset the NVM after checking the NVM data. When the reset is

executed, the previous NVM data is deleted. Always reset the NVM after the
end of the troubleshooting.
EFFECTIVITY: ON ACFT WITH AMS SOFTWARE UP TO BLACK LABEL

8.0 AND CMC LDI V09 AND ON
The CMC, the OVERHEAT DETECTION PARAMETERS screen shows the

event location of ODS loops when ODS Card detects an Overheat or loop
fail.
• 36 – PNEUMATIC
• BLEED SYSTEM ODS PARAMETERS CH A (1) or B (2)
On the CMC, the OVERHEAT DETECTION PARAMETERS screen is related

to the ODS information stored in the NVM, and there is no a “real time”
indication of the ODS loops on the CMC, showing if a single loop is failed
short or open. The new page is available; however the real time data will
show the NVM data. The same occurs with the maintenance messages of
the ODS loops (Channel 1 or Channel 2). The NVM storage is commanded
by a LEAK CAS message or by a NVM reset, commanded by the CMC and
this reset needs to be performed in both AMS Controller Channels to be
totally effective.



TYPICAL ROOT CAUSES FOR ODS FAILURES / LEAKAGE
LEAKAGE THROUGH HP GROUND CONNECTION GASKET GROUND SUPPORT EQUIPMENT
• In this case, the OVER HEAT DETECTION PARAMETERS PAGE, GSE NUMBER: 385
usually, will show a value around 79 to 82% for bleed 1 or 2. ITEM NAME: LCR METER
PURPOSE AND USE: Used to test aircraft overheat detection systems.
ODS CONNECTORS MANUFACTURER: TEGAM
• This will be the case of an open/short condition. Some of the connectors TECHNICAL SPECIFICATIONS
are subject to moisture ingestion (J1045, P1055, J1059 and P1065) what • Test Frequency: 1 kHz.
is addressed by SB 190-36-0008.
• Wear of the connectors ceramic pin has also been reported (IPC 36-20- • Measurement Speed: 4 per second; one second required for first reading
01). To remove the ceramic pin (2) from the male connector (1), it is

after connection to unknown.
necessary a GSE414, refer to AMM TASK 36-20-01-000-801-A.
• The ceramic pin has a black dot indicating the end of the insert with a • Connection to Unknown: Four-terminal, guarded. Kelvin Klips® supplied
slightly smaller I.D. This helps keeping the insert on the pin when the with unit.
connection is broken.
• Display: 3.5 digits with decimal point; blanked for overload conditions.
LEAK DETECTOR SENSOR FAILURE
• External Bias: 0 to 50 VDC.
• This can be the case of overheat, short or open condition in which no
signs of leakage is found at the location provided on the OVERHEAT
DETECTION PARAMETERS PAGE. • Static Charge Protection: Diode and resistor discharge network.
• The continuity of the internal elements of the leak detectors should be
measured by a LCR meter (GSE 385). The CMM 26-14-34 provides a test • Power Requirements: 100 to 125 V or 200 to 250 V, 50/60 Hz, 4 W.
to measure the conductance between the center conductor and the outer
sheath of the sensing element. The maximum conductance values are DIMENSIONS AND WEIGHT
given in CMM. Length: 370 mm (14.6 in)
Width: 360 mm (14.2 in)
Discard the sensing element if the measured conductance is higher than the Height: 100 mm (4 in)
value given in the CMM. Weight: 3.2 kg (7 lb)
• Note that the CMM recommends not using a meter that applies DC GSE NUMBER: 414
voltage to not damage the sensing element. Do not use insulation ITEM NAME: SET, CERAMIC PIN REPLACEMENT TOOL
resistance “MEGGER” testers or dielectric voltage “HYPOT” tester.
PURPOSE AND USE: Used to replace the ceramic pin from the ODS
sensing element.
• The majority of multimeter (multitester) available applies DC voltage.
1. MANUFACTURER: KIDDE AEROSPACE - FENWAL SAFETY SYSTEMS
2. TECHNICAL SPECIFICATIONS:
A. This GSE is a set.
B. The set is used to remove and install the shell and insert assembly (also
called ceramic pin).
GROUND SUPPORT EQUIPMENT

LEAK-DETECTOR CERAMIC PIN - REMOVAL / INSTALLATION
REMOVAL - 36-20-01-000-801-A INSTALLATION TASK 36-20-01-400-801-A
To get access to the ceramic pin, open the connection of the leak detector SUBTASK 420-002-A
sensor as applicable:
(1) To install the ceramic pin (3) in the male connector (2) of the leak detector
Loop 1 APU bleed line, Loop 2 LH A/I line, Loop 3 LH bleed lines, Loop 4 RH sensor, do as follow:
A/I line, Loop 5 RH bleed lines, Loop 6 Trim lines.
(a) Put a new ceramic pin (3) in the insert tool (5) (GSE 414) with the black
To remove the ceramic pin (3) from the male connector (2), of the leak dot pointed away from the tool.
detector sensor do as follows:
NOTE: If the black dot is missing from the ceramic pin, you can use the

(a) With the knob of the replacement tool (1) (GSE 414) pointed toward you, ceramic pin again, if it shows no signs of physical degradation or damage
turn the handle of the tool counterclockwise to loosen it. (Contamination, wear or cracks). When in doubt, always install a new one.
(b) Push the replacement tool (1) in the male connector (2) on the ceramic (b) Use the insert tool (5) to push the ceramic pin (3) in the male connector
pin (3). (2) until it is fully seated.
(c) Hold the body of the replacement tool (1) and turn the knob clockwise to (c) Remove the insert tool (5).
tighten it.
(2) If necessary to straight the pin of the female connector (8), do as follow:
(d) Pull the replacement tool (1) away from the male connector (2). The
ceramic pin (3) must come out with the replacement tool (1). (a) Push the concave end of the straightening fixture (6) (GSE 414) over the
metallic pin (7) in the female connector (8) to make the pin straight.
(e) If the ceramic pin (3) stays in the male connector (2), do this procedure
again. (b) Remove the straightening fixture (6).
(f) Remove the ceramic pin (3) from the tool (1).
(g) Discard the ceramic pin (3).
NOTE: If the removed ceramic pin does not display any physical degradation
or damage (contamination, wear or cracks), you can use it again. When in
doubt, discard the ceramic pin.
CERAMIC PIN REPLACEMENT TOOL- REMOVAL / INSTALLATION

APU PNEUMATIC INDICATING (36-22)
INTRODUCTION The ODS comprises multiple overheat sensor loops and electronic control.
The APU (Auxiliary Power Unit) Pneumatic Indicating System is responsible For the APU bleed system, the sensor loops are used to detect an overheat
for APU Bleed status indication and Overheat / leak detection throughout the condition in one zone of the aircraft.
HP (High Pressure) lines of the APU bleed system.
GENERAL DESCRIPTION
The EICAS (Engine Indicating and Crew Alerting System) indications include
all the applicable messages related to APU bleed system status and primary
failures.
For all failure events, fault information is transmitted to the CMC (Central
Maintenance Computer). Faults are reported down to the LRU (Line

Replaceable Unit) level.
Regarding the APU bleed system, the ECS (Environmental Control System)
synoptic page shows the positioning of the valves, presence of flow through
the APU bleed lines, presence of leak and system parameters, such as
operating pressure.
The APU pneumatic system line is protected by an Overheat and leak

detection system. This system is designed to detect evidence of leak
throughout the high pressure ducts by sensing and indicating the presence of
high temperature. This system is called the ODS (Overheat Detection
System). The ODs comprises two main components: overheat sensors and
control electronics.
The ODS protects the structure and sensitive parts (electronic equipment) of
the aircraft. The ODS detects overheat conditions resulting from bleed air
leaks in the bleed ducts and reports them via ARINC (Aeronautical Radio
Incorporated) 429 to the AMS (Air Management System) controller.
To increase aircraft dispatchability, dual sensing elements are used in each

ODS loop. An overheat condition is indicated only when the two redundant
sensing elements senses it. In case of a failure of one of the sensing
elements, the overheat condition will be monitored by the sensing element
still operational (single loop operation). If both sensing elements fail in the
same loop, an overheat condition is indicated.
APU-PNEUMATIC BLEED SYSTEM - BLOCK DIAGRAM

COMPONENTS
INDICATING PANELS The colors are used to indicate the priority (gravity) of the information, as
The indicating panels used by the APU pneumatic indicating subsystem are: specified below:
• AIR COND/PNEUMATIC control panel • Amber color = Caution

• EICAS display • Cyan color = Advisory
• MFD (Multi-Function Display) • White color = Information/Status
The AIR COND/PNEUMATIC control panel is located on the right-hand side The MFDs are located in the main instrument panel, at the LH (Left-Hand)
of the cockpit overhead panel. The applicable selector switch is used to and RH (Right-Hand) sides of the EICAS display. When the MFD is selected
activate the following APU bleed system function: to the ECS synoptic page, it provides the crew with an overview of the air
conditioning and Bleed system status. It works together with the anti-ice
• system synoptic page. When selected to anti-ice system synoptic page, it

APU bleed ON/OFF selection (BLEED APU switch).
provides the crew with an overview of the status of the anti-ice and bleed
system. It works together with the ECS synoptic page.
When the APU bleed system is in use, the cross bleed valve functions may
be required. In this condition, on the AIR COND/PNEUMATIC control panel,
the XBLEED switch can be selected to the AUTO/OFF position.
If one of the switches is set to the OFF position, a white striped bar will be
illuminated and if it is set to the AUTO or ON position, the switch will be dark.
In the event of a leak detection, in the APU bleed line, the corresponding
lamp will illuminate an amber striped bar. The XBLEED switch does not have
the bleed leak function.
The EICAS display is located in the center of the main instrument panel
(cockpit console). Its EICAS messages area presents illuminated messages,
in different colors, to indicate the system status.
The APU pneumatic system EICAS indications are:
• BLEED APU LEAK (amber color)

• APU BLEED VLV OPEN (white color)
• XBLEED FAIL (cyan color)
• XBLEED SW OFF (cyan color)
APU PNEUMATIC BLEED SYSTEM - CONTROL PANEL INDICATIONS

SYNOPTIC PAGE INDICATING
The APU-bleed shutoff valve status can be found in the ECS and A/I (Anti-
Ice) synoptic page.
The bleed pressure indication can be found in the ECS and A/I synoptic
page.
The bleed temperature indication can be found only in the A / I synoptic page.
If the signal of the pressure and/or temperature indication in the synoptic
page is invalid, an amber dash will show in place of the value.
If an APU overheat condition exists then, on the ECS synoptic page, the line
between the APU-bleed valve and the LH bleed duct will be colored amber,

else, the line between the APU-bleed valve and the LH bleed duct will be
colored green/white.
If the APU bleed valve is OPEN then, on the ECS synoptic page:
• APU valve will indicate OPEN position

• Lines between the APU valve and FCV (Flow Control Valve)1 will indicate
flow (green)
• Lines between the APU valve and FCV2 will indicate flow (green), if the
cross-bleed valve is OPEN.
If the APU bleed valve is CLOSE then, on the ECS synoptic page:
• APU valve will indicate CLOSED position

• Lines between the APU valve and the FCVs (FCV1 and FCV2) will
indicate no flow (gray).
The Definition Concept for Icons and Interconnects are:
The state of the system/item is generally defined with three conditions: active
(green), non-active (white), or undetermined (amber dashed). Active
conditions are emphasized with shape thickness.
Failures are defined by placing an “X” above the failed item depending upon
the enabled state of the corresponding CAS (Crew Alerting System)
message. Failure “X” colors is matched with the level color of each
corresponding CAS message.
APU PNEUMATIC INDICATING - SYNOPTIC PAGE INDICATING

APU-BLEED OVERHEAT/LEAK DETECTORS
The overheat/leak detector sensors are distributed along the APU bleed line. On the CMC there is the screen “BLEED SYSTEM ODS PARAMETERS” that
The ODS consists of dual-loop overheat detection sensor elements and have shows the event and event location information when a failure occurs.
an alarm temperature of 154°C (310 °F) (inside the pylon) and 124°C (255°F)
(outside the pylon). NOTE: The FIM (Fault Isolation Manual) shows how to use the CMC screens
during the ODS troubleshooting.
The sensors consist of eutectic salt-filled, continuous coaxial assemblies.
The thin wall sensor loops include outer and inner conductive materials which There are some important points related to the APU-bleed leak detectors
are independent electrical circuits. The area between the outer and inner installation. See the training information points.
walls of the loops is filled with salt. If the temperature rises above the alarm
temperature, the circuit develops a short. OPERATION
APU PNEUMATIC SYSTEM EICAS INDICATIONS
As a leak condition is detected, the ODS reports it through the ARINC 429

The following paragraphs describe the EICAS messages, their priorities, and
data bus to the AMS controller. the conditions in which they occur.
The end of the sensors are connected by electrical wiring to the ODS control BLEED APU LEAK
cards installed in the AMS controller module. In case of an overheat/leak
detection, a signal is sent to the ODS control card and the respective system
will be shut down. PRIORITY:
Caution (amber color).
The AMS can define a failure location within 3 inches. The system will reset
after the temperature drops below the set point and the control switch is DESCRIPTION:
cycled. BLEED APU LEAK is displayed when any of the following conditions are true:
An Overheat is detected by the ODS in the APU bleed-line loops.
To increase aircraft dispatchability, dual loops are used. In the case of a Both APU overheat-detection-system loops are failed.
single loop failure, the overheat condition is monitored by the loop that is still
operational (single loop operation). APU BLEED VLV OPEN
The system will reset after the temperature drops below the set point and the PRIORITY:
control switch is cycled. Information/Status (white color)
The ODS consists of two ODS control cards that belong to the AMS DESCRIPTION:
controller. Each ODS control card must know the status of the overheat The APU BLEED VLV OPEN message is displayed when the APU bleed
detectors connected to the other channel’s ODS control card. valve is determined to be opened. The APU valve has position switch to
indicate that the valve is open.
The loop 1 is related to the APU bleed lines. The beginning of the loop
is at the APU and the end of the loop is at the APU-bleed check valve.
Refer to FIM 36-22-00/301 for detail.
PNEUMATIC LEAK SYSTEM SCHEMATIC DIAGRAM

OPERATION
APU PNEUMATIC SYSTEM EICAS INDICATIONS APU BLEED VLV OPEN
The following paragraphs describe the EICAS messages, their priorities, and
the conditions in which they occur. PRIORITY:
Information/Status (white color)
BLEED APU LEAK
DESCRIPTION:
PRIORITY: The APU BLEED VLV OPEN message is displayed when the APU bleed
Caution (amber color). valve is determined to be opened. The APU valve has position switch to
indicate that the valve is OPEN.
DESCRIPTION:
BLEED APU LEAK is displayed when any of the following conditions are true: REQUIRED CREW ACTION:

An Overheat is detected by the ODS in the APU bleed-line loops. None
Both APU overheat-detection-system loops are failed.
This message is displayed if there is a failure of the ODS. The ODS monitors INHIBITION PHASE:
the redundant APU loops for faults. Both ODS loops the APU zone must fail K2b (TO Roll), K3 (Takeoff), K5 (Landing)
to display this EICAS message.
NOTE: The APU Bleed Valve operation is controlled by the APU FADEC
REQUIRED CREW ACTION: Which supplies power for the valve.
Turn OFF BLEED APU LEAK and wait 3 minutes.
If the BLEED APU LEAK message extinguishes, continue the flight.
If the message BLEED APU LEAK persists, turn the APU OFF.
If the BLEED APU LEAK message still persists, turn bleed 1 and the cross
bleed OFF and verify BLEED 1 OFF and XBLEED SW OFF messages are
displayed on EICAS.
INHIBITION PHASE:
APU PNEUMATIC SYSTEM EICAS INDICATIONS

APU-BLEED LEAK DETECTORS
CAUTION: DO NOT TWIST OR MAKE TOO MANY BENDS IN THE

SENSOR ELEMENTS. THIS CAN CAUSE A MALFUNCTION OF THE LEAK
DETECTOR SENSORS.
CAUTION: DO NOT USE LUBRICANTS ON THE CONNECTOR THREADS.

THIS CAN CAUSE A MALFUNCTION OF THE LEAK DETECTOR
SENSORS.
CAUTION: MAKE SURE THAT THE SENSOR ELEMENT IS STRAIGHT

FOR A MINIMUM LENGTH OF 25.4 mm (1.0 in) FROM THE END

CONNECTOR. IF THE SENSORS BEND, A MALFUNCTION CAN OCCUR.
• The leak-detector ceramic pin is installed in the male connector of the

leak detector and the metallic pin in the female sensor element connector
must not be bent. Refer to AMM MPP 36-20-01/401.
• The sensor elements must not be twisted or have too many bends.
• The connector threads must not be lubricated.
• The sensor elements are straight for a minimum length of 25.4 mm (1.0in)
from the end connector.
CAS and CMC messages of the bleed leak detector:
• Both channels, of the leak detector sensor, need to detect either an

overheat condition or failure condition to issue a CAS message.
• ODS CMC messages are issued only if the ODS card detects either a
short or open.
• ODS CMC messages are not generated for an Overheat because this is
not a ODS failure.
For removal/installation and more details regarding to the APU-bleed leak

detector, refer to AMM MPP 36-22-01/401.
APU-BLEED LEAK DETECTOR

OZONE CONVERTERS (36-30)
INTRODUCTION OPERATION
The ozone converter is used to convert ozone from the engine bleed air to The air exiting the bleed system passes through the ozone converter before
oxygen during high altitude flight. entering the air conditioning packs. The ozone converter contains a catalytic
material, which, through a chemical reaction, converts ozone molecules to
GENERAL DESCRIPTION oxygen molecules. This reduces the amount of ozone in the air entering the
The ozone converter is installed upstream of the flow sensing venturi, in the air conditioning system.
wing. There are two ozone converters installed on the aircraft: one for the left
bleed system and other for the right bleed system. TRAINING INFORMATION POINTS
The ozone converter has these leading operating features: WARNING: OZONE IS AN EXTREMELY TOXIC GAS WHICH AIDS
COMBUSTION. EXPOSURE TO OZONE CAN BE HARMFUL AND MUST
BE CONTROLLED UNDER NATIONAL HEALTH AND SAFETY

Aircraft maximum altitude: 12500 m (41000 ft).
Maximum operating temperature: 399 °C (750 °F). REGULATIONS.
Maximum operating pressure: 60 psig.
Maximum flow rate: 150 lb/min. WARNING: DO NOT TOUCH THE DUCTS OR COMPONENTS OF THE
AIR BLEED SYSTEM IMMEDIATELY AFTER THE SYSTEM STOPS ITS
Maximum permissible pressure loss: 0.5 psig at 50 lb/min. OPERATION. THE HIGH AIR TEMPERATURE CAN CAUSE INJURY TO
PERSONS.
COMPONENTS
The ozone converter is an Inconel shell with stainless steel inlet and outlet WARNING: MAKE SURE THAT AN ACCIDENTAL OPERATION OF THE
flanges with a catalytic ozone reactor core inside. The converter is covered FLIGHT CONTROL SURFACES, LANDING GEAR SYSTEM, AND ANTI-
with a 0.236 in (6 mm) thick Dura blanket vapor proof insulation, with a 0.004 ICING SYSTEM DOES NOT OCCUR. AN ACCIDENTAL OPERATION OF
in (0.1 mm) stainless steel outer skin. ONE OF THEM CAN CAUSE INJURY TO PERSONS.
These are some additional features of the ozone converter: The access to the ozone converters will not require the removal of any other
LRU (Line Replaceable Unit)/item. Install blanking caps on the bleed air inlet
Maximum diameter: 6.69 in. and outlet connections after the removal of the ozone converter.
Inlet duct size: 3.0 in outside diameter.
Outlet duct size: 3.0 in outside diameter.
Length: 15.0 in.
Flange connection type: WJ 13.
Target weight: 5.0 lb (2.27 kg).
OZONE CONVERTERS - SCHEMATIC AND GENERAL VIEW

OZONE CONCENTRATION
The tables below show the airplane altitude limitations due to ozone
concentration in atmosphere for airplanes not equipped with the Ozone
Converters.
NOTE:
• These tables are based on FAA ADVISORY CIRCULAR 120.38.
• The tables show altitude limitations calculated for constant ozone

concentration and cabin stabilized at 8000 ft.
•

For conditions other than those specified in item 2 above, an optimized
flight plan must be approved by regulatory agencies.
• For longitudes, the following apply:
• W = Western
• E = Eastern
• Reference = 100° W longitude
The ozone converter is a pressure vessel containing a palladium-based

catalyst coating on a metallic or ceramic substrate. Over time, the effects of
erosion and the accumulation of contaminants necessitate the replacement
or overhaul of the ozone converter. The interval between overhaul and
replacement depends on the type of aircraft and the routes fl own but usually
falls between 10,000 and 14,000 hours.
OZONE CONCENTRATION CRITERIA


MAINTENANCE REVIEW BOARD REPORT


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: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.
training@embraer.com.br

Maintenance Training Manual: EMBRAER ERJ-190 / 195 (GE CF34)

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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

• The Pneumatic System.

Developed for Training Purposes Only

AMS CONTROLLER MODULES

The AMS controller cards provide primary electronic control for:

• Pneumatic Bleed System

Developed for Training Purposes Only

Developed for Training Purposes Only

•TWO AMS PROCESSOR; AMS MOTOR DRIVE

Developed for Training Purposes Only

The Bleed Air temperature is controlled by a FAMV (Fan Air Modulating

Developed for Training Purposes Only

An artificial environment will be created inside the aircraft (pressure and

For pressurization system there is an additional stand-alone CPC (Cabin

Wing anti-ice will be controlled by a dedicated Slat Anti-Ice Valve (SAI) on

Developed for Training Purposes Only

Developed for Training Purposes Only

AMS CONTROLLER AND CMC

Through the CMC (AMM TASK 45-45-00-970-805-A/200), it is possible to:

• Transfer the AMS channel in control (AMM TASK 21-00-00-910-801

• Check the software part number installed on the AMS controller

Developed for Training Purposes Only

CAS (Crew Alerting System) MESSAGES

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

Developed for Training Purposes Only

ENGINE PNEUMATIC BLEED SYSTEM (36-11)

Developed for Training Purposes Only

Developed for Training Purposes Only

The actuator assembly consists of a cast C355 aluminum actuator housing

Developed for Training Purposes Only

Developed for Training Purposes Only

BLEED LINES • Reduce heat transmissions through duct surface, and

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

• Crossbleed valve control panel switch is in AUTO.

Developed for Training Purposes Only

• Crossbleed valve control panel switch is in AUTO.

Crossbleed valve state transition constraints in order to prevent reverse

Developed for Training Purposes Only

Developed for Training Purposes Only

• Engine bleed air temperature control; • High-stage bleed valve;

Developed for Training Purposes Only

Developed for Training Purposes Only

Developed for Training Purposes Only

The low-stage bleed check-valve is a 3.0 in diameter dual flapper,

Dimensioned flapper hinges to minimize contact with seat supports.