Embraer ERJ-190 Series (GE CF34) ATA 27

B1.1. and B2 FLIGHT CONTROLS

TRAINING MANUAL

Embraer ERJ-190 Series (GE CF34)

B1.1 and B2 (-sub) categories

FLIGHT CONTROLS
(ATA 27)

Level 3

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

TABLE OF CONTENTS

ATA 27-00 FLIGHT CONTROLS.................................................................... 6 INTRODUCTION, DESCRIPTION .......................................................... 208

INTRODUCTION ........................................................................................ 6 COMPONENTS ...................................................................................... 210
DESCRIPTION ........................................................................................... 8 OPERATION .......................................................................................... 224
OPERATION ............................................................................................ 20 SERVICING ............................................................................................ 246
FLIGHT CONTROL INDICATIONS........................................................... 40 ATA 27-80 FLIGHT CONTROL SLAT ........................................................ 248
ATA 27-03 FLIGHT CONTROL SYSTEM .................................................... 42 INTRODUCTION .................................................................................... 248
INTRODUCTION, DESCRIPTION ............................................................ 42 DESCRIPTION ....................................................................................... 248
COMPONENTS ........................................................................................ 42 COMPONENTS ...................................................................................... 250
ACE COMMAND LANE / MONITORING LANE ........................................ 44 OPERATION .......................................................................................... 266
OPERATION ............................................................................................ 50 MAINTENANCE ..................................................................................... 270
ATA 27-10 FLIGHT CONTROLS AILERONS ............................................... 62 ATA 27-00 MINIMUM EQUIPMENT LIST ................................................... 274
INTRODUCTION, DESCRIPTION ............................................................ 62
COMPONENTS ........................................................................................ 64
OPERATION ............................................................................................ 78
ATA 27-20 FLIGHT CONTROLS RUDDER ................................................. 92
INTRODUCTION, DESCRIPTION ............................................................ 92
COMPONENTS ........................................................................................ 94
OPERATION ............................................................................................ 98
RUDDER CONTROL SYSTEM FUNCTIONALITIES .............................. 104
ATA 27-30 FLIGHT CONTROL ELEVATOR .............................................. 116
INTRODUCTION, ................................................................................... 116
DESCRIPTION ....................................................................................... 116
COMPONENTS ...................................................................................... 118
OPERATION .......................................................................................... 122
SERVICING............................................................................................ 140
ATA 27-40 HORIZONTAL STABILIZER ..................................................... 142
INTRODUCTION .................................................................................... 142
DESCRIPTION ....................................................................................... 144
COMPONENTS ...................................................................................... 146
OPERATION .......................................................................................... 154
ATA 27-50 FLIGHT CONTROL FLAPS ...................................................... 172
INTRODUCTION, DESCRIPTION .......................................................... 172
COMPONENTS ...................................................................................... 174
OPERATION .......................................................................................... 192
TEST AND DIAGNOSTIC....................................................................... 198
SERVICING............................................................................................ 206
ATA 27-60 FLIGHT CONTROL SPOILERS ............................................... 208

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

TABLE OF FIGURES

PRIMARY & SECONDARY FLIGHT CONTROLS ......................................... 7 AILERON ELECTRICAL SYSTEM OPERATION ........................................81
ROLL CONTROL .......................................................................................... 9 AILERON TRIM SYSTEM AND ACTUATOR ..............................................83
YAW CONTROL .......................................................................................... 11 AUTOPILOT INPUT .....................................................................................85
PITCH CONTROL SYSTEM ........................................................................ 13 AILERON MECHANICAL RIGING...............................................................87
PITCH TRIM CONTROL .............................................................................. 15 ELECTRICAL RIGGING ..............................................................................89
FLAP AND SLAT ........................................................................................ 17 RUDDER CONTROL SCHEMATIC .............................................................93
SPOILER CONTROL SYSTEM ................................................................... 19 FLIGHT DECK RUDDER CONTROLS ........................................................95
FLIGHT CONTROL SYSTEM OPERATION ................................................ 21 RUDDER PCU’S ..........................................................................................97
HYDRAULIC SYSTEM DISTRIBUTION ...................................................... 23 LVDT FEEDBACK SIGNALS ......................................................................99
ELECTRICAL SYSTEM SUPPLY................................................................ 25 OPERATION .............................................................................................. 101
POWER SUPPLY ........................................................................................ 27 RUDDER SYSTEM MODES ...................................................................... 103
AIR DATA SYSTEM .................................................................................... 29 RUDDER HIGH LEVEL FUNCTIONS ........................................................ 105
FADEC INTERFACE ................................................................................... 31 HINGE MOMENT LIMITING ...................................................................... 107
AUTOPILOT INTERFACE ........................................................................... 33 RUDDER TRIM SYSTEM........................................................................... 109
PSEM INTERFACE ..................................................................................... 35 RUDDER RIGING ...................................................................................... 111
AIRCRAFT DIAGNOSTIC MAINTENANCE SYSTEM INTERFACE ............ 37 CMC TESTS .............................................................................................. 113
COCKPIT CONTROLS ................................................................................ 39 ECAIS RUDDER SYSTEM MESSAGES ................................................... 115
FLIGHT CONTROL INDICATIONS ............................................................. 41 ELEVATOR CONTROL SYSTEM SCHEMATIC ........................................ 117
ACE LOCATION .......................................................................................... 43 FLIGHT DECK CONTROLS ...................................................................... 119
P-ACE ARCHITECTURE ............................................................................. 45 HYDRAULIC ACTUATOR ......................................................................... 121
FLY-BY-WIRE BACK UP BATTERY ........................................................... 47 OPERATION .............................................................................................. 123
FCM AND S-ACE ........................................................................................ 49 NORMAL AND DIRECT MODE ................................................................. 125
ELECTRONIC CONTROL SYSTEM AUGMENTATION .............................. 51 GAIN SHAPER .......................................................................................... 127
FCM ARCHITECTURE ................................................................................ 53 ELEVATOR THRUST COMPENSATION .................................................. 129
ACE MANUAL AND AUTOMATIC REVERSIONS ...................................... 55 STALL WARNING AND AOA LIMITING ................................................... 131
FLIGHT CONTROL SYSTEM POWER UP .................................................. 57 STALL SYSTEM OPERATION .................................................................. 133
FAILURE MODES ....................................................................................... 59 CONFIGURATION CHANGES .................................................................. 135
DIAGNOSTIC AND TEST ............................................................................ 61 EICAS INDICATIONS ................................................................................ 137
FLIGHT CONTROLS AILERONS ................................................................ 63 DIAGNOSTIC AND TEST .......................................................................... 139
AILERON CONTROL ASSEMBLY.............................................................. 65 MAINTENANCE FEATURES ..................................................................... 141
AILERON CONTROL ASSEMBLY.............................................................. 67 THE HORIZONTAL STABILIZER CONTROL SYSTEM ............................ 143
CONTROL-YOKE DISCONNECT DEVICE / AILERON OVERRIDE UNIT .. 69 HS CONTROL SYSTEM ............................................................................ 145
ARTIFICIAL FEEL AND CENTERING UNIT ............................................... 71 HORIZONTAL STABILIZER - ACTUATOR CONTROL ELECTRONICS .. 147
AILERON PCU ............................................................................................ 73 HSA BLOCKDIAGRAM ............................................................................. 149
PCU ............................................................................................................. 75 THE HORIZONTAL STABILIZER TRIM ACTUATOR (HSTA) .................. 151
AILERON COMPONENTS FAILURE .......................................................... 77 HSA CONTINUED ..................................................................................... 153
AILERON SYSTEM OPERATION ............................................................... 79
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B1.1. and B2 FLIGHT CONTROLS

HORIZONTAL STABILIZER - HIGH LEVEL FUNCTIONS DESCRIPTION NORMAL/DIRECT MODE.......................................................................... 225

.................................................................................................................. 155 ROLL CONTROL FUNCTION ................................................................... 227
HIGH LEVEL FUNCTIONS)....................................................................... 157 SPEED BRAKE FUNCTION ...................................................................... 229
HIGH LEVEL FUNCTIONS ........................................................................ 159 COMPOSITE COMMAND .......................................................................... 231
MANUAL TRIM .......................................................................................... 161 GROUND SPOILER FUNCTION ............................................................... 233
AUTOMATIC TRIM .................................................................................... 163 STEEP APPROACH MODE ...................................................................... 235
HORIZONTAL STABILIZER SYSTEM INDICATIONS .............................. 165 MULTI-FUNCTION SPOILER ELECTRICAL SYSTEM OPERATION ....... 237
INDICATIONS............................................................................................ 167 GROUND SPOILER ELECTRICAL SYSTEM OPERATION ...................... 239
TRIM INDICATIONS .................................................................................. 169 SPOILER INDICATIONS ........................................................................... 241
CMC PAGES ............................................................................................. 171 STEEP APPROACH INDICATION ............................................................ 243
FLAP SYSTEM ARCHITECTURE ............................................................. 173 CMC TESTS .............................................................................................. 245
SLAT/FLAP CONTROL LEVER (SFCL) ................................................... 175 SERVICING ............................................................................................... 247
SF-ACE ..................................................................................................... 177 SLAT SYSTEM .......................................................................................... 249
FLAP POWER DRIVE UNIT (PDU) ........................................................... 179 SLAT/FLAP CONTROL LEVER CONNECTIONS ..................................... 251
TORQUE TUBES ...................................................................................... 181 SF-ACE...................................................................................................... 253
ANGLE GEARBOXES AND BEARING SUPPORTS ................................ 183 POWER DRICE UNIT (PDU) ..................................................................... 255
FLAP ACTUATORS .................................................................................. 185 SLAT ACTUATION COMPONENTS ......................................................... 257
DUAL POSITION SENSING UNIT (PSU) .................................................. 187 SLAT ACTUATOR ..................................................................................... 259
FLAP SKEW SENSOR .............................................................................. 189 POSITION SENSOR UNIT (PSU) .............................................................. 261
FLAP PANELS .......................................................................................... 191 SLAT TRACKS .......................................................................................... 263
FLAP MECHANICAL DRIVE ..................................................................... 193 SKEW SENSORS ...................................................................................... 265
ELECTRICAL OPERATION ...................................................................... 195 OPERATION .............................................................................................. 267
EICAS POSITION INDICATIONS AND MESSAGES ................................ 197 POSITION INDICATIONS AND MESSAGES ............................................ 269
FLAP SYSTEM MECHANICAL RIGGING ................................................. 199 SLAT SYSTEM RIGGING .......................................................................... 271
SYSTEM ELECTRICAL RIGGING AND AUTORING ................................ 201 ADJUSMENT ............................................................................................. 273
SF-ACE RIGGING FUNCTIONS................................................................ 203
AUTO RIG AND RIG VERIFICATION........................................................ 205
LUBRICATION POINTS ............................................................................ 207
SPOILERS ................................................................................................. 209
SPOILER HANDLE ASSEMBLY AND CONTROL- YOKE POSITION
SENSOR.................................................................................................... 211
FCM AND SPOILER ACE ......................................................................... 213
FCM, SPOILER ACE ................................................................................. 215
ELECTRO-HYDRAULIC MULTI FUNCTION SPOILER ACTUATOR........ 217
GROUND SPOILER CONTROL MODULE ................................................ 219
GROUND SPOILER ACTUATORS ........................................................... 221
GROUND SPOILER PROXIMITY SENSOR .............................................. 223

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-00 FLIGHT CONTROLS

INTRODUCTION ELEVATOR

The FCS (Flight Control System) provides the means for directional control of The elevator system controls the aircraft in the lateral axis (pitch attitude).
the aircraft. The system is made up of primary and secondary flight control There are two elevator surfaces installed on the horizontal stabilizer. They
systems. The primary systems include ailerons, elevators, multifunction are controlled electronically with fly-by-wire technology.
spoilers and a rudder.
The secondary systems include spoiler/ speed brakes, horizontal stabilizer HORIZONTAL STABILIZER
and flaps/slats.
The function of the horizontal stabilizer subsystem is to operate the horizontal
The FLIGHT CONTROLS includes these subsystems: stabilizer control surface to provide the aircraft with stability and control for
pitch trim adjustment.
 FLIGHT CONTROLS ELECTRICAL SYSTEM
 AILERON FLAP
 RUDDER
 ELEVATOR The purpose of the flap system is to increase the lift of the wing at low
 HORIZONTAL STABILIZER speeds. The flap system has four panels located on the wing trailing edge.
 FLAP The flap panels extend and retract with the slats to increase the lift of the
 SPOILERS AND AIR BRAKES aircraft during take-off and landing.
 SLAT (AMM SDS 27-80-00/1)
SPOILERS AND AIR BRAKES
FLIGHT CONTROLS ELECTRICAL SYSTEM
The function of the spoiler control system is to augment the aileron roll
The flight control electrical system operates the electronically controlled FBW control, slow the aircraft during flight without loss of lift, and slow the aircraft
(Fly-by-wire) system. after landing.

AILERON SLAT

The left and right aileron surfaces control the rolling (lateral) movements of The purpose of the slat system is to increase the lift of the wing at low speeds
the aircraft with the actuation of the two control yokes or with the autopilot during take-off and landing. The slat system has eight panels distributed
controls. The ailerons are assisted by the flight spoilers. along the leading edge of the wings.

RUDDER

The rudder control system supplies yaw axis control of the aircraft with a
single rudder surface attached to the vertical stabilizer. The rudder is
controlled electronically with fly-by-wire technology.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PRIMARY & SECONDARY FLIGHT CONTROLS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

DESCRIPTION

ROLL CONTROL

The roll control system installation includes both the conventional hydro-
mechanical aileron control system and the fly-by-wire electro-hydraulic multi
function spoiler control system, providing roll axis control.

The system is controlled either by the pilots, rotating the control wheel left or
right, or by the autopilot.

The aileron control system controls two aileron surfaces attached to the rear
spar of the wings, while the multi function spoiler control system drives three
outboard pairs of spoiler surfaces to assist roll control.

A feel- and- centering unit provides artificial feel (force feedback) to the
cockpit control wheels. The aileron control system is performed manually by
using the roll trim switch on the Trim Control Panel, located in the cockpit on
the center pedestal.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ROLL CONTROL

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B1.1. and B2 FLIGHT CONTROLS

YAW CONTROL SYSTEM

The yaw control system is a fly-by-wire, electro hydraulic control system,

providing control around the aircraft yaw axis. The system is controlled either
by the pilot, moving the rudder pedals forward or backward, or by the
autopilot, taking the place of the pilot input commands.

The rudder control system moves a single rudder surface attached to the
vertical stabilizer. Primary -ACE and FCM control logic is used to control two
rudder actuators, or PCUs, operating in Active/Stand-by mode. With no
mechanical connection between the rudder pedals and the rudder surface, a
feel unit provides artificial feel and centering to the rudder pedals.

The rudder control system is trimmed manually by using the yaw trim switch
on the trim control panel, or automatically when the autopilot is engaged.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

YAW CONTROL

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PITCH CONTROL SYSTEM

The pitch control system installation is a fly-by-wire, electro hydraulic control

system, providing control around the aircraft pitch-axis. The system is
controlled either by the pilots, moving the control column forward or
backward, or by the autopilot, taking the place of the pilot input commands.
The elevator control system moves the left and right elevator surfaces, which
are attached to the horizontal stabilizer.

P-ACE and FCM control logic is used to control two hydraulic elevator
actuators for each surface, operating in an Active/Stand-by mode. With no
mechanical connection between the control column and the elevator
surfaces, two independent feel units provide artificial feel and centering to the
control columns.

The aircraft is trimmed around the pitch axis by repositioning the Horizontal
Stabilizer, using the Pitch trim switch on the control yoke or the backup Pitch
trim switch on the Trim Control Panel in the cockpit.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PITCH CONTROL SYSTEM

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PITCH TRIM CONTROL SYSTEM

The horizontal stabilizer trim control system, as a part of the pitch axis control
system, provides the installation for trimming the aircraft around the aircraft
longitudinal axis.

The system controls the moveable horizontal stabilizer using the pilot, co-
pilot and back-up trim switches for manual pitch trim, and a combination of
inputs from the Automatic Flight Control System and the FCM units for:

Emb 170

 Autopilot
 Configuration

Emb 190

 autopilot trim,
 Mach trim and
 Elevator off-load

Horizontal Stabilizer Actuator Control Electronics (HS-ACE) and one

Horizontal Stabilizer Trim Actuator (HSTA) are used to move the control
surface from +4 degrees to -11 degrees on the Emb 190, and +2 to -13° on
the Emb 170

In order to avoid a possible pitch trim runaway condition, manual pilot trim
commands are limited to three seconds. Airspeed augmentation is performed
within the HS-ACE to modify trim speed of the horizontal stabilizer.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PITCH TRIM CONTROL

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B1.1. and B2 FLIGHT CONTROLS

FLAP AND SLAT

The EMBRAER high lift system consists of two actuation systems, one
controlling eight slat surfaces on the leading edge of the wing (four per wing)
and the other one controlling the inboard double slotted flap and outboard
single panel surfaces on the trailing edge.

A single control lever, located on the centre pedestal in the cockpit, is used to
control the movement of slats and flaps. There are seven slat/ flap control
lever positions, defining the combined positions of the slat and flap surfaces.

Slat and flap motion is sequenced such that slats extend first, and flaps
retract first, when the motion command requires both surfaces to move.

Deployment of both slat and flap surfaces are commanded by two Slat/ Flap
Actuator Control Electronics (SF-ACE), and electrically operated using Power
Drive Units (PDUs).

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLAP AND SLAT

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

SPOILER CONTROL SYSTEM

The spoiler control system commands five symmetrical pairs of spoiler

panels, three pairs of multi function spoilers located on the outboard wing
section and two pairs of dedicated ground spoilers located on the inboard
wing section.

The system provides roll control to augment roll inputs from the ailerons,
inflight speed brake control to increase the aircraft descent rate. The system
also provides automatic ground spoiler deployment to increase wheel braking
efficiency, and aerodynamic drag to reduce the stopping distance after
touchdown.

A speed brake handle assembly located on the centre pedestal in the cockpit
is used to command the speed brakes, and a steep approach switch allows
the crew to enable the ventral air brake system.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

SPOILER CONTROL SYSTEM

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

OPERATION

The primary flight control system consists of the lateral control system, Direct mode entails cockpit control input where the LVDTs are used to
directional control system and the longitudinal control system. transmit cockpit controls position into the analogue electronic control circuitry.
The lateral control system controls two aileron surfaces and six multifunction The analogue control circuitry is referred to as ACE (Actuator Control
spoiler panels (three symmetrical pairs). Electronics). The ACE is an electronic unit that houses two ACE channels
The directional control system controls a single rudder surface and the each known as P-ACE (Primary Actuator Control Electronics) since they are
longitudinal control system controls two elevator surfaces on the trailing edge used in the primary flight controls system. Each P-ACE channel is used to
of a movable horizontal stabilizer. The primary flight control system employs control the PCU on the elevator surfaces and the rudder surface. The FCS
electro-hydraulic PCU (Power Control Unit) to control the elevators, rudder also uses analogue electronics for multifunction spoiler surface control, and is
and multifunction spoilers. augmented by digital electronics using software to provide augmentation and
The ailerons are each controlled by a pair of hydro-mechanical PCUs, which additional functions. The analogue circuitry used to control the multifunction
operate in an active/active configuration, driven by conventional control spoilers is termed S-ACE (Spoiler Actuator-Control Electronics). Also, direct
cables that run from each control yoke to the PCUs. The PCUs attached to mode control is used to control the multifunction spoilers where LVDTs are
the rudder and split elevator surfaces (two per surface) operate in an used to transmit the control yoke position into the S-ACE analogue electronic
active/standby configuration. control circuitry. The digital electronic subsystem part of the FCS is housed
The multifunction spoiler surfaces are each controlled by a single PCU. within the avionics system. The avionics system is composed of three MAU
Control of the aircraft surfaces is achieved through conventional mechanical (Modular Avionics Unit) that house most of the aircraft‟s digital electronic
cockpit control-columns, control-yokes and rudder-pedals. For aileron surface systems. The avionics system provides the means to interface to aircraft
control, traditional control cables are employed to drive hydraulic PCUs. For sensors and other aircraft electrical and electronically controlled systems.
elevators, rudder and multi-function spoiler surface control, electronic The integrated avionics system serves as a conduit from which the FCS can
controls are used by means of electromechanical position sensors mounted acquire data and signals necessary for use in providing augmentation to the
to the cockpit controls. LVDT (Linear Variable Differential-Transducer) cockpit controls input, and additional functionality that is not normally
position sensors are used to provide electrical signals that represent the available in a conventional cable-driven hydro-mechanical flight controls
position of the cockpit controls. The electrical output from LVDT is used to system. The avionics system also provides a means for the FCS to distribute
transmit the cockpit control position to the electronic system associated with flight controls data to other aircraft systems such as the FDR (Flight Data
each flight control surface. The basic cockpit „controls-to surface‟ is Recorder) and the EICAS (Engine Indicating and Crew Alerting System) for
accomplished by means of analogue electronics that is augmented by digital displaying FCS information to the flight crew.
electronics using software to provide added functionality to the FCS. The The secondary systems include spoiler/speedbrakes, horizontal stabilizer and
controls-to- surface analogue subsystem provides what is termed direct flaps/slats. The spoiler/speedbrake control system controls the three
mode control. symmetrical pairs of multifunction spoiler panels and two pairs of ground
spoiler panels. The ground spoilers are each controlled by a single hydraulic
actuator. The horizontal stabilizer control system controls the movable
horizontal stabilizer surface.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLIGHT CONTROL SYSTEM OPERATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

INTERFACE (FCS)

The Flight Control System interfaces with the following aircraft systems:

 The Electrical System, to provide a power source for control

components and electrical actuators;
 the Hydraulic System, to provide the power source for PCUs and
actuators;
 the Air Data System, which provides speed signals;
 the Automatic Flight Control System for autopilot inputs;
 the Landing Gear System, providing inputs from the Proximity Sensor
Evaluation Module and Brake Control module;
 the FADEC, for engine parameters and power settings;
 the Aircraft Diagnostic and Maintenance System, which displays
system maintenance messages.

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B1.1. and B2 FLIGHT CONTROLS

HYDRAULIC SYSTEM DISTRIBUTION

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ELECTRICAL SYSTEM SUPPLY

The aircraft electrical generation and distribution system consists of two main
Variable Speed Constant Frequency (VSCF) generators; also know as
Integrated Drive Generators (IDG), driven by the left and right engines, and
one auxiliary generator driven by the Auxiliary Power Unit (APU). Each VSCF
consists of a 40 KVA variable speed generator and a combined frequency
converter/generator control unit (GCU) to provide regulated 115/200 volt AC
power to the main AC busses. In addition, the Essential AC bus can be
powered by the Ram Air Turbine (RAT) generator, which deploys
automatically in-flight in the event of loss of all normal power generation.

Transformer Rectifier Units (TRU 1 and TRU 2) provide DC power from „AC-
Bus 1‟ and „AC-Bus 2‟ to two independent DC busses „DC-Bus 1‟ and „DC-
Bus 2‟ respectively. The AC-Essential bus through normally closed Bus
contactors powers three DC-Essential busses. The DC- Essential busses are
normally connected to the Hot Battery busses through bus contactors. The
DC-Essential busses power aircraft systems that provide Essential level
availability. Battery backup power is provide to the DC-Essential busses in
the event of loss of normal power generation. Each battery is normally
continually charged and will provide emergency power in the event of loss of
all normal power generation until the RAT is deployed. When the RAT is
deployed, it provides power to the Essential DC busses. Each bus is isolated
from the others but may be connected by bus contactors when normal power
is not available.

The APU generator may provide power to either or both AC busses when a
main power source (IDG) is inoperative. During takeoff and landing, the APU
generator will supply a bus dedicated to providing power to both hydraulic
pumps in the Center hydraulic system. Ground power is provided to all
busses by means of external connector.

The flight control system receives power from the two DC busses and all
three Essential DC busses.

The power is distributed such that single power source or electrical bus
failures will have a minimal effect on the aircraft handling qualities.

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B1.1. and B2 FLIGHT CONTROLS

ELECTRICAL SYSTEM SUPPLY

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

POWER SUPPLY

The hydraulic and electrical power distribution systems are distributed The multifunction spoilers are not hydraulically powered for emergency
through the flight control system depending on several factors. These factors operation when RAT power is the only source providing hydraulic power.
include the redundancies and capacity of the power system, criticality of the Instead, during such emergency operation, lateral control is perfomed
flight control system, redundancies that are required to support availability exclusively by the ailerons.
requirements of the flight control system, proximity of the flight control system
to the power distribution system. The following sets of tables show how the
hydraulic and electrical systems are apportioned to the flight control system.

Each rudder control system channel shall be powered from one of the
aircraft‟s three independent hydraulic systems and one of the electrical
systems. This design distributes rudder control system among the available
hydraulic and electric power systems for normal operations, RAT-powered
hydraulic and electrical systems for emergency operations, and FBW backup
power for electrical emergency operations.

Each elevator control system channel is powered from one of the aircraft‟s
three independent hydraulic systems and one of the electrical systems. This
design distributes elevator control system among the available hydraulic and
electric power systems for normal operations, RAT-powered hydraulic and
electrical systems for emergency operations, and FBW backup power for
electrical emergency operations.

Each channel of the stabilizer control system channel is powered from one of
the aircraft‟s electrical systems. This design distributes stabilizer control
system among the available electric power systems for normal operations,
and RAT-powered electrical systems for emergency operations.

Two pairs of multifunction spoiler control channels are powered from one of
the aircraft‟s hydraulic systems and two of the aircraft‟s electrical systems.

The third pair of multifunction spoiler control channel is powered from a

different hydraulic system and two different electrical systems. This design
distributes the lateral control system among the available hydraulic and
electric power systems for normal operations with control margins for
emergency power operations.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

POWER SUPPLY

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AIR DATA SYSTEM INTERFACE

The Air Data system provides the Air Data parameters for the Avionics and
Flight Controls systems. The Air Data System is comprised of four Air Data
Smart Probes ™ (ADSP) and two Total Air Temperature (TAT) sensors.
ADSP 1 and ADSP 4 include the sensors required to provide TAT data. The
four BF Goodrich Air Data Smart Probes ™ (ADSP) mounted on the front of
the Aircraft provides ARINC 429 air data to the MAU Generic and Custom I/O
modules. The MAU modules transfer air data parameters unto the ASCB
buses, which provide the air data parameters to the MAU Processor modules
that house the Air Data Applications (ADA) and to the FCMs. The ADSP
interface architecture to the Avionics system is shown.

The flight control system uses the ADSP 1A, ADSP 2B, ADSP 4A and ADSP
4B as indicated by ARINC Interface 1, 5, 4 and 6 respectively to the MAU I/O
modules.

The Avionics system ADA and the flight control system FCMs receive data
from the MAU I/O modules by means of ASCB. Air data parameters are
available from seven sources, each of which is available on a combination of
ASCB buses. These seven sources include data from three Air Data
Applications and four Air Data Smart Probes. The air data parameters
provided by the ADSPs to the FCMs are Beta-compensated Static Pressure
(Ps) and Total Pressure (Pt).

The MAU I/O modules transmit the raw probe data on the ASCB busses to
be consumed by the Air Data Application and the FCMs.

The ADA modules compute and transmit to the FCMs CAS, TAS, Mach
Number, Dynamic Pressure and Pressure Altitude parameters based on the
raw data from the Smart Probes ™. ADA 1 computes air data parameters
based on the raw signals from smart probes 1 & 2 while ADA 2 and ADA 3
compute air data parameters based on signals from Smart Probes ™ 3 & 4.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AIR DATA SYSTEM

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FADEC INTERFACE

The Full Authority Digital Engine Control (FADEC) module processes the
signals required to control the aircraft engines. The FADECs process the
Thrust Lever Angle (TLA) from the thrust levers in the cockpit and the N1, N2
and PS3 signals from the engines and transmit the signals via ASCB to the
rest of the Avionics system.

The Flight Control System uses TLA information as interlock to prevent

ground spoiler deployment during the takeoff roll. The N1 signals are used in
the FCM to compute engine thrust for the Elevator Thrust Compensation
functions. The N2 and PS3 signals are used as an alternate means of
computing thrust, which is used for monitoring purposes for the ETC
functions.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FADEC INTERFACE

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AUTOPILOT INTERFACE

The Autopilot commands originate in the Automatic Flight Control System

(AFCS). The AFCS drives the lateral and longitudinal control systems via
clutched electro-mechanical servo assemblies (one for each system) that
operate in parallel with the normal pilot commands when engaged. The
Autopilot servos are authority limited electronically. The electronic authority
limits are provided by the servo torque limits in the AFCS, which work against
the artificial feel systems.

There are no mechanical rudder inputs from the Autopilot. The AFCS
provides yaw damper and turn coordination signals directly to the FCM
modules over the ASCB bus. The FCM modules then transmit the commands
to the rudder P-ACE modules via the CAN bus interface. The commands are
summed in series with the rudder pedal commands before being modified by
the rudder airspeed gain schedule.

Autopilot pitch trim commands (auto-trim and mach trim), are also sent to the
FCM modules via ASCB. The FCM combines the pitch trim command from
the AFCS with the configuration trim command computed in the FCM and
transmits the consolidated command to the horizontal stabilizer controller
(HS-ACE) via the CAN bus interface.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AUTOPILOT INTERFACE

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Embraer ERJ-190 Series (GE CF34) ATA 27
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PSEM INTERFACE

The Proximity Sensor Evaluation Module (PSEM) performs the signal

processing and monitoring associated with the proximity sensors and
proximity switches for all aircraft systems. The PSEM processes the Weight
On Wheels (WOW) proximity sensors and the ground spoiler proximity
sensors (spoiler panel pairs 1 and 2) and provides the interface for these
sensors to the Flight Control System.

There are two PSEMs located in MAU 1 and MAU 3 respectively. The PSEM
is a dual channel device with an analogue path in one channel and a digital
path in the other channel. The analogue path is a high integrity path, which
performs the proximity sensor signal processing and monitoring functions in
analogue circuitry and outputs the state of the sensor using a Ground/Open
discrete output. The digital path performs the signal processing and
monitoring functions using processor based algorithms implemented in level
B software. The digital path outputs the state of the proximity sensor to the
rest of the Avionics system via ASCB and is also capable of driving discrete
outputs.

The WOW sensors include redundant sensors for the left and right main
landing gear struts. Each PSEM processes one of the left main WOW
sensors and one of the right main WOW sensors, such that a high integrity
(analogue path) WOW discrete is processed for both the left and right wheel
strut. The digital path is used to process the remaining two sensors. The
PSEM provides an independent discrete output to each FCM for each of the
four WOW sensors. Only the high integrity WOW signals (analogue path) are
provided to the ACE modules.

Each ground spoiler surface includes one proximity sensor that indicates
target near when the surface is retracted and target far when the surface is
extended. The PSEM processes these signals (via the digital path) and
transmits the information to the FCMs over ASCB for system monitoring
purposes.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PSEM INTERFACE

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AIRCRAFT DIAGNOSTIC AND MAINTENANCE SYSTEM

The Central Maintenance Computer (CMC) function operates in conjunction

with the other Primus EPIC member systems in order to provide a common
maintenance interface to the Maintenance personnel across all aircraft
systems. The Flight Control System Maintenance Function, which is known
as the Fly-By-Wire Maintenance Function (FBWMF), collects maintenance
data as part of the BIT functions (Continuous BIT, Power Up BIT and Initiated
BIT), to provide fault detection and fault isolation for FCS component and
system interface failures. The FBWMF transmits this information to the CMC
for display and retrieval by Maintenance personnel. The CMC function is
operated through the Multifunction Display (MFD) using the Cursor Control
Device (CCD). Maintenance data is collected and stored in non-volatile
memory (NVM) in the Member System. The majority of the Flight Control
System maintenance data is stored in the FCMs. Additional information is
stored in the SF-ACE and HS-ACE (190 only) modules. Fault information can
be downloaded to the CMC for display on the MFD or transmitted to a remote
terminal. Latched failures are annunciate on EICAS until the associated NVM
memory location is cleared by means of a maintenance action through the
CMC interface.

The CMC interface also functions to provide activation of the electronic

rigging function, to allow rigging of the cockpit controls, actuator position and
surface position sensors. Actual rigging of the sensors is provided by the
FCM with its Level-A Design Assurance implementation.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AIRCRAFT DIAGNOSTIC MAINTENANCE SYSTEM INTERFACE

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

COCKPIT CONTROLS

The Cockpit Flight Control System includes an indication system and a Precautions
control system.
The control system includes the Control Column and the control wheel, which Warning: KEEP PERSONS AND EQUIPMENT FAR FROM THE FLIGHT
contains a Pitch Trim switch that allows trimming the aircraft when the CONTROL SURFACES, THRUST REVERSERS, AND LANDING
autopilot is not engaged, and a quick disconnect button, which when pressed, GEAR. THESE COMPONENTS CAN MOVE SUDDENLY WHEN
disconnects all trim systems. The centre pedestal contains the Flight Control YOU SUPPLY HYDRAULIC POWER AND CAUSE INJURIES TO
Mode Selection Panel, the Flap/slat lever, the Speed brake lever and a Trim PERSONS AND DAMAGE TO EQUIPMENT.
panel.
Warning: YOU MUST MAKE SURE THAT PERSONS AND EQUIPMENT
Flight Control Panel (FCP) ARE AWAY FROM ALL CONTROL SURFACES BEFORE YOU
OPERATE THEM. INJURY TO PERSONS OR DAMAGE TO
The flight control panel (FCP) Mode Selector switches allow the pilot to force EQUIPMENT CAN OCCUR IF YOU DO NOT FOLLOW THIS
the flight control system into DIRECT mode in order to minimize system PRECAUTION.
failures that affect the pilot workload.
The switches interface directly with the associated ACE channel, which can
force the ACE into direct mode.
The elevator Direct mode switch forces all the elevator ACE channels into
direct mode. It also forces a switch between the active and stand-by channels
on each elevator surface.
The rudder direct mode switch operates much like the elevator switch by
forcing the rudder ACE channels into direct mode and forcing a switch
between active and stand-by channels.
The spoiler direct mode switch interfaces with the analog section of the FCM
and forces the multi function spoilers into direct mode. The roll spoilers will
default to a fixed gain, and the speed brake/ground spoiler functions will be
disabled.
The FCP also provides indications of normal/direct mode status via lamps
driven by the associated ACE channels. The lamps are split between
command and monitor lanes to drive the indications. Only the active ACE will
drive the indicators.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

COCKPIT CONTROLS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLIGHT CONTROL INDICATIONS

EICAS

Flight control system indication has three distinct groups on the EICAS
display.
The top right section of the screen displays status, advisory, caution and
warning messages. The bottom left section of the screen displays the roll,
yaw and pitch trim positions on a white scale with green bugs. Numerical
pitch trim position is displayed on the screen and a green band is provided for
pitch trim takeoff configuration. The bottom right hand section of the screen
displays Slat/Flat Speed brake positions and Slat/Flap lever positions.
Indication in green displays real surface position or lever position. Indication
will change to amber when surfaces are in transit. If the arrows or the
Flap/Slat indication become invalid or unavailable, the associated indication
will be removed from the display.

Multi Function Display MFD

The multi function display Flight Control synoptic page shows the flight
control surface deflections on an aircraft symbol.
This page also contains a STATUS section, which provides indication of the
operating hydraulic system, mode and actuator in control of the rudder, LH
and RH elevator systems.
The active hydraulic system will be displayed in numbers. The actual mode of
the system will be indicated as NORMAL or DIRECT. The actual actuator in
control will also be indicated with numbers.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLIGHT CONTROL INDICATIONS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-03 FLIGHT CONTROL SYSTEM

INTRODUCTION, DESCRIPTION FLIGHT CONTROL PANEL (FCP)

The flight control electrical system operates the electronically controlled FBW The flight control panel (FCP) Mode Selector switches allow the pilot to force
(Fly-by-wire) system. the flight control system into DIRECT mode in order to minimize system
failures that affect the pilot workload.
The FBW technology runs the primary flight controls with three independent
dual-channel analogue controllers that use LVDT (Linear Variable The switches interface directly with the associated ACE channel, which can
Differential-Transducer) command and feedback. Four digital controllers in force the ACE into direct mode.
the MAU (Modular Avionics Unit) augment the pilot‟s commands through a
CAN (Controller Area Network) bus interface to the analogue controllers. The elevator Direct mode switch forces all the elevator ACE channels into
direct mode. It also forces a switch between the active and stand-by channels
COMPONENTS on each elevator surface.
The rudder direct mode switch operates much like the elevator switch by
ACTUATOR CONTROL ELECTRONICS (ACE) forcing the rudder ACE channels into direct mode and forcing a switch
The Actuator Control Electronics (ACE) module is the primary component in between active and stand-by channels.
the flight control system. A total of ten ACE units are installed:
The spoiler direct mode switch interfaces with the analogue section of the
 two Primary-ACEs in the Forward Electronics Bay, FCM and forces the multi function spoilers into direct mode. The roll spoilers
will default to a fixed gain, and the speed brake/ground spoiler functions will
 two Slat/Flap ACEs (SF-ACE) in the Middle Electronics Bay, be disabled.

 one Primary -ACE One primary ACE aft avionic compartment The FCP also provides indications of normal/direct mode status via lamps
driven by the associated ACE channels.
 one Horizontal Stabilizer ACE (HS-ACE) in the Aft Electronics Bay.

 four Spoiler-ACEs between the FCM cards in the MAUs.

The three Primary -ACE units control the rudder and elevator surfaces, the
two SF-ACE units control the slats and flaps, and the HS-ACE unit controls
the horizontal stabilizer.

Each ACE unit contains two independent channels, providing the direct
connection of the cockpit controls to the respective actuators, effectively
replacing the cable mechanism of a conventional aircraft. For example,
Primary - ACE 1 controls the left outboard elevator actuator through channel
one, and the lower rudder actuator through channel two.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ACE LOCATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ACE COMMAND LANE / MONITORING LANE

Each ACE channel provides closed loop control and monitoring of a single Command Lane
electro-hydraulic actuator. The channel itself is comprised of two independent
processing lanes, implemented on separate circuit cards, called Command  Commands the actuator Electro Hydraulic Servo Valve (EHSV) to
Lane and Monitoring Lane. The Command Lane provides Direct Mode control the actuator RAM movement.
operation to the actuator, while the Monitor Lane monitors surface and
actuator feedback signals for uncommanded or incorrect motion, power  Monitors the actuator EHSV LVDT to detect a hard over or jammed
supply for out of tolerance voltages, and provides fault isolation data to the condition.
LRU level. The two lanes within each channel are not interchangeable, and
are physically and electrically isolated from each other and from the other  Limits control surface movement based on airspeed data from FCM.
channel within the Primary -ACE. The Actuator Control Electronics (ACE) unit
is the primary component in the flight control system. The primary flight  Defaults surface control to a safe set of analog gain schedules when
control system incorporates three primary ACE units, each containing two the FCM is off-line (i.e. Direct Mode of control).
identical ACE channels for a total of six P-ACE channels. The P-ACE is
primarily an analog-processing unit that provides a direct electronic path  Provides the high side voltage (28vdc) for operation of the Active/
between the cockpit control transducer (CTT) position sensors and the Stand-by Solenoid Operated Valve on the actuator.
Electro-hydraulic actuators that power the primary flight control surfaces. In
addition to the straight through analog path from the cockpit controls to the Monitoring Lane
actuators, each P- ACE channel accepts digital control inputs from the FCM
modules. The digital inputs are used to augment the cockpit control inputs to  Simulates the control path of the Command channel for fault
linearize the pilot commands over the entire flight envelope, over the full monitoring.
range of aircraft configurations and flight conditions (e.g., airspeed, altitude,
thrust and flaps and gear extended/retracted positions).Each P-ACE channel  Monitors surface position & actuator pressure sensor signals for un-
is comprised of two independent processing lanes(Command and Monitor) commanded or incorrect motion.
implemented on separate circuit cards. The circuit cards plug into a single
mother board but the electrical traces within the mother board associated  Provides the low side ground for operation of the Active/Stand-by
with the COM / MON lanes are physically isolated from one another by Solenoid Operated Valve on the actuator.
location of the external connections and by the multilayered circuit card. The
external electrical interfaces for each lane are provided by means of  Monitors power supply for out of tolerance voltages.
independent electrical connectors. The flight control system design use of
independence between control channels is manifested in the P-ACE design.  Provides BITE and Fault Isolation data to the LRU level.
With its dual lane architecture and independent sensor, electrical power
sources, and actuator interfaces, each P-ACE incorporates internal hardware
monitoring that allows the unit to perform its critical control and monitoring
functions independent of external influences. The control and monitoring
functions are distributed between the Command and Monitor lanes. The
Command lane provides the control function, while both lanes provide the
monitoring required by the P-ACE architecture to provide critical control
integrity.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

P-ACE ARCHITECTURE

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Embraer ERJ-190 Series (GE CF34) ATA 27
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FBW BACK-UP BATTERY

The flight control system receives power from the two Normal DC busses and
all three Essential DC busses.

The power is distributed such that single power source or electrical bus
failures will have a minimal effect on the aircraft handling qualities.

In addition to the above mentioned power sources, a dedicated and

independent FWB Hot Bus powered by a dedicated battery is provided for the
elevator and rudder ACEs that are considered essential for aircraft
controllability.

The independent power source will guarantee aircraft controllability even in

an utmost case of total loss of the existent electrical power sources. The
additional power source increases the level of redundancy and provides
robust segregation of the ACE‟s powered by the independent power supply.
Thus, power for these ACE‟s is independent of electrical bus integration,
automatic load shedding or the interface with other systems through the
electrical buses.

The DC Essential Bus 3 during normal operating condition charges the

battery. The battery is a lead acid battery type, similar to the ones used for
Stand-by Instruments after loss of Normal Electrical Power. Although the
battery is connected to the aircraft buses, the use of an internal rectifier
keeps the battery from powering back through the buses. This assures
isolation for cases of failure in the main Electrical Power System.

A dedicated circuit will be responsible for switching the power from the
existing Electrical Power System buses to the FBW Hot Bus in case of failure
of the existing Electrical Power System buses.

In this failure case, the ACEs input power configuration will switch to the FBW
Hot Bus.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLY-BY-WIRE BACK UP BATTERY

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Embraer ERJ-190 Series (GE CF34) ATA 27
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FLIGHT CONTROL MODULES (FCM)

There are four identical Flight Control Modules (FCM) installed: FCM 1 & 2 is
located in the Modular Avionics Unit #1 (MAU 1) in the forward electronics
bay, while FCM 3 & 4 is located in the Modular Avionics Unit # 3 (MAU 3) in
the centre electronics bay.

The FCM provides the digital interface between the flight control system and
the rest of the aircraft avionics systems, and is required for normal- mode
operation of the flight control system.

The FCM units are connected to the primary ACEs via the Controller Area
Network Bus (CAN bus), providing digital inputs to the Primary ACE, which
are combined with pilot inputs. This is used to augment pilot inputs for
different airspeeds, and provides other high level functions such as:

 Gain Scheduling,
 Elevator Thrust Compensation;
 Angle-Off-Attack (AOA) limiting to the primary ACE units.

SPOILER-ACE (S-ACE)

In addition to the digital lanes, the Flight Control Module (FCM) include an
independent analog section, also referred to as Spoiler-ACE (S-ACE), that is
used for control and monitoring of the multi function spoilers, the ground
spoilers

The FCM interfaces the Primary-ACE with the Avionics Standard

Communication Bus (ASCB), allowing full access to other aircraft systems. In
case of failure, the FCM provides failure information and fault isolation data to
systems like EICAS or the Central Maintenance Computer (CMC) via the
ASCB bus.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FCM AND S-ACE

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Embraer ERJ-190 Series (GE CF34) ATA 27
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OPERATION

AUGMENTATION ELECTRONIC CONTROL SYSTEM

In addition to the P-ACE and S-ACE direct analog path from the cockpit MAU 1 is a 20-module slot wide unit, while MAU 2 and MAU 3 are 16-
controls to the actuators, each P-ACE and S-ACE channel has the capability module slot wide units.
to accept augmentation inputs from the FCM modules. The augmentation
from the FCM is provided by digital electronics that perform computations by Each MAU is comprised of two channels that are designated as Channel-A
means of software. and Channel-B.

For the S-ACEs channels, the augmentation is provided by means of analog The MAU modules comprise the functionality within the Avionics system,
to digital (A / D) converters that reside within the FCM module. some of which are used specifically by the flight control system.

For the P-ACEs, the augmentation is provided by means of a high integrity The Avionics system is a highly integrated system that allows independent
bidirectional data bus called the Control Area Network (CAN) bus. The CAN applications to operate without being directly influenced or affected by each
bus used to transmit augmentation commands to the P- ACE channels is also other, yet segregated in a manner to provide availability of functions after
used to interface the FCM to the Horizontal Stabilizer ACE, which is known failures where redundancy is required.
as the HS-ACE.
There is however common components within the Avionics system
The Avionics system is used by the flight control system to host the digital architecture that is used by the flight control system and all other sub-
portion of the system that provides the non-”Full-Time-Critical” functions. The systems that uses modules that reside in the integrated MAU architecture.
Avionics system is comprised of three MAUs, MAU1, MAU2 and MAU3.
These common components consist of both hardware and software
Each MAU is populated with multiple modules in a single chassis assembly. components, primarily related Input / Output (I/O) and data routing gateways
that are an integral part of the Avionics system architecture and the power
Four of the MAU modules called Flight Controls Modules (FCMs) are supply that sources electrical power to each MAU channel.
application specific and dedicated to the flight control system. The FCMs host
the flight controls digital electronics that use software to provide
augmentation to cockpit controls commands to the ACEs, added higher level
control and monitoring functions to the flight control system.

The FCMs are comprised of the digital electronics that perform the software
computation aspects in the flight control system, in addition to the S-ACE
analog electronics for direct “wheel-to surface” for controlling the multi
function spoilers.

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Embraer ERJ-190 Series (GE CF34) ATA 27
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ELECTRONIC CONTROL SYSTEM AUGMENTATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
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FCM FEATURES

 Provides the primary means of interfacing the aircraft avionics

systems and sensors with the Flight Control System (FCS).

 Each FCM consists of two identical lanes which serve as command

and monitoring lanes providing:
• Airspeed programming to P-ACE units for actuator control.

• Digital data routing for system control, communication, and

maintenance diagnostics.

• Monitoring of alternate lanes for fault detection.

 Each FCM interfaces with two P-ACE units through the primary
Controller
• Area Network (CAN) data bus to provide enhanced functionality
(Normal Mode).

• Provides failure information to the EICAS and fault isolation data

to the CMC.

• The FCM is the only unit of the FCS where software algorithms
reside.

There are three levels of internal BIT (Built-In-Test) tests performed in each
FCM: Power-up (PBIT), On-Ground Initiated Maintenance (IBIT), Continuous
(CBIT).

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FCM ARCHITECTURE

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OPERATION OF THE P-ACE UNIT

The P-ACE unit operates in four modes:

 ACTIVE- Channel & associated actuator in control. All Monitoring

functions active. Active/ Stand-by status controlled by FCM.
 STANDBY- Associated actuator pressurized & monitored but not in
active control.
 FAILED- P-ACE or associated actuator failed and channel shutdown.
 MAINTENANCE- P-ACE available to run IBIT & Electronic Rigging.

There are Three layers of BITE (Built-In-Test-Equipment) in each ACE:

 Power-up,
 On-Ground Initiated Maintenance,
 Continuous.

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Embraer ERJ-190 Series (GE CF34) ATA 27
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ACE MANUAL AND AUTOMATIC REVERSIONS

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FLIGHT CONTROL SYSTEM POWER UP

After application of electrical and hydraulic power, the flight control system is After these tests are performed successfully, the flight control system is
immediately functional and ready for operation. There are no special considered operational. Operation of flight control system after transitioning
procedures for the flight crew other than the normal freedom-of- controls to real-time operation is similar to that of a hydro-mechanical flight control
check using the cockpit controls and the flight controls Synoptic display to system. There are no cockpit controls other than the column, wheel and
ensure freedom-of-controls for the rudder, aileron, elevator and multifunction pedals. All functions for failure detection and mitigation are accomplished
spoiler surfaces. The Synoptic page display has the capability to allow the automatically within the system, either in the P-ACE and S-ACE channels or
flight crew to ascertain whether the surfaces are functioning to their full-stroke by software based control algorithms and monitoring functions within the
capability. There are no preflight tests for the Ground Spoilers since they FCM. The flight control system provide monitoring at the aircraft systems
operate automatically. For the rudder, elevator and stabilizer control surfaces, level such that power sources and sensors required by the functions are
that have two controlling channels, the flight control system has a function to tracked and monitored to ensure they are operating within the specification
select which set of channels would be the active channels for a particular required to support the flight control system. If the required sources of power
day. This function, called the „Odd-Even Day Engage‟ function, ensures a and sensor data to support functions become inoperative, or if failures cause
particular set of control channels are selected to the active state while the loss of functionality, the system is capable of mitigating the effects to the
second channels in control of the surfaces are in the Standby as hot-spares. flight controls functions by employing redundancy management to utilize all
The „Odd-Even Day Engage‟ function provides the following selection remaining resources.
grouping for the rudder, elevator and horizontal stabilizer surfaces:
The flight control system is designed to ordinarily operate in Normal mode.
The Odd-Even Day Engage function is implemented to reduce the latency in Operation in Normal mode provides for full functionality if all the sensors are
the flight control system and to allow for even wear of the flight control available to support the high-level augmentation functions. For dispatch to be
system components. For the primary control surfaces, the selection functions allowed, all channels on all surfaces must be operational in Normal mode,
occur when all three hydraulic systems are turned on. For the HS-ACE, the else the „FLT CTRL NO DISPATCH‟ EICAS message will be annunciated.
function is active at electrical power up. The Odd- Even Day Engage function The flight control system is designed to support Normal mode operation to a
is executed once every time electrical power is applied to the flight control failure probability of less than 1.0E-07 per flight hour. To support Normal
system. After PBIT is completed and prior to the system performing the Odd- mode, the Avionics system MAUs and associated subsystems are required to
Even Day Engage function, when the hydraulic power is turned to the ON provide Air Data Smart Probe (ADSP) Static and Total pressure (Ps and Pt)
state, a series of tests are performed to ensure the actuators are capable of Air Data parameters to the FCMs. The FCMs uses Ps and Pt to compute
performing their intended functions. The actuator Mode Select Valve test and Impact Pressure (Qc). In the FCMs, to support Normal mode operation, Qc is
the Actuator Leakage test are conducted on rudder and elevator actuators to used to compute the airspeed base gain schedules for the rudder, elevator
ensure the units are capable of operating in the Active state, and to ensure and multifunction spoilers. Normal mode is defined as airspeed based gain
that in the Bypass state, the actuators can perform the flutter suppression schedule applied in the P-ACE and S-ACE channels. Loss of all Ps and Pt
functions. data to the FCMs would cause the flight control system to revert from Normal
to Direct mode.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLIGHT CONTROL SYSTEM POWER UP

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FAILURE MODES

In the absence of failures, all channels in control of the rudder, elevator and
multifunction spoiler surface ordinarily operate in Normal mode. Failures
isolated to independent channel may result in that channel reverting to Direct
mode, but if the alternate channel in control of the surface is capable of
Normal mode, surface control will revert to the channel in Normal mode. If
both channels on a rudder surface failure are not Normal mode capable, the
rudder is operating in Direct mode and is annunciated as a „Rudder Fault‟ by
a CAS message. If both channels in control of either elevator surface revert
to Direct mode or that surface becomes inoperative, the alternate elevator will
also revert to Direct mode. This function is incorporated to ensure that the
elevator surfaces do not operation in split modes in flight, one in Normal and
the other in Direct mode. The spoilers and rudder surfaces however can
operate with split mode.

Loss of system resources affects the flight control and auto-flight systems.
The auto-flight system requires the flight control system to be operational in
Normal mode on both the rudder and elevator surfaces in order to stay
engaged.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FAILURE MODES

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

DIAGNOSTIC AND TEST

On the system diagnostic page of the CMC for ATA 27, all Flight Control
Electrical system tests can be viewed.

Most important tests are:

 P-ACE rigging for unit 1,2 and 3

 P-BIT, this test will show the monitors during Power up built in test.
 Actuator integrity test, this test is a long test which will test all
actuators in the flight control system.
 Compensator status, position and freedom of movement test.
 RETURN TO SERVICE TEST. This test to be used after FLIGHT
CONTROL NO DISPATCH CAS message when there is no
Maintenance Message.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

DIAGNOSTIC AND TEST

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-10 FLIGHT CONTROLS AILERONS

INTRODUCTION, DESCRIPTION

The lateral control system installation includes both the conventional hydro-
mechanical aileron control system and the fly-by-wire electro- hydraulic multi
function spoiler control system, providing roll axis control. The system is
controlled either by the pilots, rotating the control wheel left or right, or by the
autopilot.

The aileron control system controls two aileron surfaces attached to the rear
spar of the wings, while the multi function spoiler control system drives three
outboard pairs of spoiler surfaces to assist roll control.

A feel- and-centering unit provides artificial feel (force feedback) to the

cockpit control wheels.

The aileron control system is trimmed manually by using the roll trim switch
on the Trim Control Panel, located in the cockpit on the centre pedestal, or
automatically when the autopilot is engaged.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLIGHT CONTROLS AILERONS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

COMPONENTS

AILERON CONTROL ASSEMBLY FLIGHT DECK CONTROLS

The system consists of two conventional control wheel assemblies for pilot The installation includes two conventional control wheel assemblies (Pilot„s
and copilot, used to drive both the fly-by-wire roll-spoilers and the aileron and Co - pilot„s), which drive two forward torque tubes located beneath the
control system. flight deck. The rotation of the forward torque tubes drives cable commands
to the rest of the hydro - mechanical aileron control system.
Two forward torque tubes are installed underneath the flight deck - one for
each control wheel. Two independent aft torque tubes are located on each The control wheel travel is limited by two system stops. The primary stops
side of the centre fuselage. Two sets of cables, connected to the forward are located at the end of the cable system in the wing quadrant. These stops
torque tubes, provide the aileron commands to the aft torque tubes. are set ± 40 degrees no load travel of the control wheel. The secondary stops
are located on the control wheel and limit the travel to ±44.5 degrees. With
The right set of cables runs under the cabin floor, terminating at the right aft cable stretch due to cable friction and feel forces, the primary stop should be
torque tube, while the left set of cables runs along the bottom of the fuselage contacted when the control wheel reaches ± 43.5 degrees and further cable
to provide separation through the rotor burst zone, and terminates at the left stretch will then be necessary for the secondary stop to be contacted ± 44.5
aft torque tube. A second set of cables is attached to the aft torque tubes, degrees.
terminating at the wing quadrants, which drives the input levers to the hydro-
mechanical aileron actuators, or PCUs. The cable and chain system between each control wheel and forward torque
tube incorporates a sprocket attached to the control wheel at its center of
PILOT- COPILOT CONTROL WHEELS rotation. The sprocket drives a chain that runs down each side of the pitch
control column. The ends of the chain are connected to cables routed over
Each of the pilot control wheels has a sprocket attached to its centre of pulleys located on each side of the control column on the column„s center of
rotation, which drives a chain that runs down each side of the pitch control rotation. These cables are attached to quadrants on the forward torque tube,
column, rotating the forward torque tube. The rotation of the torque tubes through which they control rotary motion of the torque tube.
drives cable commands to the rest of the aileron control system.
There are two independent torque tubes under the flight deck, one for each
Control wheel travel is limited to 40 degrees to either side, producing 25 control wheel. A pilot / copilot activated disconnect device provides a hard
degrees aileron up travel and 15 degrees aileron down travel. connection between the left and right torque tubes until the disconnect handle
is pulled.
Three cockpit LVDTs, mounted on each of the two torque tubes, sense the
pilot control wheel inputs as a function of position, and convert the inputs into The gearing is such that 40 degrees of control wheel produces 30.4 degrees
electrical signals that are processed by the ACE/FCM units for roll spoiler of quadrant / torque tube travel. This control wheel to torque tube motion is
deployment. identical for the ERJ 170 and EMB 190.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON CONTROL ASSEMBLY

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

CABLE SYSTEM

The cable system consists of five separate cable circuits. Two cable circuits The aft interconnect cable circuit provides:
go from the flight deck area to the central fuselage. One cable circuit goes
along the rear spar of each wing and one cable circuit interconnects the two  Protection against excessive commands to the PCU due to cable
halves of the system in the central fuselage. Two torque tube assemblies rupture.
located in the central fuselage connect all of the cable circuits together.  A command path between the two sides of the system in case of a
cable rupture forward of the rear torque tubes.
Each fuselage cable circuit is connected to a quadrant attached to one of the  Jam override in case one side of the aileron cable system is
forward torque tubes. The pilot„s cable circuit runs along the bottom of the immovable.
fuselage and the copilot„s circuit runs beneath the cabin floor to provide  Improved side - to - side command synchronization for high frequency
separation through the rotor burst zone. Both circuits terminate at the torque Auto Pilot inputs.
tubes in the center fuselage, the pilot„s circuit terminating at the left torque
tube assembly and the Copilot„s circuit terminating at the right torque tube The disconnect unit provides synchronization between the system halves at
assembly. The cable 1/8“diameter and is tensioned to 80 pounds (36.3 kg) at the front torque tubes and allow for a system disconnect after a jam upon
70 degrees F (21 degrees C). The quadrants are sized such that a ± 40 pilot / copilot activation.
degree of control wheel travel produces ± 3” (76.36 mm) of no load cable
travel and ± 40 degrees of aft torque tube travel. Caution: DO NOT SOAK CABLES WITH SOLVENT. IF SOLVENT GOES
INTO THE CABLE CORE IT CAN REMOVE THE CORROSION-
The left wing cable circuit connects to a quadrant on the left aft torque tube PREVENTIVE COMPOUND AND CAUSE CORROSION AND
and the right wing cable circuit connects to a quadrant on the right aft torque WEAR.
tube. Each wing cable circuit runs along the rear spar to a wing quadrant that
provides an input to the aileron PCU via an adjustable push. The wing cables
1/8” diameter and are tensioned to 80 pounds (36.3 kg) at 70 degrees F (21
degrees C). The quadrants are sized such that ± 0 40 degrees of control
wheel travel produces ± 2.42” (61.4 mm) of no load cable travel and ± 28
degrees of aileron input quadrant travel. With this arrangement the pilot
control wheel controls the left wing and the co - pilot control wheel controls
the right wing.

The two halves of the aileron control system are connected via a cable
interconnect circuit located in the center fuselage and via the disconnect unit
between the two front torque tubes located under the cockpit floor.

The interconnect circuit cable is also 1/8” diameter and is tensioned to 80

pounds (36.3 kg) at 70 degrees F (21 degrees C). Control wheel inputs of
± 40 degrees produce ± 2.45 inches (62.2 mm) of no load cable travel.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON CONTROL ASSEMBLY

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

CONTROL-YOKE DISCONNECT DEVICE

The control-yoke disconnect device interconnects the left and rightward When the disconnect handle in the cockpit is actuated, the actuating spindle
torque tubes. The control-yoke disconnect device disconnects the control will be forced to slide backward, compressing the helical springs; when the
yokes if a jam of one of the two yokes occur. actuating spindle groove passes under the steel balls, the balls will be forced
to enter inside the groove. The floating plate will be free and forced backward
The disconnect device is composed of a spring plate, a floating plate, a fixed by the spring plate action; the right and left forward torque tubes will be then
plate, a sliding spindle, an actuating spindle, compression springs, steel balls, disconnected. The disconnect device is provided with message displayed on
micro-switch and connecting flanges. The left connecting flange is attached EICAS (Engine Indicating and Crew Alerting System) to alert the pilot when
to the sliding spindle by a spline. The spring plate is riveted to a sliding the disconnect device is actuated. A micro-switch, installed in the fixed plate,
spindle. The fixed plate has a flange used to connect the disconnect device is normally actuated by the actuating spindle when the disconnect device is in
to the flange of the right torque tube. The left connecting flange connects the the connected configuration. The actuation of the disconnect handle in the
disconnect device to the left torque tube. cockpit will force the actuating spindle to move, de-activating the micro-
switch. In this condition, the micro-switch will open the circuit, removing the
With the mechanism connected, each one of the 6 extremities of the spring ground signal to the MAU (Modular Avionics Unit) 2 generic I/O
plate is fitted inside a recess of the floating plate so that the torque can be (Input/Output) module and a disconnect message will be displayed on the
transmitted from the spring plate to the floating plate. The fixed plate has 6 EICAS. If the disconnect device is actuated, it must be re-connected before
shoulders, which are also fitted, each one of them, in a recess of the floating the next flight. A special tool WRENCH - RECONNECT, AILERON /
plate, pressed against the spring plate extremities. The torque load coming ELEVATOR CONTROLS (GSE 063) is required to realign both left and right
from the spring plate via floating plate will be transmitted to the fixed plate. In forward torque tubes to perform the reconnection. As soon as the torque
this situation, the floating plate deflects the spring plate. Therefore, the spring tubes are reconnected, the disconnection message displayed on the EICAS
force generated by the spring plate deflection tends to separate the floating will be OFF.
plate from the fixed plate. The assembly is kept in the connected position by
the action of eight steel balls placed inside the sliding spindle with the outer CONTROL-YOKE DISCONNECT DEVICE HANDLE
part of the ball inside the floating plate groove and the inner part inside the
actuating spindle. The actuating spindle, connected to the actuating cable, is The disconnect device includes a disconnect handle installed in the cockpit
maintained in its position by the action of dual helical springs. A torque load central console. The disconnect handle is linked to the disconnect device
applied on the left forward torque tube is transmitted to the left connecting through a single guided pull cable.
flange. The connecting flange transmits the torque via sliding spindle to the
spring plate and consequently to the floating and fixed plates. The right
connecting flange on the fixed plate will transmit the torque to the right
forward torque tube.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

CONTROL-YOKE DISCONNECT DEVICE / AILERON OVERRIDE UNIT

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

WING QUADRANTS

The wing quadrants are located in the wing stub, outboard of the fuel tank. In the absence of pilot input, the control wheel is returned to the neutral
The quadrant is mounted on a vertical torque tube with roller bearings position by the feel unit.
fastened to the wing Spar I. The cables enter through the Spar II and attach
to the quadrant. The quadrant is made of aluminum alloy and mounted on the In the event of a left and right system disconnect, the copilot loses artificial
torque tube. A bellcrank is attached to the quadrant tube to drive the aileron feel on the right side control wheel, leaving only the friction force of the cable
connecting link. circuit.

AILERON OVERRIDE UNIT Warning: KEEP PERSONS AND EQUIPMENT CLEAR OF THE AILERON
AREA DURING SURFACE CICLING. THESE SURFACES WILL
The override unit provides a soft interconnect between the left and right cable MOVE AUTOMATICALLY AND QUICKLY DURING THIS TEST.
systems. The purpose is to provide equal phasing between the two aileron INJURY TO PERSONS OR DAMAGE TO EQUIPMENT CAN
cable system halves during oscillating inputs, to allow one of the two system OCCUR.
halves to be moved in the event of a jam or to provide control of both halves
of the cable system in the event of a cable rupture forward of the aft torque
tubes.
A single torsional coil spring is used to provide centering to the zero breakout
position. The torsional spring load is carried by the use of upper and lower
spring carriers that are torsionally fixed to the outer housings.

ARTIFICIAL FEEL AND CENTERING UNIT

The aileron control system employs an artificial feel-and-centering unit, since

the actual aerodynamic load on the aileron surface is fully sustained by the
aileron PCUs.

The artificial feel-and-centering unit, a preloaded spring device, is attached to

the left aft torque tube. The other end of the feel unit is attached to the roll
trim actuator, which is grounded to the aircraft structure.

As the control wheel is rotated clockwise or counter-clockwise, the feel unit is

extended and retracted, providing a feel force to the pilot moving the control
wheel. The feel force increases in linear fashion as a function of control
wheel angle. No force is felt at neutral wheel position, and maximum force is
felt at 40 degrees control wheel deflection.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ARTIFICIAL FEEL AND CENTERING UNIT

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON POWER CONTROL UNITS

There are four aileron PCUs in the aileron hydraulic sub subsystem. Two
PCUs are attached to each aileron control surface.

The PCUs are located on the aft side of spar II. Movement of the PCUs move
the aileron control surfaces to give control and stability to the aircraft about
the lateral axis. The PCUs are mechanically controlled and hydraulically
actuated. The aileron PCU has the following components:

 Aileron PCU manifold

 Anti-cavitations check valve
 Inlet check valve
 Compensator

The aileron PCU manifold houses all hydraulic and electrical components of
the PCU. The servo-valve input crank is mounted in the manifold and
provides the attachment point for the input linkage. The manifold is rigidly
attached to the spar II of the wing with four bolts.

The anti-cavitations check valves have a flat lapped poppet and a sharp edge
on the seat. The sharp edge allows the valve to shear through contamination.

The inlet check valves have a flat lapped poppet and a sharp edge on the
seat. The sharp edge allows the valve to shear through contamination.
Contamination of the inlet check valve will cause an increase in pressure.
The increase in pressure will cause the inlet check valve to crack. The inlet
check valve is held in place by a cap.

The compensator provides fluid volume to compensate for PCU leakage and
fluid thermal contraction, in order to ensure the actuator damping circuit has
enough hydraulic fluid to provide flutter damping, in the event of a loss of
hydraulic system pressure.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON PCU

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

Cross-Port Relief Valves Piston

The cross-port relief valves are installed between the extend and retract The actuator piston is made from a material which provides wear resistance
chambers of the actuators. If the differential pressure exceeds a on the rods and prolongs the life of the seals.
predetermined value between the actuators chambers, the cross-port relief
valve opens. Fluid is then vented from the high pressure chamber to the low The piston has two seals to ensure that the PCU can provide flutter damping
pressure chamber. This action will continue until the differential pressure in the event of a failure of the primary seal.
drops below the predetermined value. The cross-port relief valves use a slide
and sleeve type of construction for maximum stability and to minimize friction. Pressure Transducer

Electrical Connector The PCU also has a pressure transducer for monitoring system pressure and
for BIT testing the damping circuit. The pressure sensor is LVDT based.
A single electrical connector is mounted on the manifold as the electrical
interface to the MAU (Modular Avionics Unit) for operation of the Delta Return Relief Valve
Pressure Sensor and Compensator LVDT (Linear Variable Differential-
Transducer). The return relief valve retains fluid in the PCU for damping after the loss of a
hydraulic system. The return relief valve contains a flat lapped poppet and a
Hydraulic Ports and Filters sharp edge on the seat. The sharp edge allows the valve to shear through
the contamination. Contamination of the return relief valve will cause an
There are two hydraulic fittings on each PCU, one for system pressure and increase in pressure. The increase in pressure will cause the return relief
one for system return. A filter is installed downstream of the system pressure valve to crack. The return-relief valve includes a manual override feature that
fitting to prevent contamination of the PCU. is used to dump the compensator circuit during maintenance activities.

PCU External Linkage Servo Control Valve

The PCU external linkage consists of an input lever, a summing link, a detent The servo control valve is a spool valve type, lapped slide/sleeve assembly,
link and two springs. The purpose of the linkage is to move the servo control which controls the flow to the retract and extend cavities of the actuators
valve in response to pilot commands. A summing link provides mechanical cylinder. The rate of flow is dependent upon pilot input and piston position.
positional feedback, so that the control valve is moved to a neutral position
when the surface reaches the commanded position.

The springs also provide neutral recovery in case of input linkage

disconnection. The centering springs also provide protection in the event of a
wing cable rupture.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

PCU

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON COMPONENTS FAILURE

Fuselage Cable Rupture Disconnect of the Aileron PCU from the surface or structure.

In the event of a left or right fuselage cable rupture, the feel mechanism and In the event of a disconnect of one aileron PCU from the surface or structure,
the override unit contain the energy of the rupture. The control wheels will the other PCU attached to the surface will operate normally. The surface will
remain around neutral position, the aileron surfaces will operate with a small respond normally to commands but the force authority of the aileron surface
degradation and the spoiler surfaces will operate normally. will be half. In order to prevent this situation from being latent, the PCU
contains differential pressure transducers that are monitored by the FCM
Wing Cable Rupture modules to determine Force Fight.

In the event of a wing cable rupture, the aileron PCUs on that wing will The aileron PCUs are normally sharing air load during flight so the FCM
respond to the release of the stored cable energy. The centering mechanism checks the delta-pressure reading from the two actuators per aileron surface
implemented in the PCU input linkage will limit the steady state position offset to determine if a difference in load sharing is occurring.
of the aileron surface to a maximum of 9 degrees trailing edge up and 11
degrees trailing edge down. If the monitor detects that only one PCU is carrying the load when the
hydraulic system pressure is valid, the FCM posts an EICAS advisory
The control wheel will operate normally, the aileron associated to the wing message: "AILERON LH FAIL" or "AILERON RH FAIL" advisory message.
with the cable disconnected will shift to a new neutral position and the other The fault is also seen in the CMC.
aileron and the spoilers will operate normally.
Rear Interconnection Cable Rupture
The consequences of an interconnection cable rupture are as follows:
 If the forward disconnect is not applied, there is no de-
synchronization between the left and right ailerons for slow inputs.
There may be a slight amount of phase difference between the left
and right ailerons if the input command, (especially autopilot) is of
enough amplitude and frequency to cause cable stretch.
 If the disconnect is applied for the purpose of alleviating a jam in the
left side of the cable system, the consequences of a rear
interconnection cable rupture in the right side of the aileron system
are as follows:
 No feel gradient
 Loss of centering
 Loss of trim
 If the disconnect is applied for the purpose of alleviating a jam in the
right side of the cable system, loss of the rear interconnect cable
presents no difference in control of the aircraft, except for the loss of
the extra feel gradient from the override unit.
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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON COMPONENTS FAILURE

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

OPERATION

AILERON MECHANICAL SYSTEM OPERATION

The two conventional control yoke assemblies that drive two forward torque
tubes under the cockpit move the cable circuit connected to the aft torque
tubes located in the wheel well. At this point, the system is split into two,
transmitting movement to each wing quadrant which will move the hydro
mechanical actuators (PCUs).
The system receives inputs from the pilot or co-pilot through the control yoke
rotation which rotates the forward torque tubes. The aft torque tubes move
the control cable through the wing quadrants and drive the input rods of the
PCU which moves the aileron.
In case of jamming in any one of the aileron cable circuits, the pilots will be
able to disconnect the left and right forward torque tubes by actuating the
disconnect device through the disconnect handle.

AILERON HYDRAULIC SYSTEM OPERATION

The aileron hydraulic system PCUs are supplied from number 2 and number
3 hydraulic systems. Inboard PCUs are powered from hydraulic system
number 2 and outboard PCUs from hydraulic system number 3. PCUs are in
active-active configuration, meaning both PCU on the same aileron will be
actuated and directing pressure to extend or retract the actuator therefore
moving the aileron surface. When one servo valve fail (centered position) on
a PCU, the other actuator is still able to move the surface, but the hydraulic
actuation is degraded. In case of actuator failure the surface is blocked.
As the two actuators are in active-active configuration and the system has
only one input and interconnecting rod between the two actuators, rigging is
very important. Incorrect rigging can cause excessive forth fight between the
two actuator.
In case of loosing hydraulic pressure from hydraulic system 2 or 3 the aileron
system will be degraded but still able to operate. A PCU without pressure
supply can only provide dampening function.
Hydraulic operation is monitored by the aileron electrical system components
such as, pressure transducers and position sensors.
PCU compensator LVDT monitors for PCU internal leak.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON SYSTEM OPERATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON ELECTRICAL SYSTEM OPERATION

Two LH aileron PCUs send hydraulic delta-pressure sensor data and

compensator position data to the AFCS AIOP 1A in MAU 1. The two RH
aileron PCUs send hydraulic delta-pressure sensor data and compensator
position data to the AFCS AIOP 2A in MAU 2. The AIOPs send this data to
the FCMs over the ASCB-D. The FCMs processes the hydraulic delta-
pressure LVDT voltage and outputs the result on ASCBD. The actuator
compensator position data is sent to the FCMs over the ASCB-D for
maintenance monitoring of the aileron PCUs.

There is one surface position sensor for each aileron surface. The LH sensor
interfaces and supplies input data to the AIOP 1A in MAU 1 and the RH
sensor interfaces and supplies input data to the AIOP 2B in MAU 3. This data
is then sent to the FCM over the ASCB-D. The FCMs change the aileron
surface position transducer voltage readings to aileron surface position and
output the result on ASCB-D.

The FCMs use the delta-pressure inputs and surface position inputs to
perform flutter suppression (damping) and leakage maintenance tests. It is
also used to make sure the aileron hydro mechanical system is operating
properly. Aileron surface position also supplies information to the flight
controls synoptic display page and the FDR.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON ELECTRICAL SYSTEM OPERATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON TRIM SYSTEM

The aileron trim system allows the pilot to off load any unwanted force from Aileron Trim Actuator
the control wheel by adjusting the neutral feel position of the aileron system.
The aileron trim actuator is a mechanical jackscrew driven through a
The aileron trim system consists of two parts: reduction gear train by a DC motor. The aileron trim actuator is controlled by
the roll trim switch, located on the centre console. The aileron trim actuator is
 an electro-mechanical linear actuator, which is attached to the connected to the aileron feel unit.
artificial feel and centering unit and grounded to the aircraft structure,
and, The aileron trim actuator has an integral potentiometer to provide position
 the Trim Control Panel, located on the centre pedestal in the cock pit. indication for display on the EICAS (Engine Indicating and Crew Alerting
System). The aileron trim actuator also has an integral timer that limits roll
The system is operated via the Rocker type dual control switch on the TCP, trim adjustments to 3-second intervals.
commanding the actuator to move, and repositioning the ground point of the
feel unit, which in turn repositions the neutral feel position of the aileron
system. The actuator is equipped with a timer, limiting a single trim command
to three seconds,

A quick disconnect switch, located on the pilot and copilot control wheels,
disables the roll trim actuator by interrupting DC power to the trim motor.

The aileron trim sub-subsystem permits direct operation of the aileron control
surface when the sub-system is hydraulically supplied. When the crew
operates the roll trim switch, it energizes the aileron trim actuator.

The aileron trim actuator displaces the ground point of the artificial feel unit
and changes the artificial feel neutral position. When the artificial feel neutral
position is changed, the aileron PCU, through a system of cables and
quadrants, deflects the aileron control surface.

The aileron trim actuator is capable of providing maximum trim input

equivalent to 50% of the full aileron surface movement.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON TRIM SYSTEM AND ACTUATOR

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AUTOPILOT INPUT

Engaging the autopilot on the Automatic Flight Control System (AFCS) CAT IIIb - As IIIa but with the addition of automatic roll out after touchdown
Guidance Panel located in the cockpit causes the autopilot to take the place incorporated with the pilot taking control some distance along the runway.
of pilot input commands to the system. This category permits pilots to land with a decision height less than 50 feet or
no decision height and a forward visibility of 250 ft (76 m, compare this to
The One autopilot servo, connected to the left aft torque tube via cables aircraft size, some of which are now over 70 m long) or 300 ft (91 m) in the
receives AFCS commands via the CAN bus interfaces and provides inputs to United States. For a landing-without-decision aid, a fail-operational autopilot
the aileron system. is needed. For this category some form of runway guidance system is
needed: at least fail-passive but it needs to be fail-operational for landing
During auto flight, the autopilot servo responds to commands from the AFCS, without decision height or for RVR below
moving the entire aileron control system including control wheels, cables, 100 m.
torque tubes, PCUs and aileron surfaces, to the desired position. In response
to the resulting movement of the forward torque tube assembly, incorporating AUTOLAND II, 2 servos for each primary flight control system
the LVDT position sensors, the multi function spoiler control system is
activated accordingly.

CAT II - This category permits pilots to land with a decision height between
200 ft and 100 ft (≈ 30 m) and a RVR of 350 m. Autopilots have a fail passive
requirement.

On the EMB 190 two autopilot servo installed, aileron and elevator

CAT IIIa -This category permits pilots to land with a decision height as low as
50 ft (15 m) and a RVR of 200 m. It needs a fail-passive autopilot. There
must be only a 10−6 probability of landing outside the prescribed area.

Option 1, head-up guidance system

Option 2, AUTOLAND I (3 autopilot servos, rudder, aileron, elevator)

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AUTOPILOT INPUT

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RIGGING RIGGING OF THE AILERON PCU'S

System rigging is accomplished in a sequential manner from pilot control 1. Pin wing input quadrant at null.
wheels back to the surface. A rig pin location is generally provided on either
side of an adjustment feature. The Aileron Cables Tension Rigging function 2. Power up inboard aileron hydraulic system (#2).
of temperature is shown on Table 0-1, for Aileron Control Cables rigging
3. Adjust connecting link between inboard aileron and wing quadrant to
details see maintenance task 27-11-03-720-801-A.
achieve aileron neutral position.
RIGGING OF THE CABLE SYSTEM 4. Cycle ailerons full extend to full retract and back to neutral.
The following provides the rigging procedure for the Aileron Control Cables 5. Check neutral position again and adjust as necessary.
System:
1. With the control wheel held in the neutral position the chain and cables are 6. Power down inboard aileron hydraulic system (#2).
adjusted until the tension is correct and the rig pins in the forward torque
tubes can be installed freely. 7. Power up outboard aileron hydraulic system (#3).
2. The fuselage cable circuits are then adjusted to obtain the proper cable
8. Adjust tie link between inboard and outboard PCU to achieve the same
tension and free rig pins in the aft torque tubes.
aileron position as the inboard PCU.
3. The interconnection cable circuit is then adjusted for cable tension and free
rig pins in each aft torque tube. 9. Cycle the ailerons full extend to full retract and back to neutral.
4. The wing cables are then adjusted for cable tension and free rig pins in the
aft torque tube and the wing quadrant. 10. Check neutral position again and adjust as necessary.

11. Power up inboard hydraulic system.

12. Measure pressure differential in inboard PCU and outboard PCU.

Pressure differential should not exceed 400 psid (2758 kPa differential).
Pressure will be read through the CMC.

13. If pressure differential is excessive, adjust tie link between inboard and
outboard PCU to achieve an acceptable pressure differential.

14. With both hydraulic systems active, apply an input command sufficient to
achieve an upward aileron movement of 25 degrees from neutral minimum
on one wing and an aileron down command of 15 degrees from neutral
minimum on the other wing. Adjust quadrant stops to provide an input
command just sufficient to provide the minimum of 15 degrees down or 25
degrees up which ever is closest but not below the minimum.

15. Repeat step 14 with an opposite input command.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON MECHANICAL RIGING

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

AILERON ELECTRICAL RIGING

Make the aircraft safe for Maintenance 1 RIGGING IN PROGRESS: This is a status message and no action is
 Put the FCS MAINT switch in the ON position. necessary.
 Make sure that the trim indicator in the EICAS shows the aileron at 0
degrees. 2 SENSOR TOLERANCE EXCEEDED: This message shows that the test
 In zone 123, open the access hatch 123BL to get access to the was unsuccessful and that one or more of the sensors positional tolerance is
forward avionics compartment greater than ± 1.0 degree. Make sure that the aileron surface that you are
 Put the GSE 233 in the pilot and co-pilot control yokes and the GSE rigging is at neutral position. If not, manually align the aileron with the flap
233 and in the LH and the RH aileron control torque- tubes. torque box and hold it until you complete the rigging.
 Pressurize the No. 2 and No. 3 hydraulic systems to bring the ailerons
3 MECHANICAL TOLERANCE EXCEEDED: This message shows that the
to the neutral position...
test was unsuccessful and that one or more of the sensors positional
 On the HYDRAULIC control panel, set the SYS 2 and SYS 3 - ELEC
tolerance is greater than ± 1.0 degree. If all of the values are greater than 1.0
PUMP switches to OFF.
degree, make sure that the GSE 233 for the pilot and co-pilot control yokes
and the GSE 233 and for the LH and the RH aileron control torque tubes are
On the CMC, use the sequence that follows to do the LEFT AILERON POS
installed correctly. If one value is greater than 1.0 degree, make sure that the
SNSR RIGGING
LVDT sensor is installed correctly.
 Make sure there are NO INHIBIT conditions
 READY TO RIG shows adjacent to FCM1A, FCM2A, FCM3A, and 4 TEST NOT STARTED: This message shows that one or more of the inhibit
FCM4A. conditions prevented the start of the test. Push the PREV button to go to
page 2 and examine the GENERAL CONDITIONS status lights inhibit
Push the CLEAR RIG BIAS button, the FCM1A, FCM2A, FCM3A, and conditions
FCM4A RIGGING STATUS messages will be as follows.
5 INHIBIT LOST: This message shows that one of the inhibit conditions is
Note: For the RH aileron surface position sensor rigging, these rigging unsatisfactory.
status messages show for FCM1B, FCM2B, FCM3B, and FCM4B:
Push the PREV button to go to page 2 and examine the GENERAL
PRE-RIG TEST: This is a status message and no action is
CONDITIONS status lights inhibit conditions
necessary.
6 EPOT FAILED: This message shows that there is a problem writing to the
Note: Approximately one minute is necessary for the PRE-RIG TEST to be EPOT and gives a CMC message. Push the TEST MENU button two times,
completed. correct the problem, and start the test again

READY TO RIG will show after the PRE-RIG TEST message. 7 POST RIG TOLERANCE FAILURE: This message shows that there is a
problem with the rigged tolerance and gives a CMC message. Push the
After you push the COMMAND RIGGING button, the FCM1A, FCM2A, TEST MENU button two times, correct the problem, and start the test again
FCM3A, and FCM4A RIGGING STATUS messages will be as follows.  Push the TEST COMPLETE button Put the FCS MAINT switch in the
OFF position.
Note: For the RH aileron surface position sensor rigging, these rigging  Remove the GSE 233
status messages show for FCM1B, FCM2B, FCM3B, and FCM4B:  (21) Do the return-to-service of the flight controls system

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ELECTRICAL RIGGING

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

CAS MESSAGES

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

THIS PAGE IS INTENTIONALLY LEFT BLANK

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-20 FLIGHT CONTROLS RUDDER

INTRODUCTION, DESCRIPTION

The system uses conventional pedal assemblies to drive the fly-by-wire

rudder control system. Pair of Cockpit Control Transducers (CCTs) are
connected to each rudder pedal assembly, providing the electrical signals to
the P-ACE modules, effectively replacing the control cables of a conventional
aircraft.

Two independent P-ACE modules drive the upper and lower PCU, providing
the analog rudder control functions implemented in the P-ACE hardware,
such as gain-shaping to vary the pedal-to-surface gearing as a function of the
magnitude of the pilot input.

Four independent FCM units, located in MAU 1 and 3, provide high level
system augmentation to the P-ACE units, such as:

 yaw damping
 turn coordination
 gain scheduling as a function of airspeed
 Rudder Flight Authority (RFA)

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER CONTROL SCHEMATIC

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

COMPONENTS

FLIGHT DECK RUDDER CONTROLS LINEAR VARIABLE DIFFERENTIAL TRANSFORMERS (LVDT)

The flight deck controls include two pedal assemblies, which rotate a pair of The cockpit command transducers sense the pilot rudder pedal inputs by
forward torque tubes located under the flight deck. Each pedal assembly converting the mechanical deflection of the rudder pedal assembly into
incorporates two rudder pedals mounted on arms, rotating forward and electrical signals that are transmitted to the P-ACE units.
backward. Rudder pedal travel is limited by system stops located on each
forward torque tube. There are four single Linear Variable Differential Transformers, or
A push rod, attached to each pedal, provides the input force to a “Y”-arm, LVDTs, installed:
which in turn drives the interconnect linkage connecting the two pedal
assemblies. Push rods are also attached to the pedal adjuster motors, pedal  two attached to the pilot's torque tube, and
position controlled by the pedal adjuster switches located in the cockpit left  two attached to the copilot's torque tube.
and right consoles. The “Y”-arm also provides input to the two Cockpit
Control Transducers per side. A shear-out mechanism protects the rudder pedals from jamming in the
A feel unit, located between the two torque tubes, provides the feel and unlikely event of a jammed LVDT.
centering force to both rudder pedal assemblies. It is grounded to the aircraft
structure by the trim actuator. Each LVDT interfaces directly with the P-ACE unit controlling the actuator of
the same side, resulting in the pilot controlling the upper PCU, and the copilot
Autopilot servo or servos are attached to each torque tube assembly, controlling the lower PCU. This distribution ensures additional redundancy
replacing the pilot input commands when the autopilot is engaged. between the left and right side rudder systems.

ARTIFICIAL FEEL UNIT (AFU) RUDDER PEDAL DAMPER

The dual artificial feel unit (AFU) provides an artificial force to the rudder The rudder damper is installed on the interconnecting assembly bellcrank of
pedals, which increases in linear fashion as a function of control pedal the left pedal assembly, under the fwd fuselage floor. The damper is installed
displacement. on the rudder controls to prevent the rudder from unwanted yaw oscillation.
The AFU consists of two cartridges with preloaded springs, extending and
retracting according to the pedal commands, providing an independent force
feedback to the left and right pedal assemblies.
The AFU is grounded to the aircraft structure through the trim actuator. The
preload in the unit is sufficient to overcome friction within the pedal
assemblies, thus returning the pedals to the neutral position with no pilot
control input.

With one cartridge disconnected, the feel loads on both pedals are reduced
to one half of the total force. An additional actuator trim disconnect cartridge
provides backup feel force in case the AFU grounding through the trim
actuator is disconnected.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

FLIGHT DECK RUDDER CONTROLS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER PCU’S
The solenoid valve is an electromagnetic valve that ports fluid to the mode
Two electro-hydraulic actuators, or PCUs, drive the rudder control surface. select valve when energized. A spring acts against hydraulic pressure to
The PCUs are attached directly to the rear spar of the vertical stabilizer. They close the inlet port when the solenoid is de-energized. The mode select valve
are controlled by the associated P-ACE, commanding the PCU to drive the is a four way valve, which is active when pressurized and in bypass/damping
rudder surface via the toggle links. mode when de-pressurized.

The two PCUs connected to the rudder surface operate in an active/stand-by The EHSV is a deflector jet valve. The servo valve operates on a DC control
mode, resulting in one actuator being energized and actively controlling the voltage, and is fully open in the extend or retract position. The EHSV receives
surface, while the stand-by PCU acts as a hydraulic damper, providing flutter inputs from the P-ACE to select retraction or extension of the actuator.
protection.
The toggle valve ensures that retract or extend pressure is supplied to the
The active/stand-by status of the PCUs is alternated by the P-ACE units at pressure transducer.
the first power up on ground each day, or automatically switched when a
failure is detected. A return relief valve is provided to ensure that a quantity of fluid is retained in
the PCU for damping after the loss of a hydraulic system.
The upper PCU is powered by hydraulic system 1, while the lower PCU is
powered by hydraulic system 3. One electrical connector receives inputs from the pressure transducer and
from the compensator piston, and a second one receives EHSV and piston
RUDDER ELECTRO-HYDRAULIC ACTUATOR LVDT signals, and forwards these values to the P-ACE.

The rudder control system uses electro-hydraulic actuators to drive the

rudder control surface, controlled by the associated ACE channel via an
electro-hydraulic servo valve.

Each actuator consists of a stainless steel piston jack and an aluminium

manifold.

An inlet check valve is located in-line with the pressure port, downstream of
the supply filter.

The PCU includes a solenoid-activated pressure reducer, which is normally in

the deenergized deactivated state, and supply pressure of 3000psi is
supplied directly to the EHSV and mode selector valve and solenoid. In the
activated state the reducer limits the pressure to 1400psi in order to limit the
maximum hinge movement of the actuator when the system reverts to direct
mode.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER PCU’S

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

OPERATION

LVDT FEEDBACK SIGNALS

The P-ACE receives several electrical feedback signals from the LVDTs
housed in the PCU and the LVDTs mounted to the rudder surface, ensuring a
closed loop control, as well as permanent monitoring of the PCU for failure
detection.

An LVDT on the main ram transmits actuator piston position information to

the P-ACE, used in conjunction with the inputs from the surface position
transducer to determine actual rudder position.

Another LVDT mounted to the electro hydraulic servo valve returns actual
position of the valve, and a pressure LVDT detects hydraulic pressure loss
within the actuator.

The two surface position transducers also provide data to other aircraft
systems, such as the EICAS and the flight data recorder.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

LVDT FEEDBACK SIGNALS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ELECTRICAL SYSTEM OPERATION

During normal operation, either pilot pushes their left or right pedal to yaw the The PCUs operate in the active/standby configuration. Rudder surface
airplane to the desired position. The pedals move together to supply yaw position feedback is supplied to each P-ACE by a single channel LVDT in the
commands. They pivot on bearings located below the flight deck. The corresponding PCU and by a surface position sensor.
pushrods attached to the pedals transfer the force applied to the pedals into
torque/rotation to the torque tube assemblies. For the rudder control surface that has two controlling channels, the FCS has
a function to select which set of channels would be the active channels for a
The interconnect rod causes both torque tube assemblies to rotate together, particular day. This function ensures that a particular set of control channels
thereby back driving the opposite set of pedals. With the rotation of both is selected to the active state while the second set of channels remains in the
torque tubes, each rudder pedal assembly drives two single LVDTs through standby mode as hot spares. This function is implemented to assure equal
independent linkage paths (two pairs of COM and MON lanes) provide wear, and therefore longer life, for all of the system elements. In addition to
equivalent pedal position to the P-ACEs. Each pair of LVDTs (COM and the straight through analog path from the four rudder pedal position sensors
MON) sends an average pedal position to the corresponding P-ACE. Each P- to the electro-hydraulic PCUs, each P- ACE channel accepts digital control
ACE controls one of two PCUs that are connected to the rudder surface. The inputs from the FCMs. The digital inputs are used to augment the cockpit
engaged P-ACE then compares the position of the LVDT in the main ram of control inputs to linearize the pilot‟s commands over the entire flight
the corresponding active PCU to the average commanded position from the envelope, over the full range of aircraft configurations and flight conditions
command LVDT. The error found between them is converted to an electrical (airspeed, altitude, thrust and flaps and gear extended/retracted positions).
signal to the EHSV (Electro-Hydraulic Servo Valve), which commands the The communication between the FCMs and the P-ACEs is accomplished via
PCU to eliminate the error. The PCU, in standby mode, is back-driven by the CAN bus.
surface, causing the hydraulic fluid to be transferred between the cylinder
chambers through the linear damping valve. The passing of the fluid between The BIC (Bus Interface Controller) allows the FCM lane processor to
the cylinder chambers creates damping for flutter suppression. The position communicate with the NIC (Network Interface Controller) module resident in
sensor inputs are separated so that a single sensor failure will not result in a the MAU. The NIC is responsible for transferring data from MAU modules to
surface hardover. This separation also makes sure that, if there is a the ASCB, and from the ASCB to the other modules that reside in the MAU.
mechanical disconnection between the pilots‟ and co- pilot rudder pedals Each lane of the FCM communicates with the rest of the avionics equipment
(due to a fracture or disconnection of the torque tube), the rudder continues by means of a unique BIC and unique NIC.
to operate through one set of pedals.

The rudder control system uses two P-ACE channels in two different ACE
units (1 and 3). The P-ACE in control of the upper PCU is P-ACE 1 and it is
powered by DC (Direct Current) bus 2 and ESS (Essential) bus 1, and the P-
ACE in control of the lower PCU is P-ACE 3 and it is powered by ESS bus 2
and ESS bus 3.

The rudder surface can be controlled by either the upper or lower rudder
PCU. The left pedal assembly LVDTs command the upper PCU and the right
pedal assembly LVDTs command the lower PCU.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

OPERATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER SYSTEM MODES

With rotation of both torque tubes, all four command LVDTs provide
equivalent pedal position to the P-ACEs.

The active P-ACE then compares the position of the LVDT in the main ram of
the corresponding PCU to the commanded position from the LVDTs. The
error between command and surface position is converted to an electrical
signal to the EHSV, which commands the PCU to eliminate the error.

The other PCU that is in stand-by mode remains in bypass through the
damping orifice that allows the PCU to be back driven by the active PCU, and
provides flutter protection.

RUDDER, CAT 2 AND CAT 3 OPERATIONS

For CAT 2 operations there are no mechanical rudder inputs from the
autopilot. The AFCS provides yaw damper and turn coordination signals
directly to the FCM over the ASCB. The FCM modules then transmit the
commands to the rudder P-ACE modules via CAN bus interface. The
commands are summed in series with the normal pilot commands before
being modified by the rudder gain schedule. The autopilot authority is limited
electronically - the limits are provided by the torque limits in the AFCS.

For CAT 3 operations, a single autopilot servo is installed at the forward

torque tube.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER SYSTEM MODES

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER CONTROL SYSTEM FUNCTIONALITIES

RUDDER SYSTEM ELETRONIS STROKE LIMITING YAW DAMPING AND TURN COORDINATION

By employing airspeed based gain-scheduling algorithm in the digital part of The FCMs interfaces with the AFCS dual autopilot system with the MAU by
the electronic control system, the FCMs are used in conjunction with the P- means of the ASCB. AFCS yaw axis commands originate from the AIOP
ACEs to provide an electronic stroke limiting function for rudder control. The modules. The two AIOP modules operate in an active/standby configuration
FCS provides critical rudder control for structural protection of the vertical fin where the active autopilot provides auxiliary commands to the FCM, while the
and empennage structure by ensuring adequate rudder authority to satisfy standby operates as a hot spare.
the performance requirements of the rudder. The electronic stroke limit is the
primary mean for performing the stroke limiting function. In the event the The yaw damper and commands help reducing the pilot‟s workload by
electronic stroke limiter function is lost, the P-ACE operates in conjunction increasing the natural dutch roll damping of the aircraft. The turn coordination
with the Rudder Hinge-Moment Limiter to provide the secondary mean for rudder commands to prevent sideslip in turns. The AFCS computes
rudder stroke limiting for the structural protection. The FCM computes and combined yaw damper/turn coordination commands based on roll attitude,
transmit an electronic stroke limit value to the rudder P-ACEs and the P- yaw rate, lateral acceleration, and airspeed. The function is sent to the FCM
ACEs apply limit to the rudder command. Application of the rudder limiter by means of ASCB, as a combined command. The FCM transmits the
gain scheduler results in a dynamic rudder ratio change of pedal to surface. command to the P-ACEs via CAN bus interface.
The ratio changer varies the rudder command throughout the aircraft flight
envelope.

RUDDER FLIGHT AUTHORITY

The rudder flight authority function is used to reduce the rudder maximum
authority when the airplane is in flight and both engines are operating
normally. The function is available after liftoff only when thrust asymmetry is
less than a specified value and is disabled 2 seconds after touchdown or
when reverse thrust is applied. If the aircraft lifts off with more than ±5.5° of
pedal commanded, the rudder flight authority is not applied until the
command is reduced to less than ±5.5° of pedal. The PSEM (Proximity
Sensor Electronic Module) processes the WOW (Weight-on-Wheels)
proximity and provides the interface for these sensors to the Flight Control
System. The WOW information is used in the rudder control system by the
Rudder Flight Authority.

The function is activated when the FCM sends a command to reduce the
maximum rudder deflection to the P-ACE via CAN bus. This function reduces
the loads that the pilot can apply to the vertical fin and empennage with full
rudder pedal inputs.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RUDDER HIGH LEVEL FUNCTIONS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

DIRECT MODE

The P-ACE unit incorporates a function to limit the rudder authority in the
event the rudder control system is forced into direct mode, with no more
airspeed gain scheduling available.

Structural protection for the vertical fin and the empennage is then provided
via hinge moment limiting of the rudder surface. The hinge moment limiter
reduces the available hydraulic supply pressure to the actuator from 3000
PSI to a maximum of 1000 PSI by engaging the pressure reducer installed in
each PCU. In this case the maximum rudder authority is available at low
speeds for flying the approach, but will be reduced for increasing airspeeds
due to surface blow down.
The rudder will still provide enough authority for single engine control at any
airspeed.
The rudder control system can be forced manually into direct mode by using
the mode select switch on the FCP, located on the centre pedestal in the
cockpit.

PCU Failure

A loss of the hydraulic supply, or a PCU failure such as an actuator runaway

or a mechanical disconnect, will be detected by the P-ACE and the failed
PCU will be shut down. Control of the surface will automatically be switched
to the other PCU.

PCU Jam, Trim Runaway

In the event of a jam in either pilot‟s rudder pedal assemblies, or in one of the
rudder PCUs, the rudder will remain fixed at the position where the jam
occurred. The pilot will have sufficient control of the aircraft using the ailerons
and the roll spoilers.
If a trim runaway occurs, the rudder pedal neutral point will shift, requiring the
pilot to exert a constant force on the rudder pedals to maintain neutral
directional control. Control authority will be normal, but control forces will be
asymmetrical.
If the trim actuator disconnects from the system, the backup centering spring
of the feel mechanism will provide feel and centering.

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HINGE MOMENT LIMITING

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Embraer ERJ-190 Series (GE CF34) ATA 27
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RUDDER TRIM SYSTEM

The trim system allows the pilot to off load any unwanted force from the
rudder pedals. This is accomplished by adjusting the neutral feel position of
the pedal assembly.

The rudder trim system consists of:

 an electromechanical linear actuator attached to the Artificial Feel Unit

(AFU) and grounded to the aircraft structure, and the
 Trim Control Panel (TCP), located on the centre pedestal in the
cockpit.

The system is operated by a rotary yaw trim control switch on the TCP,
commanding the actuator to move, repositioning the ground point of the AFU,
which in turn repositions the neutral position of the rudder feel system. The
actuator is equipped with a timer, limiting a single trim command to three
seconds.

A quick disconnect switch, located on the pilot and copilot control yoke,
disables the trim actuator by removing DC power to the trim motor. A
potentiometer within the actuator provides position indication to the EICAS.

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B1.1. and B2 FLIGHT CONTROLS

RUDDER TRIM SYSTEM

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

RIGGING

The user performs the rigging function using the CMC to access the Flight The value for each cockpit sensor for the axis being rigged will be displayed
Controls System and to select rigging for the appropriate surfaces/columns or on the maintenance display as reference information for the operator to read.
pedals. Various maintenance messages and prompts on the maintenance With the rigging pin installed, and the EPOTs cleared, the operator can then
pages provide the user with checklists, error flags, reference displays, and initiate the electronic rigging. Once initiated, the FCM will store the offset data
options. The maintenance operator can select the appropriate item to be necessary to zero the sensors in the MAU personality module, and it will also
rigged, and initiate the transfer or deletion of rigging data into the MAU then load all of the appropriate EPOTs.
personality module. Rigging instructions are contained in the aircraft
maintenance manual (AMM). If the rigging function fails to zero out the offset to within 0.1 degree, a
maintenance flag will be generated by CMC to alert the maintenance
AIRFRAME FACTORY RIGGING PROCEDURE operators. If the rigging function fails and the APM and FCM are valid, re-
installation of the sensor in question will be necessary.
This procedure eliminates installation or rigging errors from the cockpit or
surface position sensors. It is performed on the aircraft by production or The cockpit sensor rigging procedure must be carried out for all three axes
maintenance personnel using the CMC ground maintenance mode. The on each aircraft in production before first flight. It must also be carried out
operator is able to select the ground maintenance mode for the system via a whenever any cockpit or surface sensor, P-ACE, FCM or PCU has been
maintenance switch located in the cockpit. This switch is interlocked with replaced. Periodic rigging procedures may be necessary to assure controls
weight on wheels and airspeed less than 60 knots. Maintenance mode can are properly rigged.
be operated from the CMC cockpit display. When Rigging mode is entered,
the operator will be prompted via CMC, to do the following prior to initiating
the electronic rigging process:

 Put trim in neutral (confirm EICAS trim indication)

 Install rig pins in the appropriate cockpit control.
 Position surface using the marker on the tail cone.
 Enter the appropriate axis to be rigged. The FCM checks that all
hydraulic systems have been de-pressurized [system pressure is less
than 500 psi (3447 kPa)].
 Clear the old rigging data from the EPOTs (but not the factory rigging
data).

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RUDDER RIGING

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

TEST AND DIAGNOSTIC PCU FLUID COMPENSATOR CHECKS

The Flight Control System includes initiated BIT, power up BIT and Because the circuit integrity test described above is run with a healthy
continuous BIT self test capabilities to reduce the exposure to latent failures. hydraulic system (has guaranteed available damping fluid), it does not verify
The Initiated BIT checks include both manual and automated checks, as well that the compensator circuit is functioning properly. The compensator
as checks that are manually initiated but performed automatically or semi- housing contains an LVDT that reports the compensator piston position to the
automatically by the Flight Control System. FCM. This allows the FCM to monitor compensator piston motion during BIT
testing of the compensator circuit. The return relief valve contains a manual
The automated checks are initiated by the FCM modules when the aircraft is override lever that allows the fluid in the compensator to be exhausted to the
on-ground based on certain criteria, such as application of hydraulic aircraft return system. By observing piston motion as the fluid from a full
pressure. The manually initiated checks are performed as part of the aircraft compensator is exhausted to return, the mechanic can observe that the
maintenance procedures or system component End Item Tests. piston is free to travel the full stroke and that the spring is functional. This
verifies the functionality of the compensator, but the circuit must also be leak
FLUTTER DAMPING CHECKS checked to assure its effectiveness throughout a complete flight. The
combined leak rate of the inlet check valve and outlet relief valve must also
A pressure transducer is contained in the damping circuit to allow the be verified to be sure that the fluid in the compensator circuit does not
damping capability to be verified periodically. The sensor reads the exhaust too quickly should the loss of hydraulic pressure occur.
differential between the higher of the two cylinder chamber pressures and the
return system pressure. As discussed previously, the damping circuit The FCM also monitors the reservoir temperatures in the associated
depends on a specific PCU velocity generating a specific pressure in the hydraulic system to ensure that the temperature does not vary dramatically
cylinder chamber. The required damping pressure only occurs when the during the check. If the temperature variations are not within limits, the check
orifice and seals are intact. Determining the pressure in the cylinder is declared invalid and the operator is prompted to repeat the test.
chambers with a pressure transducer that provides an electrical read out to
the P-ACE allows the circuit integrity to be verified through built in testing
(BIT).

BIT is performed by alternately cycling the PCUs such that the active PCU is
back driving the standby PCU through the surface. During this procedure the
higher pressure among both of the cylinder chambers of the standby PCU is
reported and compared to the requirements for a normal damping circuit at
the test velocity. As long as the pressure remains within the prescribed
levels, the system is verified to be healthy.

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CMC TESTS

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CAS RUDDER SYSTEM MESSAGES

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ECAIS RUDDER SYSTEM MESSAGES

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-30 FLIGHT CONTROL ELEVATOR

INTRODUCTION, DESCRIPTION

The elevator control system uses conventional control column assemblies to Two LVDTs are attached to each torque tube, converting its motion into
drive the fly-by-wire elevator control system. A pair of cockpit command electrical signals.
transducers, connected to each of the two independent torque tube
assemblies, provide the electrical signals to the P-ACE modules, effectively Two independent feel units, located at the outer edge of each torque tube,
replacing the control cables of a conventional aircraft. provide feel and centering force to both control columns.

A total of four P-ACE units are used to independently control each of the four Autopilot input to the elevator system is carried out by two autopilot servos
PCUs, providing the analog elevator control functions implemented in the P- attached to each torque tube assembly, replacing manual control column
ACE units, such as gain-shaping, to vary the control column-to- surface inputs by the pilots.
gearing as a function of the pilot's input command.
A 28 VDC stick shaker motor is attached to each control column, creating a
Four independent FCM units, located in MAU 1 and 3, provide high level vibration that warns the pilot when approaching stall conditions. The motor is
system augmentation to the P-ACE units, such as: activated through the stall warning system, provided by the Auto-flight Control
System (AFCS).
 gain scheduling as a function of airspeed,
 elevator thrust compensation, Engaging the autopilot on the Automatic Flight Control System (AFCS)
 AOA (Angle-Off-Attack) limiting, guidance panel, which is located in the cockpit, causes the autopilot to take
 mach trim and over the pilot input commands to the elevator control system.
 configuration trim.
Two autopilot servos, connected to the pilot torque tube via cables, provide
AFCS inputs to the elevator control system.

During auto flight, the autopilot servos respond to commands from the AFCS
and move the pilots torque tube, the copilot LVDTs, P-ACE and FCM units
and the elevator PCUs remains the same.

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ELEVATOR CONTROL SYSTEM SCHEMATIC

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Embraer ERJ-190 Series (GE CF34) ATA 27
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COMPONENTS

FLIGHT DECK CONTROLS CONTROL-COLUMN DAMPERS

When the control columns are pushed or pulled, they move the rods that are The control-column dampers are installed on the torque tubes of the elevator
attached to the columns. The rods then transfer the force applied to the mechanism. One is installed to the LH torque tube and the other is installed
columns to turn the torque tubes. to the RH torque tube. As previously stated, these control column dampers
are installed in the elevator controls to enhance the flight handling quality.
The first 2 lb is necessary to break out the feel mechanism and the feel force
is supplied back to the pilot.

Because the control columns are connected by rods, the two torque tubes
move the other pilot‟s column. With the movement of the torque tubes, all 4
LVDTs supply equivalent column position to the P-ACE (Primary Actuator
Control Electronics). The active P-ACE unit then compares the position of the
LVDT of the related PCU (Power Control Unit) with the commanded position
from the LVDTs.

When the control columns move through an angle of 10 degrees in the aft
direction or through an angle of 7 degrees in the forward direction from the
column centered point, they move the elevator 25 degrees upwards or 18
degrees downward, respectively.

DISCONNECT MECHANISM

A disconnect mechanism installed between the front torque tubes allows a

separation of the pilot and copilot control columns, providing continued
operation of the system in the event of column jam.

In normal operation the disconnect unit held together by balls preventing the
plate springs to be active. By pulling the disconnect handle, the balls will
release the springs and the unit will disconnect. The system will remain
separated for the rest of the flight, and ground maintenance is required to
reset the disconnect unit.

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B1.1. and B2 FLIGHT CONTROLS

FLIGHT DECK CONTROLS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ELECTRO-HYDRAULIC ACTUATOR

The elevator control system uses electro-hydraulic actuators to drive the

elevator control surface, controlled by the associated ACE channel via
electro-hydraulic servo valve. Each actuator consists of a stainless steel
piston jack and an aluminum manifold. Inlet check valve is located in-line with
the pressure port, downstream of the supply filter.

The solenoid valve is an electro-magnetic valve that ports fluid to the mode
select valve when energized. A spring acts against hydraulic pressure to
close the inlet port when the solenoid is de-energized.
The mode select valve is a four way valve, which is active when pressurized
and in bypass/damping mode when de-pressurized.
The EHSV is a deflector jet valve. The servo valve operates on a DC control
voltage and is fully open in the extend or retract position. The EHSV will
receive inputs from the P-ACE to select retraction or extension off the
actuator.

The toggle valve will ensure that retract or extend pressure will be supplied to
the pressure transducer.

A return relief valve is provided to ensure that a quantity of fluid is retained in

the PCU for damping after the loss of hydraulic system.

One electrical connector will receive inputs from the pressure transducer and
from the compensator piston, and a second one will receive EHSV and piston
LVDT signal and forward these values to the P-ACE.

A loss of the hydraulic supply to either one of the PCUs is immediately

detected by the pressure sensor in the PCU, and control is automatically
switched to the other PCU.

A PCU failure such as a PCU runaway or a mechanical disconnect from the

wing structure or the surface will be detected by the P-ACE, resulting in the
shutdown of the failed PCU. Control of the surface will be automatically
transferred to the other PCU. If a jam in one of the elevator PCUs is detected,
the respective elevator surface will remain fixed at the position where the jam
occurred. The pilot will be able to control the aircraft using the remaining
elevator.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

HYDRAULIC ACTUATOR

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

OPERATION

During normal operation, either pilot pushes or pulls their control column to For the elevator control surface that has two controlling channels, the FCS
achieve the desired pitch of the airplane. The pushrods attached to the has a function to select which set of channels would be the active channels
columns transfer the force applied to the columns into torque/rotation to the for a particular day. This function ensures that a particular set of control
torque tube assemblies. Due to the disconnect unit, both torque tube channels is selected to the active state while the second set of channels
assemblies rotate, which also moves the other pilot‟s column. With the remains in the standby mode as hotspares. This function is implemented to
rotation of both torque tubes, each control column assembly drives two dual- assure equal wear, and therefore longer life, for all of the system elements.
channel LVDTs through independent linkage paths (two pairs of COM and
MON lanes) provide equivalent column position to the P-ACEs. Each P-ACE In addition to the straight through analog path from the four control- column
controls one of two PCUs that are connected to the each elevator surface. position sensors to the electro-hydraulic PCUs, each P-ACE channel accepts
The engaged P-ACE then compares the position of the LVDT in the main ram digital control inputs from the FCMs. The digital inputs are used to augment
of the corresponding active PCU to the average commanded position from the cockpit control inputs to linearize the pilot‟s commands over the entire
the command LVDT. The error found between them is converted to an flight envelope, over the full range of aircraft configurations and flight
electrical signal to the EHSV (Electro-Hydraulic Servo Valve), which conditions (airspeed, altitude, thrust and flaps and gear extended/retracted
commands the PCU to eliminate the error. The PCU, in standby mode, is positions). The communication between the FCMs and the P-ACEs is
back-driven by the surface, causing the hydraulic fluid to be transferred accomplished via CAN bus.
between the cylinder chambers through the linear damping valve. The
passing of the fluid between the cylinder chambers creates damping for The BIC (Bus Interface Controller) allows the FCM lane processor to
flutter suppression. The position sensor inputs are separated so that a single communicate with the NIC (Network Interface Controller) module resident in
sensor failure will not result in a surface hardover. This separation also the MAU. The NIC is responsible for transferring data from MAU modules to
makes sure that, if there is a mechanical disconnection between the pilot‟ and the ASCB, and from the ASCB to the other modules that reside in the MAU.
copilot‟s control columns (due to a control system jam and subsequent use of Each lane of the FCM communicates with the rest of the avionics equipment
the disconnect device), it will allow the continued operation of one of the by means of a unique BIC and unique NIC.
elevator surfaces.
The elevator control system uses two P-ACE channels in three different ACE
units (1, 2 and 3). The P-ACE in control of the left outboard elevator PCU is
P-ACE 1 and it is powered by DC (Direct Current) bus 2 and ESS (Essential)
bus 1, the P-ACE in control of the left inboard and right inboard elevator
PCUs is P-ACE 2, and the P-ACE in control of the right outboard elevator
PCUs is P-ACE 3 and it is powered by ESS bus 2 and ESS bus 3.
The elevator surfaces can be controlled by either the inboard or outboard
elevator PCU. The left control column assembly LVDTs commands the left
inboard and outboard PCUs, and the right control column assembly LVDTs
commands the right inboard and outboard PCUs. The PCUs operate in the
active/standby configuration. Elevator surface position feedback is supplied
to each P-ACE by a single channel LVDT in the corresponding PCU and by
two surface position sensors.

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B1.1. and B2 FLIGHT CONTROLS

OPERATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
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The elevator control function is implemented in P-ACE hardware, using NORMAL/DIRECT MODE
analog circuitry. The four control column LVDT sensors are used as inputs by
the Command and Monitor lanes of the four P-ACE channels that control the With the elevator control system operating in normal mode, the elevator is
electro-hydraulic actuators. The LVDT inputs are segregated such that a gain scheduled as a function of airspeed, reducing elevator movement with
single sensor failure will not result in a control surface hardover. The sensor increasing airspeeds.
distribution also ensures that a split between the pilots and copilots control
columns (due to a control system jam and subsequent force override) will The FCM adds additional high level functions to the pilot inputs, such as:
allow continued operation of one of the elevator surfaces.
 Elevator Thrust Compensation,
The pilot inputs into the P-ACE are scheduled in the P-ACE, using gain-  Column Gain Shaper
shaping curves to vary the pilot to surface gearing as a function of the  Tail Strike Avoidance
magnitude of the pilot input. Gain shaping provides the pilot with the proper  AOA limiting, and,
feel characteristics for normal maneuvers while allowing full authority for  Configuration compensation.
avoidance maneuvers or to counteract failures (e.g., elevator surface
jam).The control column gain-shaping curve, in combination with the elevator In the event of loss of airspeed information, the FCM is reduced from the
airspeed gain schedule provides the correct “force-per-g” characteristics for control loop, and the associated P-ACE reverts into Direct Mode, using a
longitudinal control throughout the flight envelope. This allows the traditional maximum low-speed gain for the elevator to ensure aircraft controllability
Q-Feel mechanism to be replaced by a fixed feel spring at the control column during approach and landing flare. FCM functions like Elevator Thrust
for feel and centering. Compensation and AOA limiting are then no longer available.
The pitch axis augmentation commands, computed in the FCM, are summed
in with the control column inputs in order to reduce the pilot workload. The The elevator control system can be forced into direct mode by using the
FCM augmentation inputs to the elevator through the P- ACE are control mode select switch on the FCP, located on the centre pedestal in the cockpit.
column gain shaper, elevator thrust compensation., AOA limiting and
configuration changes (Configuration Changes function is available in the
EMB 190 only).The total augmentation command from the FCM to the P-ACE
is the sum of all these functions, and it is limited in authority to +/- 5% in the
EMB 170 and to +/- 8% in the EMB 190, except when the Stick Shaker is
active, in this case the AOA Limiting function has its authority increased, as
described in section 0.The elevator is also gain scheduled as a function of
airspeed to linearize the control column force-per-g characteristics over the
entire flight regime. In the event of loss of airspeed information to the flight
control system, the P-ACEs will revert to Direct mode using a fixed gain.
There are two Direct mode default gains that are selected as a function of
flaps/slats up and deployed positions. The low-speed default gain for the
elevator is set at the maximum authority (+18∞/-25∞ for the EMB 190) to
ensure that the pilot has sufficient authority to control the aircraft during the
approach and landing flare. The high-speed default gain that is selected for
flaps/slats up is set to provide half of the maximum authority (-9∞/-12.5∞ for
the EMB 190) to reduce the column gearing at high speeds.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

NORMAL AND DIRECT MODE

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

COLUMN GAIN SHAPER

The column gain shaper function is computed in the FCM and is used to
modify the P-ACE control column gearing as a function of flap and column
position. The elevator command is off-loaded into the horizontal stabilizer in
order to maintain the authority limit throughout the flap deployment airspeed
envelope. The gearing gain change is required in order to maintain the similar
flight handling characteristics throughout the envelope for varying aircraft
configurations. The elevator augmentation command is sent from the FCM to
the P-ACE by means of the CAN bus, where it is summed with the control
column input, and multiplied by the airspeed gain schedule.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

GAIN SHAPER

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Embraer ERJ-190 Series (GE CF34) ATA 27
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ELEVATOR THRUST COMPENSATION (ETC)

The Elevator Thrust Compensation function (ETC) helps to reduce the pilot
workload by applying elevator inputs to reduce the pitching moment produced
by increasing or decreasing engine thrust.

The ETC function is computed in the FCM as a function of:

 N1,
 Mach and
 Pressure altitude.

Elevator input is limited to plus or minus 5 degrees, and is applied

proportional to the amount of engine thrust above or below the reference
thrust setting.

The command is sent to the P-ACE units via the CAN bus interface and is
then summed with the normal pilot input. If one or more sensors required to
perform the ETC function fail, the function is no longer available, and the
respective message will be displayed on the EICAS.

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ELEVATOR THRUST COMPENSATION

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Embraer ERJ-190 Series (GE CF34) ATA 27
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AOA LIMITING TAIL STRIKE AVOIDANCE

Stall warning is provided by the Auto-Flight Control System (AFCS) by The tail strike avoidance function is designed to prevent the aircraft from a tail
activating the stick shaker motor on the control column. strike occurrence during abused takeoffs and landings.

Stall identification is provided by the FCM by means of the angle of attack The same structure of the AOA limiter function is used in the tail strike
(AOA) limiting function. AOA limiting replaces the need for a stick pusher. avoidance implementation. The main difference is that the angle controlled by
Once the stick shaker is activated by the AFCS, the AOA limiting function the function: AOA limiter controls angle-of attack while tail strike avoidance
reduces control column authority in the nose up direction gradually until the controls the pitch angle. The tail strike avoidance function and the AOA
control column reaches the aft stop, thereby limiting the angle of attack. Limiter function never operate simultaneously and the AOA limiter has priority
over tail strike avoidance. That is, if tail strike avoidance is commanding the
The FCM computes an AOA limiting command using angle of attack data, elevators and the angle-of-attack exceeds the thresholds defined by the AOA
control column position and inertial feedback. The command is sent to the P- limiter, the system switches to the AOA limiter operation, smoothly
ACE units, where it is added to the normal pilot input. If one or more sensors transitioning from pitch angle control to angle of- attack control over 2
required to perform the AOA limiting function fails, the function is no longer seconds.
available, and the respective message will be displayed on the EICAS.
The APM (Aircraft Personality Module) contain information about the tail
The automatic flight control system channels 1 and 2 each hosts a separate strike avoidance function availability on the aircraft
stall warning and protection system function. In case of single SWPS channel
being inoperative, the pilot can select the other SWPS channel to provide
stall protection by using the callout buttons on the SPS panel.

If both channels are inoperative or the SWPS in general has failed, the pilot
will be notified via EICAS messages. The pilot must then manually operate
the airplane to avoid stall using other means of stall detection.

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STALL WARNING AND AOA LIMITING

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Normal Operation Abnormal Operations

During normal operation, the SWPS provides the aircraft with continuous stall The abnormal operations that can cause SWPS failure are:
warning and protection capabilities. When the aircraft is approaching stall, the
SWPS provides a warning to the pilot by shaking the control column,  Flagged failure, miscompare, undetected failure, or electrical failure of
simulating buffeting of the aircraft. If the aircraft continues to approach the air data.
aerodynamic stall, the SWPS prevents the stall by means of P- ACE
actuation. In addition to that, the SWPS provides aural and visual warnings. In these cases, the SWPS makes corrective actions and provides continuous
stall protection.
AFCS channels 1 and 2, host each a separate stall warning and protection
system function.  Malfunction of the SWPS

The following figure presents the context diagram for the SWPS, showing all If the failure is known to the SWPS, the systems automatically disengage all
the system‟s external entities and associated external communication and operations and announce SWPS failure in the display system. If the
data. malfunction is not detected by the SWPS, the system may activate the stall
warning and protection measures in non-stall conditions, which result in loss
 AOA Computation of aircraft control. In this case, the pilot may attempt to inhibit the SWPS lane
The SWPS determines the AOA of the aircraft body based on ADSP (Air through the FCP.
Data Smart Probe) measurements and it compares the AOA of the aircraft
against the stick shaker‟s activation AOA value.

 Stick Shaker Function

If the AOA of the aircraft body is greater than the stick shaker‟s activation
AOA, the stick shaker function sends the stall warning command from the
SWPS in the AIOP to the FCP (Flight Control Panel) which sends the shaker
command to the shaker motors on the control column. Shaker cutout buttons
of the FCP inhibit the shaker commands.

 AOA Limiting Function

The AOA limiting function prevents the control column signal from
commanding a pitch up command beyond the AOA that would result in an
aerodynamic stall of the aircraft. To activate the AOA limiting function, the
SWPS in the AIOP sends a signal to the FCM, which sends a signal to the P-
ACE, limiting further increase in AOA of the aircraft. The AOA limiting
function is activated after the stick shaker is engaged. The AOA limiting
function remains active after the stick shaker function is disabled through the
cutout switch in the FCP.

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B1.1. and B2 FLIGHT CONTROLS

STALL SYSTEM OPERATION

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CONFIGURATION CHANGES FUNCTION

The Configuration Changes function helps to reduce the pilot workload by

applying elevator inputs to reduce the pitching moment produced by speed
brake deployment, flap/slat variation and landing gear configuration. This
function is available only in ERJ-190, is calculated in the FCM and elevator
authority is ±8 degrees. The elevator command is offloaded into the
horizontal stabilizer in order to maintain the authority throughout the speed
brake deployment, flap/slat variation and landing gear configuration.

The FCM software algorithm that computes the elevator augmentation

functions for ERJ-190, sums the Configuration Changes command with the
Shaper, ETC, AOA Limit commands and substrate the offload command.
Elevator augmentation command is sent from the FCM to the P-ACE by
means of CAN bus, where it is summed with the control column input,
upstream of the airspeed gain schedule.

Configuration Changes Function is a full-time function that is limited both in

FCM software and P-ACE hardware. The Gain Shaper commands
transmitted from the FCM are cross-compared in the CAN Wrap monitor to
ensure both FCM lanes are computing identical commands. The algorithms
computed in the both FCM lanes must continuously compare with each other
in order for the commands to be transmitted on CAN bus to the P-ACEs. If
the commands miscompare in any FCM, CAN bus transmissions from both
FCM lanes are terminated.

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CONFIGURATION CHANGES

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EICAS MESSAGES

There is only one WARNING CAS message associated with the Elevator
system:

ELEV NML MODE FAIL

Message means Elevator system reverts to Direct Mode. Automatic functions

such as Thrust Compensation, AOA Limiting, and Tail Strike Protection will
be not available and show respective FAIL messages on CAUTION level.

SHAKER FAIL, STALL PROTECTION ICE SPEEDS, TAIL STRIKE

PROTECTION FAIL will provide ADVISORY messages to the pilots

STALL PROTECTION ICE SPEEDS message show to the pilot to indicate

Icing condition is or was present and stall protection system awareness is
increased. The new level of awareness will be kept during the rest of the
flight.

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EICAS INDICATIONS

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DIAGNOSTIC AND TEST

In the elevator system diagnostic subchapter, the different sensor rigging

checks can be found. These are the following:

 PCU quick rigging

 Elevator position sensor quick rigging
 Elevator post rig check

The riggings are available for each of the four actuator.

Diagnostic page also provided for elevator maintenance and status, please
see, display screens.

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DIAGNOSTIC AND TEST

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SERVICING

ELEVATOR PCU MAINTAINABILITY ELECTRONIC RIGGING

 Internal leakage test - CMC test Electronic rigging function can be performed using the CMC (Central
 Damping test - CMC test Maintenance Computer) to access the FCS system diagnostic and to select
 Manual Compensator depletion check - CMC test rigging for the appropriate surfaces or columns.
 Lubrification of toggle ling
 General Visual Inspection

MAINTENANCE FEATURES

 Compensator manual hydraulic relief valve used to check the PCU

Compensator during the depletion check

ELEVATOR ACTUATOR PCU RIGGING

 The actuator and toggle linkage will be factory pre-set.

 For “Surface” rigging, the Elevator surface must be placed in the rig
position using a rig board, Rig pins installed in the appropriate cockpit
controls, all hydraulics are off.
 Initiate rigging via the CMC
 The P-ACE will identify the position offset as the zero surface position
for the LVDTs.
 The FCM will store the offset required for the zero position in MAU
personality module memory.
 Subsequent “Quick” rigging will be electronic
 Surface is positioned using the sensors previously rigged.
 FCM will store new zero value of the unit replace.

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MAINTENANCE FEATURES

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ATA 27-40 HORIZONTAL STABILIZER

INTRODUCTION The HS-ACE provides a closed loop velocity control of the brushless motor in
the HSA.
The Horizontal Stabilizer Control System is comprised of the following
components: The commanded motor speed is a function of airspeed for switch inputs. The
default rate of 0.15 deg/s is valid during emergency power operation, manual
 Column mounted “Pitch Trim” and “Quick Disconnect” switches trim during loss of airspeed data, and FCM trim during loss of FCM trim
 Pedestal mounted Backup trim switch communications. The threshold for the under speed monitor is
 Pedestal mounted Cutout switches 60% of nominal command trim rate.
 HS-ACE (2 channels)
 Horizontal Stabilizer Actuator with dual input (1 per HS-ACE channel)

The trim position and the Takeoff green band are provided by the EICAS.
The HS-ACE receives inputs from the pilot, copilot, and backup trim switches
for manual trim and from the Flight Control Modules (FCMs) for Auto
configuration Trim, Autopilot Trim and Mach Trim. Trim speed is modified as
a function of airspeed for inputs received via the switches.

Calibrated Air Speed (CAS) is obtained from the FCM.

For inputs received from FCM, the trim speed is not modified, however the
maximum commanded trim speed is limited.

The HS-ACE unit provides control to the electro-mechanical actuator,

referred to as Horizontal Stabilizer Trim Actuator (HSTA), and attached on
the upper end to the empennage, and on the lower end to the horizontal
stabilizer structure.

The FCM units provide additional trim commands to the HS-ACE via the CAN
bus interface.

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THE HORIZONTAL STABILIZER CONTROL SYSTEM

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DESCRIPTION

All trim switch inputs and discrete signals are dual pole (two inputs, A and B The HS-ACE channels will transition to standby mode without transitioning to
per function) configuration. Each input is debounced for 10 ms, if the two the other channel when the Pilot or Copilot Quick Disconnect Switches are
inputs (A and B) disagree for over 7 seconds, the input will be failed and engaged. The Pilot and Copilot Quick Disconnect are momentary switches
locked out until power is recycled. that disable all trim commands when depressed. Both HS-ACE channels
interface with the switches.
The HS-ACE will set a bit in the CAN Bus that will cause an aural warning
tone to be generated 1 second after a trim switch disagreement has been Cutout switches 1 and 2 are used to disable a channel. When a channel
detected and will continue setting this bit until the disagreement is corrected cutout switch is actuated that channel will have no power anymore and the
or until the switch is set as failed (7 seconds later). The HS- ACE will also set standby channel will go into the active mode under normal operation. The
aural warning bit when a trim switch is held too long. The HS-ACE will set this cutout switches are in series with the 28VDC logic supply voltage.
bit 1 second after a trim command has timed out (i.e. after 4 seconds from
the beginning of the command) and will continue to set this bit for as long as Direction Inhibit discretes are used to prevent the HS-ACE from responding
the trim switch is depressed. to Pitch up trim commands during stall condition. The Direction Inhibit
discretes are enabled when the Aircraft stick shaker is actuating.
The FCM provides a trim command over the Flight Control CAN Bus. The
FCM trim command is a composite of autopilot trim and auto configuration
trim. A trim command is limited to 3 seconds within the FCM as well as the 3-
second timer within the HS-ACE. The FCM Trim Command through the CAN
Bus is updated at 20 Hertz.

In conjunction with a valid FCM trim command is the assertion of a FCM

Valid Trim Discrete. The FCM provides a discrete signal to the HS-ACE that
is active only when a valid velocity command is present on the CAN Bus
interface. The discrete is used by the HS-ACE to enable the motor driver.

Command priorities of the HS-ACE inputs are as follows:

BUTS Command: Priority 1

PTS Command: Priority 2

CPTS Command: Priority 3

FCM Trim Command: Priority 4

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HS CONTROL SYSTEM

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COMPONENTS

HORIZONTAL STABILIZER - ACTUATOR CONTROL ELECTRONICS (HS-

ACE)

The Horizontal Stabilizer Actuator Control Electronics (HS-ACE) is a dual

channel device working in active-standby configuration. Each HS-ACE
channel consists of a control-monitor dual-lane structure controlling one
electrical motor. The control lane drives the system appropriately based on
the inputs.

The control lane closes the velocity loop around the motor, thus regulating
the trim speed of the system. The monitor lane looks at the same inputs and
redundant feedback signals as the control lane and verifies that the control
lane is operating correctly. If not, the monitor lane will shut off the electro-
mechanical relay located between the motor electrical driver (the HS-ACE)
and the motor itself.

The items that the monitor verifies are:

 Input validation (trim switches and CAN Bus inputs)

 3-second timer
 Motor velocity and performance
 HS-ACE to FCM CAN Bus message integrity of the system

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HORIZONTAL STABILIZER - ACTUATOR CONTROL ELECTRONICS

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HORIZONTAL STABILIZER ACTUATOR SECONDARY NUT JAMMING MECHANISM

The Horizontal Stabilizer Actuator (HSA) is an irreversible, single ballscrew The HSA attachment failure detection mechanism consists of a split
electro-mechanical actuator with dual structural load path. Two brushless DC secondary nut (two half-shells) and a spring cartridge. The two half shells are
motors drive the actuator in an active-standby configuration. normally loose but still engaged in the ballscrew thread. Under normal
conditions, the split nut carries no load and it floats along making light contact
The actuator implements a torque-summed, single load path gearbox with a with the ballscrew and the key in the split nut carrier. When the split nut
Torque-limiting clutch. Irreversibility is provided by a redundant, bi- directional becomes loaded it is free to move relative to its housing.
skewed roller no-back (self-energizing brake with load) implemented at the This motion (in compression direction only) releases the spring cartridge and
ballscrew thrust flange. The no-back holds the horizontal stabilizer against bi- wedges the two halves of the nut down upon the ballscrew thread.
directional loads. This causes a jam by excessive friction. The failure is not instantaneously
detected if the load happens to be in tension at the time. However, it will be
The primary ballnut features external transfer tubes for ball circulation. detected within a single flight as the load becomes predominantly in
Inverted threads provide redundancy in case of a loss of balls. compression.

Horizontal Stabilizer Actuator position is provided by two independent TIE ROD LOCK
resolvers. One is geared directly to the ballscrew and the other is geared to
the internal tie rod. The tie rod is designed to jam the HSA in the event of a structural failure
(ballscrew thread, no-back flange, upper gimbal, actuator housing lugs or
The torque-limiting clutch provides internal jam protection and limits the HSA aircraft structural lugs), thus preventing such a failure from being dormant. In
output force during a surface jam. Non-jamming mechanical stops at either any of the above described events, a tension load on the HSA will cause the
end of the ballscrew provide an over travel protection. tie rod axial movement until the rotating splines teeth of the tie rod engage
the stationary spline teeth of the attachment fitting preventing the tie rod from
The secondary structural load path includes a tie rod running through the rotating.
center of the ballscrew, a bayonet lock device and a second nut connecting
the ballscrew to the horizontal stabilizer. Upper and lower gimbals connect
the actuator primary load path to the horizontal stabilizer and the rear
fuselage structure.

Only after a primary load path failure does the secondary load path carry the
load.

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HSA BLOCKDIAGRAM

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HORIZONTAL STABILIZER ACTUATOR DRIVE

Either electrical motor drives a common speed-reducing spur gear train. This
means that, at each stage of gearing, the larger spur gear is turning at a
proportionally lower speed than the smaller spur pinion that is driving it. The
constant of proportionality is the ratio of the number of teeth in mesh.
Conversely, as the speed decreases with each stage, the torque increases in
inverse proportion to the speed except for losses due to friction.

The Clutch Disks transfer the torque to the Clutch Pinion through a spline
connection at their I.D. The maximum torque that can be transmitted through
the clutch is determined by the friction developed between the Skewed Roller
Assemblies and the flange of the Clutch Gear, which is proportional to the
preload of the Belleville Springs.

The rotating torque of the ballscrew creates a linear output force at the
translating ballnut. When the aerodynamic load on the Horizontal Stabilizer
Surface (HSS) opposes the motion of the ballnut, the ballscrew torque must
be sufficient to overcome the aerodynamic load plus the no- back anti-creep
friction, the thrust bearing friction, and the frictional drag of the seals (i.e.,
ballnut and secondary nut seals, no-back oil seals, and gearbox grease
seals).

When the aerodynamic load on the HSS aids the motion of the ballnut, the
ballscrew torque must be sufficient to overcome the difference between the
no-back brake friction and the aerodynamic load plus the no-back anti-creep
friction, the thrust bearing friction, and the frictional drag of the seals.
The ballnut is connected to the horizontal stabilizer by the lower primary
gimbal mechanism. As the ballnut translates up and down the ballscrew, the
leading edge of the HSS is raised and lowered.

HSS position feedback is provided by the two independent Horizontal

Stabilizer Position Resolvers (HSPRs). The HSPRs transmit a signal to the
HS-ACE that is directly proportional to the distance that the ballnut moves
along the ballscrew. The proportional relationship between the HSPR shaft
rotation and the ballnut translation is achieved by single stage worm and
helical gear drive. The two independent HSPRs are isolated so that no single
failure can disconnect both HSPRs. This isolation is provided by gearing one
HSPR to the ballscrew and the other HSPR to the tie rod.
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THE HORIZONTAL STABILIZER TRIM ACTUATOR (HSTA)

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 Gimbals

The upper and lower gimbals connect the actuator to the horizontal stabilizer
and to the rear fuselage structure.

 Skewed roller no-back assembly

The skewed roller no-back assembly holds the horizontal stabilizer in the
commanded position and prevents the surface from back driving under load.

 Ball screw and nut

A single ball screw and nut assembly drives the horizontal stabilizer surface.

 Tie-rod assembly

The tie-rod is located inside and coaxial to the ball screw.

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HSA CONTINUED

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OPERATION

HIGH LEVEL FUNCTIONS DESCRIPTION

The Configuration Trim Function reduces pilot workload necessary to trim out Auto configuration trim rate command is computed and output from the FCM
aircraft pitch changes. on CAN is updated at a rate of 20 Hz.
The AUTO CONFIG TRIM FAIL (Advisory) message is annunciated if any of
The Configuration Trim Function provides automatic trim commands to the following data is invalid:
compensate for the effects the commands calculated by the Elevator Speed brake, All Gear Down Lock, All Gear Up Lock, Qc, Flap/Slat and
Longitudinal Control Function: Horizontal Stab Position.

 elevator configuration changes, The AUTO CONFIG TRIM FAIL message does not depend on Elevator
 engine thrust compensation and, Thrust Compensation and Column Gain Shaper validity parameters.
 column gain shaper compensation.

The Horizontal Stabilizer Function reduces elevator deflection by off- loading

the elevator through stabilizer trim.

The Configuration Trim command is summed with the automatic trim

commands from the AFCS automatic trim function (Autopilot).The maximum
duration of a continuous automatic trim command and AFCS trim command
does not exceed 3 seconds. The FCM implements a trim limit monitor
discrete so as to prevent commands of the horizontal stabilizer beyond the
limits of +3.85 deg to -10.85 deg.

The Horizontal Stabilizer automatic trim function is disabled while the manual
trim is active. Additionally, the automatic trim function is disabled while on the
ground, until 8 seconds after transition from on-ground to in- air and
immediately when the airplane transitions from in-air to on- ground.

The Horizontal Stabilizer Configuration Trim Function is computed in each

FCM channel and transmitted to the HS-ACE as a command of rate (in
deg/s). The FCM calculates the elevator compensation for stabilizer off-loads
commands in degrees. An “Auto configuration trim” active signal is
transmitted by means of ASCB to the Autopilot when the Auto configuration
trim is active.

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HORIZONTAL STABILIZER - HIGH LEVEL FUNCTIONS DESCRIPTION

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The ETC, Configuration Changes and Column Gain Shaper Elevator Off-
load Function calculates a trim offset command to off-load the elevator and
an incremental elevator deflection to compensate the equivalent horizontal
stabilizer off-load command based on the following Elevator Function
commands:

 engine thrust compensation,

 elevator configuration changes and,

 column gain shaper.

The FCM implements a constant conversion factor of 1/2 between the

stabilizer off-load trim command and the elevator deflection.

ENGINE THRUST COMPENSATION OFF-LOAD FUNCTION

The Engine Thrust Compensation (ETC) function helps to reduce the pilot
workload by applying elevator inputs to reduce the pitching moment produced
by increasing or decreasing the engine thrust.

ETC augmentation commands to the elevator are inserted to provide a higher

bandwidth command to the elevator immediately providing an aircraft
response to counteract the pitching moment due to thrust changes.

For long-term control of the aircraft Pitch Trim, ETC commands are off-
loaded in order to transfer the elevator offset to the horizontal stabilizer. This
function termed “ETC Off-load” allows the elevator to retain full authority,
while providing elevator control to maintain flight path condition in the
presence of thrust changes.

The FCM disables and zeroes the ETC when the Elevator being controlled by
the FCM is operating in direct mode.

The ETC off-load command is a delta trim position command (degrees)

calculated as a function of the ETC command. The FCM integrates the off-
load stabilizer trim rate to produce an incremental stabilizer trim command.

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HIGH LEVEL FUNCTIONS

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ELEVATOR CHANGES OFF-LOAD FUNCTION

The Elevator Configuration Changes Command is calculated based on

Speed brake command, Flap Angle position, Slat Angle position, Landing
Gear configuration and Landing Gear validities, Flap Continuous angle and
Flap/Slat position validity, Impact Pressure (Qc) and Impact Pressure validity.

The Elevator Configuration Changes command is limited to +/- 8 degrees of

Elevator deflection.

The Elevator Configuration Changes Off-load Function is a trim rate

command that generates a HSS delta position designed to reduce elevator
deflection by off-loading the elevator through stabilizer trim.

The FCM integrates the off-load stabilizer trim rate to produce a stabilizer trim
command.

CONTROL COLUMN GAIN SHAPER OFF-LOAD TRIM

The Control Column Gain Shaper function is computed in the FCM and is
used to modify the P-ACE control column gearing as a function of flap
position.

The Column Gain Shaper has +/- 5% of elevator authority.

The elevator command is off-loaded into the horizontal stabilizer in order to

maintain the 5∞ authority throughout the flap deployment airspeed envelope.
The gearing gain change is required in order to maintain the similar flight
handling characteristics throughout the envelope for varying aircraft
configurations.
The Column Gain Shaper Off-load command consists of a delta trim position
command (degrees) calculated as a function of the column gain shaper
command. The FCM integrates the off-load stabilizer trim rate to produce an
incremental stabilizer trim command.

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HIGH LEVEL FUNCTIONS

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MANUAL TRIM

Manual trim is performed by actuation of the pilots or copilots dual output split
switches, or the dual output back-up trim switch located on the TCP.

The authority of a cockpit trim switch input is limited to three seconds, thus
the HS-ACE channel will drive the HSTA motor for a maximum of three
seconds. Removal of the command resets the timer.

When manual trim commands are active and the stabilizer is moving in the
correct direction, an aural alert sounds. Each trim switch command has an
independent input to both HS-ACE channels.

The HS-ACE provides closed loop velocity control of the DC motor in the
HSTA, by modifying the trim speed of the Horizontal Stabilizer for any manual
switch input as a function of airspeed, which has been received from the
FCM via the CAN bus. Horizontal stabilizer surface speed therefore varies
between 0.7 degrees per second for low airspeeds up to 160 KCAS, and 0.15
degrees per second for airspeeds greater than 250 KCAS.

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MANUAL TRIM

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AUTOMATIC TRIM

Automatic trim input to the HS-ACE is provided by the flight control module Two pitch trim cutout switches are located on the Trim Control Panel in the
(FCM) via the CAN bus interface. Autopilot trim functions are provided by the cockpit. Engaging the buttons will disable the respective HS-ACE channel,
Automatic Flight Control System (AFCS) modules in the MAU, and forcing it into stand-by mode by switching off the 28VDC control voltage to
transferred to the FCM via the ASCB bus, while configuration trim is the channel. The other channel will then become the active channel.
computed within the FCM.
In case of stick shaker activation, the HS-ACE is prevented from responding
Autopilot trim is active when the autopilot is engaged. to any pitch up trim commands by a stick shaker discrete from the AFCS.

The configuration trim function commands the horizontal stabilizer as a In the event of a failure of the horizontal stabilizer trim system, the autopilot
function of: cannot be engaged, or if already engaged, will disengage automatically.

 flap setting, In the event of a double engine failure causing the ram air turbine (RAT) to be
 spoiler deployment, deployed, the HS-ACE Channel 2 is commanded to Emergency Power
 landing gear position. Operation mode, leaving the HSTA 2 operational, but at only half the rate.

All three functions are combined within the FCM unit, providing a A loss of airspeed data from the FCM results in low speed operation of the
comprehensive airspeed gain scheduled trim command to the HS-ACE. horizontal stabilizer, providing structural protection to the surface.

The HS-ACE responds to all trim commands with the following priority: In the event of a primary load path failure the load transfers to the secondary
load path. Operation of the secondary load path results in a stalled actuator
1) Back up trim command, and a "no-dispatch" message after landing.
2) Pilot trim command,
3) Copilot trim command and Failures within a cockpit trim switch will latch out the failed switch until next
4) FCM trim command. power-up, and the respective message will be displayed on the EICAS.

The following trim inhibit commands are implemented in the horizontal

stabilizer control system.

Pushing the pilot's or copilot's quick disconnect switch on the control yoke will
disable both HS-ACE channels as long as the switches remain depressed,
thus disconnecting the autopilot and stopping any active trim command.
Releasing the switch will activate the channel again.

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AUTOMATIC TRIM

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HORIZONTAL STABILIZER SYSTEM INDICATIONS

Each HS-ACE Channel provides HSA position to the FCM over the CAN Bus.
The HSA position information is validated in the FCM by comparing the
output of the two HS-ACE channels and is validated by the HS-ACE based
on the Resolver Correlation Monitor. Both HSA position indications are within
+/- 2 percent of each other.

The HSA position is used for the following functions:

 Takeoff Trim Warning: The FCM provides an output to the Aural

Warning System if the validated position indication is outside the
Takeoff Green-band.

 HSS Position Display: The EICAS provides cockpit display of the

Horizontal Stabilizer Position using the HSA position provided by the
active channel.

The vertical scale is divided into four equal segments, with long dashes on
the ends and in the middle, and short dashes in the intermediate scale
positions. The scale is divided linearly with the bottom representing full Pitch
Trim Down (+4.0 degrees of Horizontal Stabilizer position) and the top edge
representing full Pitch Trim Up (-11.0 degrees of Horizontal Stabilizer
position).

The pointer is a green outlined triangle pointing to the left. If Pitch Trim
Position Data Status is invalid, the pointer is removed.

For takeoff configuration or Takeoff Config Switch pressed, Pitch Trim

outside of the green band, the pointer is presented in red.

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HORIZONTAL STABILIZER SYSTEM INDICATIONS

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NO TAKE OFF CONFIG annunciation indicates if any of the following

conditions is satisfied when the throttles are advanced to the Takeoff setting  “1-sec Time Delay Relay” Fault Monitor
or when the Takeoff Configuration Test button is pressed: Flaps and Slats out  Invalid Velocity Wrong Direction Monitor
of Takeoff position, Pitch Trim out of green band, Ground Spoiler fail or  Emergency Power Discrete
Speedbrake fault. Simultaneously the No Takeoff Aural warning is set with  CAN A Discrete¯
the message “No Takeoff Trim” in case of having the pitch trim position  CAN B Discrete
outside green band and the pitch trim indication in the EICAS changes its  Uncommanded Motion Fault Monitor
colors.  Zero Velocity Hold Disagree Monitor
 Invalid Velocity Under Speed Monitor
FLT CTRL NO DISPATCH annunciation indicates that one or more Flight  Jam Monitor Fail
Control System components or units has indicated a failure requires  Pitch Trim Direction Disable Fail
maintenance action prior to dispatching the aircraft. This annunciation is a
global message that is associated with monitoring throughout the Flight
Control System. The monitors associated with this message set a non-
volatile memory latch that drives the message display. The latch remains set
even after power is cycled off, and is reset only by maintenance action. The
aircraft is not allowed to dispatch with his Caution message. Considering the
HSCS, this message is flagged according to the following monitors:
 Pitch Trim Switch Fault Monitors
 Pilot Quick Disconnect Switch Fault Monitor
 Copilot Quick Disconnect Switch Fault Monitor
 Controller Position Correlation Fault Monitor
 Monitor Position Correlation Fault Monitor
 Motor Resolver Open/Short Fault Monitor
 Actuator Resolver Open/Short Fault Monitor
 Motor Voltage Fail
 Invalid Actuator Velocity Overspeed Monitor
 Invalid Velocity Underspeed Monitor
 Discrete Input Fault
 Motor Drive Short Circuit Fault Monitor
 Motor Drive Enable Fault Monitor
 Relay High Side Enable Fault Monitor
 Relay Low Side Enable Fault Monitor
 Controller Lane CMDL Fault Monitor
 Monitor Lane CMDL Fault Monitor
 Pitch Trim Low Rate
 Monitor CCDL Fault Monitor
 Emergency Power Input Fault Monitor

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INDICATIONS

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PITCH TRIM LO RATE annunciation indicates that the pitch trim system can After resetting the HS-ACE (via Cutout Switch or Circuit Breaker), the
operate only at low rate as a result of invalid airspeed or 60% degraded rate message on EICAS and the switch fault will be cleared but the message
presented by the actuator under the nominal command. remains on the CMC.

STAB LOCK FAULT annunciation indicates that the ZVH is operative.

Uncommanded motion has occurred that may indicate a failure in the no-
back device. This caution message has the function to avoid cutout switch
commanding by the crew.

PITCH TRIM FAIL annunciation indicates that both HS-ACE channels are
inoperative and the Pitch trim function is inoperative (jamming). During this
failure condition, manual or auto-trim functions are not available and autopilot
engagement is inhibited.

PITCH TRIM SW 1 FAIL

A CAN Bus bit is provided to the Aural Warning System from HS-ACE to
provide a seven-second maximum aural indication to the Flight Crew that the
Pilot Trim Switch or the Copilot Trim Switch or Backup Trim Switch has failed
(or when only half of switch is pressed). The aural annunciation begins one
second after the failure is detected and is repeated during 6 seconds. If the
failure persists for more than 7 seconds since switch depression or fault the
aural message is deactivated and the pitch trim switch fail Advisory CAS
message is activated (“Pitch Trim SW 1 Fail”, “Pitch Trim SW 2 Fail” or “Pitch
Trim Backup Fail”). Refer to the timing diagram.

Therefore HS-ACE provides a CAN Bus bit for pitch trim switch fail indication.
FCM makes this message available via ASCB for Aural Warning and EICAS
systems.

The pitch trim switch is declared failed after 7 seconds since switch
depression or fault.

The aural message is “Trim” and the EICAS Message is cyan, i.e., an
advisory (“Pitch Trim SW 1 Fail” or “Pitch Trim SW 2 Fail” or “Pitch Trim
Backup Fail”).

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TRIM INDICATIONS

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TEST AND DIAGNOSTIC

CMC test pages are provided for exact HS position, but also for the system
status, such as;

 Command status
 Trim rate
 Switch status , including the pilot co-pilot and back-up pitch trim
switch
 Data
 Channel and Can BUS
 M1 and M2 status, concerning voltage
 Emergency power
 Quick disconnect and Pitch-up inhibit discrete

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CMC PAGES

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ATA 27-50 FLIGHT CONTROL FLAPS

INTRODUCTION, DESCRIPTION

The flap system consists of four flap panels, inboard and outboard on each
wing. Each panel is supported by two tracks with one ballscrew actuator per
track providing the actuation force. All eight actuators are connected to the
flap Power Drive Unit (PDU) using torque tubes routed along the trailing edge
of the wing.

The flap PDU is located in the pressurized centre electronic bay. Sealed
bearing supports are used to interconnect the torque tubes at the exit from
the pressurized area. The PDU consists of a speed summed differential,
driven by two DC motors operating in an active/active mode.

Position Sensors Units (PSU) are attached to the outboard flap actuators to
provide position information used for flap angle control and indication
functions.

System control is performed by two flap channels in the Slat/Flap Actuator

control Electronic (SF-ACE) units. The flap channels receive surface position
commands from the Slat/Flap Control Lever (SFCL) installed in the cockpit.
Besides the control and protection functions for the flap system, the control
channels also provide system performance feedback to the cockpit.

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FLAP SYSTEM ARCHITECTURE

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COMPONENTS

SLAT/FLAP CONTROL LEVER (SFCL)

The SFCL, located on the center pedestal, allows the flight crew to change The slat and flap motion is sequenced. When both the slat and flap surfaces
the position of the flaps. The SFCL has seven detent/gated positions marked are commanded to extend, the slats extend first to 15 degrees followed by
on the SFCL placard/light plate. Each detent position corresponds to a flap flap extension to any commanded position up to 20 degrees. When the
position that ranges from 0 degrees to 35 degrees. The lower portion of the command is to extend beyond position 3, the surfaces first extend to position
knob on the SFCL contains a finger lift. The finger lift prevents unintentional 3 and stop. After validating the surfaces are in position 3, the slats first
movement of the SFCL. extend to 25 degrees followed by the flaps extending to the commanded
position. When the command is to retract to less than position 3, the flaps
When the finger lift is raised, the SFCL can be moved to change the position retract first back to 20 degrees and the slats retract to 15 degrees and stop.
of the slat and flap panels. Each detent position has a secondary detent that After validating the surfaces are in position 3, the surfaces retract to the
allows the operator to feel the detent without the need to look at the markings commanded position, following the sequence flaps retract first followed by the
on the SFCL. slats.

Flap position 3 contains a stop mechanism in either direction which requires The electrical rigging process is manually initiated through the CMC (Central
the finger lift to be released and lifted again to pass through the gated Maintenance Computer). The CMC sets the electrical reference points for the
position. This stop mechanism allows the operator to easily find and select wing tip position sensor units and the OUTBD (Outboard) flap skew sensors.
flap position 3 for normal takeoff and approach conditions without having to The CMC stores these values along with the aircraft tail number in the SF-
look at the SFCL or to rely on detent feel. The SFCL is mechanically ACE NVM (Non-Volatile Memory).
connected to an internal drive shaft gear, which meshes with the gears of
four internal RVDT (Rotary Variable Differential- Transducer)s. Movement of Electrical rigging must be performed after a position sensor unit or a skew
the SFCL rotates the drive shaft gear. Movement of the drive shaft gear sensor or an actuator is removed, or when both SF-ACEs are replaced
rotates the gears of the RVDTs. The RVDTs convert the rotation to a voltage simultaneously. An autorig function is designed to allow the replacement of
signal proportional to the angular position of the RVDTs and the drive shaft one of the SF-ACEs and automatically rigs it to the aircraft. The autorig will
gear. be initiated at startup when the SF-ACE that is replaced recognizes that the
aircraft tail number is different. Autorig transfers the stored electrical
The flap electrical system comprises a series of LRUs that control and reference information from the existing SF- ACE to the replacement SF-ACE.
monitor the flap mechanical drive line system. The control portion is provided
by the SFCL and two SF-ACE units. The monitor portion is provided by the
two SF-ACE units, four skew sensors, and two position sensor units. The flap
system uses 115 VAC, 400 Hz power to move the flap panel surfaces, and
28 VDC for control purposes.

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SLAT/FLAP CONTROL LEVER (SFCL)

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SF-ACE

Each of the two SF-ACE is a dual channel line replaceable unit with one In case of failure, the SF-ACE channel will disable the motor drive output,
channel for flap control and one channel for slat control. The two flap and slat setting the respective motor brake and record the failure condition in the Non-
channels operate in the active/active mode. Each channel provides the Volatile-Memory.
control, protection and Built-In-Test logic for operation of the slats and flaps
actuation systems. Input commands are received from the Flap Control A flap system failure will not disable the slat system and vice versa. When
Lever. Surface coordination and control signals are communicated between there are no failures, each SF-ACE channel will drive the appropriate surface
the adjacent SF-ACE channels and between the opposite SF-ACE channels. to the commanded position, set the brake, turn of the drive and return to
stand-by mode.
The SF-ACEs receive position data from its dedicated PSU resolver, which
are mounted at each actuation system‟s outboard actuator. Each SF-ACE The list that follows describes the uses of the SF-ACE units in the flap
channel also controls an electromechanical motor brake at the interfacing electrical system:
PDU motor. The entire system is designed such that no single failure results
loss of both slat and flap control.  Provides system protection against asymmetry, uncommanded
motion, flap skew, overtemperature, PDU (Power Drive Unit) stall
The loss of one SF-ACE has the effect of reducing both slat and flap system protection, speed warning, and interfaces with system limiting if the
to operate at half speed. Communication to and from the SF-ACE is over system is in the RAT (Ram Air Turbine) mode of operation.
ARINC 429 data bus towards and from the MAU1 and MAU2.  Provides power-up BIT (Built-in Test) and continuous BIT monitoring
for system status and fault annunciation.
After power up on Built-In-Test, each SF-ACE will report its valid status to the  Provides position and status data to the MAU (Modular Avionics
aircraft over the ARINC 429 interface. The SF-ACE will operate in stand-by Unit)s to be used by the EICAS, CMC, and other aircraft safety
mode while waiting for flap or slat commands. In this stand-by mode the SF- systems such as the stall warning protection system.
ACE channel monitors for uncommanded movements and asymmetric  Provides the means to perform automatic system electrical rigging
conditions, while performing periodic internal BIT and interface checks to and auto rigging during the replacement of a single SF- ACE.
ensure integrity.

When the SF-ACE channel receives a valid surface movement command and
Slat/Flap sequencing commands between SF-ACE channels indicate
acceptability of surface movement, the SF-ACE will release the motor brake
and command the motor to move at a preset speed to the commanded
position.

When a command involves slat and flap surface movement the slats will
move first on extend and flap will move first on retract.

The SF-ACE monitors this motion for validity of speed, surface symmetry,
valid direction and valid BIT checks.

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SF-ACE

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FLAP POWER DRIVE UNIT (PDU)

The flap Power Drive Unit (PDU) is located in the pressurized area of the The PDU output shaft transmits drive line torque to the actuators on both the
centre fuselage E-bay. left and right wing to maintain synchronization within the actuator system.
Torque limiting slip clutch is utilized on the PDU output centerline to protect
The electronically controlled Power Drive Unit (PDU) provides the driving and the PDU internal components and the system drive line from over torque
braking torque required to position and stop the flap surfaces. related damage. The torque limiting clutch is a friction device actuated by
pre-loaded ball ramp. There is no reset action required in case of a torque
Each PDU consists of: limiting event. The PDU gearbox is grease lubricated and the output shaft is
sealed using lip seals.
 two DC motor / brake assemblies,
 a speed summing differential,
 a gearbox with two outputs and
 an output torque limiting device.

The electrical signals received from the SF-ACE are converted into rotary
motion within the DC drive motor. The output of both DC drive motors is
combined within the differential, resulting in a rotary output motion to the
transmission drive lines. During single motor operation, full torque
performance is provided but at one half the normal output rate.

Each brushless motor assembly is a line replaceable unit. It has three

functions:

 Rotor position transducer,

 DC motor and
 brake.

Under normal operation the motor torque is summed and the motor speed is
averaged at the differential and transmitted through the gear train to the PDU
output shaft.

In the event of a single channel electrical failure, the differential allows the
PDU to output full system torque at half speed.

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FLAP POWER DRIVE UNIT (PDU)

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TORQUE TUBES

There are three models of torque tubes: female/female, female/male, and

male/male. They are cylinders of different lengths, installed in the trailing
edge of the INBD (Inboard), mid, and OUTBD (Outboard) wing sections and
in the middle avionics compartment.

The basic torque tube configuration consists of rigid aluminium tubing with
universal joints riveted on each end. The universal joints on one end of the
torque tubes are cross-drilled to allow the installation of a bolt for axial
retention of the torque tubes. The universal joint at the opposite end is free to
“float” to allow axial movement between components mounted to the
structures.

The universal joints are grease-packed and permanently sealed with

elastomer boots. The splined ends of the torque tubes are fitted with grease
fittings to allow periodic lubrification of the drive splines.

The torque tubes are designed to avoid incorrect installation by the length of
the torque tubes. Containment rings near the end of each torque tube prevent
damage to the adjacent equipment that might be caused by the spinning of
the tube during a torque tube disengagement. Failure of any torque tube is
detected by the SF-ACE, which shuts down the flap system. The torque
tubes in the middle avionics compartment are covered with a shroud to
protect ground maintenance personnel. The flap mechanical drive line has 22
torque tubes in seven different configurations to meet installation
requirements.

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B1.1. and B2 FLIGHT CONTROLS

TORQUE TUBES

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ANGLE GEARBOXES

The flap mechanical driveline uses angle gearboxes to change driveline

direction when the change in angle is greater than the 10 degrees maximum
that the torque tube universal joint allows. Each angle gearbox has two bevel
gear shafts mounted in ball bearings to provide the required change in angle.
The bevel gear shafts have male splined ends that allow the shafts to mate
with the torque tubes.

Two different angle gearbox configurations are used on the flap mechanical
driveline. The angle gearboxes are angled at 144 degrees and 161 degrees.

BEARING SUPPORTS

The flap mechanical driveline uses two types of bearing supports to connect
the adjacent torque tubes.

One type is an unsealed bearing support common to both the flap and slat
systems.

The other type is a sealed bearing support used to route the drive line
through the pressurized bulkhead in the middle avionics compartment. These
bearing supports are used to connect adjacent torque tubes along the trailing
edge of each wing. Each bearing support has a splined shaft with female
splined ends, supported by two radial ball bearings housed in a bearing
flange. Each bearing support has a splined shaft with female splined ends.
The splined ends of each bearing support shaft engage the mating splines on
the torque tube shafts.

The flap mechanical drive line has four bearing supports to meet installation
requirements.

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ANGLE GEARBOXES AND BEARING SUPPORTS

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FLAP ACTUATORS
A total of four flap actuators per side provide the actuation force to extend Rotation of the input shaft in response to PDU and drive line commanded
and retract the two double slotted flap panels mounted on the trailing edge of movement unlocks the no-back by means of the backlash between the sliding
each wing. collar and input bevel gear allowing actuator movement in the commanded
direction.
The flap actuators convert the rotary motion of the flap PDU through the flap
transmission drive line into linear motion, using a gearbox and ballscrew In the event of a drive line disconnect the no-backs in the flap actuators
assembly to move the flap panel. Overtravel stops are provided on all flap outboard of the failure will prevent aerodynamic loads on the panel from back
actuators at both end of the ballscrew, that ensures the system is protected driving the flaps into an unacceptable asymmetric condition. The SF-ACE will
against full impact torques due to overtravel even under a shaft disconnect detect asymmetry of the wing tip position sensors and shut down the flap
failure condition. system within the maximum allowable asymmetry limits.
Each flap actuator contains a torque limiter/no-back mechanism to protect the FLAP ACTUATOR TRIP INDICATOR
aircraft structure in the event of a jam, and prevent back driving of the
actuator and flap panels in the event of a drive line disconnect. When a jam condition occurs at the flap actuator, the actuator input torque
will increase above a set point.
The torque limiter/no-back consists of two logarithmic tape brakes (torsional
wrap springs) installed on either side of the input bevel gear. When expanded This increase in torque will cause a spring-loaded trip indicator located on the
the tape brakes engage the inside diameter of the housing sleeve causing actuator to move to the “trip position”, giving the mechanic a visible indication
torque to be reacted into the actuator housing and aircraft rear spar. that a torque limiting event has occurred, shutting down the system.
One brake acts as a torque limiter in the clockwise direction and a “no- back” The spring-loaded indicator must be manually reset by moving the trip
in the counter clockwise direction. The other brake acts as a torque limiter in indicator back to the “set position”.
the clockwise direction and a “no-back” in the clockwise direction.
Transmission drive lines are installed on the trailing edge of each wing,
Torque is transmitted from the actuator through shaft to the input bevel gear transmitting torque from the PDU output shaft to the actuators stationed
through a sliding collar which has helical (ramped) surfaces engaging the along the wing, using torque shafts and angle gearboxes.
bevel gear.
The sliding collar and bevel gear helical surfaces incorporate torsional The input shaft of each actuator is also a through shaft, transmitting the
backlash and are preloaded together axially using a helical spring. torque from actuator to actuator, maintaining synchronization within the
system.
The angles of the helical surfaces are different for clockwise and counter
clockwise rotation to provide different torque limiter settings for extend and A position-sensing unit (PSU) is located at each outboard end of the flap
retract directions. drivelines, providing position feedback to the SF-ACE channels. The SF-
ACE uses the information for closed loop computing of the surface position
Under static load conditions the no-back mechanism is engaged to prevent indication on the EICAS.
aerodynamic panel loads from back driving the actuator.
Output torque from the ballscrew and worm gear set expand the tape brake
to prevent rotation of the actuator input shaft.
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B1.1. and B2 FLIGHT CONTROLS

FLAP ACTUATORS

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POSITION SENSING UNIT (PSU)

Transmission drive lines are installed on the trailing edge of each wing,
transmitting torque from the PDU output shaft to the actuators stationed
along the wing, using torque shafts and angle gearboxes.

The input shaft of each actuator is also a through shaft, transmitting the
torque from actuator to actuator, maintaining synchronization within the
system.

A position-sensing unit (PSU) is located at each outboard end of the flap

drivelines, providing position feedback to the SF-ACE channels. The SF-
ACE uses the information for closed loop computing of the surface position
indication on the EICAS.

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DUAL POSITION SENSING UNIT (PSU)

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FLAP SKEW SENSOR

The flap skew sensors prevent excessive flap panel skew and
detect/annunciate disconnect failures. The OUTBD flap skew sensors consist
of two dual-channel resolver units connected to the flap track carriages at flap
tracks #3 and #4.

There are no flap skew sensors mounted to the INBD (Inboard) flap panels.

The primary coil of the resolver units on track #3 is excited by SF-ACE

channel 1.

The secondary coils of this resolver unit are electrically connected to the
secondary coils of the resolver unit on track #4. This interconnection forms
one channel of skew sensing by providing an electrical signal to SF-ACE
channel 1.

The electrical signal is proportional to the differential motion between the two
flap skew sensors of the OUTBD flap panel.

The remaining resolvers in both OUTBD flap skew sensors are also
electrically connected in the same manner and interface with SF-ACE
channel 2.

This dual- channel approach to skew sensing allows the system to operate
with a single flap channel active or in case of a single skew sensor channel
failure.

As a result, each SF-ACE unit independently implements skew sensing for

each of the OUTBD flap panels on both the left and right wings. If a fault
occurs, the SF-ACE units report the fault through the EICAS.

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B1.1. and B2 FLIGHT CONTROLS

FLAP SKEW SENSOR

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FLAP PANELS

The outboard flap is a single panel.

The main flap panel is linked to two main carriages, which roll through tracks
fixed to the wing. The aft flap panel, mounted on the aft carriage, rolls on
tracks mounted to the main flap panel. Movement of the main flap panel
causes the aft flap panel to deploy relative to the main flap, through a system
of bell cranks and tie-rods.

The flap system components and control system needs rigging to assure
proper positioning of the flaps.

Flap rigging is established by using rigging pins. During assembly flaps and
actuators will be installed first this will be followed by the driveline installation.

When both wings are mechanically rigged and interconnected the PSUs will
be installed, and rough electrical alignment is performed.

Finally the SF-ACE provides the accurate flap position control, where the
actual PSU offset voltages are stored. Electrical rigging data is shared
between the two SF-ACE to avoid re-rigging of the system when one SF-
ACE is replaced.

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B1.1. and B2 FLIGHT CONTROLS

FLAP PANELS

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OPERATION

FLAP MECHANICAL DRIVE LINE OPERATION

The flap mechanical driveline transmits the rotary output power of the FPDU
to the flap actuators. The FPDU contains two motor/brake modules that are
driven by the motor drive section of the applicable SF- ACE channel.

One motor is connected to the RH (Right-Hand) SF-ACE, and the other

motor is connected to the LH (Left-Hand) SF-ACE.

When the SFCL (Slat/Flap Control Lever) is moved to extend or retract the
flaps, the respective SF-ACE channel interfaces with the FPDU and the flap
position sensor units.

The FPDU incorporates two brushless DC motor LRU (Line Replaceable

Unit) that are speed summed through the FPDU gearbox.

Torque tubes transmit the operating torque from the FPDU gearbox to the
actuators, which are connected directly to the structure through the angle
gearboxes and bearing supports.

Each flap actuator contains a gearbox and a ballscrew assembly.

The gearbox is mounted to the rear wing spar. A through shaft passes
through the gearbox and is connected to the flap mechanical driveline.

This configuration allows the actuator to transfer the torque and rotation to
the next actuator or to the flap position sensor unit at the most OUTBD
actuator.

The rotary motion of the flap mechanical drive line is converted through the
ballscrew assembly into linear motion to move the flap panels.

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FLAP MECHANICAL DRIVE

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FLAP ELECTRICAL OPERATION

The SFCL, located on the control pedestal, has seven detent/gated positions.
A finger lift located on the lower portion of the knob on the SFCL allows
movement of the SFCL. Movement of the SFCL from one detent position to
another produces a voltage signal which is passed to the two SF-ACE units.

Each of the two SF-ACE units has two completely separate and autonomous
computer channels, one for slats and one for flaps. Each SF-ACE flap
channel drives one FPDU electric motor and controls one channel of flap
brakes, based on commands received from the SFCL position. When the flap
panel movement commands are received, the slat/flap panel sequencing is
determined between the SF-ACE channels over the CAN bus. When the SF-
ACE channel determines it will move a flap panel that channel releases the
brakes and commands the motor to move at a preset speed to the
commanded position.

As the flap is extended or retracted by the actuation system, the flap carriage
drives the skew sensor linkage, causing rotation of the skew sensor shaft.
The difference in the instantaneous angular position of the two resolver
shafts and the flap panels produces a proportional change in the sensed
voltage of the receiver resolver. If the difference exceeds a predetermined
threshold, either plus or minus, the SF-ACE will shut down its channel of
flaps and engage the FPDU brakes. A FLAP FAIL message will be presented
on the EICAS display.

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B1.1. and B2 FLIGHT CONTROLS

ELECTRICAL OPERATION

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POSITION INDICATIONS AND MESSAGES

Flap/Slat position and status information is provided via the MAUs to the
EICAS cockpit display for flight crew information and dispatch assessment.

Each ACE channel transmits three address labels which contain the position
and status information for that channel.

The slat channel transmits slat angle and the flap channel transmits flap
angle. This information is used for EICAS position and synoptic display.

The flap and slat position data is an average of the surface position
determined by the left and right wing position sensor units (PSUs). The SFCS
position data used by the EICAS and other safety critical aircraft functions is
independently verified by the monitor channel.

EICAS utilizes this data for the primary CAS page and the flight controls
synoptic page displays.

Five different messages are used by EICAS to identify flap and slat system
fault status. It should be noted that many different fault conditions may cause
any one of the basic fault messages to be displayed.

Cause of the EICAS fault message may only be determined by the CMC.

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EICAS POSITION INDICATIONS AND MESSAGES

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TEST AND DIAGNOSTIC

MECHANICAL RIGGING

Mechanical rigging of the flap system is performed during installation of the

system components. Mechanical rigging is performed to synchronize the flap
actuators on each panel in the nominal retracted (0 deg.) position to assure
proper panel location for the aircraft cruise condition and provide timing of the
actuator overtravel stops.

Mechanical Rigging:

1. After installation of the flap track and carriage assemblies positions each
flap carriage in the nominal retract (O deg) position as determined by a
rigging pin or clamp and maintain in this position throughout the rigging
process.

2. Attach the forward mounting lug of each flap actuator to the mounting
bracket on the fixed trailing edge spar using the specific fasteners.

3. With the flap carriage assembly fixed in the nominal retract position adjust
the actuator ball nut 3.5+/- 0.3 mm away from the retract overtravel stop
and connect the ball nut to the flap carriage using the serrated pillow
blocks and specific fasteners.

4. Install the drive line torque shafts between each actuator input shaft to
maintain proper rigging of the flap panels on each wing.

5. With all the flap actuators at the nominal retract (O deg) position adjust and
install the wing tip Position Sensor Unit (PSU) to the outboard flap
actuator with the timing mark on the outboard end of the sensor aligned
for the proper wing (i.e. LH or RH wing).

6. With both wings properly rigged in the retract position install the drive-line
torque shafts, angle gearboxes and bearing supports between the PDU
and inboard flap actuator on both wings.

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FLAP SYSTEM MECHANICAL RIGGING

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ELECTRICAL RIGGING AND AUTORING

After the flap and slat systems are mechanically rigged, an electrical rigging
procedure is performed by command from the CMC (after system start-up is
complete).

The electrical rigging process is manually initiated via the CMC and
establishes the electrical offsets for the position feedback resolvers in the
wing tie mounted SF-PSUs, inboard slat skew sensors, and outboard flat
skew sensors and stores them, along with aircraft tail number, in the SF-
ACE non-volatile memory. The SF-ACEs share all electrical rig information
and stores the values for both SF-ACEs.

Electrical rigging will have to be performed any time a PSU or a skew sensor
is removed or any time the driveline is disconnected between the PDU and
either PSU, either for maintenance or after a failure event. Mechanical rigging
after a driveline disconnect may or may not be necessary, depending on
whether or not the system is held by rig features somehow when the drive
line is disconnected in maintenance.

There is also an auto rig process in event of an SF-ACE replacement. When

a SF-ACE is removed and another SF-ACE is installed in place of the
removed unit, the SF-ACE will auto rig at start-up when it recognizes that the
aircraft tail number is different. Auto rig simply transfers to the stored
electrical offset information from the existing SF-ACE to the replacement SF-
ACE.

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SYSTEM ELECTRICAL RIGGING AND AUTORING

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SF-ACE Rigging Functions Rig Mode Initialization Conditions

The SF-ACE design and software functions include system rigging which is Rigging is performed sequentially on like system channels when SF-ACE
broken down into three specific functions areas: Initial Aircraft Rigging, 1 receives the rig enable command from the CMC. The system is not
Automatic Rigging, and Rig Verification. considered in the rig mode unless the following conditions are met:

Rigging, in the sense that it is discussed here refers only to the electrical  The two like system channels are communicating over the cross
rigging of the system subsequent to the initial actuation system mechanical channel CAN bus, and
installation and adjustment to the stowed position, prior to any system motion  WOW indicates On Ground, and
being commanded.  Computed Airspeed is less than 50 knots, and
 Valid Aircraft Number Code is received over ARINC 429, and
Rigging Function and CMC Interface  Surface is not in motion.

The CMC is utilized by the installation or maintenance crews to transmit rig Given these conditions to be satisfied, multiple failures of either the inputs of
enable and rig commands to the SF-ACE. Rigging commands are only sent the SF-ACE or of the CAS and WOW are required in order for the rigging to
to slat and flap channels in SF-ACE 1. The CMC does not provide any data be initiated in the air. Additionally, the rig initialization and rig commands are
or signal conditioning functions for the rigging function. not originated in the CMC, but by the maintenance crew. The CMC merely
provides a means to transmit the rig enable and rig commands to the SF-
Even if the CMC could experience some fault that generates a rig enable or a ACE.
rig command, the SF-ACE rigging conditions must be met in order for the rig
to proceed.

Initial Rigging

Initial rigging must be accomplished when the SFCS is first installed on an

aircraft, any time the flap or slat drive lines are disturbed and require
mechanical adjustment, and any time both SF-ACEs are replaced
simultaneously. Initial rigging is performed to store SFCS PSU resolver rig
information and offsets in the like channels (slat for slat and flap for flap) of
the SF-ACEs.

Once valid resolver rig information has been stored and the flap skew sensor
rig information is stored in both SF-ACE flap channels.

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SF-ACE RIGGING FUNCTIONS

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Automatic Rigging (Auto Rig)

Auto Rig function is designed to allow the replacement of a single SF- ACE
and automatically rig it to the aircraft. When a replacement SF-ACE is
powered up, the rig verification will determine that it is not rigged to the
current aircraft. In this case, the SF-ACE will obtain and store on side and
offside SF-ACE rig data, aircraft number code, and date stored in the offside
SF-ACE rig data. Thus, the replacement SF-ACE is “rigged” to the aircraft
without having to perform initial rigging.

The process is completely automatic and transparent to the maintenance

crew.

Rig Verification

Rig Verification is a software function executed by the SF-ACE on every

software cycle.

The SF-ACE performs rig verification as follows:

 Verify the aircraft number code (ANC) stored in the NVM matches the
valid aircraft serial number code transmitted over the DCU ARINC
429 data bus.
 Verify that the ANC and date received from the offside channel
resolver rig data matches the stored resolver rig ANC and date.
 Verify that the ANC and date received from the offside channel‟s skew
rig data matches the stored skew rig ANC and date.
 Stored resolver offsets are 20+/- 12 degrees.
 Slat skew sensor rig values exist in the range of TBD1 Vrms- TBD2
Vrms for the inboard transducer.
 The rig offsets stored in on side and offside channels match.

If any of the above fail, the SF-ACE shall communicate its unrigged status
over ARINC 429 communications.

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AUTO RIG AND RIG VERIFICATION

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SERVICING

RE-LUBRIFICATION FREQUENCIES

 Flap ballscrew nut: every 1200 flight hrs (2 A-Checks) or 1 year

 Flap actuator gear head: 25,000 flight hours per MSG-3 sampling
Plan
 PDU gearbox: 25,000 flight hours per MSG-3 sampling Plan
 Torque tube splines: every 6000 flight hours (C-Check)
 Angle Gearbox: 25,000 flight hours per MSG-3 sampling Plan

OTHER MAINTENANCE FEATURES

 Visual inspection of torque limiter trip indicators
 On a as needed basis for flap and start actuators
 Check for Inboard Flap Actuator disconnect
 at C check
 Visual inspection of Actuator/Carriage attachment
 Verify Flap Outboard skew sensor operation
 at C check
 Disconnect linkage and rotate resolver to trip skew sensor circuit

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Embraer ERJ-190 Series (GE CF34) ATA 27
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LUBRICATION POINTS

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-60 FLIGHT CONTROL SPOILERS

INTRODUCTION, DESCRIPTION

The embraer 190 spoiler system is a Fly-by wire system, includes five
spoilers panels per wing. The panels are numbered from inboard to outboard
from 1 to 5 on each wing, as L1 to L5 on the left hand side and R1 to R5 on
the right hand side.

The two inboard panels are ground spoilers and they deploy only in
GROUND MODE, to 60°, symmetrically on each wing.

Panels L3 to L5 and R3 to R5 are the multi function spoilers. These spoilers

have three mode of operation:

 Roll augmentation mode (30°)

 Speed brake mode (30°)
 Ground mode (40°)
 Mach buffet
 Steep Approach Mode (optional)

In the roll augmentation mode the spoilers are deployed asymmetrically as

commanded by the pilot‟s and co-pilot‟s control wheel.

The control wheel inputs of less than 5.5 degrees the spoilers remain stowed,
control wheel movement in excess of 5.5 degrees in either direction results in
asymmetric deployment of the multi function spoilers. Deployment range from
0° to 30° proportional to control wheel position. For right turns the right
spoiler will deploy and the left spoiler will stay in the stowed position.

In the speed brake mode the spoilers are deployed symmetrically as a

function of speed brake handle position to increase the aircraft descent rate.
Range of deployment from 0° to 30° proportional to speed brake handle
position.

The multi function spoilers are automatically and symmetrically deployed as

ground spoilers to reduce the roll out distance following landing. In this mode
the multi function spoilers will be deployed to 40°.

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SPOILERS

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COMPONENTS

SPOILER HANDLE ASSEMBLY

The speed brake handle is mounted in the cockpit console between the pilot
and copilot seats. The pilot or copilot operates the handle manually.

When it is in the fully forward position, the spoiler panels are in the stowed
position. In the fully forward position, the handle is in a detent that must be
defeated by lifting prior to pulling the handle aft.

The handle position is infinitely variable throughout its range of travel and will
position the multi-function spoiler panels from 0-30 degrees up, relative to the
position of the handle.

The handle contains a RVDT (Rotary Variable Differential-Transducer) that

transmits signals to the FCM through the aircraft wiring harness. Each RVDT
is wired to a different FCM, which controls a pair of spoiler panels. The FCM
mixes commands from the speed brake handle and the control yoke inputs.

CONTROL-YOKE POSITION SENSOR

The control-yoke position sensors are LVDT (Linear Variable Differential-

Transducer) type transducers that receive electrical excitation from the
associated S-ACE.

There are three individual LVDT position sensors on each control yoke that
generate the roll commands to the S-ACE.

Each sensor is excited with 2 kHz (Kilohertz), 7 VAC (Volt Alternating

Current) voltage generated by the FCMs that demodulate the LVDT outputs.

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SPOILER HANDLE ASSEMBLY AND CONTROL- YOKE POSITION SENSOR

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FCM, SPOILER ACE

The FCM is a dual slot module comprised of two processing lanes with a
mezzanine board sandwiched in between that contains the analog circuitry
for the multi-function spoilers.

The mezzanine board is a single card that is segregated into an A and B lane
with separate connectors and separate interfaces to the associated FCM
digital processing lane.

Each lane also contains a Back plane Interface Controller (BIC) and a pair of
CAN bus transceivers.

The BIC allows the associated FCM lane to communicate with the rest of the
avionics equipment resident in the MAU.

The BIC communicates with a Network Interface Controller (NIC), which

resides in the MAU.

The NIC is responsible for transferring data from the client modules onto the
Avionics Standard Communications Bus (ASCB) and from the ASCB bus to
the client modules that reside in the MAU.

Each lane of the FCM communicates to the rest of the avionics equipment via
a separate BIC and a separate NIC.

The control and monitor functions are split between the two lanes (A and B)
such that one lane controls the left spoiler surface and monitor the right
surface, while the opposite lane controls the right surface and monitors the
left surface.

The analog portion of the FCM is also used to control and monitor the ventral
air brake. The FCM has an independent power supply to power the analog
circuitry using the aircraft 28 VDC supplies. The two digital processing lanes
are powered off of the associated MAU power supplies.

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FCM AND SPOILER ACE

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The FCM modules include demodulators to process the LVDT/RVDT signals The outputs from the ground spoiler logic are sent to the analog section
that are used to sense pilot commands and actuator position. where they are interlocked with air/ground logic before being used to deploy
the ground spoilers.
The FCM also includes the oscillators that provide the excitation voltages for
the sensors and the reference voltages for the demodulators. The resultant ground spoiler command is summed in downstream of the
spoiler/speed brake mixer to deploy the multi-function spoilers.
The control wheel LVDT inputs are demodulated and fed directly into the roll
spoiler gain programmer in the associated lane. The speed brake handle The signal is also used to drive a discrete output (28 VDC/Open or Grind/
position signals are only processed in one lane of the FCM. Open for lanes A and B respectively), which is used to deploy one of the
inboard pairs of ground spoilers.
The speed brake handle position signal is demodulated and sent to the digital
portion of the FCM, via the A/D converter.

The signal is then placed on the ASCB bus where it can be read back into
both lanes of the FCM along with the corresponding signals from two other
FCM modules.

The FCM modules then use the mean value of the three signals by applying
a mid-value select algorithm to the inputs. The signal is then gain
programmed for use as a speed brake or ventral air brake command before
being output to the analog portion of the FCM via the D/A converter.

The roll spoiler commands and speed brake commands are combined in the
spoiler/speed brake mixer, which resides in the analog portion of the FCM.

The roll spoiler inputs are gain programmed as a function of airspeed

upstream of the spoiler/speed brake mixer to help linearize the rolling
moment of the aircraft as a function of airspeed.

The airspeed gain programmer is controlled by the digital portion of the FCM
via a signal from the D/A converter.

In the event of a failure, the airspeed gain programmer defaults to the low
speed (high authority) roll spoiler gain.

The FCM controls ground spoiler deployment using logic that is computed in
the digital portion of the FCM.

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B1.1. and B2 FLIGHT CONTROLS

FCM, SPOILER ACE

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ELECTRO-HYDRAULIC MULTI FUNCTION SPOILER ACTUATOR

One electro-hydraulic multi-function spoiler actuator per panel is attached to

spar II of the wing.

The actuator includes an electro hydraulic servo valve (EHSV), which is

commanded electrically by the analog S-ACE within the FCM. The valve
meters hydraulic fluid, causing the actuator to move the control surface.

An LVDT is installed on the main ram of the actuator to provide position

feedback to the S-ACE. When the LVDT indicates that the desired surface
position has been reached, the S-ACE commands the EHSV to stop moving
the actuator.

A hold-down lock valve within the actuator prevents the control surface from
floating upward when hydraulic pressure is lost.

The inboard panel pair is supplied by hydraulic system 2, while the two
outboard pairs are supplied by hydraulic system 1.

A maintenance valve is located on top of each multi-function spoiler PCU.

Two people are necessary to lift the multi-function spoiler panels.

One person must turn the maintenance valve clockwise to the open position
while a different person lifts each multi-function spoiler panel.

A spoiler lock collar must then be installed on the multi-function spoiler PCU
to hold the multi-function spoiler panel open. The maintenance valve can
then be released.

To close the multi-function spoiler panels, the spoiler lock collar must be
removed and the multi-function spoiler panel pushed down to the retracted
position.

Hydraulic systems No.1 and No.2 must then be pressurized to fully close the
multi-function spoiler panels.

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ELECTRO-HYDRAULIC MULTI FUNCTION SPOILER ACTUATOR

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GROUND SPOILER CONTROL MODULE

The ground spoiler control module connects to the remote ground spoiler
actuators by hydraulic piping.

The module consists of an electrically operated hydraulic solenoid valve,

used to command a control valve to the open position when energized. The
surface is then hydraulically moved to the deployed position.

A hold-down lock valve prevents the spoiler panels from floating upward
following loss of hydraulic pressure.

The outboard spoiler pair is supplied by hydraulic system 1 and the inboard
pair by hydraulic system 2.

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GROUND SPOILER CONTROL MODULE

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GROUND SPOILER ACTUATORS

The ground spoiler actuators are mounted to the aircraft wing structure and
connected to the spoiler panel via a piston rod.

The panels are held either in the fully stowed position or fully deployed
position (60 degrees).

Proximity sensors are installed near the actuator, and when the panel is
opened 6 degrees or more it will indicate a not-stowed condition. The signal
is used for take-off configuration warning and failure indication on the EICAS.

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GROUND SPOILER ACTUATORS

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Embraer ERJ-190 Series (GE CF34) ATA 27
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GROUND SPOILER PROXIMITY SENSOR

The ground spoiler proximity sensor monitors the position of the ground
spoiler control surface.

It gives a stowed/not stowed indication as a configuration warning for take-

off.

EICAS messages indicate a problem during flight, and fault indication if the
panel does not deploy when commanded.

The sensor is installed near the actuator and mounted to spar III.

A target is mounted on the spoiler panel hinge bracket and when the panel
opens to 6 degrees or more, a not-stowed condition is shown. The electronic
sensor signal is processed in the proximity sensors PSEM 2 (Proximity
Sensor Electronic Module) in MAU 3 (Modular Avionics Unit).

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GROUND SPOILER PROXIMITY SENSOR

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OPERATION

NORMAL / DIRECT MODE

Operating in normal mode, the roll spoilers are also gain scheduled as a
function of airspeed. A roll spoiler augmentation command, computed in the
FCM, is added to the normal pilot input in order to modify the roll inputs for
changes in airspeed or different flaps settings.

Generally, an increase in airspeed results in smaller panel deflections, while

increasing the flap setting also reduces roll-spoiler authority.

In case of loss of airspeed data the digital part of the FCM is removed from
the control loop and the system reverts to direct mode. A fixed gain is then
applied to the roll-spoiler system over the entire flight regime, independent of
airspeed or flaps setting, and the advisory message SPOILER FAULT will be
displayed on the EICAS.

The pilots can force the spoiler system into direct mode by means of pushing
the respective switch on the FCP, located on the centre pedestal in the
cockpit.

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B1.1. and B2 FLIGHT CONTROLS

NORMAL/DIRECT MODE

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ROLL CONTROL FUNCTION

During flight, the pilot or copilot rotates the hand wheel left or right to achieve
the desired roll rate. The sprocket and chain transfer this hand wheel
displacement to rotation of the FWD (Forward) torque tube.

This rotation is transferred to linear movement of the spoiler command

LVDTs, which send electrical signals to the FCM, indicating hand wheel
position.

If the hand wheel deflection is sufficient to overcome the dead band, the
multi-function spoiler control panels are deployed asymmetrically,
proportionally to the hand wheel deflection.

A command is sent from the FCM to the EHSV to port hydraulic fluid to the
extend chamber of the PCU.

This command is removed when the LVDT indicates that the desired position
has been reached.

When the hand wheel deflection is reduced below the threshold for
deployment, the multi-function spoiler control panels are retracted in a similar
manner.

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ROLL CONTROL FUNCTION

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SPEED BRAKE FUNCTION

The handle position is variable throughout its range of travel and will position
The spoiler control system deploys the multi-function spoiler panels to multi-function spoiler panels from 0 to 30 degrees.
symmetrically as in-flight speed brakes.
Movement of the handle drives three rotary variable differential transformers
The speed brake function is manually controlled by the pilots using the speed (RVDTs), which electronically transmit the handle position to the associated
brake handle in the cockpit. Moving the handle commands the system to three FCM units. Each RVDT is connected to a different FCM unit, therefore
deploy the multi-function spoiler panels proportionally as a function of handle controlling a different spoiler panel pair.
position, up to the in-flight limit of 30 degrees.

During descent, the pilot moves the speed brake handle from the stowed
position to a position proportional to the desired drag rate.

The multi-function spoiler panels will move to a position respective of that of

the speed brake handle and remain in that position until the speed brake
handle is moved to a different position or in the stowed position. Certain
interlocks will retract the surfaces automatically based on flap position and
TLA (Thrust Lever Angle). If the flap setting is increased to 20 degrees or
more when the multi-function spoiler panels are already deployed, they will
be retracted.

The speed brakes will retract automatically again upon selection of flaps 3.

Advancing the throttles beyond Thrust Lever Angle (TLA) 70 degrees inhibits
speed brake deployment in order to prevent inadvertent operation during a
go-around maneuver.

In the event of a disagreement of handle position with actual surface position

after automatic retraction, the advisory message SPDBRK LEVER DISAG
will be displayed on the EICAS.

The speed brake handle is mounted in the cockpit on the centre pedestal,
and is operated manually by either pilot. When the handle is in the fully
forward position, the spoilers are in the stowed position. The handle latches
into the stowed position when it is pushed to the forward stop, and must be
lifted by the pilot to move it to the desired position.

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SPEED BRAKE FUNCTION

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COMPOSITE COMMAND

The flight control module (FCM) incorporates software to combine the roll
spoiler commands and the speed brake commands into a composite
command, when turns are flown with speed brakes deployed.

During right turn with speed brakes deployed, the left wing spoilers will retract
partially as the left wing spoilers extend.

The spoiler match buffet control function deploys the multi-function spoilers
symmetrically up to a maximum of 8 degrees for airspeeds above the
maximum operating mach number (Mmo), in order to reduce the effects of
buffeting.

The amount of spoiler deployment will vary linearly as a function of Mach

number.

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COMPOSITE COMMAND

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GROUND SPOILER FUNCTION

The spoiler control system provides automatic ground spoiler deployment to

increase wheel-braking efficiency reducing the lift generated by each wing
and to reduce the stopping distance by producing aerodynamic drag.

During ground operation, all spoiler panels function as ground spoilers and
are commanded to the fully extended or fully retracted positions.

The ground spoiler function drives all ten spoiler‟s panels to the deflection
limit of the actuators.

MULTI-FUNCTION AND GROUND SPOILERS DEPLOYMENT

After touchdown the FCM will command all multifunction spoiler surfaces to
the 40° extended position and the ground spoiler surfaces to 60° when the
following conditions are simultaneously met:
 Weight on wheels on ground.
 Wheel speed is above 45 kts or airspeed is above 60 KIAS.
 Thrust Lever Angle (TLA) below 26°.

Following rollout, the spoilers will automatically retract when wheel speed is
below 45 kts for at least 5 seconds. If the throttles are moved beyond 35°
(TLA) after landing, the spoiler panels will automatically retract.

Note: In the direct mode, ground spoilers are not available.

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GROUND SPOILER FUNCTION

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STEEP APPROACH MODE

SAM MODE ARMED when:
EMB170/190 will be certified for performing a final approach in a nominal
glide slope of –5.5°, instead of –3.0° degrees which is regularly used.  Steep Approach is available
 Switch was pressed
In EMB170/190, the flight controls should provide additional drag to comply  Valid TLA‟s are less than 70°
with JAA 25 subpart B requirements for steep approach, which state the  AOA is less than AOA shaker minus one
demonstration at –7.5° of glide slope angle.  Shaker is not active
 SAM function is enabled by APM (EMBRAER controlled)
The Pilot interface with Steep Approach Module is the use of cockpit switch.
SAM MODE ENGAGED when
CONTROL LAW
 SAM is armed
 Engagement commanded via cockpit switch  Full flaps configuration
 Spoilers deflection to a flux position.  Airplane is in the air
 New feature added, that is a spoiler modulation thru column
command
 Automatic configuration trim to permit stabilizer compensation during
steep approach mode engaging and disengaging.
 Logic to permit arming, engagement and failure annunciation.

Roll rate capability shall be unaffected by steep approach mode with flap
FULL position.

Maximum lateral control capability shall be unaffected by steep approach

mode spoilers.

Flap FULL stall speeds and stall characteristics shall be unaffected by steep
approach mode spoilers.

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STEEP APPROACH MODE

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MULTI-FUNCTION SPOILER ELECTRICAL SYSTEM OPERATION

The pilot and the copilot control yokes are used to command the multi-
function spoilers.

The left control yoke controls the outboard multi-function spoiler pair and the
right control yoke controls the middle pair. Both control yokes share control of
the inboard multi-function spoiler pair.

A single electro-hydraulic actuator controls each multi-function spoiler

surface. Electrical signals received by the EHSV (Electro-Hydraulic Servo
Valve) from the FCMs control the actuators.

The valve meters fluid to the retract and extend chambers to move the
actuator. The EHSV is spring biased to the retract position. The actuator
contains a main -ram LVDT to provide positional feedback for closed- loop
control.

Each S-ACE contains the analog circuitry to control and monitor one pair of
multi-function spoilers. It also has the analog-to-digital and digital-to- analog
converters used to transfer data to and from the digital portion of the FCMs.

The control and monitor functions are split between lanes A and B.

In this way, one lane controls the left spoiler surface and monitors the right
surface, while the opposite lane controls the right surface and monitors the
left surface.

The multi-function spoilers operate in three modes:

 roll augmentation
 speed brake, and
 ground deployment.

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MULTI-FUNCTION SPOILER ELECTRICAL SYSTEM OPERATION

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GROUND SPOILER ELECTRICAL SYSTEM OPERATION

For the ground spoiler system to operate, both lanes of an FCM must agree
with the input deployment logic. The inboard ground spoiler panels need
agreement between lanes A and B of FCM 1, or lanes A and B of the FCM 3.

The outboard ground spoiler panels need agreement between lanes A and B
of FCM 2, or lanes A and B of the FCM 4. This arrangement lets the ground
spoilers deploy or retract even if one FCM is inoperative.

The primary input for the ground spoiler logic is the weight-on-wheels
discrete outputs from the PSEMs. To carry out ground spoiler deployment,
the weight-on-wheels hardware discretes and software generated wheel-
speed discretes are combined in FCM hardware.

The wheel speed discretes from the brake control modules are combined
with airspeed. This data is used as a ground spoiler-arming signal for the
automatic deployment of the ground spoilers.

Wheel speed and airspeed data is provided to the FCM over the ASCB-D
(Avionics Standard Communication Bus (Version D)).

The ground spoiler logic also includes TLA inputs as an arming function. The
TLA inputs are also used to inhibit ground spoiler deployment during take-off
or go-around.

If the ground spoilers deploy during a touch-and-go maneuver, they will

retract automatically upon application of thrust. The TLA data is provided to
the FCM from the FADEC (Full-Authority Digital Engine-Control) by means of
ASCB-D.

If the conditions for deployment are met, the FCMs send 28 VDC and
electrical ground commands to the ground spoiler control modules, which
causes the ground spoiler panels to fully deploy.

If the conditions for deployment cease, the FCMs will restow the panels. The
FCMs switch both the high and the low electrical inputs through separates
lanes within the FCMs. This prevents the inadvertent deployment from a
single electrical short.

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GROUND SPOILER ELECTRICAL SYSTEM OPERATION

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EICAS INDICATIONS

In case of system failure or failed BIT the following messages will be

displayed on the EICAS:

 Advisory message FLT CTRK FAULT if one of the flight control

system component has failed but the aircraft is dispatch able.

 Caution message FLT CTRL NO DISPATCH indicate that one of the

components has failed and system requires maintenance action
before dispatch.

 Advisory message SPDBRK LEVER DISAG displayed when

mismatch exists between handle position and surface position.

 Caution message SPOILER FAULT presented if one or more pairs of

multi function spoilers failed to respond to command or spoiler panel
extended inadvertently in flight.

 Warning message GROUND SPOILER FAIL displayed when one or

more ground spoiler surfaces has extended inadvertently or has failed
to extend when commanded.

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SPOILER INDICATIONS

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STEEP APPROACH INDICATION

Steep Approach fails when

One of the followings 2 events occur:

a) SAM become UNAVAILABLE while it was ARMED or ENGAGED

b) SAM is UNAVAILABLE then the pilot attempts to engage pressing the

switch.

 SAM remains unavailable

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B1.1. and B2 FLIGHT CONTROLS

STEEP APPROACH INDICATION

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TEST AND DIAGNOSTIC

In order to reduce latent faults in the Flight Control System, „Power-up Built- The PBIT function is controlled from FCM software and requires the entire
In-Test‟ (PBIT) is employed to ensure that the system components remain Flight Control System to be electrically powered in order for the test to
capable of executing their intended functions prior to flight or after performing operate successfully. PBIT is interlocked in software to ensure that
maintenance on the system. PBIT incorporates functionality that provides inadvertent operation does not take place during real-time operation of the
detection of out-of-tolerance conditions and failure effects mitigation in the Flight Control System functions. The parameters and conditions for the
FCMs, S-ACEs and the actuators. PBIT performs automatic checks following interlock are:
application of aircraft power to ensure that the internal electronic circuitry,
sensors and actuator is operating as expected before the system is ready for  Weight-on-Wheels (WOW) on-ground indication
flight.  CAS < 60 knots
 Hydraulic pressure<300 psi
The FCMs are used to perform the PBIT function. The S-ACE PBIT checks  P-ACE Power-up lockout is not set
consist of tests to ensure the S-ACE monitors are capable of detecting and
taking the appropriate actions to mitigate the failures. Checks of the digital If these conditions are satisfied on application of electrical power, PBIT will
portions of the FCM include tests of the microprocessor, memory and commence execution to completion if not interrupted by disabling any of the
Heartbeat monitor to ensure that the digital computations are performed interlocks. The WOW is supplied from the MAU PSEM, CAS from the MAU
correctly. The checks also include monitor tests to ensure that each FCM Processor modules, hydraulic pressure from the hydraulic system pressure
monitors are capable of detecting failures and resetting the FCM. In addition, sensors through the Avionics system. The P-ACE hardware power-up lockout
after power-up, the FCMs check the Flight Control System configuration, is a hardware function that enables the P- ACE to accept stimulus commands
digital interface with the S-ACE to ensure the system is fully functional. on power-up. Upon completion of PBIT, the lockout is disabled by means of a
command to the P-ACE on CAN bus. If the condition for performing PBIT is
PBIT is performed automatically on application of electrical power to the not set, the Flight Control System transitions into real-time application with
Flight Control System, without application of hydraulic power. PBIT is full-functionality.
performed with hydraulic power off since the S-ACE hardware is stimulated
with test signals to verify the control and monitoring paths and functions are
operational. For such automated tests, hydraulic power must be turned off
since, for safety reason, control surfaces motion is not desired when PBIT is
in progress.

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B1.1. and B2 FLIGHT CONTROLS

CMC TESTS

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SERVICING
Release the downlock valve
VISUAL INSPECTION
Put a GSE 086 on the piston shaft of the MFS PCU Reset CBs and
Open panels 147AL, 199AL pressurize hydraulic systems.
Use the instructions given in the AMM spoiler operational test to cycle the
Tools spoiler panels 25 times.

ITEM GSE 029 TOOL - SLAT CONTROL LEVER LOCKING Examine each MFS PCU
ITEM GSE 086 LOCK COLLAR, MFS ACTUATOR SPOILER Commercially • The dynamic seals can have one drop per 25 cycles, the static seals and
available wrench, socket, 3/16 inch 6 point EHSV can have 0 drop per 25 cycles.
If the leakage from the dynamic seal or static seal or EHSV body is more
Connect the external AC power supply to the aircraft than the permitted limits, replace the MFS PCU

On the overhead panel, on the HYDRAULIC control panel, make sure that
the SYS 1 - ELEC PUMP and SYS 2 - ELEC PUMP switches are in the OFF
position. On the control pedestal, set the SFCL to the FULL (DOWN) position

Lock the SFCL with the GSE 029

Open CBs

FLAP ACE 1- FLAP ACE 2- HYD1 PUMP PWR-RICC HYD2 PUMP PWR-
LICC

Do these steps to manually extend the LH or RH multifunction spoiler panels,

as necessary

Caution: USE ONLY A 3/16 INCH 6 POINT SOCKET WRENCH TO TURN

THE DOWNLOCK VALVE VALVE. THE USE OF AN OPEN END
WRENCH CAN CAUSE DAMAGE TO THE WRENCH FLATS.

Use a 3/16 inch 6 point socket wrench to turn the downlock valve clockwise
and hold it in this position, then lift the multifunction spoiler panel up to the
fully extended position.

The error message SPOILER FAULT will show on the message window of
the EICAS

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B1.1. and B2 FLIGHT CONTROLS

SERVICING

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Embraer ERJ-190 Series (GE CF34) ATA 27
B1.1. and B2 FLIGHT CONTROLS

ATA 27-80 FLIGHT CONTROL SLAT

INTRODUCTION DESCRIPTION

The slat system consists of eight slat panels, four per wing, each actuated by After power up on Built-In-Test, each SF-ACE will report its valid status to the
two tracks with two rotary actuators. The rotary actuators are interconnected aircraft over the ARINC 429 interface. The SF-ACE will operate in stand-by
with the slat drive line in the fixed leading edge of the wings. mode while waiting for flap or slat commands. In this stand-by mode the SF-
ACE channel monitors for uncommanded movements and asymmetric
A slat PDU provides power to the rotary actuators, PSUs mounted on the conditions, while performing periodic internal BIT and interface checks to
outboard slat actuators provide the slat control channels with the slat system ensure integrity.
position information.
When the SF-ACE channel receives a valid surface movement command and
Two slats disconnect detection sensors are mounted between the three Slat/Flap sequencing commands between SF-ACE channels indicate
outboard panels on each wing to detect and limit panel skew. While inboard acceptability of surface movement, the SF-ACE will release the motor brake
slat panel uses resolver based skew detectors to detect and limit the inboard and command the motor to move at a preset speed to the commanded
panel skew. position.

System control provided by two SF-ACE, which receive the command from When a command involves slat and flap surface movement the slats will
the Slat/Flap Control Lever. Besides providing control and protection for the move first on extend and flap will move first on retract. The SF-ACE monitors
slat system, the control channels also provide system performance feedback this motion for validity of speed, surface symmetry, valid direction and valid
to the cockpit. BIT checks.

The slat and flap motion is sequenced such that slat extends first and flap In case of failure, the SF-ACE channel will disable the motor drive output,
retracts first when the motion command requires both surface to move. The setting the respective motor brake and record the failure condition in the Non-
system uses electrical power to move the surfaces. Volatile-Memory.

The aircraft AC power drives the DC motors and 28vDC is used for control A flap system failure will not disable the slat system and vice versa. When
purposes. there are no failures, each SF-ACE channel will drive the appropriate surface
to the commanded position, set the brake, turn of the drive and return to
stand-by mode.

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B1.1. and B2 FLIGHT CONTROLS

SLAT SYSTEM

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COMPONENTS

SLAT/FLAP CONTROL LEVER

The slat/flap control lever (SFCL) in the cockpit allows pilot input to the
slat/flap control system by converting angular displacement of the lever into
electrical signals to the SF-ACE units.

A light plate provides reference position markings for surface position

selection. The SFCL has seven positions, each having a detented
arrangement as shown, resulting in the respective slat/flap surface positions
and placarded speeds.

Position three is gated in either direction for the go-around gate. Moving the
lever from one detent to another causes the four RVDTs mounted to the
handle to rotate, providing independent handle position information to the
four SF-ACE control channels via two electrical connectors. A valid motion
command exists if a channel determines its RVDT to be in a valid detent and
any of the other three channels are in agreement.

The slat and flap motion is sequenced. When both the slat and flap surfaces
are commanded to extend, the slats extend first to 15 degrees followed by
flap extension to any commanded position up to 20 degrees.

When the command is to extend beyond position 3, the surfaces first extend
to position 3 and stop. After validating the surfaces are in position
3, the slats first extend to 25 degrees followed by the flaps extending to the
commanded position.

When the command is to retract to less than position 3, the flaps retract first
back to 20 degrees and the slats retract to 15 degrees and stop. After
validating the surfaces are in position 3, the surfaces retract to the
commanded position, following the sequence flaps retract first followed by the
slats.

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SLAT/FLAP CONTROL LEVER CONNECTIONS

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SF-ACE

Each of the two SF-ACEs is a dual channel line replaceable unit with one
channel for flap control and one channel for slat control. The two flap and slat
channels operate in the active/active mode. Each channel provides the
control, protection and Built-In-Test logic for operation of the slats and flaps
actuation systems. Input commands are received from the Flap Control
Lever. Surface coordination and control signals are communicated between
the adjacent SF-ACE channels and between the opposite SF-ACE channels.
The SF-ACEs receive position data from its dedicated PSU resolver, which
are mounted at each actuation system‟s outboard actuator. Each SF-ACE
channel also controls an electromechanical motor brake at the interfacing
PDU motor. The entire system is designed such that no single failure results
loss of both slat and flap control.

The loss of one SF-ACE has the effect of reducing both slat and flap system
to operate at half speed. Communication to and from the SF-ACE is over
ARINC 429 data bus towards and from the MAU1 and MAU2.

SF-ACE Inhibits

The SF-ACE will inhibit flap and or slat commands under the following
conditions:

1. Limit slats/flaps greater than detent 3 (slats 15 deg/flaps 20 deg) when the
RAT is deployed.

2. Limit flap and slat commands when airspeed exceeds placard speed for
commanded positions as shown on page 22 herein.

3. Limit flap extension beyond 10 deg when slats fail < 15 deg.

4. Limit slat retraction below 15 deg when the flaps fail > 10 deg.

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B1.1. and B2 FLIGHT CONTROLS

SF-ACE

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POWER DRIVE UNIT

The slat PDU is an air frame-mounted gearbox with two motor/brake

assemblies, gearbox, differential, and torque limiter/slip clutch.

Each motor/brake assembly contains a 3-phase, 270 VDC (Volt Direct

Current) brushless motor, motor shaft position resolver, and electric coil
released brake.

The motor is speed-controlled by its respective SF-ACE (Slat/Flap Actuator

Control Electronics) channel.

The SF-ACE provides excitation for the motor resolver and uses the motor
shaft position resolver output to control commutation of the motor drive
section of the SF-ACE.

The brake is a spring-engaged, electrically released friction brake. Each

motor/brake assembly provides system torque through the output shaft.

The male ends of the output shaft are splined and mate with the female
splined element of the torque tubes. This allows the PDU to transfer torque
through the slat mechanical driveline system.

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B1.1. and B2 FLIGHT CONTROLS

POWER DRICE UNIT (PDU)

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TORQUE TUBES BEARING SUPPORTS

There are three models of torque tubes: female/female, female/male, and Bearing supports are used to connect adjacent torque tubes along the
male/male. They are cylinders of different lengths, installed in the trailing leading edge of each wing.
edge of the INBD (Inboard), mid, and OUTBD (Outboard) wing sections and
in the middle avionics compartment. Each bearing support has a splined shaft with female splined ends,
supported by two radial ball bearings housed in a bearing flange.
The basic torque tube configuration consists of rigid aluminum tubing with
universal joints riveted on each end. The universal joints on one end of the Each bearing support has a splined shaft with female splined ends. The
torque tubes are cross-drilled to allow the installation of a bolt for axial splined ends of each bearing support shaft engage the mating splines on the
retention of the torque tubes. The universal joint at the opposite end is free to torque tube shafts.
²float² to allow axial movement between components mounted to the
structure. The slat mechanical drive line has six bearing supports to meet installation
requirements.
The universal joints are grease-packed and permanently sealed with
elastomer boots. The splined ends of the torque tubes are fitted with grease ANGLE GEARBOXES
fittings to allow periodic lubrication of the drive splines.
The four 137 degrees angle gearboxes are used to change the path of the
The torque tubes are designed to avoid incorrect installation by the length of slat mechanical driveline system.
the torque tubes. Containment rings near the end of each torque tube prevent
damage to the adjacent equipment that might be caused by the spinning of Each angle gearbox has two bevel gear shafts mounted in ball bearings to
the tube during torque tube disengagement. provide the required change in angle.

Failure of any torque tube is detected by the SF-ACE, which shuts down the The bevel gear shafts have male splined ends that allow the shafts to mate
flap system. The torque tubes in the middle avionics compartment are with the torque tubes. The slat mechanical drive line has four angle
covered with a shroud to protect ground maintenance personnel. The flap gearboxes to meet installation requirements.
mechanical drive line has 22 torque tubes in seven different configurations to
meet installation requirements.

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SLAT ACTUATION COMPONENTS

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SLAT ACTUATORS Torque Limiter

The slat panels are positioned by slat actuators also referred to as Geared Each slat actuator contains a torque limiter to protect the rack and pinion and
Rotary Actuators (GRAs). The GRAs are essentially a power gear reduction slat structure from excessive loads in the event of a jam condition. The torque
accomplished through a planetary gear set. A ball ramp actuated torque limiter is located between the actuator input shaft and the planetary gearbox.
limiting device is built into the GRAs. One side (plate) of the ball ramp actuator for the torque limiter is splined to
the through shaft, while the other ball ramp side (plate) engages the torque
The slat actuators provide the actuation force to extend and retract the slat limiter brake shaft/sun gear through a multiple slot and tang interface. The
panels on the leading edge of the wing. There are four slat panels on each rotating brake plates are splined to the torque limiter brake shaft/sun gear
wing with two slat actuators for each panel to position the panel and carry the while the stationary plates are grounded to the housing with a pin and slot
actuation loads. arrangement. A helical spring and sleeve provide the predetermined axial
force to the torque limiter ball ramp, which establishes the torque limiting set
The slat actuators convert the rotary output motion of the slat PDU through point.
the slat system drive line to rotary motion through a planetary gear Each plate of the ball ramp actuator has three inclined, oval shaped grooves
arrangement to move the slat panels along the panel tracks. The actuator on their faces. The pre-load tension from the helical compression spring
output shaft drives a pinion gear, which in turn drives a rack that is attached holds the balls in these grooves. As torque is applied to the splined input
to a track on the slat panel. plate, the balls move to the beginning of the ramp in the grooves. In this
The slat actuators are of a sealed, non-vented design and a fixed amount of position, the balls transfer torque to the output plate. When torque is
grease is used internally to reduce tare losses at extreme cold temperatures. reversed, the balls move to the opposite ramp. In the event of a jam failure
case at the actuator station, the force reacts against the spring force and
Configurations allows the balls to move up the inclined ramp farther than they normally
would. This forces the output plate away from the input plate and reduces the
There are a total of 16 slat actuators per ship set with three different slat clearance between the friction plates and reaction plates of the brake
actuator part numbers/configurations. There are three Type A Actuators on assembly. As the brake plates make contact, the operating torque is
each wing located at positions #1, #3, and #5 and three Type B actuators on grounded to the housing and air frame and the actuator torque limiter trip
each wing at positions #2, #4, and #6. indicator is tripped. Once the torque limiter is engaged the total drive torque
There are two Outboard Type C actuators on each wing at positions #7 and from the Slat PDU is reacted into the mounting lugs of the jammed actuator
#8. Each actuator has a different aircraft mounting interface to prevent causing the PDU to stall and the SF-ACE to shut down both slat channels
installation in the wrong location. The Type A and B actuators have the same and indicate “Slats Failed” message to the EICAS display. The actuator
mounting bolt pattern but have different slot locations to interface with a torque limiter will automatically disengage and reset when the SFCL is
mounting pin located on the aircraft structure. The Outboard Type C commanded in the opposite direction (away from the jam). The torque limiter
actuators have a different mounting bolt pattern than the A and B actuators. can be reset up to three times per power up cycle before the SF-ACE latches
Care should be taken when installing the slat actuators to make sure they are out the fault and prevents further operation of the slat system.
mounted properly in the correct location.

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SLAT ACTUATOR

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POSITION SENSOR UNIT (PSU)

Transmission drive lines are installed on the leading of each wing,

transmitting torque from the PDU output shaft to the actuators stationed
along the wing, using torque shafts and angle gearboxes.

The input shaft of each actuator is also a though shaft transmitting the torque
from actuator to actuator, maintaining synchronization within the system.

A position sensor unit (PSU) is located at each outboard end of the slat and
flap drive lines, providing position feedback to the SF-ACE channels.

The SF-ACE uses the information for closed loop computing of the surface
position, for detection of asymmetric slat or flap deployment, and for surface
position indication on the EICAS.

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POSITION SENSOR UNIT (PSU)

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SLAT TRACKS

The slat panels react loads to the aircraft structure through tracks supported
by needle rollers and are driven by a rack and pinion gear. There are two
tracks per panel, with one additional non-driving support track for the inboard
panel to assure function of panel in case of damage to one the driving tracks
in the event of a rotor burst failure.

Each track is driven by a Geared Rotary Actuator via a pinion splined to the
actuator and a sector gear inside the track. The track rollers provide the main
vertical load bearing and rolling support for all slat tracks.

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SLAT TRACKS

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SKEW SENSORS

Electronic skew sensors are installed to prevent excessive panel skew in the
event of a disconnect in one actuator while the other actuator on the same
panel continues to operate.

Inboard Slat Skew Sensor

The INBD slat skew sensors prevent excessive skew of the INBD slats and
detect/annunciate disconnect failures. A dual-channel resolver is a part of
each INBD slat skew sensor, on the driven end track of each INBD slat panel.
A spur gear, which meshes with the slat pinion gear, drives each resolver.
The slat pinion gear is mounted on the slat actuator output shaft. The slat
pinion gear drives the slat rack which is attached to the slat panel. The skew
sensor housing and spur gear have timing marks for proper rigging of the
sensors between the two tracks. The slat INBD skew sensors have an
electrical connector that mates with an aircraft wiring harness. The wiring
harness connects the four skew sensors to the SF-ACE units.

Outboard Slat Skew Sensor

The OUTBD slat skew sensors prevent excessive skew of the OUTBD slats
and detect/annunciate disconnect failures. The OUTBD slat skew sensors
utilize a reed switch, striker pin, and mechanical fuse. An electrical connector
mates the reed switch with an aircraft wiring harness. The wiring harness
connects the four skew sensors to the SF-ACE units.

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SKEW SENSORS

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OPERATION

The SFCL, located on the centre pedestal, has seven detent/gated positions.
A finger lift located on the lower portion of the SFCL allows movement of the
SFCL. Once the finger lift is raised, the SFCL may be moved past adjacent
detents without releasing the finger lift.

Each detent position has a secondary detent that allows the operator to feel
the detent without the need to look at the markings on the SFCL.

Slat position 3 contains a stop mechanism in either direction, which requires

the finger lift to be released and lifted again to pass through the gated
position. This stop mechanism allows the operator to easily find and select
slat position 3 for normal takeoff and approach conditions without having to
look at the SFCL or rely on detent feel. Movement of the SFCL from one
detent position to another rotates the internal drive shaft gear. Movement of
the drive shaft gear causes the synchronous rotation of the four RVDTs
mounted in the handle housing. The four RVDTs convert the rotation to a
voltage signal. The voltage signals are passed to the two SF-ACE units.

Each SF-ACE unit drives one slat PDU (Power Drive Unit) electric motor and
controls one channel of slat brakes. The slat PDU generates a rotary output
motion. The slat mechanical drive line transmits this rotary output motion to
the slat actuators.

When slat panel movement commands are received, slat/flap panel

sequencing is determined between the SF-ACE channel over the CAN bus.
When the SF-ACE channel determines it will move the slat panel that
channel releases the brakes and commands the motor to move at a present
speed to the commanded position.

Each SF-ACE channel receives position feedback signals from the two slat
position sensor units and discrete inputs from both the INBD and the OUTBD
slat skew sensors.

The position sensor units report the actual position of the slat panels. The
INBD and the OUTBD skew sensors report fault indications to the SF- ACE
units. If a fault occurs, the SF-ACE units report the fault through the EICAS
(Engine Indicating and Crew Alerting System).

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OPERATION

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EICAS POSITION INDICATIONS AND MESSAGES

Slat position and status information is provided via the MAUs to the EICAS
cockpit display for flight crew information and dispatch assessment. Each
ACE channel transmits three address labels, which contain the position and
status information for that channel.

This information is used for EICAS position and synoptic display. The slat
position data is an average of the surface position determined by the left and
right wing position sensor units (PSUs). The SFCS position data used by the
EICAS and other safety critical aircraft functions is
independently verified by the monitor channel. ARINC 429 data with a SSM
setting of “normal operation” should be used by the safety critical users of this
critical label.

EICAS utilizes this data for the primary CAS page and the flight controls
synoptic page displays. Three different messages are used by EICAS to
identify slat system fault status. It should be noted that many different fault
conditions might cause any one of the basic fault messages to be displayed.

Cause of the EICAS fault message may only be determined by the CMC.

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POSITION INDICATIONS AND MESSAGES

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MAINTENANCE

MECHANICAL RIGGING: SYSTEM ELECTRICAL RIGGING AND AUTO RIG

Mechanical rigging of the slat system is performed during installation of the After the flap and slat systems are mechanically rigged, an electrical rigging
system components. Mechanical rigging is performed to synchronize the slat procedure is performed by command from the CMC (after system start-up is
actuators on each panel in the nominal retracted (0 deg.) position to assure complete).
proper panel location for the aircraft cruise condition and provide timing of the
rack mechanism over travel stops. The electrical rigging process is manually initiated via the CMC and
establishes the electrical offsets for the position feedback resolvers in the
wing tip mounted SF-PSUs, inboard slat skew sensors, and outboard flap
 After installation of the slat rack and pinion assemblies position each skew sensors and stores them, along with aircraft tail number, in the SF-
track to the nominal retract position (0 deg) as determined by a ACE non-volatile memory. The SF-ACEs share all electrical rig information
rigging block placed between the lower front roller and slat track and stores the values for both SF-ACEs.
retract stop.
Electrical rigging will have to be performed any time a PSU or a skew sensor
 With the slat track held in the nominal retract position install each slat is removed or any time the driveline is disconnected between the PDU and
actuator to engage the pinion gear spline using the specified either PSU, either for maintenance or after a failure event. Mechanical rigging
fasteners. after a driveline disconnect may or may not be necessary, depending on
whether or not the system is held by rig features somehow when the drive
 Install the interconnecting drive line torque shafts and bearing line is disconnected in maintenance.
supports between each actuator input shaft to maintain proper rigging
of the slat panels on each wing. There is also an auto rig process in event of an SF-ACE replacement. When
a SF-ACE is removed and another SF-ACE is installed in place of the
 With all the slat actuators at the nominal retract (0 deg) position adjust removed unit, the SF-ACE will auto rig at start-up when it recognizes that the
and install the wing tip Position Sensor Unit (PSU) to the outboard aircraft tail number is different. Auto rig simply transfers the stored electrical
mounting bracket with the timing mark on the outboard end of the offset information from the existing SF-ACE to the replacement SF-ACE.
sensor aligned for the proper wing (i.e. LH or RH wing)

 With both wings properly rigged in the retract position install the drive
line torque shafts and angle gearboxes between the PDU and inboard
slat actuator on both wings.

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SLAT SYSTEM RIGGING

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SLAT PANEL SECTION 1 – ADJUSTING

Location

220 FWD Fuselage - Above the Floor Line Turn the eccentric (4) to correct the position of the slat surface.

Tools With the aid of a feeler gauge do a check of the gap between the slat surface
and the GSE 239. Try to pass the thinnest feeler gauge blade on it.
ITEM GSE 029 TOOL - SLAT CONTROL LEVER LOCKING ITEM GSE 239
TOOL - RIGGING, LEADING EDGE SLATS Accomplishment Note: The gap is considered acceptable if the thinnest feeler gauges 0.05
Make sure that the slat surface is rigged before you do this procedure mm (0.00197 in) blade fits it.

SLAT ACE 1-LHCBP , SLAT ACE 2-RHCBP FLAP ACE 1-LHCBP, FLAP Make sure that the threads of the nut (7) and the bolt (5) fully engage. The
ACE 2-RHCBP Remove cotter pins (6) from the slat tracks 1, 2 and 3. base of the nut must not touch the surface.

Loosen the nuts (7) and (8) from the slat tracks 1, 2 and 3. Refer to Figure Turn the nut (7) and measure the locking torque with a torque wrench. (6)
make sure that the locking torque value is 2.03 - 16.95 N.m (18 - 150 lb.in).
Remove the nut (1), washer (2) and locking plate (3) from the slat tracks 1, 2
and 3. Refer to Figure
Note: Slat tracks 1 and 3 have the same value of locking torque. Slat track
Turn the eccentric (4) to move the slat surface up from the slat tracks 1, 2 2 has a different value of locking torque.
and 3. Refer to Figure
Add the locking torque value measured in SUBTASK 420-006-A to the
Reset CBs standard torque of: (a) 19.55 - 22.03 N.m (173 - 195 lb.in) to get the final
torque for the slat tracks 1 and 3. (b) 30.06 - 48.13 N.m (266 - 426 lb.in) to
On the control pedestal, set the SFCL (1) to the position 1. Lock the SFCL (1) get the final torque for the slat track 2.
with the GSE 029.
(1) Install the GSE 239 between the slat panel trailing edge and the wing Apply the final torque to the nut (7) with a torque wrench. Safety the nut (7) to
surface parallel to the track direction for the slat tracks 1, 2 and 3. the bolt (5) with a new cotter pin (6).
Apply a thin layer of the approved sealant on the cotter pin (6).

Note: Use the specified gauge block for each slat track. Do the operational test of the slat control system

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ADJUSMENT

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ATA 27-00 MINIMUM EQUIPMENT LIST

MEL – EXAMPLE

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