EMB145 Class Notes

by Bradrick J. Pretzer

General

EPC has the following items: Must Know: Preflight Walkaround - General (must know) Overhead panel buttons usually in & dark

GPU & APU Bleed are the only 2 buttons in flight = Out & Dark

Bar ONLY means button position

Minimum Speeds:
Flaps 0180 kts
9160
22140
45Vapp

Dimensions:
98'66'22'EMB 145
70' Turning Radius
87'66'22'EMB 135
61' Turning Radius

4 Gear Pins

Evacuation Placards are on both sides of cockpit

Emergency lights:
FGC = Flight Guidance Controller
RMU = Radio management unit
TBCH = Tuning backup control head

Direct Vision Window is not monitored on EICAS

ELT is located above LAV

No Hydraulic assist on main or service doors

Pax O2 light "ON" means lonely that latches were energized for 6 sec.

"No Smoking" and "Return to Seats" signs automatically come on when Pax O2 system is activated

12 minutes on drop down masks

1200 PSI on FA's walkaround bottle for dispatch

36 O2 generators
71 drop down masks total
2 drop down masks in LAV

If O2 cylinder pressure <400 psi still good for 3 crew for 12 minutes

above 33,000' crew O2 masks @ 100% regardless

FDRS recording when beacon on or airborne

Vortilons create an aerodynamic fence to prevent span-wise flow separation.

3 fuel dipsticks per wing

Required Documents (8 Items) Captain's Side Emergency Equipment First Officer's Side Emergency Equipment Emergency Lights Crew O2 for dispatch:
1640 for 3 crew
1150 for 2 crew
both at cockpit temperature of 50

above 14,000' cabin altitude O2 mask latches energize automatically

Avionics

IC-600 is heart of warning system

DAU 1 - Left Engine & Forward systems
DAU 2 - Right Engine & Rear systems
Each DAU has 2 channels A & B.
B is the backup
If you loose B you get a Blue advisory on the EICAS
We usually operate in A

AWU = Aural Warning Unit

IC-600 Sends information to the AWU
IC-600 #1 has no channels
IC-600 #1 normally supplies the EICAS

Big red "X" on screen indicates input error

"CAS MSG" means IC-600's don't agree on number of error messages

IC-600's constantly monitor each other

DAU has a direct line to RMU in case you lost both IC-600's

If IC-600 #1 fails you get 3 red "X" 's
To resolve press "SG" on reversionary panel on broken side


Above is ADC failure

"ADC" or "ADC2" shows up on both PFD's when ADC reversionary is pressed

Above is AHRS failure

"ATT" & "MAG" show up on both PFD's when AHRS reversionary is pressed

If "SG" is pressed it uses opposite side ADC & AHRS
SG ADC(2) ATT MAG all show up on both PFD's then

Takeoff inhibition: The EICAS can display up to 15 messages

Cannot scroll warnings on EICAS

Can scroll cautions and/or advisories on EICAS

If pointer is missing from a scale, then the scale is invalid

T/O Config checks: If you loose all generators then you only have rows A & B & C on circuit breaker panel
If you press button inside "RA" knob it does a Level 1 IC-600 test on ground only. MFD system pages: PLI = Pitch Limit Indicator Low Airspeed Awareness on speed tape Yellow stall "TEST" illuminates: If When the ice protection activates automatically: SPS/ICE SPEEDS changes AOA for stick shaker/pusher Stall test on ground will cancel SPS/ICE SPEEDS
Must be on ground to do stall test
EGPWS database looks at 3500' paved runways with published IAP
Takeoff command bars = 14°
Go Around command bars = 10°
In Decreasing Windshear autopilot automatically disconnects
While on ground, push "STB" 4 times in 3 seconds and forces radar out of FSBY
Maximum range on radar is 300nm
"TGT" +/- 7.5° @ 50 nm past the selected range 10" dish on radar
Tilt is +/- 15°
"SEC" forces 60° scan instead of normal 120°

Electrical

Main Batteries: Backup battery is 24 VDC 5 AH Lead-Acid
5 generators 2 networks All buses powered
42"
31"
21Loose shed DC Bus
11"
Normally, DC Bus #1 is not connected to central bus Purpose of central bus: Electrical Emergency: On ground Batteries alone power everything except for Shed DC busses
This gives about 10 minutes of power
EDL logic is different in Air vs. on Ground
Batteries share load through Essential contactor Electrical Emergency
Normally Battery 2 starts APU
With only 1 gen operating and "Shed Busses" knob to OVRD while on ground will then power shed DC Busses
Cannot power DC shed busses in air with less than 3 generators operation Anyway!
Shed busses will not work on ground if APU is working but SHED BUSSES knob in AUTO
EDL prohibits GPU from charging Batteries
GPU has priority over everything as a power source
4 - 28 VDC 400A generators
1 - 28 VDC 400A APU starter / generator
Generators come online at 56.4% N2
After APU rotor speed is 95% and 7 seconds APU generator is available
Ground service bus: There is a light on the outside of the aircraft (left nose) that illuminates when GPU is properly hooked up
One inverter 28VDC -> 115V 400 Hz
Essential power button forces both bus ties to open ELEC EMERG ABNORMAL
EDL logic screwed up and opened bus ties even with all generators operating
No minimum voltage on batteries for APU start
AWU Powered by 1 Essential & 1 DC Bus
May reset a generator only 1 time on ground
BUS TIES knob to OVRD: Can Never power shed busses on ground with battery power only
XFEED opens crossfeed valve and deenergizes pump on low side
Never suction defuled
Pump C not on Essential DC Bus
If a pump fails you can hear the other 2 pumps come on (cycling & relays clicking) No EICAS
For Normal operations crossfeed selector must be close for TO LDG and GA
Normally 1 pump operating for each engine for TO and GA
Refueling vent opened when pressurized line connected
Check valve prevents fuel transfer between tanks during X-feed
Fuel Quantity:

Fire


If you do a fires test for more than 10 seconds with APU running it will shut down
Must wait 6 seconds before 2nd fire test or keeps counting since last test
Engine or pylon gives same fire indication
Pulling fire handle closes: Smoke detector in the cargo sends signal to deactivate cargo recirculation fan
Pressing BAGG EXTG button: Cargo agent lasts for approximately 50 minutes
EMB-135 has an additional lav smoke horn in front of the lav
CVR: After APU fuel SOV as been closed the message blinks on the EICAS for 10 seconds
O2 masks in cockpit are quick don, diluter/demand type
Can use mask with both box doors closed
Observer mask permanently pressurized

Engines

N2 is what we worry about on the ground
N1 is what we worry about in flight
AE3007 Engines 7426 lbs at SL at ISA + 30
N1 fan has 24 titanium blades
Harmonic rubber tip on N1 fan prevents ice accretion
Inlet guide vanes behind N1 fan controlled from HP fuel from FPMU

First 5 stages of stators are variable
1st 5 stages + Inlet guide vanes = CVG compressor variable geometry
Forced air mixer on back of engine mixes N1 cool air with hot exhaust air
Only 20% air goes through compressor = High bypass ratio engine
Low Pressure turbine drives N1 fan
High Pressure turbine drives compressor section
N2 reading comes from accessory gearbox drive shaft
N1 speed comes from top shaft
DAU gets N1, N2, and ITT directly from engine
ITT is between LP and HP turbines
Accessory gearbox drives: Cannot shut off hydraulic pump unless engine stops
34 psi low oil pressure on EICAS
No FADEC = Main Metering valve closes

FADEC's alternate on each start
IGN knob is set to ON: ATS converts pneumatic energy into driving torque during starting
FADEC will not put nor allow a bad FADEC to be used
FADEC should automatically swap a bad FADEC
A capable FADEC can control fuel and air
Both FADEC's on each side talk to the other side for: On the ground with IGN OFF fuel and Ignition are inhibited
In flight with the IGN OFF only ignition is inhibited
Reset on FADEC clears recorded faults
Temperature set for takeoff must be within 10 of ADC temperature
Blue "T" on N1 gauge is N1 target
Blue digital N1 is target
Green N1 is achieved
N1 request bug disappears when request = target
If you go past Thrust Set detent to get T/O-1 cannot go back to detent to get ALT T/O-1 again
Consider the following when selecting Takeoff Mode: REF A-ICE: ON if we anticipate icing from the gate to 1500'
OFF all other times
Anytime REF A-ICE: ON Ice detection knob to ENG
Cant of engines left reads 1 qt. Less
Still minimum of 8 quarts for dispatch
Ways to achieve T/O1: FADEC does not reschedule thrust rating when gear goes down if icing condition
Normal idle on ground 64% 68% in flight
HP (14th stage) bleed used for: During Engine start must see: Above 240 must motor to cool
Autorelight is active about 53% N2
IGN ON at anytime is both igniters
IGN won't close fuel valve on ground if engine is running
CON -CLB- -CRZ- are inhibited on ground
CON is for single engine operations only
If loose N1 indication FADEC calculates it based on N2 but still does not display it
FADEC knob becomes Inop if it is held for more than 3 seconds in any position
ALT T/O-1 = 90% of thrust
If one reverser is INOP must leave that thrust lever in IDLE to get reverse on good engine
3 locks on reversers: In emergency Max reverse must be used
Either aircraft: if go above Thrust Set position you get 7426 lbs = 100%
Cold - 90 minutes - Warm
Cold: 4 minute warm up
Warm: 2 minute warm up
Warm up: idle or taxi thrust at least 40 oil temp

APU

C11 APU uses Electronic Sequencing Unit (ESU)
C14 APU has a FADEC
Pushing APU STOP button tests overspeed logic & shuts down the APU
APU approx. 160 lbs / hr.
APU BLEED button normally out & dark
Priority is given to engine bleed over APU bleed for start
ABV closes automatically if an engine is available for start
APU knob adds power to ESU & opens / closes APU fuel SOV
APU EXTG interrupts ESU power & closes FSOV & fires extinguisher
Fuel Shutoff button shuts off fuel at wing root
If APU bleed fails to close at 95% there is enough air to force open
May leave aircraft for 1 hour with APU running
C14 APU puts dashed in EG for 3 seconds when first turned on
On ground only APU Shuts down when: APU won't start with APU bleed open
New C14 APU you get dashes in EGT when master knob is moved from OFF to ON
APU cooled by cool air being drawn in by low pressure created by eductor

Hydraulics

Hydraulic system #1 not the same as #2
Hydraulic system #1 has a priority valve
Priority valve job is to prioritize flight controls over gear actuation when electric pump is on
Electric pump output @ 2900 psi
Engine driven pump @ 3000 psi
Electric pump has much less flow capacity
N2 > 56.4% Electric hydraulic pump turns off
@1300 psi EICAS HYD SYS1(2) FAIL
In auto, electric pump comes on when pressure drops to 1600 or N2 below 56.4
Normally 6L of hydraulic fluid
1L or less causes EICAS message
There are no warnings in hydraulics
When Landing Anti-Skid is INOP for 3 sec. or until 50kts wheel speed
6 Pulls in accumulator for emergency brake
Emergency Accumulator Low Pressure means 1 more pull of emergency brake handle
71 Tiller plus 5 Pedals

Flight Controls

Spoilers: Ground spoilers deploy automatically: Speed brakes in flight: No trim tabs on aircraft
Stick pusher and Autopilot on left elevator
Cannot manually overpower control interconnect unit
Spring tab on elevator is used at high speeds
Servo tab (outer) is used at low speeds
HSCU has 2 channels
2 motors in tail (screw jacks) physically connected to horizontal stabilizer
Elevator trimming rate changes based on airspeed 160-250
All trim switches have a 3 second cutout
Horizontal Stabilizer Actuator (HAS) may stall for 2 different reasons: Roll trim actually resets neutral position of artificial feel unit
Roll trim lengthens or shortens piston on torque tube
Hydraulic system only connected to foreword rudder
On ground rudder +/- 15 degrees
Above 135 kts hydraulic system #1 automatically shuts off rudder supply
If #2 system fails the #1 system will automatically take over
RUDDER OVERBOOST EICAS means system #1 failed to come offline at 135kts
Both hydraulic systems off if: In single engine both hydraulic systems operate the rudder
Yaw trim has a 3 second limit also
Flap system has two electric motors
If only one is operating the flaps will operate, but at half the speed
Flap asymmetry is detected by velocity sensors at the end of the flexible shaft
4 flap panels / 2 actuators per panel
Fowler type flaps
9° or 22° markings can be seen on wings
Hydraulic accumulator for landing gear is located on FO's side
Flaps 0° 9° 18° and RA failure cannot cancel LDG GR Warning
Emergency brake accumulator has 6 pulls or 24 hours of brakes set
EMERG BRK LO PRES on EICAS = 1 more pull
Stick pusher will still work if you pull pitch disconnect handle
If pull roll disconnect handle left side then has no feel unit

Pneumatics

High-pressure bleed used for: HP always is supply for air inlet anti-icing
HP can supply engine anti-icing even with bleeds off
Pre-cooler uses engine fan N1 air for precooler
Bleed shutoff valve is downstream of precooler
Cross bleed normally opens automatically: Never supply packs with engine bleeds for TO
Engine bleeds on for TO: T/O-1 automatically shuts off packs
Massive bleed leak detectors automatically close associated EBV and X-bleed valves
Normal thermal detectors only provide EICAS
ACM's cooled in flight by external air
Each pack has its own recirc fan
If you deselect a pack in flight or on ground you also turn off that recirc fan
Turn recircs off and hot & cold days to get aircraft up / down to temperature
Auto temperature controller 18-29 degrees
If both packs off/failed emergency ram air routed to cockpit and cabin through normal ECS system
Pack over temp/pres associated pack valve closes automatically
If below 24,600 left pack valve closes automatically (right pack must be operational)
FAA mandates above 25,000 must have 2 packs
Gasper fan runs automatically on the ground, we select on / off in the air
Gasper: Bleeds provide vacuum to move outflow valves
Both outflow valves operate in AUTO mode
Pitot/Static 3 supplies stby. Instruments and CPAM (cabin pressurization acquisition module)
Round up for landing altitudes 603' = 700'
DUMP only works in AUTO
9900 +/- 100 cabin altitude get aural CABIN no EICAS
If forget to enter Ldg. Alt. CPAM automatically assumes 8000'
Cabin pressurized when TL's in Thrust Set Position
Cabin Pressurized to 300' below Landing Altitude

Ice Protection

Wing anti-ice button closes 2 valves (one at each wing root)
Wheels on ground & less than 25kts = no wing anti-ice
FADEC reschedules idle when anti-ice is on, but not when landing gear is down
All sensors are electrically heated: Windshield has an overheat sensor
Override knob:
  • ENG on ground:
  • AUTO on ground:
    • Only 1 ice detector must be operational for AUTO to work

    Flight Instruments

    Select DG: 9 minutes on standby gyro after all electrical power is gone
    In PIT mode only can use wheel on pedestal
    Wheel only affects PIT mode, does not revert to basic modes
    If you move TURN control knob both modes go to basic ROL -> PIT
    Knob is bank angle, not heading
    Bank angle is normally 27, but BNK sets to 14
    FMS automatically uses BNK mode
    Know chart AOM vol II Auto - pg 7
    On GA 10 pitch for 20 seconds then Vapp/clb
    If you change FD couple sides it will go to basic ROL -> PIT but autopilot will stay on
    Radio Altimeter Range from -20' to 2500'
    TCS button will hold bank when in ROL mode and bank angle gtr than 6 deg.
    Turn knob at any time will revert system back to ROL mode
    Auto 1/2 bank mode above FL250 in climb
    Back to full bank descending below 24750'