Systems Summary Flashcards
APU
Operational limits bottom up BESE - Bleed 15,000ft Engine start 21,000ft Start APU 30,000ft Electrical Generation 33,000ft. Starter 1st and 2nd 60/60 60sec on sec off
APU provides pneumatic and electrical AC power. It’s controlled by FADEC. 3 seconds after speed 95% electrical and pneumatic loading are available.
Overhead APU CONTROL EMER STOP upper half illuminates red when APU fire is detected. On ground, APU auto shut down 10sec after fire is present. APU fire situations: 1 - APU EMER STOP pressed, red striped bar replaced by white = APU has shut down; APU fire pb illuminates red, press it and extinguisher is discharged. 2 - In case of fire and APU EMER STOP not pressed, after 1 minute, APU fire extinguisher illuminates. Pressing APU fire pb discharges extinguisher, shuts down APU and turns OFF the red striped bar on APU EMER STOP pb.
On ground, APU automatically shuts down 10 sec after fire.
FADEC protects APU on ground: UFO (underspeed, FADEC critical fault, overspeed) + APU fire, APU EGT overtemperature, APU high oil temperature, APU low oil pressure and sensor fail; in flight: UFO.
E2 differences: BESE - Bleed 15,000ft Engine start 20,000ft Start APU 39,000ft Electrical 39,000ft.
FIRE
SOP: no pressing Fire Detection TEST for more than 10 seconds if APU is running for it shuts it down. Before fire Test no Eicas message Fire detection fail. Fire test = 76 (7- fire handles, fire extinguisher CARGO FWD AFT APU, APU EMER STOP, Master WARN lights) (6 - EICAS ENG 1 2 FIRE, APU FIRE, CARGO FWD AFT SMOKE, ITT EICAS indicators FIRE warning icons)
The fire protection system provides fire detection and extinguishing capabilities for: Engines, APU, Cargo Compartments, Lavatories. Fire handle - pull closes: engine bleed air, fuel, hydraulic and crossbleed shutoff valves. APU fire extinguisher pb press closes APU sov and discharges extinguisher. CARGO pb if pb lit, discharges high and low rate extinguisher; if not illuminated, press arms the extinguisher and button illuminates red. Fire handles - when engine bottle discharged, fire handle illumination may be lost, but CAS still active fire fire persists. CARGO smoke detector- 2 independent: 4 smoke detectors FWD, 3 AFT. CARGO pb in flight push once high rate 60 sec, then automatically after 1 min low rate 75min discharges. On ground - pb once high rate, pb second time low rate. If non annunciated, pb once high rate armed and red light and EICAS, pb again in 2 min high rate discharged, low rate armed, if not pushed in 2 min system reset no low rate discharge. CARGO without message, in flight pb twice high rate, low rate automatic after 1 minute. On ground, pb twice high rate, pb once low rate.
E2 - CARGO FWD 3 smoke detectors, AFT 4. Fire test 686 (6 overhead lights, 8 EICAS messages (AFT, CTR, FWD EBAY smoke). Smoke detection available for FWD, CTR, and AFT EBAYs.
Flight Controls
The Flight Control System is comprised of the primary and the secondary flight control systems and their associated system components. Primary: ailerons, elevators, and rudder. Secondary: horizontal stabilizer, flaps and slats, spoilers and dedicated ground spoilers. Cables for ailerons, fly by wire for all other surfaces. Surfaces are electronically commanded by actuators ACE actuator control electronics and hydraulically moved by FCM flight control modules. (AOMII:Elevators, rudders, roll spoilers as well as all secondary flight control systems, including the horizontal stabilizer, flaps and slats, ground spoilers and speed brakes, are controlled electronically using Fly-by-Wire (FBW) technology. Hydraulic actuators control the respective flight control surfaces. These are referred to as Power Control Units (PCUs). electronically= controlled = FBW. Hydraulic = control = surfaces
Two modes of operation: normal and direct.
Flaps only below FL 200, limited to speed.
The Power Up Built in Test (PBIT) reduces the flight control system exposition to latent faults. Flow: MFD verify 50 hours or less. The Electrical PBIT is automatically performed during power up after the airplane is powered by any AC source and takes approximately 3 min to complete. To allow for the flight controls built-in-test (BIT), wait three (3) minutes after AC power is applied, or wait for the FLT CTL TEST IN PROG EICAS message to disappear before accomplishing the TRIMS check.
Memory items: jammed control columns pitch, wheel roll, pitch trim runaway, roll (yaw) trim runaway.
E2: ailerons FBW, jammed control columns pitch, wheel roll. Yoke - AP button only AP no trimm disc. E1 AP TRIM DISC E2 AP DISC. Flow: check only pitch trim. AOMII: The Yaw Trim function is inhibited while the airplane is on the ground.The Roll Trim function is inhibited while the airplane is on the ground or in flight with the AP engaged / Only normal mode button.
Flight Instruments
TAS, TAT and SAT information is only valid above 60 KIAS. — While transmitting in VHF1 the standby magnetic compass indication is not valid.
Pilot modifications to the stored procedures from the FAF to the runway (to include fixes, altitudes or descent angles) are not permitted
Normal limits are ± 20 feet between PFD 1 and 2. If a difference above the tolerance is noticed, report on technical logbook.
The airplane is equipped with a complete set of Communication and Navigation functions. Parts are: PFD, MFD, ACP, MCDU, FMS, Guidance.
Green dot Indicates the driftdown speed when Slat/Flap is UP and the ideal Slat/Flap extension speed for the current airplane weight. It provides a minimum margin of 1.3 g over stick shaker speed, or 40° of bank angle, for wings leveled condition during any flight phase and Slat/Flap setting.
Mach shall be displayed when aircraft speed is 0.450 M or greater and remains displayed until the aircraft airspeed falls below 0.400 M.
During takeoff roll, above 30 kt of ground speed, the digital readouts of the preview mode are not displayed
AIRSPEED TREND VECTOR. Shows the airspeed which the airplane will be within 10 s, if the present acceleration/deceleration rate is maintained.
ALTITUDE TREND VECTOR. Indicates the projected altitude, which the airplane will be within 6 seconds, based on the current vertical speed
PFD miscompare flags differences >5 degrees, knots
Weather turbulence (white)
Selection of Antenna Stabilization checkbox (STAB OFF) 4 times in less than 3 seconds enables the forced Standby Override function (FSBY OVRD)
IESS has no heading
PASSENGER ADDRESS (PA) BUTTON When selected for more than 2 min, the communication is automatically deactivated
The E-JETS are equipped with 5 independent ADSs.
The radio altimeter range of operation is -20 ft to 2500 ft
The initial IESS alignment takes about 90 seconds to be completed and can be identified on the screen by the “INIT 90 s” flag. Do not move acft during alignment
The DVDR unit is capable of recording the last 120 min of audio information from cockpit area microphone and primary crew microphones. The FDR stores up to 276.6 h of flight data at a rate of 256 words per second
LOW PPR BUTTON- Illuminates when the printer senses the last remaining 10 feet of paper on the paper supply roll.
TURB may only be engaged in the WX mode and at selected ranges of 50 NM or less
Tilt adjustments is also used for proper tilt management in order to avoid missing or underestimating weather targets. E.g. the upper levels of convective storms are the most dangerous because of the probability of violent windshears and large hail. But hail and winshear are not very reflective because they lack reflective liquid water. Convective thunderstorms become much less reflective above the freezing level. This reflectivity decreases gradually over the first 5000 ft to 10000 ft above the freezing level. Proper tilt management demands that tilt be changed continually when approaching hazardous weather so that ground targets are not painted by the radar beam.
A Vertical Track Alert (VTA) is issued 60 seconds before the FMS commands a climb or a descent, or 1000 ft before the level off altitude. There is no VTA if leveling-off is based on the altitude set in the Altitude Selector
The transition to approach speeds is at 15 flight plan nautical miles from the destination or 5 NM from the first approach fix. This selection is made on the DEP/APP speeds pages. When the flaps are set to position 1, the FMS commands speeds for the next flap. These speeds are calculated by the FMS for the actual airplane weight.
At 30 NM from the airport (TERM on PFD) with Landing Speeds previously set, the prompt ACT APP SPEEDS appears in inverse video at FLT PLAN page
VTA is issued for the following conditions: The airplane is within 1000 ft of capturing an altitude constraint that is not collocated with the altitude preselect. In CRUISE, one minute prior to TOD. One minute prior to resuming a climb or descent from a constrained waypoint. Prior to resuming a VNAV flight level change (VFLCH) descent due to a speed limit altitude level-off. In CRUISE, one minute prior to executing a step Climb. The VTA is also issued as an audible annunciation
Only reversible DUs 2 and 4
There are 2 IRS internal reference systems on the acft
E2: no ADF. Reversible DUs 1 and 4 . Safety power up DUs 1 and 4. (E1 2 and 3).
Engine
1- Captain “Start engine 1”, FO “ starting engine 1”
2-start/stop knob start, then run
3- chronometer star
4-guard start stop switch
5- observe N2 up at start
6- cut start if N2 indication + 10 seconds no positive oil pressure
7- at 7% N2 IGN A or B displayed
8- at 20% N2 - N1 up + FF up
9- 5 seconds after FF =‘light off- ITT up - FADEC fuel flow <120 degrees - if ITT > 120 degrees FADEC dry crank
10- cut if both IGN + fuel reapplied + 15 seconds = no ITT indication
11- 50% N2 IGN A or B extinguishes + oil pressure = positive indication
E2
1- Captain “Start engine 1”, FO “ starting engine 1”
2-start/stop knob start, then run
3- chronometer star
4-guard start stop switch
5- observe N2 up at start
6- cut start if N2 indication + 10 seconds no positive oil pressure
7- at 20% to 27% N2 IGN A or B displayed
8- at 20% to 27% N2 - N1 up + FF up
9- 5 seconds after FF =‘light off- ITT up - FADEC will perform dry motoring before every engine start. This dry motoring can take 40 to 80 seconds based on engine parameters at the moment of engine start
10- cut if both IGN + fuel reapplied + 15 seconds = no ITT indication
11- if N2 reaches 45% and no N1= cut engine
12- 55% N2 IGN A or B extinguishes + oil pressure = positive indication
13- cut if after 120 seconds after fuel flow, engine doesn’t accelerate
Electrical
System composed by AC and DC sources. SOP safety and power up, GPU off to read battery voltage and Batteries test. Safety goes up to thrust levers idle, power up starts at batteries on auto and their voltage is min 22.5V. Displays 2 and 3 available. They are the essencial ones. Power down flow, several items off, ensure batteries voltage min 22.5. Batt 1&2 OFF.
Overhead IDG - OFF = opens the IDG contactor isolating the IDG from the respective AC BUS; DISC = must be held in this position for one second to mechanically disconnect the IDG. Do not hold IDG knob to the DISC position for more than three seconds. The APU icon and its outputs (voltage/frequency/amperage) are not displayed until the APU is available (3 seconds after 95% rpm). Whenever AC power sources are not powering AC buses, the RAT is automatically deployed, and after 8 s, supplies power to the AC ESS BUS. 130 kt is required to ensure the RAT continues supplying AC/DC ESS BUSES. Whenever the battery temperature reaches 70°C for at least 2 s, the associated indication becomes red and the EICAS WARNING message BATT 1 (2) OVERTEMP is triggered. The DC GPU is used when the battery is no longer available.
Electrical distribution - A total of four ICCs are implemented in the electrical system: Left Integrated Control Center (LICC). Right Integrated Control Center (RICC). Emergency Integrated Control Center (EICC). Auxiliary Integrated Control Center (AICC). They are compared to a street electric pole with a generator.
An SPDA is an electrical load management unit, which receives power from the ICC AC/DC electrical buses and distributes it to the airplane systems, according to system distribution logic. There are two SPDA. They are compared to a home breaker box.
Circuit Breakers are classified as either thermal or electronic CBs.
The source priority order for powering the airplane is: Respective IDG. APU generator. GPU (on ground without APU). Opposite IDG.
With APU available, the APU generator automatically connects to AC BUS TIE.
AVAIL on AC GPU push bottom = AC GPU is connected and electrical requirements are acceptable. IDG is disconnected for high temperature or low pressure. Battery 2 is used for APU start. Battery 1 for FADEC. Emergency lights on ARMED automatically illuminates all emergency lights in case of DC bus electrical power loss or if airplane electrical power is turned off. Whenever AC power sources are not powering AC buses, the RAT is automatically deployed, and after 8 s, supplies power to the AC ESS BUS. Then, through TRU, DC ESS BUS is powered. Battery 2 in auto connects to DC ESS BUS and APU START according to MFD synopsys electric page. Before engine starting, when the APU becomes available, the APU generator automatically connects to the AC BUS TIES, disconnecting the AC GPU.
Emergency - elec emergency, RAT, available DUs are 2 and 3, operational MCDU is 2.
E2 - essencial DUs 1 and 4. AC power generator 50 kva. Stby AC Bus and AC/DC inverter are removed. RAT min deploy speed is 150kt (min start is the same 130kt).
Hydraulic
Cockpit preparation, engine start, engine shut down. A two-position selector knob located on the hydraulic panel enables the flight crew to select OFF or ON positions. There is no automation associated with this pump. So in normal operation, the flight crew will turn the pump ON and OFF during engine start and shutdown, respectively.
The airplane has three independent hydraulic systems to provide power for: Flight controls, Spoilers, Landing gear, Nose wheel steering, Wheel brakes, Thrust reversers. nominal pressure of 3000 psig. Hydraulic system has 2 EDPs, 4 electric hydraulic pumps and 1 PTU. PTU is on system 2. Electric Hydraulic Pump 1 is powered by AC BUS 2 and Electric Hydraulic Pump 2 is powered by AC BUS 1. The PTU consists of a hydraulic pump in Hydraulic System 2 driven by a hydraulic motor installed in Hydraulic System 1. The PTU will be automatically started when all the following conditions are met: Flaps not set to zero or Landing Gear not up and locked; EDP 1 not fail; Hydraulic reservoir 2 quantity above 12%. PTU will not be activated if the airplane is on ground. PTU assists the landing gear retraction or extension, should a right engine or right EDP failure occur. Electric Hydraulic Pump 3B is powered by AC BUS 2. Electric Hydraulic Pump 3A (ACMP 3A) is the primary power source for Hydraulic System 3 and it is powered by the AC ESS BUS.
PUMP UNLOADER VALVE/ FLOW LIMITER VALVE - Hydraulic system 3 has two dedicated valves which are used only in an electrical emergency to avoid overload in the RAT.
E2 - On ground Electric Hydraulic Pumps 1 and 2 are activated when: engines running and parking brake off, engine start N2 reaches 54% and parking brake for more than 6 min, SETO pump on to provide energy for not powered by respective EDP, during PBIT of the respective ACMP, ACMP 1 and 2 remain OFF during takeoff and landing. The PTU is automatically started when all of the following conditions are met: Flaps not set to zero or landing gear not up and locked, EDP 1 not failed, Hydraulic reservoir 2 quantity above 15% (E1 is above 12%).
Ice and Rain Protection
FMS Eng if temperature between 10 and 5 degrees and moisture below 1,700ft, All if 5 degrees or less and moisture below 1,700ft
System has pneumatic anti ice for surfaces and electric for probes. The ice and rain protection system includes: Wing anti-ice system. Engine anti-ice system. Windshield heating system. Air Data Smart Probe (ADSP)/TAT heating system. Windshield wiper system. Controls are on the overhead and ADS probes on guidance panel. Wing anti ice from respective engine bleed. APU does not provide anti ice. After takeoff, the settings in the MCDU will be ignored by the airplane and the engine and wing anti-ice valves will open anytime an icing condition is detected, or the Ice Protection Panel Mode Switch is set to ON position. The wing anti-ice system tests itself during flight (SAI IBIT) 10 min after takeoff or at 10000 ft AGL, whichever occurs first. At this time the Slat Anti-Ice Valves will be opened (EICAS messages A-I WING VLV OPEN and A-I Synoptic page will indicate that valves have opened). 4 Air Data Smart Probe (ADSP) are heated when one engine is running and airborne and 2 TAT probes are heated when one engine is running, airborne, OAT is below 10 degrees Celsius and airspeed is greater than 50kt. After takeoff, MCDU is ignored and engine and wing anti ice will open if ice condition is detected or knob is ON. Windshield heating on ground if only one power source is available, no windshield is heated, in flight, only left.
Bulletin 27 only E1 - One bleed inop, max FL 150 to avoid losing second bleed. Takeoff APU on, APU bleed push in MCDU ECS OFF. APU ON all flight long.
If EICAS STALL PROT ICE SPEED message, use speeds from QRH performance table.
Differences E2 - ICE SPEED RESET according to QRH.
Landing Gear and Brakes
Retractable, tricycle, hydraulic operated
The airplane is equipped with a retractable tricycle landing gear which is hydraulically operated. Each landing gear is a conventional dual wheel unit. The steering handle must be pushed down to engage the steering system. Two proximity sensor electronic modules (PSEM) process signals from the six weight-on-wheels (WOW) proximity sensors to determine if the airplane is on ground or in flight. brake control modules (BCM): Locked wheel protection, Antiskid protection, Automatic wheel braking, Touchdown protection. The autobrake system modulates hydraulic pressure to the brakes in order to provide a constant deceleration rate corresponding to the level selected. If reverse thrust is actuated, the autobrake system will modulate the brake pressure to maintain the deceleration rate constant. The steering handwheel command is limited to a maximum steering angle of ± 76° allowed up to 10 kt. Over around 26 kt the maximum steering deflection is 20°. Over 100 kt the maximum deflection is ± 7°. The maximum steering angle of the rudder pedal is ±7°. Min turn radii 21,9 m.
- SOP - Alternate Gear Extension Compartment - Check Alternate Gear Extension Lever - FULL DOWN Electrical Override Switch - NORMAL — Open the door to ensure switch position.
In case of landing gear abnormal extension, nose steering inoperative. EMERGENCY/PARKING BRAKE - The accumulators have sufficient pressure to provide six full-brake applications. At high speeds, the deflection of the emergency/parking brake handle when the brake indicating light comes ON, provides sufficient pressure to start braking. As speed decreases the required deflection increases to maintain continuous braking. AVNX MAU 1 or 3 FAIL may lead to Brake failure and emergency parking brake may be necessary.
RTO autobrake actuates above 60 kt.
E2 electronic override removed. Nose wheel steering after free fall. Min turn radii 22.44 m.
Oxygen
Whenever a pilot remains alone in the cockpit above FL350, mask has to be used. Memory cabin hi and smoke, oxygen 100% done, comms. SOP check, first emergency, then normal to avoid leaving on emergency and locking mask.
After loss of cabin pressure, sufficient oxygen is provided for all cockpit members to permit emergency descent from 41000 ft to 10000 ft in 22 min with mask regulator on 100% mode and continuing cruise at 10000 ft for 98 min with mask regulator on NORMAL mode.
Warning
Memory - TCAS, EGPWS, Windshear
Engine Indication and Crew Alerting System (EICAS) provides the flight crew with a four-level alert messaging system. A fifth level is provided for maintenance purposes only. two displays are provided through the Multi-function Control Display Unit (MCDU). Stall Protection System (SPS). Enhanced Ground Proximity Warning System (EGPWS), Traffic Alert and Collision Avoidance System (TCAS), and a Windshear Detection and Escape Guidance System. The EICAS displays up to 15 messages simultaneously.
Emergency - If more than one root message is displayed at the same time or displayed together with a WARNING message, the priority order to be evaluated is: WARNING messages; ELECTRICAL BUSES and; MAU.
There are four aural warning priority levels, from the highest to the lowest: Emergency (level 3), Abnormal (level 2), Advisory (level 1), Information (level 0). Windshear conditions will not be detected if either EGPWS or the Radio Altimeter is unavailable. If there are several alerts, priority to EGPWS.
Differences E2 predictive Windshear, RAAS
AMS
Limitation - single pack max FL 310, but B027 max FL 150; Simultaneous use of conditioned air packs and HP ground cart is prohibited; max differential: neg -0.5, takeoff and landing, 0,2, pressure 8.4, overpressure 8.8 psi.
Cabin Hi - O2 mask done comms
SOP - cockpit prep - check masks - 1st emerg, then 100%.
B 027 - 1 pack inop, max FL 150
Description: 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. Bleed air is provided to the Air Management System by the engines, or the APU. The bleed air is used for: Environmental Control System (ECS); Engine start; Engine anti-ice and wing anti-ice; Water pressurization.
The ECS OFF signal CLOSES the packs during takeoff if any of the following conditions occur: One engine inoperative and APU bleed is not available; Thrust levers set to MAX position and APU bleed is not available; T/O DATASET REF ECS set to OFF on the MCDU and APU bleed is not available; T/O DATASET REF ECS set to OFF and T/O DATASET REF A/I set to ALL on the MCDU
The Engine Bleed Valve is commanded open when the following conditions occur simultaneously: Respective bleed switch is set to AUTO; Respective engine bleed is available; No fire is detected in the respective engine; No bleed duct leak is detected.
Engine bleed is priority over APU bleed.
While the airplane is on ground and the APU is on, the AMS gives priority to APU bleed supply when all of the following conditions are met: The APU bleed and the cross bleed push buttons are set to AUTO; The APU bleed valve and the cross bleed valve are operating normally; Ground speed is below 50 kt and 30 s have passed after touchdown; Either REF ECS is OFF and REF A/I is not ALL on the MCDU T/O DATA SET MENU page or the airplane is single engine taxiing.
Pneumatic source priority: - on site, off site, APU bleed
Pressing DUMP automatically:Sets the ECS packs and recirculation fans to OFF; Controls the OUT FLOW VALVE to maintain the cabin altitude rate of climb at 2000 ft/min up to 12400 ft; When the cabin altitude reaches 12400 ft it commands the OUT FLOW VALVE full closed. From this point the cabin altitude rises by natural leak.
Differences E2 - bleed - 1 mixer for cockpit and pax cabin. In case the DUMP is activated, the CPCS automatically: Sets the ECS packs and recirculation fans to OFF; In CPCS Automatic Mode, controls the OUTFLOW VALVE to maintain the cabin rate of climb at 2000 ft/min up to 12400 ft for normal takeoff and landing operation, or 14500 ft in HALTO; In CPCS Manual Mode, controls the OUTFLOW VALVE to maintain the cabin rate of climb at 3000 ft/min up to 14500 ft; When the cabin altitude reaches the above set points, it commands the OUTFLOW VALVE to full closed. From this point the cabin altitude rises due to the fuselage natural leakages The Air Management System (AMS) consists of: Pneumatic System; Environmental Control System (ECS); Cabin Pressure Control System (CPCS); Wing Anti-Ice System (WAIS), and Air Preparation System (APS)
Auto Flight
Limitation - Use of TCS is prohibited when: TO or GA are the active vertical modes; — Conducting an instrument approach when the weather is below 1000 ft./5 km; and, — Any operation where the autopilot and/or flight director are mandatory.
Description - The FD automatically turns on under the following conditions: TO/GA button actuation or; Manual selection of any vertical or lateral mode or Autopilot engagement or; Windshear detection
The autopilot also disengages if one of the following conditions occurs: AP button is pressed on the guidance panel; Either manual pitch trim switch is actuated; Either stick shaker is activated; Windshear escape guidance is activated.
ABNORMAL DISENGAGEMENT - The following events cause an autopilot disconnect and EICAS message: Reversion of the fly-by-wire system to direct mode; Either the aileron or elevator control system is disconnected; A pilot input contrary to the autopilot is made on the controls with a long time light force or a short time stronger force; Internal monitor failure; When the altitude is approximately 29000 ft the display switches from IAS to Mach readout during climb and from Mach to IAS readout during descent.
General
The airplane is a low wing, conventional tail, pressurized airplane powered by two high by-pass ratio wing-mounted turbofan engines. The tricycle landing gear is fully retractable with dual wheels/tires for each strut.
Wingspan 28.72m, lengh 38.67m, height 10.55m
Emergency lights ARMED: automatically illuminates all emergency lights if DC buses lose electrical power or if airplane electrical power is turned off.
Only DU 2 and DU 4 can be reverted.
EICAS An automatic mode de-clutters the EICAS after takeoff. De-cluttering occurs 30 seconds after landing gear retraction and flap/slat retraction, if all parameters are displaying normal indications.
The following items are de-cluttered from EICAS: APU, Autobrake, Engine vibration, Flap position, Landing gear positionOil pressure,Oil temperature, Pitch trim green band, Slat position, and Speed brake position
MAUs are cabinets that house modules assigned to different functions in an integrated architecture and also avionics and non-avionics functions. MAU 1 and 2 are located in the forward electronics bay and MAU 3 is located in the center electronics bay.
Differences E2 - Height 10.9m, lengh 41.6m, wingspan 35.1m. Turning radius 24m
DUs 1 and 4 are the first powered.
FUEL
Fuel system has limitations such as imbalance 360kg, XFEED OFF for takeoff and landing, and minimum temperature -37C.
During and Engine Failure, it’s required to check fuel imbalance.
Eicas - if imbalance of the two tanks is equal or greater than 360kg = FUEL IMBALANCE, crossfeed valve is open can be identified by FUEL XFEED SOV OPEN and EICAS checked is another defense, and FUEL TANK LO TEMP for temperature equal or less than -37C.
SOP - TOC, cruise systems check and TOD fuel burn can be another defense for fuel leak
The fuel system incorporates:
Storage: vented integral fuel tanks in the airplane.
Distribution: engine/APU feeding and tank refueling/defueling
Indication.
Fuel system has 2 tanks, one in each wing. Each tank has a collector tank that keeps fuel pumps submerged for a constant fuel flow for respective engine, and a surge tank to collect any fuel that may enter the vent system during wing down and uncoordinated maneuvers. Maximum fuel capacity is 13,192kg density of 0.811kg/liter. Maximum usable per tank is 6,550kg.
When XFEED LOW1 is selected, it opens xfeed valve and automatically activates the right AC fuel pump (AC PUMP2), supplying fuel to both engines from the right wing tank.
Differences E2 - Overhead - DC PUMP removed, new knob FUEL TRANSFER that transfers fuel from center to wing tank. FMS - If dual AC Pump failure, FMS shows fuel trapped. Fuel Storage - three independent tanks: center, left and right.
- Total capacity is 13,690kg at 0.803kg/l. Overhead - FUEL DC PUMP KNOB is next to APU controls.
