Rolls-Royce AE3007 turbofan engines power the EMB-145 and EMB-

EMB-145/EMB-135
135. Allison originally developed the AE3007. It is a 5:1 high bypass Chapter 4:
ratio engine.
SSG The AE3007 utilizes a two-spool axial flow design. The Powerplant
main features include a single stage fan, a 14-stage axial flow
Chapter 4:
compressor, a variable-geometry inlet guide vane and stator system, a
two-stage high-pressure turbine to drive the compressor, a three-stage
low-pressure turbine to drive the fan, two independent Full Authority
General
Digital Electronic Control (FADEC) computers to control each engine,
an accessory gearbox, and a pneumatic system for pressurization, Flat Rated Engines
anti-icing, and engine starting. Clamshell thrust reversers are installed When an engine is flat
on all ExpressJet Embraer aircraft. ExpressJet operates the rated, it means the
AE3007A1/3, AE3007A1P, and AE3007A1E engine models. engine output is
artificially restricted to
a lower rating. The
Maximum Takeoff Flat engine is capable of
Engine Aircraft producing more power,
Thrust Rated
but the manufacturer
has limited the engine
AE3007A1 power output for
EMB-135LR 7,426 lbs ISA+30°C
/3 reasons such as
airframe structural
AE3007A1 EMB-145EP & EMB- limits and to provide
8,169 lbs ISA+19°C more consistent
P 145LR
performance over a
wide range of
AE3007A1 conditions.
For example, the
AE3007A1E engine
produces 8,810 lbs.
The engine could
produce more thrust,
but the engine was flat
rated to ISA+19°C.
What this means is the
AE3007A1E will
produce 8,810 lbs up to
the point where the air

Main Components

Air Intake and Fan

The air intake incorporates a slight expansion chamber to slow the

air down before it enters the engine. The expansion chamber
causes the air pressure and temperature to drop. This means ice
formation is possible even at 10°C. To prevent ice accumulation,
the engine inlet is heated and the spinner incorporates an offset
tip. If ice accumulates on the offset tip, the weight imbalance
5704.09.20
caused by the ice creates a vibration forcing the ice to shed off the
spinner.
The fan assembly consists of 24 constant-pitch blades. On the
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Low-Pressure Spool
The low-pressure spool is composed of the fan assembly and a three-stage low-pressure
turbine. The fan is driven by the three-stage turbine. Both the fan and the three-stage
turbine rotate at the same rate and are represented on the EICAS by the N 1 gauge. The
shaft that connects the fan and turbine section runs through the center of the high-

High-Pressure Spool
The high-pressure spool is composed of a 14-stage compressor and a two-stage high-
pressure turbine. Each compressor stage includes a row of stator vanes and a row of
compressor vanes. The purpose of the stator vanes are to align the air to the proper
angle for the following stage of rotator vanes. The the compressor is driven by the two-
stage turbine. Both the compressor and the two-stage turbine rotate at the same rate
and are represented on the EICAS by the N2 gauge. The shaft that connects the
compressor section and turbine section is hollow to allow the low-pressure spool shaft

Compressor Variable Geometry (CVG) Actuation System

To prevent engine surges and compressor stalls, the
AE3007 engine has a Compressor Variable Geometry
(CVG) actuation system which moves the inlet guide
vanes and select stator vanes. The inlet guide vanes are
able to twist to optimize airflow through the engine. The
following five rows of stators move in unison with the
inlet guide vanes. Pressurized fuel from the Fuel Pump

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 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Low-Pressure and High-Pressure Spools

The low-pressure spool shaft fits inside the hollow high-pressure spool shaft. Having
multiple spools allows each spool to rotate at its optimal rate. Accelerometers detect
vibrations in each spool and display the information on the EICAS. The high-pressure and
low-pressure spool can vibrate up to but not including 2.5 inches per second (ips) for a
maximum of five minutes during takeoffs and go arounds but only 10 seconds at all other
times.

5904.09.20
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Compressor Surges and Stalls

A compressor surge is when a few
stages of the compressor stall. A
compressor stall is a complete
breakdown of airflow through the
entire compressor. Surges are
accompanied by a low rumble and
stalls are accompanied by violent
explosions and loss of thrust because
the compressor pressure has fallen
below the combustion chamber
pressure causing reverse flow.
Compressor stalls and surges are
common in axial flow engines
because it is difficult to match
compression ratios through the entire
engine RPM range.
There are two types of compressor
blade stalls: a positive angle stall and
a negative angle stall. A positive
angle stall happens when the air
enters the compressor at low
velocity but the engine RPM is high.
This condition affects the front
stages of the compressor. A negative
angle stall occurs when the air
enters the compressor at high
velocity but the engine RPM is low.
This affects the rear stages of the
compressor.
Compressor surges and stalls occur
whenever airflow velocity does not
match the engine RPM. This can
occur if engine speed is changed too
quickly, at high altitudes, or when
operating in crosswind conditions.
Surges and stalls can be cleared by
reducing fuel flow, which decreases

Combustion Chamber
Only about 20% of the air that enters
the combution chamber passes
through the combustor opening for
combustion. After the combustor
opening, fuel is added to the air and
the mixture is slowed from about 500
feet per second to 80 feet per second
in order for the fuel and air mixture to
burn. The rest of the air passes
through perferations in the combustor
for cooling. The flame temperatures
can reach up to 2,200°C so there must

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 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Exhaust Cone and Forced Mixer

The purpose of the exhaust is to straighten the airflow

and speed up the gases after the turbine section.
The forced mixer mixes the hot gases from the
combustion chamber with the cooler bypassed air from
the fan in order to reduce the exhaust noise.

Thrust Reversers Acce

Clamshell thrust reversers are installed on all ExpressJet EMB-145s and EMB-135s. An ac
Since jet engines produce thrust even at idle, thrust reversers are used to redirect the spoo
thrust to reduce the landing roll. ExpressJet does not use thrust reverser credit in items
To prevent uncommanded deployment, three locking engin
systems are used. While the first lock is engaged, ceas
the second and third locks are unloaded. The first pump
and second locks are electrically controlled and Magn
hydraulically actuated and lock the actuators and (ATS
doors. The third lock is electrically controlled and
electrically actuated. When the thrust levers are
moved below the IDLE position and the thrust
reverser logic permits, the mechanical locks are
commanded open and hydraulic pressure is applied
to open the thrust reverser doors.
When the FADECs receive a ground signal from the
main gear air/ground sensors, idle reverse thrust is
6104.09.20
permitted. Maximum reverse thrust is only permitted
when the associated thrust reverser doors are fully
deployed and the associated thrust lever is
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Engine Subsystems
Fuel Pump and Metering Unit (FPMU)
The FPMU is an electro-mechanical device powered by the accessory gearbox and
controlled by the engine FADECs. It pressurizes, filters, and removes air from the fuel
before it enters the engine. First, the fuel enters a low-pressure centrifugal fuel pump.
After the low-pressure fuel pump, the fuel enters the fuel cooled oil cooler (FCOC) and
then the main fuel filter. The fuel filter can be bypassed if it gets clogged. When the
filter is bypassed, the E1 (2) FUEL IMP BYP advisory message is displayed on the EICAS.
After, the fuel enters the high-pressure geared fuel pump and then a fuel-metering
valve that is controlled by the active FADEC. After the fuel-metering valve, the fuel
passes through a pressurizing valve (PVR), which gets the fuel to the proper pressure
for the main metering valve and the CVG actuator. The PVR also provides the primary
means for fuel shut off the fuel supply to the engine (commanded through the latching
shutoff valve).

Fuel-Cooled Oil Cooler (FCOC)

After the centrifugal pump of the FPMU, fuel enters the FCOC. The FCOC
simultaneously cools the engine oil and warms the fuel. A bypass valve opens to
bypass engine oil to prevent fuel from leaving the FCOC above 93.3°C. The bypass
valve also opens when oil pressure is above 50 psi. The E1 (2) FUEL LO TEMP caution
message is displayed on the EICAS when the fuel temperature sensor on the FCOC
detects fuel temperatures below 5°C.

NOTE: The fuel temperature indication on the EICAS refers to the left wing

Lubrication System
The AE3007 uses a dry sump oil system. The major components include the oil tank,
lube and scavenge pump, oil filter unit, Air-Cooled Oil Cooler (ACOC), and Fuel-Cooled
Oil Cooler (FCOC).
Oil leaves the pressurized tank and enters the lube and scavenge pump. A pressure-
regulating valve controls oil pressure before it goes through the oil filter. After the oil
filter, the oil is cooled by two heat exchangers (ACOC and FCOC). The oil is then
6204.09.20
distributed to the accessory gearbox, fan, forward, center, and aft sumps. Scavenge
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Oil Tank
A tank-pressurizing valve maintains positive pressure in the tank via the breather
gear to ensure there is an adequate oil supply to the lube and scavenge pump and
proper oil pressure at high altitudes. A separate tank vent valve protects the oil
tank from over-pressurization. The oil tank holds 12 quarts of oil. There is an oil
level sight gauge and an oil level/low level warning sensor. Information from the
oil level/low level warning sensor is displayed on the MFD takeoff page. The low
level warning sensor is activated when there are 5 quarts or less of usable oil in
the tank which causes MFD oil quantity indicator to turn amber. A screen and chip

NOTE: The minimum acceptable oil quantity before pushing back at

a hub is 8 quarts. The minimum acceptable oil quantity before
pushing back at an outstation is 7 quarts. The minimum acceptable

Lube and Scavenge Pump (Oil Pump)

A pressure pump and scavenge pumps are mounted into a single unit called the
lube and scavenge pump. One shaft, powered by the accessory gearbox, drives
the six pumping units of the lube and scavenge pump. The lube pump pumps oil
from the tank to the rest of the oil system. The lube pump also contains a
pressure-regulating valve to control oil pressure.
The scavenge section of the oil pump unit includes five pumping elements, one for
each sump (accessory gearbox, fan, front, center, and aft sumps). Air and oil are
removed from the sumps and are directed towards the scavenge inlets on the oil
pump. The engine sump inlets have debris monitors with magnetic chip collectors

Oil Filter Unit

The filter unit includes a replaceable filter, a mechanical bypass system, and an
6304.09.20
electric impending-bypass system. A bypass valve opens to allow oil to bypass the
filter during cold starts or when the filter becomes excessively contaminated. The
electric impending-bypass system causes the E1 (2) OIL IMP BYP advisory message to
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Air-Cooled Oil Cooler (ACOC)

Filtered and pressurized oil is sent to a manifold before it enters the ACOC. From
there, a thermal/pressure bypass valve modulates depending on the temperature of
the oil leaving the ACOC. When the temperature of the oil leaving the ACOC is
below 98°C, the valve is open allowing the oil to bypass the ACOC. When the oil is
between 98°C and 109°C, the bypass valve is partially open. Above 109°C, the

Fuel-Cooled Oil Cooler (FCOC)

The FCOC simultaneously cools the engine oil and warms the fuel before the
FPMU filter. A thermal/pressure bypass valve opens to bypass engine oil when the
oil pressure is above 50 psi or if the FCOC becomes obstructed. The valve also
opens to prevent the fuel from leaving the FCOC above 93.3°C.

Lubricating Oil Vent System

All the engine sumps are vented to the accessory gearbox. The oil tank is also
vented to the gearbox through the tank-pressurizing valve. The gearbox separates
the air from the oil and sends the air into the engine core exhaust. An oil tank
vent valve is vented to the atmosphere to prevent the oil tank from being over

Oil Temperature and Oil Pressure Limitations

The minimum oil temperature to start the engine is -40°C. To increase thrust
above 83% N2, the oil temperature must be at least 40°C. If the oil temperature is
not 40°C or above, power can be increased above 83% N2 if the engine has been
running for at least 8 minutes. If oil temperature is not 40°C or above and the
engine has not be running for 8 minutes, a static run-up to 88% N 2 can be done
until oil pressure is at or below 83 psi.
When operating below 88% N2, the minimum oil pressure is 34 psi and the
maximum oil pressure is 110 psi. Oil pressure may exceed 110 psi during an
engine start if the oil temperature is below 21°C. If this happens, the engine must
remain at idle until the oil pressure is below 110 psi. At or above 88% N 2, the
minimum oil pressure is 50 psi (48 psi for A1E engines) and the maximum oil
pressure is 110 psi. It is only acceptable to operate the engine at or above 88% N 2

Engine Bleed System

Bleed air is taken from the 9th and 14th compressor stages. When an engine start is
initiated, the 9th stage bleed valve opens to reduce air resistance and allow the

Engine Electrical System

The AE3007 requires electricity for the engine control system (FADECs) and the
ignition system. The primary electric power source for the engine is the Permanent
Magnet Alternator (PMA), which is driven by the accessory gearbox. The PMA has four
windings. There are two three-phase windings for the FADECs and two single-phase
windings for the ignition system. Above 10% N2, the PMA generates enough electricity
to power the ignition system. At 50% N2 and above, the PMA generates enough
electricity to power the FADECs and the ignition system. Before the engine reaches
6404.09.20
50% N2, the FADECs receive electrical power from the essential DC buses. The PMAs
also power the thrust-rating buttons when the aircraft is operating in essential
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Ignition System
Each engine has a two-channel ignition system. Each ignition system is composed of
an ignition exciter, a high-tension igniter lead, and an igniter. Each ignition channel is
controlled by a separate FADEC and powered by a separate winding of the PMA. The
FADECs turn the ignition system on during an engine start or when a flameout is
detected. A selector knob on the powerplant control panel controls each engine
ignition system. The selectors can be set to OFF, AUTO, or ON. Both ignition channels
must be used during an engine start if the engine has been shut down for more than

Engine Starting System

The AE3007 turbofan engine utilizes a pneumatic starting system. The starting
system is composed of the Air Turbine Starter (ATS) and the Starting Control Valve
(SCV). APU bleed air is the primary source of pneumatic power for engine starting. If
the APU bleed air system is inoperative, ground equipment can be connected to
provide pressurized air to start engine 2. After engine 2 is started, bleed air from

The ATS is mounted on the accessory

gearbox. It consists of an air inlet,
impeller, reduction gearbox, clutch, and
output shaft. When air form the pneumatic
system enters the air inlet, the ATS
converts the pneumatic energy into
driving torque to accelerate the engine
core via the tower shaft. The exhaust air AT ATS
S Exhaust
The SCV regulates the air pressure before it enters the ATS and isolates the ATS from
the pneumatic system when the engine start is complete. The valve is electrically
controlled, pneumatically actuated, and spring loaded to the closed position. When
the engine reaches 56.4% N2, the FADEC sends a signal to close the SCV. If the valve
fails to close 10 seconds after the engine reaches 53% N 2, the E1 (2) ATS SOV OPN caution
message is displayed on the EICAS. If this happens, do not shut the engine down.
Maintenance is able to manually close the SCV while the engine is running.
The starter can be engaged for a maximum of one minute during a normal engine
start. A one-minute cooling period is required after the starter disengages before the
starter can be engaged again. After five successive start attempts, a five-minute

NOTE: The minimum oil

temperature required prior to an
engine start is -40°C.
NOTE: When starting engine 2
with a start cart, the cross-bleed
knob must be in the CLOSED

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 EMB-145/EMB-135 Chapter 4:
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Engine
Engine Indicating System (EIS)
Drain System
The Engine
Various Indicating
drains System
throughout the (EIS) is collect
engine a network of engine sensors that provide oil,
fuel, and mechanical engine system information
into a sight glass and drain holes at the to the EICAS.
bottom of the enginesensor
An oil temperature casing.andIf the
an sight glass sensor are mounted into a single unit
oil pressure
contains fluid and
on the FCOC. there
Some is evidence
aircraft of fluid
oil pressure sensors are designed to mask erroneously
exiting the drain holes around the sight glass,
high oil pressure indications. When oil pressure is between 90.5 psi and 155 psi on
maintenance
aircraft withshould be contacted
these sensors, to
the EICAS will show 90 psi for two minutes. After two
determine the cause. It is best to view
minutes, the oil pressure indication will thejump to the actual value.
A low oil pressure sensor is also mounted on the FCOC and causes the E1 (2) OIL LOW
PRESS warning message to be displayed on the EICAS when oil pressure drops below
34 psi while the engine is running.
A transducer in the oil tank measures oil quantity. It provides accurate readings
from 3 to 12 quarts. When oil quantity falls below 6 quarts, the oil quantity indicator
on the MFD takeoff page turns amber.
The oil tank contains a magnetic indicator plug. The contacts are normally open but
close when enough conductive material collects on the plug to connect the
contacts.
NOTE: Fluid in the sight glass alone does
The oil filter
not mean assembly contains
maintenance needs toan
beelectric oil filter impending-bypass indicator.
When the oil filter is bypassed, the
contacted. There must also be evidence E1 (2) OIL IMP BYP advisory message is displayed on
the EICAS.
of fluid exiting the drain holes.
Fuel temperature is measured from a fuel temperature sensor on the FCOC. The fuel
temperature sensor has a range of -54°C to 176°C. When the fuel temperature sensor
detects fuel temperatures below 5°C, the E1 (2) FUEL LO TEMP caution message is
displayed on the EICAS.
The FPMU contains an electric fuel-filter impending-bypass indicator. When the filter
is bypassed, the E1 (2) FUEL IMP BYP advisory message is displayed on the EICAS.

Full Authority Digital Electronic Control (FADEC)

The FADEC determines the maximum amount of thrust the engine can produce according
the selected thrust-rating mode, Mach number, pressure altitude, temperature, and anti-
icing system condition (REF A-ICE set by the crew is used before takeoff and A-ICE
system feedback is used in flight). The FADECs normally receive pressure altitude
information from the Air Data Computers (ADC) but if the ADCs fail, the FADECs can
receive pressure altitude information from the two pressurization/FADEC static ports on
the bottom of the fuselage near the engines. The FADEC calculated maximum thrust is
presented on the EICAS as a cyan bug on the N1 indicator and is referred to as
6604.09.20
N1TARGET. When the thrust levers are placed in the THRUST SET position, the FADEC
sets engine thrust to N1TARGET by sending command signals to the FPMU and CVG
system. The actual fan speed is compared against the requested fan speed. The fuel flow
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Each engine has two identical FADECs: FADEC A and FADEC B. Only one FADEC is in
control of the engine at any given time. The other FADEC is in standby mode and acts as
a cross check and a backup to the active FADEC. The cross-channel data link allows
FADEC A and FADEC B to communicate with each other. The cross-channel data link
makes it possible for each FADEC to crosscheck each other, automatically alternate the
active FADEC, and to activate both ignition units when required. The inter-nacelle data
bus connects each FADEC on one engine to one of the two FADECs on the other engine
to coordinate the Automatic Takeoff Thrust Control System (ATTCS) in the event of an
engine failure. The inter-nacelle data bus is also used for thrust reverser activation. If
both thrust levers are requesting reverse thrust, but the thrust reverser doors on one
engine fail to fully deploy, the FADECs will not allow reverse thrust out of either engine.
If only one thrust lever is requesting reverse thrust and the associated thrust reverser
doors are fully open, the FADEC on that engine commands reverse thrust.
The active FADEC can be manually selected by the crew or automatically selected by
the FADEC selection logic. If the manually selected FADEC is not capable of effectively
controlling the engine, the system will not allow the crew to select that FADEC.
Automatic FADEC selection can occur due to a FADEC fault or during engine starts. If a
fault is detected, the active FADEC will attempt to maintain control by using borrowed
data from the standby FADEC. The FADECs will only switch if the faulty FADEC leads to
degraded engine performance or an inability to control the engine. At the beginning of
each flight, the active FADEC is automatically switched from the last FADEC used to
start that engine to ensure both FADECs are operational. The FADEC selection logic
only monitors what FADEC was used on the previous start, not what FADEC was used in
flight. For example, if FADEC A was used to start the engine on the first flight but the

Ground Idle and Flight Idle

Although there is only one idle position on the control pedestal for the thrust levers,
6704.09.20
there are two different idle thrust ratings. One idle rating is for ground operations
(about 64% N2) and the other idle rating is for flight operations (about 68% N2).
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

 Avoid engine flameout.

 Avoid over temperature.
 Avoid conditions that will make it difficult to accelerate the engine.
 Provide sufficient bleed air pressure and temperature for the Environmental
Flight Idle Speed
While in flight, the FADEC commands the flight idle engine speed in order to:
 Avoid engine flameout.
 Avoid over temperature.
 Provide sufficient bleed air pressure and temperature for the ECS and the
thermal anti-icing system. The anti-icing system flight idle compensation is
inhibited below 15,000 feet when the landing gear is down to make it possible
to reduce airspeed for landing.
 Allow the engine to accelerate from flight idle to the go-around thrust mode in

FADEC Engine Protections

N1/N2 Overspeed/Underspeed Protection
The FADEC will limit fuel flow to prevent the low-pressure and high-pressure
spools from overspeeding. If the upper limits of N1 or N2 are exceeded, the FADEC
will shut the engine down. The maximum rotor speed for the low-pressure spool is
100%. The maximum rotor speed for the high-pressure spool is 102.5% (103.7% for
A1E engines).
A high-pressure spool underspeed condition can reduce the airflow through the
engine to the point where the turbine blades get damaged from the lack of airflow.
If N2 drops below 54%, the FADEC will shut the engine down to prevent the turbine
blades from being damaged by excessive heat.
Interstage-Turbine Temperature (ITT) Limiting
During an engine start on the ground, the FADEC will shut the engine down after a
preset combination of time and temperature above the 800°C ITT starting limit has
been exceeded. If the ITT exceeds 800°C by a large amount, the FADEC will shut
the engine down sooner than if the ITT exceeds 800°C by a small amount. At all
other NOTE:
times, Because
the FADEC thelimits
FADECsfuelcannot
flow toprevent
preventthe
theITT
engine ITT
limits limits from being
from
exceeded, but because there is a lag between measuring the ITT
being exceeded, the FADEC ITT engine protection is only a backup and adjusting
the fuel flow, it is possible for the ITT
to crew monitoring and intervention. to momentarily exceeds the engine limits.

Acceleration/Deceleration Limiting
To prevent engine surges and lean blowouts caused by rapid engine acceleration

N1 Reversionary Control Mode

If the fan speed signal is lost, the FADEC can still control
the engine in N1 reversionary control mode. Over the life of
the engine, the FADECs record the correlation between the
N1 and N2 speeds. The FADECs use that stored data to
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 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

When the fan speed signal is lost, amber dashes replace the N 1 EICAS gauge. The
response time of the engine may be slower, the maximum thrust may be less, and
the idle speed may be higher than normal while operating in N1 reversionary control

Engine Operation
Thrust Ratings
There are several thrust settings and several ways to set thrust for the AE3007. The
primary method to control engine thrust is with the thrust levers. The thrust levers allow
you to control the engine from maximum reverse thrust to go around thrust. The THRUST
SET position on the control pedestal sets thrust to N1TARGET. N1TARGET can be
adjusted with the thrust-rating mode buttons on the bottom of the control pedestal. The
thrust-rating buttons can adjust N1TARGET to takeoff, maximum continuous, maximum
climb, or maximum cruise thrust.
Going past the THRUST SET position commands the FADECs to produce the maximum
amount of thrust permitted. Maximum thrust is dependent on the engine model and the

Takeoff Thrust
There are several ways to set takeoff thrust. Takeoff thrust is initially set on the MFD
takeoff page. The takeoff thrust mode can be altered by pressing the takeoff thrust-
rating button. Advancing the thrust levers past the THRUST SET position will also
alter the thrust mode. For A1E engines, going past the THRUST SET position will have
different results depending on if the ATTCS is triggered or not. The GO AROUND
buttons on the thrust levers are another way takeoff thrust can be adjusted on A1E
NOTE: The maximum amount of time any takeoff mode can be used

Takeoff Phase
Embraer defines the takeoff phase as the period of time beginning when the power
levers are advanced to the THRUST SET position on the ground to the time the
aircraft reaches 1,700 feet above the takeoff pressure altitude, or five minutes after
the power levers are advanced to the THRUST SET position during takeoff,

Thrust Mode Selection – A1/3 and A1P Engines

Pressing the Thrust-Rating Button

During the takeoff Post takeoff

Current mode
phase phase

ALT T/O-1 T/O-1 T/O

T/O-1 T/O T/O

T/O T/O RSV T/O

T/O RSV T/O T/O

Advancing Thrust Levers Past the THRUST SET Position

During the takeoff Post takeoff

Current mode
NOTE: Use of T/O RSV requires notation in the aircraft
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 EMB-145/EMB-135 Chapter 4:
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Takeoff Thrust Modes – A1/3 and A1P Engines

Alternate Takeoff (ALT T/O-1)
This is a reduced takeoff setting that is only available by selecting this takeoff
mode during the takeoff data setting process. This takeoff setting should be
used whenever possible to increase the service life of the engine.
If the ATTCS is triggered from this setting, engine thrust on the operating engine
increases to T/O-1.
From this setting, pressing the takeoff thrust-rating button on the ground with
the thrust lever angle (TLA) below 50° increases engine thrust to T/O. Pressing
the takeoff thrust-rating button when the TLA is above 50° during the takeoff
phase, increases engine thrust to T/O-1. Pressing the takeoff thrust-rating button
after the takeoff phase sets engine thrust to T/O.
Maximum Takeoff-1 (T/O-1)
This is the ATTCS triggered mode when ALT T/O-1 is selected for takeoff. This
provides more power than the ALT T/O-1 mode.
T/O-1 can also be manually selected by pressing the takeoff thrust-rating button
while in the ALT T/O-1 mode during the takeoff phase.
Pressing the takeoff thrust-rating button when in T/O-1 selects T/O.
Takeoff (T/O)
This is the maximum takeoff setting with both engines operating. Although this
is the default takeoff mode, it should only be used when the ALT T/O-1 mode is
insufficient.
If the ATTCS is triggered from this setting, engine thrust on the operating engine
goes to T/O RSV.
Thrust can be changed from ALT T/O-1 to T/O by pressing the takeoff thrust-
rating button on the ground with the TLA at or below 50°. Thrust can also be
changed to T/O from ALT T/O-1 by pressing the takeoff thrust-rating button after
the takeoff phase.
T/O thrust is also selected at or below 15,000 feet when the gear is down.
If the takeoff thrust-rating button is pressed while in T/O mode during the takeoff
phase, power increases to T/O RSV.

Takeoff Reserve (T/O RSV)

This is the ATTCS triggered mode when T/O is selected for takeoff. The FADEC
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 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

NOTE: Use of T/O RSV requires notation in the aircraft

Thrust Mode Selection – A1E Engines

Pressing the Thrust-Rating Button

Current During the takeoff Post takeoff

mode phase phase

ALT T/O-1 T/O-1 E T/O

T/O-1 E T/O E T/O

T/O T/O RSV E T/O

T/O RSV E T/O RSV E T/O

E T/O E T/O RSV E T/O

Advancing Thrust Levers Past the THRUST SET Position

Thrust Levers Above THRUST SET and ATTCS Not

Triggered

Current During the takeoff Post takeoff

mode phase phase

ALT T/O-1 T/O-1 E T/O

T/O T/O RSV E T/O

E T/O E T/O RSV E T/O

NOTE: Use T/O RSV or E T/O RSV requires notation in the aircraft

7104.09.20
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Takeoff Thrust Modes – A1E Engines

Alternate Takeoff (ALT T/O-1)
This is a reduced takeoff setting that is only available by selecting this takeoff
mode during the takeoff data setting process. This takeoff setting should be used
whenever possible to increase the service life of the engine.
If the ATTCS is triggered from this setting, engine thrust on the operating engine
increases to T/O-1.
From this setting, pressing the takeoff thrust-rating button on the ground with the
thrust lever angle (TLA) below 50° increases engine thrust to T/O. Pressing the
takeoff thrust-rating button when the TLA is above 50° during the takeoff phase
increases engine thrust to T/O-1. Pressing the takeoff thrust-rating button after
the takeoff phase increases engine thrust to E T/O.
Maximum Takeoff-1 (T/O-1)
This is the ATTCS triggered mode when ALT T/O-1 is selected for takeoff. This
provides more power than the ALT T/O-1 mode.
T/O-1 is also selected if the thrust levers are moved beyond the THRUST SET
position during the takeoff phase when in the ALT T/O-1 mode.
Pressing the takeoff thrust-rating button when in T/O-1 selects E T/O.
Takeoff (T/O)
This is the medium thrust takeoff setting with both engines operating. It should
only be used when the ALT T/O-1 mode is insufficient but the E T/O mode is not
required.
If the ATTCS is triggered from this setting, engine thrust on the operating engine
goes to T/O RSV.
Pressing the takeoff thrust-rating button during the takeoff phase when T/O is
7204.09.20
active selects T/O RSV. Pressing the takeoff thrust-rating button after the takeoff
phase when T/O is active selects E T/O.
Takeoff Reserve (T/O RSV)
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

‘’’

NOTE: Use of T/O RSV or E T/O RSV requires notation in the aircraft
Other Thrust Modes – All Engines
Maximum Continuous (CON)
This is the highest level of thrust the engine is able to produce for an extended
period of time. It is used after an engine failure.
To select the CON thrust mode, press the CON thrust-rating button. The CON mode
is enabled when the landing gear is up and the aircraft is greater than 300 feet
above the takeoff pressure altitude, or when the aircraft is greater than 1,700 feet
above the takeoff altitude regardless of the gear position.
Maximum Climb (CLB)
This thrust setting should be used after the takeoff phase while the aircraft is
climbing (except on the EMB-145XR).
To select the CLB thrust mode, press the CLB thrust-rating button. The CLB mode is
enabled when the landing gear is up, the aircraft is greater than 500 feet above the
takeoff pressure altitude, and both engines are operating. The CLB mode is also
7304.09.20
enabled when the aircraft is greater than 1,700 feet above the takeoff altitude with
both engines operating regardless of the gear position.
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Alternate Takeoff Thrust Control System (ATTCS)

If an engine failure occurs during the takeoff phase, the ATTCS increases takeoff thrust
automatically to compensate for the failed engine. Depending on the selected takeoff
thrust setting and ambient conditions, the FADECs may also command the Environmental

 ALT T/O-1, T/O, or E T/O thrust modes are selected and the aircraft is on the ground.
 TLA is 45° or higher.
7404.09.20
  The TLA on the opposite engine is reduced below 38°.
 Either FADEC for the on-side engine receives an opposite engine or on-side engine
inoperative condition, or a TLA limited to idle signal.
EMB-145/EMB-135 Chapter 4:
 The SSG
opposite engine ATTCS does not arm within two seconds after thePowerplant
on-side
engine ATTCS has armed.
The ATTCS
 The is triggered
opposite engineunder
ATTCSthe following
disarms andconditions:
the on-side engine does not disarm within

When ATTCS is triggered, thrust on the operating engine increases according to the
following table:

Selected ATTCS Thrust Levers Above

Engine Takeoff Thrust Triggered THRUST SET and
Setting Thrust Setting ATTCS Triggered

ALT T/O-1 T/O-1 T/O RSV

A1/3 and
A1/P
T/O T/O RSV T/O RSV

NOTE: When the ALT

GO AROUND
T/O-1 buttons are pressed with the
T/O-1 thrust levers
T/O-1
above the THRUST SET position with the ATTCS triggered, A1E engines go
A1E T/O T/O RSV T/O RSV
NOTE: Use of T/O RSV or E T/O RSV requires notation in the aircraft
E T/O E T/O RSV E T/O RSV

 Both thrust levers are reduced below 42° after the ATTCS is armed.
 The ATTCS is triggered on either engine.
 No capable ATTCS takeoff thrust mode is selected.

If the FADECs determine an engine does not have sufficient ITT or N 2 margins to produce
the increased thrust the ATTCS would command in the event of an engine failure, the E1
(2) ATTCS NO MRGN warning message is displayed on the EICAS.

NOTE: If the E1 (2) ATTCS NO MRGN warning message

appears during takeoff below V1, the takeoff

Setting Takeoff Data

Prior to takeoff, the flight crew must set the takeoff data so the FADECs can calculate
7504.09.20
N1TARGET. The FADECs require the desired takeoff thrust setting (T/O MODE), a
reference temperature (REF TO TEMP), and the planned anti-icing system configuration
(REF A-ICE). The available takeoff thrust settings are ALT-T/O-1, T/O, and E T/O (A1E
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

The takeoff data is displayed on the MFD takeoff page.

The variables can be adjusted with the SET knob and the
STORE button on the powerplant control panel. To set
takeoff thrust, go to the MFD takeoff page and press the
STORE button once. When the STORE button is pressed,
the T/O MODE variable will flash. The SET control can be
used to cycle through the takeoff thrust settings
available for the installed engine models. When the
desired thrust setting is presented, press the STORE
button to select the thrust setting and move on to the
REF TO TEMP variable. The SET knob can now adjust the
reference temperature. When the correct reference
temperature value is presented, press the STORE button
to select the temperature and move on to the REF A-ICE
variable. The SET knob can now adjust the REF A-ICE
condition. Use the SET knob to toggle between ON and
OFF. When the desired REF A-ICE condition is presented,
press the STORE button to select the REF A-ICE
condition and complete the takeoff data setting process.
When the engines are started, the FADECs will check the
FADEC temperature sensors by comparing them against
reference temperature set by the crew. If they are within

If the anti-ice system is not configured as entered during the takeoff data process and
either the parking brake is released or the TLA is greater than 45°, the ENG REF A/I DISAG

REF A-ICE: ON
By selecting the REF A-ICE to ON, you are informing the FADECs that the thermal
anti-icing system may be activated below 1,700 feet AGL. Since the thermal anti-
icing system places a large demand on the engine bleed system, the FADECs
reduce the takeoff thrust. That way, if the anti-ice system does activate during
the takeoff phase there will not be any loss of thrust because the FADECs can

7604.09.20
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Engine Start
The FADEC commands and controls the engine start process when the START/STOP
selector knob is moved to the START position.
When an engine start is commanded, the FADEC selection logic alternates the active
FADEC from the FADEC that performed the previous start. The active FADEC opens the
SCV to activate the ATS. As the ATS begins to rotate the high-pressure spool, N 2 begins
to rise. Since the oil pump is attached to the accessory gearbox, it begins to pump as
the tower shaft is rotated causing the oil pressure to rise.
If the ignition selector was set to AUTO, the ignition system associated with the active
FADEC activates at approximately 14% N2. If the ignition selector was set to ON, both
ignition systems are activated at 10% N2. At approximately 28.5% N2 or 12 seconds after
the ignition system is activated, the fuel solenoid valve opens. Lightoff should occur
shortly after the fuel is introduced and the ITT should rise to reflect this. If the ITT
begins to exceed the ITT limits, the FADEC will reduce the fuel flow to zero if necessary.
As the combustion exhaust passes through the turbine section, N 1 will rise. When the
start cycle is complete, the FADEC deactivates the ignition system and commands the
SCV to close. If a flameout is detected during the start, the FADEC activates both
ignition systems until the engine is restarted as long as the ignition selector is in the

NOTE: The minimum oil temperature required prior to an engine start is -40°C.

NOTE: The oil pressure may exceed 110 psi during an engine start if the oil
temperature is below 21°C. If this happens, the engine must be kept at idle until

NOTE: If the engine has been shut down for more than 90 minutes (‘cold
engine’), power cannot be increased above taxi thrust for a period of four
minutes after the engine has started. If the engine was shut down for a period
of 90 minutes or less (‘warm engine’), the engine only needs to be run for two

Abnormal Engine Starts NOTE: When using a

An engine start should be terminated if any of the following start cart to start an
occur:
 N2 indicates no rotation up to 10 seconds after the start engine, fuel may be
command. introduced before
 Hung start: N2 decreases or remains steady for more 28% N2 if the start
than 30 seconds. cart air pressure is
 Fuel flow is indicated below 28% N2. low. This does not
 No lightoff: The ITT fails to rise 10 seconds after fuel is require the start to
introduced.
NOTE: If lightoff
 Hot start: ITT approaches 800°C.
does not occur
 Any unusual noise or vibration.
during an airborne
Report to maintenance prior to departure if any of the
start, do not
following occur:
 Lightoff occurs below 28% N2.
 Lightoff occurs later than five seconds after fuel is

7704.09.20
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant
Engine Dry Motoring
If an engine start is terminated, the engine must be dry motored for a minimum of
30 seconds to remove possible unburned fuel and to reduce the ITT. The engine
can be dry motored for a maximum of five minutes. If the engine is dry motored
for 60 seconds or less, a one-minute cooling period is required before the starter
can be engaged again. If the engine is dry motored for more than 60 seconds, a
five-minute cooling period is required.
To dry motor the engine, set the ignition selector to OFF and move the
START/STOP selector to START. In the OFF position, the FADEC does not activate

Engine Shut Down

When the associated thrust lever is in the IDLE position and the START/STOP selector is
moved to the STOP position, the FADEC commands the engine to shut down by closing
the FPMU pressurizing valve via the latching valve. If the thrust lever is not in the IDLE
position, the FADEC will not shut the engine down when the START/STOP selector is
moved to the STOP position. The FADEC will also command the engine to shut down if N 2
falls below 54% to prevent turbine damage.
NOTE: The engine must be run at idle or taxi thrust for two
minutes to allow the turbines to cool down before the engine is
shut down to minimize shock cooling and extend engine life. To
increase cooling, ExpressJet recommends the engine to be run at

Controls and Indications

Control Pedestal
The thrust levers are the primary means to adjust
engine power. In the IDLE position, the FADEC sets
engine power to the appropriate idle thrust setting
depending on if the aircraft is on the ground or in flight.
Moving the power levers forward to the THRUST SET
position increases power to N1TARGET. Past the
THRUST SET position, is the MAX position. When the
thrust levers are in the MAX position, the FADECs
command the maximum permitted engine thrust.
A mechanical idle stop prevents the thrust levers from
being inadvertently moved below the IDLE position. An
electric flight idle stop prevents the thrust levers from
being moved below the IDLE position while the aircraft
is airborne. The electric flight idle stop is removed on
the ground to allow reverse thrust to be selected. To
select reverse thrust, the triggers on the thrust levers
must be pulled to get over the mechanical idle stop. In
this position, the thrust reverser doors open but only
idle engine thrust is commanded. To get maximum
reverse thrust, move the thrust levers further
backwards. The thrust levers are spring loaded to
return to the idle reverse position when the power
levers are below IDLE.
7804.09.20 Each thrust lever has a red GO AROUND button on the
side. Pressing either one of these causes the flight
director to enter either the go around mode or the wind
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Powerplant Control Panel

1. Ignition selector knob – This selector controls the
engine ignition system.
OFF: Disables the ignition system and prevents 1
the engine fuel solenoid valve from opening
during an engine start.
AUTO: The FADECs control the ignition system.
One ignition channel is used during a ground start
and both ignition channels are used during an
airborne start or during and automatic relight.
ON: Continuously activates both ignition
NOTE: The ignition should be set to ON
channels.
during an engine start if the engine has
been shut down for more than 90
minutes and the temperature is below 2
5°C. The ignition should also be set to
ON during takeoff if standing water,

NOTE: When flying away from a hub 3 4

use ignition channel A. When flying
back to a hub use ignition channel B.

2. FADEC control knob – This knob is used to clear

recorded FADEC faults that are no longer valid and to
alternate the active FADEC. This knob becomes
NOTE: When flying away from a hub use
inoperative if it is held in either position for more 5
FADEC A. When flying back to a hub
than three seconds.

7904.09.20
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

4. Takeoff data set control – This allows the takeoff data variables to be adjusted during
the takeoff data setting process.
5. START/STOP selector knob – This knob starts and stops the engine.
STOP: Commands the engine to close the fuel latching valve only if the associated
thrust lever is the IDLE position.
RUN: Allows normal engine operation.
START: This position initiates the engine start process. The selector is spring loaded
to the RUN position when released from this position. If the selector is held in the
START position for more than three seconds, the selector becomes inoperative and a

NOTE: When starting an engine, hold the START/STOP selector in the RUN
position for two seconds before moving the selector to the START position.
Quickly moving from the STOP to the START position can cause the FADEC to

NOTE: If a START/STOP selector is held in the START position for more than
three seconds, the knob becomes inoperative and a FADEC reset is required to

Data Acquisition Units (DAUs)

The EMB-145 and EMB-135 have two Data Acquisition Units (DAUs) to supply engine and
other system information to the IC-600 flight computers, which present that information
on the EICAS and MFDs. The DAUs have two channels each. Channel A is the primary
channel and is used in normal operation. Channel B is the backup channel and supplies
less information than channel A. Channel B must be manually selected by the crew using
the DAU reversionary buttons. The DAUs can also display engine information directly to

DAU Channel A Failure

If channel A of a DAU fails, the DAU 1(2) FAIL caution message is displayed on the EICAS.
All the information the DAU gathers will be replaced by amber dashes.

To fix this, the QRH will instruct the crew to

press the associated DAU reversionary button
to select channel B of that DAU.

8004.09.20
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

When selected, a striped bar in the button

illuminates and DAU channel B information for
the selected engine is displayed on the EICAS.
The DAU 1(2) REVERSION advisory message is also

DAU Channel B Failure

If channel B of a DAU fails, the DAU 1(2) B
FAIL advisory message is displayed on the
EICAS. The EICAS engine indications will
be normal since only the backup channel

EICAS Engine Indications

1
1. Thrust-rating mode annunciation – This 2
indicates the current thrust-rating mode. A
green ATTCS annunciation is presented
3 REV
1
below this when the ATTCS is armed.
3
A
2. N1TARGET indication – This indicates the 1
4
maximum available engine thrust for the IGN
2
AB
current thrust-rating mode, airspeed,
5
ambient conditions, and bleed air demand. 1
1
3. N1 gauge – This indicates the speed of the
low-pressure spool in RPM percentage. 6
From 0.0% to 99.9%, the digits are green
and above 99.9%, the digits are red.
7
4. N1 request bug – This green bug indicates
the N1 speed requested by the thrust levers.
8104.09.20
The bug is removed if the requested N1
value is above 100%.
5. Interturbine temperature indication – This
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

8
1
0
9

9. Oil temperature indication – The oil

NOTE: During takeoff, the
ITT on A1E engines can be
up to 970°C for five
minutes. ITT is limited to
temperature gauge is amber below 21°C,
green from 21°C to 126°C, and red above
126°C.
10. Low-pressure and high-pressure spool
vibration indicators – These scales
measure the vibration rates of each spool
in inches per second. The scales range
form 0.0 ips to 2.5 ips in increments of 0.5
ips. The low-pressure scale is green from
0.0 ips to 1.8 ips and amber above 1.8 ips.
The high-pressure scale is green from 0.0
NOTE: The low-pressure and high-
ips to 1.1 ips and amber above 1.1 ips.
pressure spools can vibrate up to
2.5 ips for up to five minutes only
during takeoff and go arounds and
NOTE: Vibration rates up to 1.5 ips
for less than 30 seconds do not
require maintenance action.

11. Ignition channel annunciation – This

displays the ignition channel that is being
activated.
12. FADEC control annunciation – This
indicates which FADEC is in control of the
engine.

MFD Takeoff Page RMU

In addition to displaying the takeoff data variables, In ca
the MFD takeoff page also displays the engine oil disp
quantities. The left engine oil quantity ranges from 0 wou
to 13 quarts but the right engine oil quantity ranges esse
from 0 to 14 quarts because the oil level sensor is in infor
a different location on the right engine oil tank. RMU
8204.09.20 However, the oil quantity is only accurate up to 12 indic
NOTE: The
quarts. The minimum
digits areacceptable
amber below oil6quantity before
quarts and pres
pushing back at a hub is
green from 6 to 14 quarts. 8 quarts. The minimum mes
 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

Limitations
Powerplant
 The minimum oil temperature required to start the AE3007 is -40°C.
 Engine starter limits:
Start Maximum
Required
Attem Starter
Cooling
pt Engagement
1st 60 seconds 60 Period
seconds
2nd 60 seconds 60 seconds
3rd 60 seconds 60 seconds
4th 60 seconds 60 seconds
5th 60 seconds 5 minutes

 The maximum amount of time the engine can be dry motored is five minutes.

8304.09.20
 EMB-145/EMB-135 Chapter 4:
o ASSG Powerplant
five-minute cooling period is required before the starter can be engaged again
after the engine has been dry motored for greater than 60 seconds.
 The maximum ITT during an engine start is 800°C.
 An engine is considered ‘cold’ if it has been shut down for more than 90 minutes.
o A cold engine must be run for four minutes before engine thrust can be increased
above taxi thrust.
 An engine is considered ‘warm’ if it has been shut down for 90 minutes or less.
o A warm engine has to be run for two minutes before engine thrust can be increased
above taxi thrust.
 Oil pressure limits
o Minimum oil pressure: 34 psi
o Maximum oil pressure: 110 psi
 Maximum oil pressure may be exceeded during an engine start if the oil
temperature is below 21°C.
The engine must remain at IDLE until the oil pressure is less than 110 psi.
 Oil pressures between 111 psi and 115 psi are permitted for up to five
minutes.
 Oil pressures between 116 psi and 155 psi are permitted for only two minutes,
but the maximum total time the oil pressure can be above 110 psi is five
minutes.
o To increase power above 83% N2, one of the following conditions must be met:
 The oil temperature must be at least 40°C.
 The engine must have been running for at least eight minutes.
 Complete a static run-up to 88% N2 until the oil pressure is at or below 83 psi.
o Above 88% N2 (A1/3 and A1P engines):
 Minimum oil pressure: 50 psi
Minimum oil pressure is reduced to 34 psi during takeoff and go arounds.
 Maximum oil pressure: 110 psi
o Above 88% N2 (A1E engines):
 Minimum oil pressure: 48 psi
Minimum oil pressure is reduced to 34 psi during takeoff and go arounds.
 Maximum oil pressure: 110 psi
 Takeoff thrust ratings and ITT limits are limited to a maximum of five minutes.
 Takeoff thrust ratings for A1E engines:
o ITT up to 970°C is limited to five minutes.
o ITT between 971°C and 992°C is limited to 90 seconds.
 The low-pressure and high-pressure spools can vibrate up to but not including 2.5 ips for
up to five minutes only during takeoff and go arounds.
o At all other times, the low-pressure and high-pressure spools can vibrate up to but
not including 2.5 ips for only 10 seconds.
 Maximum N1: 100%
 An engine must run for at least two minutes at IDLE or taxi thrust before the engine can
be shut down.
o ExpressJet recommends letting the engine run for three to five minutes at IDLE or
taxi thrust before shutting the engine down.
 Any engine limit that is reached or exceeded must be monitored and logged by the
crew.

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 EMB-145/EMB-135 Chapter 4:
SSG Powerplant

INTENTIONALLY LEFT BLANK

8504.09.20